icebrooding

[justaninchident-f1xreader]

max verstappen x reader

themes-

ferrari female driver jealousy enemies to lovers possible spice (i will put the warning accordingly)

warnings- none in this chapter, so don't worry lovelies

chapter 1 - the ferrari firecracker

The Monaco air crackled with a tension sharper than any Pirelli slick. The first Grand Prix of the season hung heavy in the humid night, and its whispers all swirled around one name: Y/N L/N.

Y/N, the Ferrari firecracker, the girl who'd rewritten headlines and defied history by snagging a seat at the Prancing Horse. The girl who, in her debut race, had dared to breathe down Max Verstappen's neck, crossing the finish line a tantalizing 0.09 seconds behind him.

Max, the Dutch demon, the reigning champion with an ice-pick stare and a lead foot. He tolerated this new intrusion - her audacity, her talent, her unwavering smile - as much as he tolerated a pit stop with a loose wheel nut. Their encounters were barbed exchanges, icy glares traded across the track like bullets.

"Just a lucky rookie," Max had sneered after that first race, his eyes glinting with something that might have been grudging respect or simmering fury.

"Verstappen, i'm just getting warmed up," Y/N had retorted, her grin wide and unapologetic, the taste of champagne still sweet on her tongue.

Tonight, in Monaco, the tension was about to explode. The narrow, unforgiving streets were a crucible, their unforgiving turns a test of both skill and nerve. Y/N thrived in this chaos. Her Ferrari seemed an extension of her, dancing through the labyrinth, her instincts razor-sharp.

Behind her, Max lurked, a predator biding his time. Every lap he closed the gap, a menacing orange shadow chasing a scarlet spark. Their radios crackled with a tense interplay of strategies, engineers sweating over every millisecond.

Then, chaos. A misjudged corner, a tangled mess of metal and carbon fiber. The safety car came out, a yellow dragon swallowing the race whole. In the pit lane, the atmosphere was electric. Ferrari, smelling blood, gambled on an aggressive undercut. Y/N emerged ahead, the first time all race Max didn't hold the lead.

The final laps were a masterclass in controlled aggression. Y/N held her line, refusing to give Max an inch. Every corner was a chess game, every straight a duel of wills. The crowd roared, their partisan cheers a cacophony in the night.

As they crossed the line, it was Max again, by the slimmest of margins. But this time, there was no sneer, no dismissive shrug. This time, Max met Y/N's eyes, a flicker of grudging admiration mingling with the fire in his own.

Y/N grinned, a shark's smile in the fading light. The message was clear: next time, it wouldn't be so close.

This was just the beginning. The girl who had rewritten history was far from done writing her own. The grid may have embraced her youthful spirit, but Max Verstappen had finally acknowledged her as a worthy adversary. And that, for Y/N, was a victory in itself.

The Monaco night held its breath, a promise of fierce battles to come, a dance of fire and ice between a Ferrari phoenix and a Dutch lion. The season had just begun, and the world was watching, eyes wide with anticipation. Because on this grid, under the unforgiving spotlight, Y/N L/N and Max Verstappen were about to ignite a rivalry that would scorch the very tarmac of Formula One.

grab some popcorn lovelies ^^

[lamilanomagazine]

Modena. Da giovedì 2 maggio inizia il Motor Valley Fest.

