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We Test the 2020 Toyota Supra: Zero to 60 in 3.8 Seconds

Slide 34 of 57: 2020 Toyota Supra

  • The 2020 Toyota Supra achieved a 3.8-second zero-to-60-mph time in Car and Drivertesting.
  • The fifth-gen Supra also impressed with a 12.3-second quarter-mile time at 113 mph.
  • The trimmer dimensions and lack of a rear seat cut weight by 108 pounds compared with the mid-1990s, fourth-generation Supra.

We’re now able to quantify our recent positive tingles from our first time behind the wheel of a production 2020 Toyota Supra. We drove one back to our office from Toyota’s launch event at Summit Point Motorsports Park in West Virginia and have now had the chance to run our full gamut of performance tests on it.

In short, the fifth-generation Supra is quick-even quicker than anticipated, hauling to 60 mph in just 3.8 seconds and steamrolling through the quarter-mile in 12.3 seconds at 113 mph. Our best runs involved a light dollop of brake torquing to get engine revs off idle and then carefully applying the gas pedal to avoid excessive wheelspin. The launch-control program, which was inconsistent in its engagement, was considerably slower.

These acceleration times stack up favorably against some bigger, pricier guns, nearly hanging with a Chevy Corvette or a Porsche Cayman GTS through the quarter-mile and slightly outaccelerating the BMW M2 Competition and the Ford Mustang Shelby GT350. This doesn’t come as much of a surprise, given that it is based on BMW componentry, but the revived Supra follows in the BMW tradition of delivering far better performance than its claimed power, and thus power-to-weight ratio, would suggest. For example, at 10.1 pounds per horsepower, the Supra outaccelerates the Chevrolet Camaro SS 1LE, which has 120 more horsepower, each of which is only taxed with 8.2 pounds. It’s less a question of whether or not the Supra’s 335-hp inline-six is underrated, and more about how much. Unfortunately, we have yet to test a BMW Z4 M40i to see how close the Supra is to the more powerful, “382-hp” six-cylinder Z4.

a car parked in a parking lot: We perform our full battery of performance tests-acceleration, braking, and handling-on the 2020 Toyota Supra and find that Toyota's revived sports car brings the performance to back up the Supra lore.© Toyota We perform our full battery of performance tests-acceleration, braking, and handling-on the 2020 Toyota Supra and find that Toyota’s revived sports car brings the performance to back up the Supra lore.

Although the horsepower rating is only 15 hp higher, the new Supra is quite a bit quicker than the revered Mark IV Supra Turbo from the mid-1990s, and-shockingly in today’s world of almost always larger and heavier-108 pounds lighter, aided by its trimmer dimensions and lack of a rear seat. Our Renaissance Red test car weighed 3372 pounds, which is, impressively, a bit lighter than Toyota’s claimed curb weight despite the fact that ours was a loaded Premium model, which pushed the as-tested price to $56,115.

However, Toyota hasn’t divulged the coefficient of drag figure, and we’d guess by the way the Supra’s high-speed acceleration tapers off that it isn’t class-leading (all the fake vents probably don’t help, but they would hurt more if they were real). By 100 mph, the Supra falls behind the Camaro SS 1LE and the M2, and, by 150 mph, the Supra is trailing those two by 1.5 and 3.2 seconds, respectively.

Despite wearing modestly sized Michelin Pilot Super Sport tires-that, yes, are branded with BMW’s star (★) designation-the Supra averaged a heroic 1.07 g on the skidpad. That hangs with just about anything not wearing DOT-approved track tires like the Michelin Pilot Sport Cup 2 or Pirelli P Zero Corsas, and slightly better than the current top-dog Cayman GTS and BMW M2. Braking performance from 70 mph came in at a solidly impressive 148 feet, right in line with the front-engine competition, although the slightly front-biased Supra (51.5/48.5 percent front/rear) can’t hang with the rear-biased Porsche Cayman or Boxster.

Welcome back, Supra. You’ve been missed.

More pictures in source below.

Source. MSN Autosports 

 

Posted in News

There’s a new Ferrari and it’s obviously Maranello’s best yet

Author: Dinesh Appavu

Ferrari has been hard at work on its latest flagship that would trump the LaFerrari for quite some time because it’s supposed to be the best yet. Now we’re finally privy to the most powerful, most advanced and fastest-accelerating road car out of Maranello; the SF90 Stradale.

