I don't think I'd care if I "fell victim" to this, to be honest. Don't think it matters one way or the other. If you have a good tire supplier with good manufacturing, batch to batch variation within several months or a season shouldn't be a big deal. If the manufacturer is crap, then the tires WITHIN a batch probably have some variation and you're hosed anyway.marcush. wrote:you are saying they use tyres from diferent batch production for the same event?
I´d cry out loud if I were a victim of this...even though who knows how they verify that first and last of the productiuon run is THE same and variance from batch to batch is also at the border of detectable...and how do you quantify this...
i could imagine a lot of environmental influences will alter the behaviour and response of a race tyre- consistency over long periods of storage under uncontrolled conditions is surely not a priority in race tyre development ...
I was told years ago (from race tyre supply )that pirellis batch to batch variance is considerable in compound and carcass even measurable very easily with static springrate measurements and shore hardness sampling.
This should explain everythingmachin wrote:Anyone have a link which describes what happens to used tyres after a grand prix weekend? Recycled? Land fill?
That would be my presumption, yes. I could be wrong. Tearing up beads can happen even when dismounting passenger car tires. Really it's not the bead itself as that's generally a cable of steel, but the rubber around that area which seals it to the wheel. Then again if Pirelli were using carbon beads or something in F1 I suppose you'd have even more potential for damage.strad wrote:I think I understand JT...the beads have been stretched and even minorly torn so for overall safety they scrap them. Thank You
Jersey Tom wrote:That would be my presumption, yes. I could be wrong. Tearing up beads can happen even when dismounting passenger car tires. Really it's not the bead itself as that's generally a cable of steel, but the rubber around that area which seals it to the wheel. Then again if Pirelli were using carbon beads or something in F1 I suppose you'd have even more potential for damage.strad wrote:I think I understand JT...the beads have been stretched and even minorly torn so for overall safety they scrap them. Thank You
To circle back on the age thing and batch variation as well... here's another perspective to put it in: It can be challenging in itself just extracting the most potential from a spec of tires on a given weekend even if they were all 100% identical. It could be easy to leave performance on the table. So my line of reasoning is sort that out first and THEN worry about set to set variation. Of course one could make the counter argument that you might not be getting a true read on your car if every tire set varies enough. Depends on the order of things and which variables you feel are most influential to the car.
Personally I think tire age variation would be lower on the list than some other things.
good stuff, thanks, here's the bit I was after:
All remaining tyres, both used and unused, are taken off their
rims and then transported back to Didcot. When they arrive, the
tyres are taken to a specialised plant where they are shredded and
then burned at very high temperature in order to produce fuel for
cement factories. The material produced in this process can also
be used for road surfaces and other industrial applications.
Familiar with them. It would certainly be convenient, particularly for smaller teams or organizations, to outsource their tire model fitting etc.marcush. wrote:what about Dufournier tools ? has anyone worked with these?
http://www.dufournier-technologies.com/ ... uits_2.htm
