Spec tire racing—who’s winning?

. By Lance Thruxton

WSB riders don't leave chicken strips...

By Jon Row

Tires are often one of the most important elements affecting race outcomes, especially in road racing. As such, they’re one of the reasons more race series have gravitated to designated “spec” or “control tire” rule structures with one tire company awarded (by bid) the rights and responsibilities of providing all tires. Sanctioning bodies reap income from this process but their overriding goal is to minimize inequities that evolve in multi-tire series when one tire manufacturer dominates a season with better resources, better riders or better tires…for certain bikes. The idea then is a single-tire supplier can help level the field, provide closer competition and a better overall show. There are advantages and disadvantages. With only one provider, tire wars and sponsorship money disappears and there are no free tires. Conversely, all teams and riders are assured access to the same rubber the top guys get. No special compounds, no favorites.

One knock on spec rules has been they reduce the designated supplier’s incentive and motivation to develop better tires. While this might initially appear true, it likely isn’t. Tire companies awarded the bids have to perform and satisfy everyone to stay on board. Not an insignificant undertaking. Being the spec tire supplier is an enormous responsibility and commitment. If the show suffers because of tire related issues the sanctioning body will quickly take action.

For critics who insist racing has to continually produce lower lap times to be worthwhile or interesting, most series show improvements after the first year or two (spec tire contracts are typically awarded for multi-year terms). Of course race machines continually improve and tires are only one factor, however the skin suppliers, especially for Superbikes, have to keep up with ever increasing power and rapidly emerging electronic traction management technologies.

In the case of World Superbike and World Supersport racing, US fans get one opportunity a year to see the results on home soil. This year, Bikeland got an inside look at WSB spec tire provider Pirelli’s operations when the WSB circus made its American stop at Miller Motorsports Park in Salt Lake City (MMP).

Miller is a crown jewel of American racetracks, proclaimed by many, including three-time World Champ Freddie Spencer, to be the safest track in America and perhaps the world. MMP was created in 2006 by the combined efforts of famed track designer Alan Wilson and the late racing enthusiast and Utah Jazz owner, Larry H. Miller. Miller gave Wilson free reign to build the best auto and motorcycle racing facility possible. The tab went over $100,000,000 but it’s a destination delight for riders and fans alike. One of only 3 U.S. tracks F.I.M. certified for international competition, Miller’s trademarks are wide, flowing esses and turns with spacious run off area. Fans are often surprised by the number of (low side) crashes Miller races typically produce. They shouldn’t be. The course invites riders to push the limits, confident that the risk of serious injury is far less than on other tracks. In testing and practice sessions, teams have even been known to start out with scuffed bodywork and leathers knowing slide outs may happen. This year was no exception as a number of WSB and WSS riders went past the edge and found themselves sliding off into one of MMP’s nicely groomed run off traps. It’s doubtful any of them blamed the tires.


Supplying World Superbike state-of-the-art rubber

WSB’s average 480 mile weekend for sixteen teams and their different setups requires that up to 5,000 tires be on hand, enough to fill four cargo ship containers. Per WSB rules, each rider is allowed 9 front and 13 rears for the weekend plus two Superpole qualifying tires. At each event there are three compounds for front and rear and two more for rain. Thirty specially trained technicians, along with the requisite tools, tents, compressors and equipment ensure all participants roll securely through the weekend.

The sheer tire volume needed for WSB and other Pirelli supplied classes (World Superstock 600/1000 etc.) gives the venerable 130-year-old company the opportunity and necessity to use mass production techniques and equipment for their race tire manufacturing. That means there are no special one-off prototypes nor the inconsistencies that sometimes accompany them. Pirelli can appreciate the difference. In the early 90’s, before control tire rules, they used the prototype development approach for their Moto GP and WSB sponsored teams.