It’s named after the scarlet team’s current Formula One machine, the SF90, and also pays tribute to the 90 years since Scuderia Ferrari came to be.

Ferrari’s own CEO; Louis Camilleri, describes the car as a “milestone in Ferrari’s history.” A lot of history is riding on the SF90 Stradale as it’s not only the newest flagship of the company but also the first series-production plug-in hybrid Ferrari. According to Louis, hypercar is the second of five new models to be launched in 2019.

The SF90 Stradale sits on a newly developed platform that is a first series-production multi-material chassis for the outfit made from aluminium and carbon fibre. All that exotica means it weighs less than a LaFerrari by 15kg; weighing in at a dry kerb weight of 1570kg, and having the best power-to-weight ratio of any Ferrari road car.

Ferrari claims a 40 per cent increase in torsional rigidity that in turn leads to improved dynamic performance, reduced noise, vibration and harshness.

Rumours have been rife about the car’s purported 1,000hp output over the last few years and it hasn’t strayed much from the number. The petrol engine makes 986hp; 36hp more than the LaFerrari, and obviously more than any other road-going Prancing Horse to date.

Central to all that is Ferrari’s award-winning narrow cylinder “F154” twin-turbo V8 found in the F8 Tributo. Here’ it’s been bored out from 3,902cc to 3,990cc. Of course, the engineers claim will sweat their mother’s lives on a complete redesign that comprises a new combustion, intake and exhaust system for mill that also includes a new 350-bar direct injection system.

It also incorporates a lower-mounted turbocharger and smaller flywheel that contributes to a lower centre of gravity. Inconel in the exhaust system instead of steel goes further to cut poundage.

Engine output alone is 769bhp and 800Nm of torque. It doesn’t stop there with a trip of electric motors with two driving the front and the third in the rear between the engine and transmission. That means all-wheel drive; something the LaFerrari made do without. Total horsepower is 986bhp.

A small 7.9kWh lithium ion battery gives the car 25.7km of pure-electric range; something else the LaFerrari did without. Although a hybrid, the LaFerrari’s electric motor was purely to supplement the engine’s performance and hence, never had the ability to propel the car purely on electricity.

However, the SF90 Stradale can run on electricity up to 135kph, with the battery being able to be charged by plugging in or the engine’s braking.

A brand new eight-speed dual-clutch automatic further reduces weight by checking in lighter than the outgoing seven-speed item.

It goes without saying that performance figures will make Albert Einstein roll in his grave. The century mark is dispatched in 2.5-seconds, a new record for Ferrari. It can also do 0-200kph in just 6.7-seconds; or the time it took you to read this paragraph.

eManettino is the new drive mode selector with four options. eDrive keeps the car running on the electric motor until it drains; Hybrid is the default setting, Performance ensures the engine is always charging the battery fully while Qualify keeps the electric motor running on maximum juice for a period of time to deliver maximum performance.

There’s a new brake-by-wire control that splits braking torque between the hydraulic system and the electric motors. This builds on the previous setup that saw the hydraulic system only supporting electric regeneration under hard braking.

Coupled with a new torque vectoring system that balances the front electric motors with the rear hybrid setup, the combo allows “a whole series of solutions to boost the SF90 Stradale’s lap times, while simultaneously guaranteeing that drivers of all kinds could make full use of the car’s potential and have fun behind the wheel.”

Aerodynamics is the most important bit of cutting through the air for quick times. The SF90 is no different Ferrari’s director of design, Flavio Manzoni, calling its development a real back-breaker. The SF90 Stradale’s exterior provides optimum balance between style, heritage and against advanced aerodynamics.

You can have the SF90 in two aero setups; the standard or Assetto Fiorano package. The latter is a more hardcore take that sacrifices comfort better track pace with more downforce and an interior with lesser creature comforts. The result is 30kg dropped. Rubbers also get upgraded to the default maximum performance items of Michelin Cup 2 with a bespoke compound over the standard Pirelli P Zero.

All in, Ferrari claims the SF90 is “the new benchmark for downforce and efficiency in high-performance road cars”. The numbers are 390kg of downforce generated at 250kph or 30kg more than the LaFerrari.

