There is simply no better way to open Captain Thunder Racing’s first blog than with the tires. Racing tires, sometimes known as racing slicks because of their pattern, are the most crucial component of a racing automobile. They are the car’s only points of contact with the track. There is no movement without that tire. An automobile has a lot of moving parts co-operating with each other, and the only way for the driver to worry about is going in the right direction. The driver’s best buddies are racing tires.
A brief history of racing tires
Marvin & Harry Tires invented the first drag racing slick in the early 1950s. M&H Tires was the world’s sole manufacturer and seller of original drag racing tires. Slick tires have a smooth tread that has no grooves carved into them, allowing for the widest possible contact patch with the road and maximum grip for any given tire dimension.
The debut Grand Prix was held in 1906 in France, and it then moved to North America and eventually became a global event in the 1950s. Slick tires were first used at the 1971 Spanish Grand Prix by Firestone, however, they were prohibited from the 1998 to 2008 seasons. From the 2009 season forward, they re-appeared.
Normal tires vs. racing tires
Normal tires are made of rubber with steel, but racing car tires are frequently built of a unique polymer mix with a secondary layer of particulate carbon to increase stability. They compose softer materials to make a racing tire than standard tires since they need to cling towards the ground as much as possible to compensate for the absence of treading.
Normal tires must have at least 1.5 mm of tread to comply with regulatory requirements, whereas racing slick tires have no tread. This implies they will wear down quicker, but they will give a greater grip on the track since the surface area in contact with the road will be larger.
Car tires suppose to last for about 16,000 kilometers, whereas racing tires are lighter and have a considerably shorter projected lifespan of around 120 kilometers.
Racecar tires are built to travel quicker over a short distance. Hence aerodynamics are a key issue for racers. But typical drivers are more worried about how long their tires will survive.
Most automobile tires are inflated with air. Racing cars and certain commercial vehicles use nitrogen gas to fill their tires. This is a non-toxic gas with no color nor odor. Nitrogen is for lowering tire temperatures and extending tire life. Nitrogen maintains more consistent tire pressure and reduces pressure loss in races without responding to the tire and rim materials.
Over the course of their lifetime, the ordinary set of tires may undergo certain temperature extremes. The design should ensure that tire pressure experiences no impact. Race slicks are to resist the heat generated by high speeds.
The ordinary tire can manage both wet and dry conditions without difficulty. Racing tires have the design to withstand only one condition between wet and dry. In a typical automobile race, each driver needs to have a specified amount of tires with appropriate wet and dry settings.
The automobile’s inertia creates an inertial force that pulls the car beyond the bend shortly after the driver twists the steering wheel. This force also communicates to the tires, causing them to sag laterally.
Slip Angle is the angle between the tire path and the wheel pointing direction. It is critical to understanding how a race vehicle functions during a corner. Despite that there is no sliding between the rubber and the track, Slip Angle is the official term for every tire, vehicle, and racing car literature.
The lateral force is from the lateral deflection of the tires. This elastic force occurs in the middle of the tire contact patch and is perpendicular to the wheel’s direction of rotation. The slip angle may consider as the source of the lateral force.
The lateral force increases as the slip angle increases, and both increase when the turn radius or linear speed of the vehicle decreases. As the slip angle rises, some sliding in the tire tread occurs. If the slip angle increases much more, the tire will finally come away and slide over the whole contact patch.