F1technical.net

and thus, a specific position on the car?





OK, obviously the wets do for thread reasons.

But do the dries? For construction reasons, let me explain:


Say the car is in a right hand corner. Would it be advantageous for the outside tyres to deform in a different way from the inside tyres? As in, the outer and inner sidewalls [from the car centreline] are different.


The same for braking and acceleration, in terms of sidewall deformation leading to contact patch changes.

Most definitely. Each corner is designed for it's specific loads and duties. The inside and outside of the tires carry different types of loads. As well, for instance, it is important for the rear tires to transmit the drivetrain torque with undue effect. And for the front, they have to carry immense loads under braking.

Also, the tires not only vary from each corner of the car, but from track to track.

The construction of the tyres are different from inside to outside on a single tyre (to account for different loads across the face of the tyre). However the rubber and construction spec must be the same.

mini696 wrote:The construction of the tyres are different from inside to outside on a single tyre (to account for different loads across the face of the tyre). However the rubber and construction spec must be the same.

Very interesting. Does anyone happen to have a picture, diagram or any illustration of the innards of an F1 tyre? Please, do not tell me is posted in the TECHNOLOGY section...

Any picture you get will be very 'generic' and wont show the details of differing construction.

mini696 wrote:Any picture you get will be very 'generic' and wont show the details of differing construction.

Well, I'll settle on that. I have never ever seen anything remotely similar to an F1 tire section (not that I've looked for it).

The wheel's insides (which is, amongt other things, a woven material of nylon and polyester etc) are made from an essentially flat piece of material which is rolled around a mould and overlapped where the ends join (to form the loop). This is done with consideration for the forces which will be on the tyre during acceleration. If you put the rear tyres on the on the wrong side of the car this overlap is the wrong way around and could increase the change of the tyre coming apart.

The front tyres are constructed the same way but because they aren't subjected to nearly the same forces (until F1 cars become 4WD) it wouldn't matter too much of you got them on the wrong way around.

(According to Martin Brundle)

Rob W

I only half agree with Rob W

Tyres are constructed with the weave of the carcass a very critical component. One thing they can do is trade lateral grip with longtitudinal grip when they build a tyre. I expect that the tyres have bespoke constructions track to track as well as the compounds. Follow that through and it would not be surprising to hear that the construction has varying stiffness/direction across the tread and probably different for inner and outer sidewalls.

The tyres will be utterly critical to rotation direction.

RH1300S wrote:Tyres are constructed with the weave of the carcass a very critical component. One thing they can do is trade lateral grip with longtitudinal grip when they build a tyre.

Yes. My wording wasn't perhaps the best. Irrespective of which track a tyre is intended for use at the basic construction method is the same. They'll just use different levels/thicknesses/materials in the inner construction not to mention the rubber used for the outer itself is being developed continually.

In practical terms, the rear tyres can't be changed side to side but with the front ones it's not so important. This doesn't mean to say that F1 teams don't always label all four tyres with their intended placement on the car.

Rob