Even with all the weight reduction, Ferrari managed to integrate a push button door-opening system from the inside. A huge curved digital instrument cluster brings it into the future with all functions and infotainment controlled via the screen; or pretty much what Volvo has been doing for years. Ferrari’s put a lot of work into the steering wheel and swears that 80 per cent of the car’s functions can be controlled from it. Apparently, “eyes on the road, hands on the wheel” was a focus during development.

Still, it’s nice to see throwback touches such as the gear selections laid out in a H-gate style metal lever like Ferraris of yore.

Interestingly, the SF90 won’t be limited to a fixed number of units. Instead, production will be decided by the amount the carmaker can sell. On its debut, approximately 2,000 customers are lined up to see it and most have already ordered one. Those that place an order at the preview will have a long wait ahead of them.

On pricing, chief marketing and commercial officer Enrico Galliera said the SF90 will be cheaper than a LaFerrari but more than a 812 Superfast at between £500,000 and £750,000 (RM2.65 million to RM4 million).


Posted in News

The Perfect Fit : Pirelli Perfect Fit

batch prova marcatura copy

Pirelli’s Perfect Fit tyres make sure no vehicles are left behind when it comes to optimal performance.

It’s been close to 40 years since Porsche owners were first acquainted with P Zero tyres – Pirelli’s custom-made, Original Equipment marked tyres made specially to help vehicles perform at their optimum.

In an effort to bring their tyres to more people around the world, Pirelli has linked up with several top car manufacturers – Bentley, Ferrari and Mercedes-Benz etc – to create the Perfect Fit.

Adhering to the concept, P Zero tyres put emphasis on the car’s performance, handling and safety, while enhancing all the vehicle benefits. Car owners will also sit easy knowing their tyres were specifically designed for the cars they are driving.

For Pirelli, an undertaking as precise as this took close to three years. The first three months were dedicated to design, the next two years to prototype development and the final half-year for industrialisation and production.

Besides appealing to drivers who want more from their cars, P Zero tyres contribute to a more balanced weight distribution, an increased compatibility with electronic systems, and better functionality across every type of vehicle.

With added noise cancellation technology, P Zero tyres with low rolling resistance can improve your everyday drive. It provides an exceptional grip for maximum safety that leads to a high level of stability and traction, even in cold weather and snow.

STORY Loo Hanwei
PHOTOS Pirelli

Source : Top Gear Singapore

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The Grand Giveaway!

This could be your chance to visit Tokyo ! Win 2 round-trip tickets to Tokyo and for every purchase , you’ll also be getting a Thank You gift plus a shopping voucher from us when you participate in our campaign. See  below our exclusive Thank You gifts for Pirelli!!

Voucher Entitlement :
Step 1 : Minimum purchase of B$100. Yes!
Step 2 : Like and Follow our IG @tyremart_brunei / FB @tyremart . Yes!
Step 3 : Share and tag any of your friends. Yes!

 

Thank You Gift

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Buy and Fly!

Stand a chance to win 2 round-trip tickets to the beautiful city of Seoul and in addition, for every purchase, we’ll also be giving away a Thank You Gift plus a $5 petrol voucher when you participate in our campaign. See below an array of our fabulous Thank You Gifts!!

Voucher Entitlement.
Step 1 : Minimum purchase of B$100. Yes!
Step 2 : Like and Follow our IG @tyremart_brunei / FB @Tyremart. Yes!
Step 3 : Share / Repost and tag any of your friends. Yes!

 

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Where New Racing Rubber Meets The Road

Pirelli shares their new 2019 tyres with F1 teams in a pre-season data-gathering speed fest in Abu Dhabi’ Yas Marina Circuit


 

Just 48 hours after Lewis Hamilton sprayed champagne over the final Formula One podium of 2018, teams were back in action at the Yas Marina Circuit on Tuesday for the Pirelli pre-season tyre test.

The purpose of the test was to give the 10 F1 teams running experience with Pirelli’s intended 2019 tyre compounds, comparing them to the known characteristics of the current 2018 tyres. Each team had a choice of sampling the 2019 range of different tyres, each one offering a specific amount of grip versus longevity.

With testing of this sort, comparisons between a team’s two drivers need to be taken with a “touch of salt” since the drivers are usually testing different performance aspects.  Each test demands specific driving profiles, such as qualifying speed opposed to long stint laps, or driving to a particular average speed to check for wear.

As such, comparing different teams is nearly impossible due to fuel loads, aero loads and camber settings. Nevertheless, a few observations are available following the last laps on the Yas Marina Circuit.