Modena. Da giovedì 2 maggio inizia il Motor Valley Fest. Fino a domenica 5 in città il festival diffuso, con un calendario di appuntamenti per appassionati e addetti ai lavori. Si parte dal convegno al Teatro comunale. Prende il via giovedì 2 maggio la sesta edizione del Motor Valley Fest che propone, fino a domenica 5 maggio, un ricco calendario di appuntamenti, rivolto agli appassionati e agli addetti ai lavori con oltre venti incontri di approfondimento con le aziende del settore, 12 talent talk per i giovani talenti, un'esposizione nelle piazze del centro storico di Modena di decine di modelli di vetture e moto delle case più prestigiose della Terra dei Motori e non solo. Tra i gioielli che si potranno ammirare, per esempio, anche la McLaren Senna e tre modelli della moto della Ducati 916 Senna, per ricordare il mitico Ayrton Senna nel trentennale della scomparsa. Ed ancora, aperture straordinarie dei musei della Motor Valley, le sfilate di auto storiche, il corso per diventare collaudatrici, proiezioni di film in anteprima e tributi all'ingegnere Forghieri, e per i più golosi da non perdere le degustazioni di prodotti tipici. Non mancherà la grande festa per gli appassionati, come quella negli autodromi regionali, dove in concomitanza con il Fest, si svolgeranno eventi di motorsport internazionali. Programma completo e aggiornato: www.motorvalley.it. Tra le novità di quest'anno anche la possibilità di visitare Modena e il suo territorio sulle tracce del film "Ferrari" di Michael Mann, alla scoperta dei luoghi utilizzati per le riprese. La mappa è consultabile su www.visitmodena.it. Il Motor Valley Fest si apre come da tradizione giovedì, alle 9, con il convegno al teatro Pavarotti – Freni dedicato ai nuovi scenari del settore automotive in questo momento geopolitico sempre più complesso, a quali sono le sfide da affrontare alla luce anche della diffusione dell'Intelligenza Artificiale e quali le strategie della mobilità sostenibile. Tra i temi che svilupperanno gli esperti anche le modalità per fidelizzare i talenti e come attrarre i giovani. Dopo i saluti istituzionali del sindaco Gian Carlo Muzzarelli e del presidente della Regione Emilia-Romagna Stefano Bonaccini, e l'intervento di Stefano Domenicali, presidente e Ceo Formula 1 (in video), Andreas Cornet e Michele Bertoncello, partner McKinsey, con Christian Richter, direttore Gcas Global Vertical Lead Automotive & Auto Retail di Google, presenteranno un update del mercato dell'high performance e lusso per le auto con una valutazione della crescita dei consumatori di questo mercato, delle loro preferenze e dei lori criteri di scelta. Interverranno poi Giovanna Vitelli, presidente di Azimut Benetti Group e Andrea Casaluci, Ceo Pirelli con due approfondimenti dedicati al tema della sostenibilità; mentre Johannes-Joerg Rueger, presidente Bosch Engineering GmbH illustrerà alla platea la strategia di applicazione dell'intelligenza artificiale nel settore della mobilità. A seguire la Motor Valley Top Table con la partecipazione dei Ceo dei grandi brand della Motor Valley. Al termine del convegno, alle 13, nel Cortile d'Onore del Palazzo Ducale in piazza Roma si svolge il taglio del nastro della manifestazione. I talk e le tavole rotonde di Motor Valley Fest continuano nel pomeriggio di giovedì 2 maggio e per tutta la giornata di venerdì 3 maggio, con i B2B talk. Il Motor Valley Fest è realizzato da Regione Emilia-Romagna, Apt Servizi Emilia-Romagna, Comune di Modena, Associazione Motor Valley Development, Muner, Meneghini & Associati, con il supporto del ministero degli Affari esteri e della Cooperazione internazionale, Ice Agenzia, Unioncamere Emilia-Romagna, Camera di Commercio di Modena, Fondazione di Modena, in partnership con Anfia, Unrae sezione veicoli industriali, Autopromotec, Aci, Bologna Fiere - Motor Show. L'evento è cofinanziato dai fondi europei della Regione Emilia-Romagna Por Fesr 2014-2020.... #notizie #news #breakingnews #cronaca #politica #eventi #sport #moda Read the full article

[f1]

