NASCAR Tire Technology: Did Goodyear Overreact?

I'm curious if you watched the race? The complaints were not that the tire didn't allow them to go fast enough, they were that the tire prevented them from being able to drive side by side without fear of wrecking. To me that isn't extra safety that's less safety. I realize that the fear of the softer tire was extra wear and the possibility of a tire blowing out and putting a car into the wall. But they swung the pendulum to far the other way where the car was difficult to handle and many cars were sliding very badly off the corners. It was actually surprising that there were not more spin outs and wrecks.

Shawn

Thanks for your comment, Shawn. I only got to watch the last 15 minutes of the race, but am familiar enough with AMS to remember that the side-by-side racing there is something that fans have come to expect.

With regard to fan "expectations", I do wonder how many people watch NASCAR races in the hope of seeing spin outs and wrecks. It's kind of like how people used to watch the NHL for the fights. There's a lot less fighting in pro hockey today, and the sport is no longer as popular as it once was. Coincidence or cause? Regardless, pro hockey's popularity problems are something that NASCAR execs might want to consider as the try to make racing "safer".

HI Moose,

I think it's a valid question and one thats not easily answered. I would believe there are fans who do watch only for wrecks but there are also fans who probably get bored with all the caution laps as well. I know I like to see good side by side racing and even a little fender to fender contact, I also like watching green flag pit stops which seem to happen less and less with all the cautions. I would wager to say that most people, like I was, were more annoyed then entertained by Elliot Sadlers 3rd Spin to bring out a caution near the end of the race.

Shawn

Yes I watched the race and yes I noticed that the side-by-side racing was more of a challenge than usual. It was also noted by the commentators (I don't follow racing that close to be able to say) that this was one of the safer races (fewest accidents) at this track. I'm sure it would frustrate the me too if I were a driver and the tires or the car or the track surface etc. kept on changing on me from track visit to track visit or week to week but that's racing. It seems to be the same drivers each week that are complaining about something but then you have a set of drivers which are very gracious and just go and race and do the best they can with what they have. I guess I'm just getting tired of hearing all of the complaining. I hear it in business and in everyday life too. People all around are complaining about the economy, foreign competition, cost of goods, the weather etc. but that's just the way it is, and most everyone is in the same boat so just deal with it. Sorry for the rant. "Don't worry be happy."

In lieu of bashing, ranting, and raving... Seeking a solution to the problem of finding a balance between a sticky tread and one that wears well should be discussed. Recently a report was published by WRAP a UK organization about a unique rubber thats repolymerized and surface treated. It was developed by a rubber research company in Minneapolis and when added to a tread compound it reduces roling resistance, heat and wear. Maybe inclusion of this stuff in a proven sticky compound would provide the wearability needed with safe and agressive handling as well...

Goodyear needs to look into this stuff ! ! !

They sure do, Guest. I liked many of the points that Darrell Walltrip made in his article for FOX, but I can't accept "Goodyear just didn't know" as an excuse. The tiremaker has a mega-contract with the fasting growing sport in the U.S. Surely, it's worth their while to do as much research as possible *before* the race.

Anytime you are developing a product (tires) to a new or not fully known set of parameters (COT), the envelope of performance must be explored. Prior calculations as to configuration of the product and its resulting performance amount to "educated speculation" at best. Even with limited (not full race conditions) testing, the complete performance capabilities of the product cannot be reliably determined. Not until actual, rigorous use can the characteristics of the product be determined. The bounds of the envelope are being established. The tire guys know their *#%&. Another handful of ground walnut shells might do the trick. Give 'em a chance.

I agree with goodyear, you tested and gave very little feedback, you should be quite and race, remember when the cars are going too fast NASCAR will regulate speed another way if you were in the back or crashed early let me hear you, but to be up front whining, seems silly to me, maybe the sheetmetal company made your metal heavier than joe's or the oil company SHORTED YOU ON VISCOSITY, you were able to race a few hundred miles at 200 MPH and get paid for it, SHUSH. and give them some input.

Oklahoma Wayne

Hi Oklahoma Wayne. You said ;"maybe the sheetmetal company made your metal heavier than joe's or the oil company SHORTED YOU ON VISCOSITY"

Actually Wayne, the cars all have to meet NASCAR's Car of Tomorrow (COT) weight and weight distribution specs so sheetmetal thicknesses don't have much of an impact on performance unless areodynamic deflection of thin panels unloads the tires at speed. As far as "shorted on viscosity" I think you'd be surprised to find all of the NASCAR engines operate with low (5W to <7W) viscosity oil as most engines do which operate at 9,000 rpm and above.

Research and track resting with these high rpm engines has shown oils thicker than 10W take horsepower away from the rear wheels and provide no more lubrication benefits than lower viscosity oils. Extensive testing has also shown less cooling benefits from oils with viscosities greater than 5W regardless of what specialty oil company's stickers are on the sides of the vehicles.

It is a well know fact that none of the race cars sponsored by a certain "alphabet lettered" oil viscosity modifier manufacturer ever used the products in competition. Oil viscosity modifiers which make the oil sticky and thick require huge horsepower demands to pump through an engine's oil galleries at high rpm and interefere with the transfer and removal of heat.

So, body metal panels which maintain the most effective aero shape and contribute to the most beneficial weight bias along with the lowest oil viscosities are exactly what the teams strive for in extracting the highest efficiencies from NASCAR's COT design.

"They don't have any results or data to look at on past experiences," Walltrip explained, "because it was the first time the Cup Series raced at the 1.54-mile track with the new car."

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Unfortunately, DW is incorrect. Goodyear had several tires tests at AMS, late 2007 and 2008 where they were able to collect data and feedback from teams and drivers. I understand that he's in a tough position, but the analysts need to quit being such GY apologists and call it like it really is.

Cheers,

JC