Charles Leclerc will immediately bolster Ferrari’s fortunes in 2019. The young recruit went faster than teammate Sebastian Vettel’s benchmark after just a few hours and quickly came to grips with Pirelli’s ‘Compound 5’ tyre – the 2019 Hypersoft – to end up on a 1m36.450s.

Vettel’s time from Tuesday was set on the 2018 Hypersoft. With new 2019 FIA-mandated front wings being developed for tighter closer racing and less buffeting for the following car, the new-spec of that compound will offer similar performance but has been improved to suffer less graining.

That time was 1.7s slower than Lewis Hamilton’s pole time for Sunday’s Abu Dhabi GP, at 1m34.794s, but that speed was gained through careful tuning, different track temperatures and a much lighter fuel load under competition settings (read – full PU power settings)

Another comparison could be made from Valtteri Bottas’ best testing time in the Mercedes entry, which was the fourth fastest after qualifying second just three days earlier. Rather than speed, Mercedes was looking at wear for the same new Compound 5 tyre as Leclerc over a long stint, and thus was driving to a particular speed profile recorded by sensors.

Over at Red Bull, 2019 title-hunter Max Verstappen was also driving to a set profile with the 2018-spec Ultrasoft (one grade harder than the Hypersoft) on Tuesday. Newly promoted from Toro Rosso, teammate Pierre Gasly was given the same task for the 2019 tyre and ended Wednesday testing as Leclerc’s closest challenger.

Since the 2019 Red Bull will sport an all-new Honda PU to replace the current Renault unit, the Dutchman was using his patented long-stint expertise to set a benchmark profile over 133 laps to compare to Pirelli’s 2019-spec rubber. That approach could also hint a Red Bull’s 2019 aero and suspension design direction with the new wings – giving 2018 downforce and grip on a bit harder tyre for longer stints and closer racing without graining.

You never know with designer-supreme Adrian Newey.

New faces were everywhere. Williams had both Robert Kubica and newly-crowned F2 champion George Russell sharing test duty on the new Compound 5 tyre. With Williams’ current 2018 car having known aero issues, it was just a familiarisation run for both drivers. Their 2019 car will need to be substantially improved to be competitive, so any running this week would be worthless data-wise.

Much the same at McLaren, where newly-signed Lando Norris teamed with Carlos Sainz to do long-stint work on the Compound 5/Hypersoft wear data. With their much-unloved chassis bound for the McLaren HQ museum, they will need to wait until simulation work on the clean-sheet 2019 car to feed their Abu Dhabi test data.

Still, with 286 laps between the two new teammates, they finished fifth fastest in the test. Count on both drivers being ready to make their mark with the “all-new” McLaren at Barcelona testing in February.

Lance Stroll tested both Tuesday and Wednesday with Racing Point Force India, as he awaits news of his contract. Teammate Sergio Perez joined him on Tuesday.

Renault’s newly-signed Daniel Ricciardo’s contract terms from his former Red Bull team prohibited any Renault testing until 2019, so Nico Hulkenberg, fresh from being upside-down on Sunday, carried the brunt of testing with Renault third-driver Artem Markelov.

Perhaps the most anticipated “debut” was that of Kimi Raikkonen, returning to Sauber just two days after his final race for Ferrari and 17 years on from his debut with the Swiss outfit in 2001.

The Finn was released from his Ferrari contract early ahead of his move to Sauber over this winter and completed 39 laps in the morning, and 102 laps overall on Compound 5 before his running was cut short on track at Turn 7 in the final hour, due to a technical (read – smoking halt) issue.

New team pilot Antonio Giovanazzi got a full taste of 2019 Pirelli rubber on Wednesday, putting in another 128 laps on the new Compound 5 for Sauber Alfa Romeo data mining.

Toro Rosso resigned Daniel Kvyat for 2019 after removing him from the Red Bull roster in 2018. He recorded 155 trouble-free laps on Wednesday, while Sean Galael stood in for newly-signed Alex Albon on Tuesday and contributed another 150 laps for study.

That left Haas with recruits Louis Delatraz and third-generation Pietro Fittipaldi to lay down test laps for data study.

The Pirelli tire tests coupled with F1’s 2019 rule changes give another hint that 2019 might offer better racing. With new quotes attributed to Liberty’s racing boss, Ross Brawn that the separation between the Big Three (Ferrari, Mercedes and Red Bull) and the midfield are not acceptable raises even more of a possibility that the days of wheel-to-wheel hammer and tongs racing remains a dream of the Liberty era.