British Grand Prix: Max Verstappen tops first practice

The British Grand Prix is live on 5 Live and BBC Sport website Max Verstappen led team-mate Sergio Perez in a Red Bull one-two in first practice at the British Grand Prix. Williams driver Alex Albon was an unexpected third fastest, 0.253 seconds off the pace, an indication that other teams have not reached their ultimate potential this weekend. Fernando Alonso's Aston Martin was the first established front-runner behind the Red Bulls in fourth. He headed Ferrari's Charles Leclerc in fifth place by just 0.012 seconds. Alonso was 0.668secs slower than Verstappen, who is looking for a sixth consecutive victory this weekend, with Perez 0.448secs off the benchmark set by his team-mate. Verstappen's pace, despite complaints from the Dutchman about a lack of grip that he said felt "like driving on ice", confirmed the expectation pre-race that Silverstone's high-speed swerves would emphasise the Red Bull's advantages over the rest of the field. Esteban Ocon put in a promising showing and set the sixth fastest time in the upgraded Alpine, which has a new front wing, ahead of Ferrari's Carlos Sainz and the McLaren of Lando Norris. Norris, too, has a new front wing in addition to the major upgrade that improved the performance of the McLaren at the Austrian Grand Prix last weekend. Mercedes had a difficult session. Lewis Hamilton and George Russell were only 12th and 14th fastest, despite both cars being fitted with yet another new front wing as Mercedes continue to deliver upgrades aimed at returning them to a competitive position. Russell complained that the car was "all over the place in Turns Six and Seven" as both drivers seemed to be battling with a lack of rear grip, a perennial problem for Mercedes since the start of 2022. The teams were having their first experience of the new Pirelli tyre, introduced for the rest of the season with a stronger construction to reduce chances of failure. The session took place under blue skies in temperatures of close to 25C and in front of packed grandstands, with a total of 480,000 expected at Silverstone over the three days of the race meeting. Unsettled weather with the chance of rain is expected over the weekend. Those there will have the chance to see Hollywood superstar Brad Pitt driving in a modified Formula 2 car as filming starts for the new Apple F1 movie. The Oscar winner, who has been practising at Silverstone in the lead up to the race, is playing a veteran racer who returns to the sport to mentor a rising young star. via BBC Sport - Formula 1 http://www.bbc.co.uk/sport/

[vseproavto]

Авторевю 2020: Тест зимних шин размера 215/60 R17

New Post has been published on https://pippip.ru/2020/10/22/avtorevyu-2020-test-zimnih-shin-razmera-215-60-r17/

Авторевю 2020: Тест зимних шин размера 215/60 R17

[motorarts]

[f1chronicle]

How Has F1 Changed Since The Last Turkish Grand Prix?

It’s been nine years since the last Turkish Grand Prix at the Intercity Istanbul Park in Turkey and the sport has changed considerably compared to 2011.   But, just how much have the cars and technology evolved in that timeframe? There are clear visual differences, largely down to regulation changes, with the cars being wider and longer in 2020, with larger wings, lower noses and the addition of the halo. But the differences go much deeper than that – so we’re taking a look underneath the bodywork to find out how much F1 has changed in less than a decade.

How much has the engine technology evolved in these cars, since 2011?

They’ve changed completely. The engine of 2011 was a naturally aspirated 2.4-litre V8 that revved to 18,000 rpm and weighed at least 95kg. It included early hybrid technology with the KERS unit, which harvested kinetic energy from the car under braking. This gave the driver an additional 80hp for 6.7 seconds per lap, which he could deploy when needed. KERS boosted the engine’s peak power output to around 815hp.   Fast-forward to present day and an F1 car’s source of power is remarkably different. Since the introduction of hybrid regulations in 2014, the sport has used turbocharged 1.6-litre V6 Power Units which hit the scales at 145kg (minimum regulation weight) and rev up to 15,000 rpm. Peak power is considerably higher with today’s PUs producing well over 100 hp more than those in 2011 – while being way more efficient at the same time. An F1 Power Unit in 2020 achieves a thermal efficiency – the amount of fuel energy converted into useful work – of more than 50 percent, compared to around 30 percent in 2011.   The increase in power, the higher efficiency and the higher weight are largely down to the sophisticated hybrid system used in F1 today – made up of the Energy Store (ES), Control Electronics (CE) and two sources of additional power, the Motor Generator Unit Kinetic (MGU-K), generating power from brake energy, and the Motor Generator Unit Heat (MGU-H), producing power from the exhaust gases. The additional electric power from the ERS system is deployed through the lap, giving the driver more hybrid power for longer compared to the quick boost from the KERS unit in 2011.   The modern hybrid system also improves the drivability of the car as the electrical system can deliver instantaneous torque. This can be used to smoothen the power curve from the ICE, for example during upshifts.   Today’s engines also have to be much more reliable: In 2011, each car had eight engines to use across the 19 races; today, teams are limited to a much smaller allocation of each Power Unit component across a season, with three Internal Combustion Engines, Turbochargers and MGU-H units and two MGU-K, ES and CE units.