The risks and rewards of being the WSB tire supplier are many. With TV coverage reaching 170 million viewers in 175 countries, failure or success is instantly on display worldwide. The absence of sponsorships also means riders have little incentive to shade their feelings about tire performance problems. Media exposure aside, Pirelli’s goal as a high end, performance tire company is to transfer the racetrack experience into retail product as quickly as possible. In the case of their latest motorcycle offering, the Rosso Corsa, the shoulder profiles and elastomer compounds, among other things, are directly derived from WSS tires raced a mere 8 months prior. While technology is acquired from all classes, the Superstock 600/1000 and World Supersport 17” DOT sizes vs. WSB’s 16.5” can evolve into production a little more quickly. Amateur racers and track day riders also benefit. From the tires used by World Superbike and Supersport teams in 2009, one front and three rear formulas have become part of Pirelli’s 2010 retail race tire offerings.

Since WSB adopted spec tires in 2004, the close racing and multiple brand championships are a testimony to the concept and to Pirelli’s ability to provide consistent, high quality product. The last two years have seen approximately .8 second quicker lap times and 20-second reductions in overall race times. Perhaps more impressively, various riders, including 2009 WSB Champ Ben Spies, have been able to achieve their fastest laps near or at the end of races.


“Solutions”

Tire evolution is a continuous, year round process which results in new formulas evolving steadily. Pirelli refers to the designs and formulas they create as “solutions”.
In 2009’s WSB events a total of 48 solutions were introduced. A mix of bead designs, ply angles, cord materials and compounds needed to deal with increasing power, traction control, temperature extremes and the wide range of track conditions. Giorgio Barbieri, Pirelli’s Director of Motorcycle Racing, explained that from all the development elements at Pirelli’s disposal, about 80% of the opportunity and efforts center on compound evolution. Part of this focus is the result of the tracks themselves. WSB tracks and their surfaces are a widely varying lot. UK and Italian tracks tend to have higher grip while Kyalami in South Africa for example, has some sections that are 45 years old and show it.

Despite Pirelli’s experience there are always surprises to be found. Barbieri related that at this year’s Kyalami round, Biaggi’s team and Pirelli found Max atypically used the softest compound as a suspension aid for his Aprilia’s ultra stiff chassis character, allowing him to better utilize the track’s roughest but fastest lines.

Last year because of Miller’s still relatively new and unique surface aspects, Pirelli developed tires specifically for the event.

At WSB, like other events, Pirelli’s record keeping is very detailed with each tire individually marked, tracked and performance recorded. A unique aspect of WSB involves each team’s used tires being laid out on display for inspection by other teams or anyone in the paddock for that matter. It’s quite interesting to pick up and inspect still-warm rubber from the day’s fastest qualifier. It’s also a contrast to AMA protocol which has always let teams and supplier keep used tire access proprietary. The AMA, now in its second year of spec rules, randomly selects a supplier sample at every event so each competitor can check what they receive and confirm no preferential product exists. Picking up and checking out used rubber in AMA paddocks would not go over well with most crews, most likely getting you a security escort to the exit gate—if you're lucky!


Although some may still debate the value of spec tire racing, the tide is turning swiftly. Moto GP, F1, AMA and others make a strong case and WSB is often held up as the example of incredibly close racing. Motorcycle riders are now seeing companies develop DOT tires that perform better than they could even imagine a few years ago. With those delightful edge-of-your-seat finishes, Pirelli and World Superbike are proving spec tires help create a wide range of winning riders and brands. Based on race results and the quality of new tires flowing to the market, consumers and fans are winning too.


BMW team manager Davide Tardozzi talking tire strategy with Giorgio Barbieri Pirelli's Director of Motorcycle Racing



BWM techs apply warmers prior to race start



Miller Motorsports Park - beautiful facility, beautiful location



Miller's generous pits



WSB teams don't fool around...



Feel free to inspect your rival teams' tires



Pirelli brings alot of tires to each WSB weekend



Every WSB gets top-notch tire support from Pirelli



What's a WSB race without umbrella girls?



WSB does umbrella girls well



REAL well!

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