Let’s see how much of that dream makes it through in 2019. We’ll find out in Barcelona testing starting Monday, February 18.

Source. Blackbird Automotive Journal

Posted in News

2019 Hyundai Veloster N Performance Package

© Marc Urbano Second place

In price and straight-line performance, the 275-hp Veloster N Performance package squeezes into the space between the Honda Civic Si and the Type R. While this doesn’t make our jobs any easier, the roughly $30,000 N does carve out an intriguing niche. Keeping with the long-standing Hyundai tradition, the Veloster N packs big value into a tidy package, and this ability to punch above its weight class is why we put it up against the top-hole Civic. What’s different with this one, though, is the N’s very un-Hyundai-like driving experience.

Strip the Type R from the picture and the N’s track numbers are at the head of the front-drive hot-hatch class. The scramble to 60 mph takes just 5.2 seconds. With 235/35R-19 Pirelli P Zero PZ4 tires wrangling just 3077 pounds of Veloster, the N corners and stops deliberately. Grip registers at 0.97 g around the skidpad, and a stop from 70 mph requires but 154 feet.

The N steers clearly, turns in quickly, and balances nicely. The engine’s 260 pound-feet of torque, available from 1450 rpm, yanks the car off the line with an urgency that doesn’t abate until the 6750-rpm redline. A deep thrum emanates from the turbo four-cylinder in the same key as a VW GTI’s, while the active exhaust system turns any road into a firing range of pops and cracks.

© Marc Urbano

Compared with the Honda’s three driving modes, the Hyundai’s five-mode system offers authority over more variables and with greater bandwidth. The N Custom mode allows the driver to pick a just-right blend of throttle response, damping, steering weight, rev matching, stability control, and exhaust note. Our preferred winding-road setup dials in everything save for the suspension to its most aggressive position, but there’s just as much value in the ability to relax every option for a long highway run or the daily rush-hour slog.

Push the Veloster N outside its comfort zone, though, and you’ll find some rough edges. The steering occasionally unweights in tight corners at the limit. The light shifter doesn’t snap into position with the crispness expected of a hot hatch, feeling cheap and insubstantial compared with the Honda’s stick. The Veloster has less polish in its damping than the Civic, and its wheels are more prone to banging over potholes. Less body control also means the N is more likely to waver across mid-corner bumps. When the Triple Nickel (Ohio State Route 555) turns malevolent, the N can’t keep up with the fast camber changes, the scarred pavement, and the blind crests in the middle of a kink the way the Civic does.

We also observed significant brake-pad knock­back after hammering the Veloster around long interchange sweepers, a situation that presents the driver with a disconcertingly soft pedal the next time he needs the brakes.

© Marc Urbano The Veloster N’s sporty get-up may be considered understated only when compared with the Type R’s. Its interior is, er, cost-conscious.

Some might find the Veloster N easier to live with (and be seen in) on a daily basis than the Type R. The N’s wider, lightly bolstered front seats fit more body shapes and are easier to slide in and out of than the R’s. And Hyundai’s no-nonsense infotainment and climate controls are among the most intuitive in the business.

At 11.5 inches shorter than the Civic, the Veloster is snugger aft of the front seats. Adults can do short stints in the rear, but they won’t have the all-day comfort offered by the roomier Civic. And then there’s the matter of the three-door Veloster’s unusual apertures. Rear-seat occupants have to scuttle through the passenger’s-side rear door or else climb over the driver’s seatback, coupe style. To feed anything into the deep and wide cargo hold means you’ll first have to lift it through the tall and narrow hatch opening.

The Veloster N is a great hot hatch, and it marks an admirable freshman effort from Hyundai’s budding performance division. The notion of what a sporty Hyundai can and should be has come a long way from the Tiburon and the Genesis coupe. The work’s not done yet, though.

 

Source. MSN Philippines News

Posted in News

Radical reigning class champs eye elusive Thunderhill 25 outright win

Having chalked up five class wins over the years, Radical Sportscars are considered a fixture at the NASA 25 Hours of Thunderhill, yet an outright victory has evaded the British marque since the event’s inception in 2003.

Reigning ESR champions CrowdStrike / One Motorsports are hopeful 2018 could be the year, while for rookie Radical entry Turn 3 Motorsports the first priority is simply to take the checkered flag.