ISTANBUL, TURKEY: Sebastian Vettel of Germany and Red Bull Racing leads the field into the first corner at the start of the Turkish Formula One Grand Prix at the Istanbul Park circuit on May 8, 2011 in Istanbul, Turkey. (Photo by Paul Gilham/Getty Images)

What else has changed under the skin of the cars?

Something that isn’t so obvious is the electronics on the car, where technology has gone through a major advancement in the last decade. One example of how much the electronics on the car have evolved is looking at data. In 2011, F1 cars logged around 500 channels of data. In 2020, cars are limited to 1,500 high-rate channels and many thousands of background channels, too. The increased data logging also has an impact on the amount of data a single car collects over a race weekend. In 2011, the Turkish Grand Prix weekend would amount to around 18GB per car. Today, this will be closer to 70GB.   The car’s electronic layout has changed a lot, too, with an increased use of small sensor nodes around the car. These are each capable of acquiring data from many sensors and communicating back to a central datalogger. Wireless sensor technology has undergone a vast improvement, allowing an increased use of small, wireless nodes for data gathering and wireless offloading of data generated on test or practice days. One example is the tyre pressure monitoring systems, which were quite bulky in 2011 and transmitted in the 400MHz range. Today, the sensors are smaller, with higher frequency transmission and lower battery use – an evolution that our Electronics department compare with going from a walky-talky to a smartphone!   Another example is the way in which the teams gather tyre temperature information. In 2011, we ran large, external infrared cameras. Now, the sensors are completely integrated and give drivers access to multipoint tyre temperature information at all times.

How do the cars stack up and compare, when it comes to pure numbers?

Regulation changes over the years have created the considerably chunkier F1 cars raced in 2020. They now measure in at over 5,000mm in length, compared to 4,800mm in 2011. Present-day cars are wider, too, taking up more track width at 2,000mm compared to 1,800mm in 2011. They’re also heavier, in part due to the higher weight of the Hybrid Power Units. F1 cars hit the scales at 640kg in 2011, whereas 2020-spec cars now weigh at least 746kg.   But the cars haven’t just grown in size, they also produce considerably more downforce. That means that the tyre loads have increased a lot. Around a lap of Istanbul Park, we’re expecting the front and rear tyres to see around 50% more load compared to 2011. And when you focus specifically on Turn 8, the front-right and rear-right tyre will have a 30 to 40% increase in load.   It’s also worth noting that the tyres have changed considerably, too. The last Turkish GP took place in Pirelli’s first season as F1’s sole tyre supplier, so the construction and structure of the tyres has changed since then. The tyres are also wider now, having increased around 25 percent in size through the introduction of the 2017 regulation change. With a bigger contact patch on the ground, the tyres can generate more grip and thus quicker lap times.

ISTANBUL, TURKEY: Sebastian Vettel of Germany and Red Bull Racing leads the field at the start of the Turkish Formula One Grand Prix at the Istanbul Park circuit on May 8, 2011 in Istanbul, Turkey. (Photo by Mark Thompson/Getty Images)

What does this all mean in terms of lap times?