Both teams feature star studded line-ups including 2013 Freedom 100 Indy Lights winner Peter Dempsey, Indy Lights driver Victor Franzoni, 2016 Rolex 24 Hours of Daytona winner Kenton Koch (LMPC class), 2017 Pirelli World Challenge GTSA Champion George Kurtz and Radical Cup North America alumni.

The sixteenth running of the grueling 25 Hours of Thunderhill – the longest automobile race in the United States – takes place on December 1-2. At least three Radical SR3s are entered in the expected 50-plus car field made up of GT and prototype machinery from amateur and professional drivers and teams alike who, if they finish, will have completed a distance equivalent to driving across the United States from coast to coast.

Leading the charge is the #44 CrowdStrike / One Motorsports Radical SR3 entry of Spring Mountain Country Club members George Kurtz and Gerhard Watzinger, along with pro driver Kenton Koch and One Motorsports team principal Jeff Shafer. For Kurtz, this will be his sixth attempt at an outright victory. For Shafer, this year will be his tenth attempt at the title, either as a driver or as team manager.

“This is a special event for us as each person has competed in it for some time,” commented Kurtz, who by day is the CEO and co-founder of cybersecurity company CrowdStrike. “Each year we have come up a little short of the overall win. We are hoping to put an outright victory in the books in 2018!”

The team’s second car, the #67 One Motorsports Radical SR3 of Dave House, Paul LaHaye, Mikel Miller and Ethan Stone will undoubtedly also be in the running. House was part of last year’s class winning driver line-up, and LaHaye and Stone both have multiple Thunderhill starts to their names.

Like last year, One Motorsports has chosen Radical’s diminutive 1340cc powerplant to power its pair of SR3 chassis, while upgrades to the car include bespoke endurance lighting and electrical system, long-range fuel tank and real-time telemetry, so the team can see exactly what is happening out on track.

“We know from the Blue Marble Cocktails Radical Cup how reliable the 1340 engine is,” explained Shafer, “and last year we proved less really is more when the 1340 lasted the distance and we won the ESR class.”

“There are always faster cars,” Shafer added. “And the Radical SR3 is one of the fastest, but speed alone never seems to win this race. Reliability does. Thunderhill has a way of throwing a new problem at you every year, and we’ve learnt from every one of them. Hopefully this year we’ve got every eventuality covered.”

Shafer’s extensive knowledge has been tapped into by Thunderhill newcomers Turn 3 Motorsports, which is led by former Indy Lights racer Peter Dempsey. He is the son of Cliff Dempsey, owner of the famous UK-based Cliff Dempsey Racing Formula Ford 1600 team.

“As a team we have reached out to One Motorsports to assist us with the build of the car,” said Dempsey. “We have [also] teamed up with Newman Wachs Racing for this event, and they have also brought a lot of experience to the table. [And Chicago Radical dealer] Team Stradale have been very helpful with supplying us with all the parts to make this come together.”

The driver line-up of the #10 Eastern Shipping Worldwide / Turn 3 Motorsports Radical SR3 entry also has a wealth of experience, not to mention a truly international flavor with Eric Wagner (USA) joining Antoine Comeau (Canada), Victor Franzoni (Brazil) & Peter Dempsey (Ireland).

Wagner, the president of Eastern Shipping Worldwide, a global leader in shipping and logistics, and Comeau, an index options trader at Optiver, are Autobahn Country Club members and Radical Cup North America graduates, with Comeau claiming the 2017 SR3 1340 Class Championship.

Dempsey and Franzoni both have Indy Lights and Pro Mazda experience, Franzoni having won the Pro Mazda championship in 2017.

For Comeau, who is one of the most winning drivers in Radical Cup history, “The goal is the same as every race before, to win it!”

However, Dempsey – who is famous for recording the closest finishing margin in Indianapolis Motor Speedway history (0.0026 secs whilst taking victory in the 2013 Freedom 100 Indy Lights race) – knows better than most that winning sometimes involves a little luck, as will surviving the ‘25’.

“Our first goal will be to settle into the race and stay out of trouble while looking after the car. It will be a huge achievement to get to the finish of this race. Hopefully if we do that, we will have a chance of standing on the podium.”

Source. Radical Cars

Posted in News

The early verdict on Pirelli’s key 2019 F1 tyre changes

The early verdict on key 2019 F1 tyre changes

Pirelli is hopeful it has addressed several key areas that impacted Formula 1 races negatively in 2018 after the teams gained experience with their ’19 tyre compounds this week.

Abu Dhabi’s two-day tyre test was an opportunity for all 10 teams to trial the new compounds, all of which have a revised construction and thinner tread.

The consensus among drivers was that the 2019 tyres did not feel significantly different to 2018, which is because the fundamental changes are not based primarily on peak performance.

Pirelli was already confident that its efforts to contain blistering that blighted several races this year would be successful, and has been buoyed by feedback of the new hypersoft tyre.

The softest compound in Pirelli’s range suffered extreme graining this year, which made it difficult to use in the race.

Pirelli F1 boss Mario Isola said: “The first feedback is that the new hypersoft is a good tyre.

“In terms of performance it’s very similar to the current hypersoft. It looks like the level of graining is reduced.

“That’s exactly the target of this very soft compound.”

Temperature Issues

The early verdict on key 2019 F1 tyre changes

As previously reported by Autosport, thinner-tread tyres will be used at every race in 2019 to combat overheating and blistering issues.

That follows a successful, albeit controversial, use of thinner-tread rubber at three grands prix in 2018.

Blistering occurs when the temperature of the tyres surpasses a certain threshold and this phenomenon happens more easily with thicker tread, which retains the heat and can cause chunks of the tyre to be torn from the surface.

This week’s running was not particularly useful to testing the targeted 2019 improvements because the Yas Marina circuit lacks the high-speed corners that put high lateral stress on the tyres, the primary cause of blistering this year.

However, Pirelli conducted tests at Barcelona, Silverstone and Suzuka while developing the ’19 compounds, so is confident it has met this demand.

What Yas Marina is good for is assessing how the tyres cope with overheating because of its many traction zones.

Drivers complained that sliding around while following other cars caused the surface temperature of the tyres to rise uncontrollably.

The hope is that changes to the tyre, combined with F1’s front wing adjustments to make it easier for drivers to follow, will help ease this problem.

“We tried to design new tyres with the target to help with this effect, to reduce the overheating,” said Isola.

“We received some estimations from the team on the level of downforce expected [from their new wings] but not the influence of the turbulence from the car in front.

“This is information we don’t have. But hopefully, with the new wings, it should be better.”

Pirelli shelves the supersoft

The early verdict on key 2019 F1 tyre changes

Pirelli has also almost finished balancing its range of tyres next season.

It had already confirmed it would stop using a seven-compound range (from softest to hardest) of the hypersoft, ultrasoft, supersoft, soft, medium, hard and superhard.

Next year it will nominate a ‘hard’, ‘medium’ and ‘soft’ tyre for each weekend – picked from a range of five compounds, depending on what is suitable for each track.

As well as a revised hypersoft to improve graining, Pirelli has altered all other compounds except the soft.

Source. Yahoo! Singapore News

Posted in News

Pirelli and Formula One: Together until 2023

Pirelli will remain as Global Tire Partner of the FIA Formula One World Championship for a further four years, after renewing its current contract.

Pirelli will remain as Global Tire Partner of the FIA Formula One World Championship from 2020 to 2023. The agreement was completed in a short timeframe, following on from the successful partnership over recent years. FOM and Pirelli have agreed on all initiatives requested by the sport currently, and have reaffirmed their commitment to work together towards the new technical regulations expected for 2021, including the 18-inch tyre.

Chase Carey, Formula One Chairman and CEO, said, “Pirelli have been an important and valued partner to Formula One since 2011. They are leaders in providing innovative state of the art capabilities. They are a premium brand, a clear global leader in motorsport and our ongoing partnership with them is proof once more of our desire to align F1 with the best in motorsport and beyond. We are delighted to have reached this agreement, which guarantees a long-term stable future for such a crucial component of Formula One.”

Marco Tronchetti Provera, Pirelli Vice President and CEO, commented, “It’s excellent news that Pirelli is prolonging its partnership with Formula One until 2023. This new agreement extends our presence to a total of 13 seasons in the modern era, with Pirelli also present in 1950, when the World Championship was inaugurated. Formula One is and will remain the pinnacle of motorised competition – the perfect environment for Pirelli, which has always defined motorsport as its most advanced technological research and development laboratory.”

Source. sgCarMart

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