In 2011, Sebastian Vettel took pole position for Red Bull at the Turkish GP with a 1:25.049. We expect that the 2020 cars with their increased power and higher downforce, will be around four seconds quicker in Qualifying trim. And while the session format itself hasn’t changed much since 2011, some of the rules and technology around Qualifying has.   For example, Vettel’s lap time at Istanbul Park in 2011 was set with unlimited DRS use, whereas today there are only two designated DRS zones at the track. However, drivers had less energy deployment from KERS (only 6.7s per lap) in 2011. Fast forward to 2020 and the energy deployment from the ERS system is being utilised through the entire lap.

What can we expect from the Turkish GP track, in 2020?

The higher cornering speeds and the subsequent higher lateral g-forces will make the track a more physically demanding challenge this year for the drivers. Braking and cornering can reach up to 5g whereas nine years ago, it was around 4g, and those stronger g-forces really add up.   With the current spec of Pirelli tyre, where we’ll have the three hardest compounds in the range in Turkey, we’re expecting it to be tricky to get the tyres up to temperature with these modern cars – which is the opposite issue to what we experienced in Turkey back in 2011.   Due to the increased downforce levels, the iconic Turn 8 will be less of a focus than before. It was pretty much flat-out in the 2011 cars, but it will become even less of a challenge in these 2020 machines. So, teams don’t need to compromise the setup so much for it.   Unlike some of the other unfamiliar races on the 2020 F1 schedule, we do actually have some historical data for the Turkish Grand Prix. However, because the cars have changed so much and the track has recently been resurfaced, the historic data is only useful as a reference.

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[savetopnow]

2018-03-25 05 CAR now

CAR

Auto Spies

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[poweroftheminds]

Ferrari, BMW lend expertise to Olympic bobsled, skeleton, luge

http://www.autositenews.com/?p=6931

LONDON — There are plenty of reasons why the sport of bobsleigh is sometimes referred to as Formula One on ice, but few as obvious as Italy's World Cup sleds.

Resplendent in Ferrari red, and with a set of team sponsor Pirelli's P-Zero tyres painted on the sides, they are even liveried to look like racing cars.

Ferrari, Formula One's most glamorous and successful team, have worked with the Italian federation, whose sleds run without sponsor branding at the Olympics, since 2010 and in the run-up to next month's Pyeongchang Winter Games.

Former rival BMW, title sponsor of the World Cup, has long partnered the U.S. bobsleigh team, while McLaren teamed up with Britain's bob and skeleton athletes for the 2014 Sochi Games in Russia.

"There's always the link between the Formula One companies, or any motor company, and skeleton and bobsleigh," says Rachel Blackburn, the engineer who has been involved in Britain's skeleton program since 2006 and who used to work for McLaren.

"There's the Ferrari sleds and the BMW sleds ... when we were at McLaren it kind of made a good story," she told Reuters by telephone from her home in Dubai.

That somewhat manufactured rivalry has died down in the years since Sochi, with McLaren no longer involved and Ferrari's presence low key.

But the worlds of grand prix motor racing and sliding sports still have plenty in common.

Bobsled, luge and skeleton are among the fastest of Olympic sports, with bobsleds reaching speeds over 90 mph. Drivers are subjected to gut-wrenching G-forces, and crashes can be fatal.

And then there is the ongoing debate about cost controls, the direction of future rules, preserving a level playing field and obsessive secrecy — all endlessly recurring themes in Formula One.

80 mph on a tea tray

Blackburn said skeleton, where riders hit 80 mph on what has glibly been compared to an oversized tea-tray, sits somewhere between Americas Cup yachts and Formula One cars in terms of speed and aerodynamics.

"Applied engineering is far more interesting than the pure stuff, so when its applied to something that's fun and exciting it does make it a lot easier to solve problems," she said.

"There is the Americas Cup, sailing, Formula One and the high speed ice sports as well. It's the same concept. In the skeleton we're still looking at chassis dynamics, it's not dissimilar."

The Briton, who lent her name to the "Project BlackRoc" that helped Amy Williams and Lizzy Yarnold win golds in 2010 and 2014, now chairs the world governing body's Skeleton Material Committee.

James Roche, the aero expert and other half of BlackRoc who also went to McLaren after the 2010 Games, married Yarnold last year and has turned his talents to Americas Cup yachting with Ben Ainslie Racing.

Together Blackburn and Roche helped design the "super sled" known as "Mervyn" that may help Yarnold become the first British athlete to repeat a Winter Olympics title.

Yarnold spoke before the season started about the thrill of being presented with new developments for the Games, and the accompanying buzz of secrecy.

Blackburn, who now has her own consultancy, compared that to a Formula One team testing pre-season while keeping the latest front wing developments firmly under wraps until the opening race.

"Athletes come and go and you don't want your work getting spread around the world before you've made it work. so there is quite a bit of secrecy," she said.

"With some of the things ... they will just be brought out at the very last minute. They'll be things we've worked on but not rolled out until the Games because we don't want Germany, Canada, America copying something."

Rules hampering innovation

Although the sled's structural innards are seen only by the competing nation and competition inspectors, Blackburn said there were few real secrets from past Games as coaches and athletes moved around.

Most of the loopholes have also been closed and Blackburn, an advocate for change, said it remained "an incredibly painful process" to bring the rules into a more modern era and encourage innovation.

A skeleton sled has a carbon fiber pan on the outside, but the chassis is made from steel, a material that is both heavy and expensive as well as distinctly low-tech compared to other options.

"There's lots of different materials now that could be used that are much easier and cheaper to manufacture," said Blackburn.

"With the onset of 3D printing, if somebody wanted to get something custom made they could probably do that now, but not with steel.

"The fact that we still limit things to steel makes it quite a lot trickier for small nations now to get things made, especially to the precision that skeleton sleds require given the speeds and the temperatures they are going through."

Reporting by Alan Baldwin

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[mastcomm]

High-Tech Tires, From Pit Lane to Your Garage

Add one more to the list of “smart” things we’ve come to know in recent years: the smart tire.

For the longest time — more than a century — tires were just rubber doughnuts. In later years, tires got an edge, called a bead, that held it to the wheel’s rim. But conventional tires are not without their flaws. With little if any warning to the driver, tires puncture, rip, skid on water and ice, lose pressure or abruptly go flat in the left lane on the George Washington Bridge. At rush hour. They are anything but smart.

Enter the Pirelli Cyber Tire, a high-tech component stuffed with advanced sensors that can radio information and warnings to an electronic receptor in an automobile’s cockpit. If the car is slipping in a puddle, the tire knows. If traction is being lost, the tire knows. The information can warn the driver to make corrections, or, in some cases, “tell” the car’s control unit to adjust engine speed, traction control or other settings.

The devices are capable of “talking” to a 5G wireless network, allowing them to communicate with drivers in other receiver-equipped vehicles or, for example, a wireless infrastructure at a racetrack.

And if there’s no driver in the car?

“Our system would add the ‘touching’ dimension to the visual in autonomous driving,” said Corrado Rocca, head of research and development for Pirelli’s smart tire project. “For example, you can imagine that an auto is receiving information from the road about how to avoid an obstacle or pedestrian, telling it, ‘Slow down.’ It will complement the visual data from cameras — from lidar, sonar, radar. It is the next step.”

The implanted sensor, as Mr. Rocca describes it, is shaped like a small sombrero, about the size of a quarter, and contains a processor, a radio and communications electronics. Using sophisticated software, it relays data to the car’s engine control unit, also known as an engine control module. Pirelli is planning to offer performance-car owners in the United States an aftermarket cockpit-mounted device that, paired with sensors in the company’s high-end Trofeo tires, can communicate information about tire condition, lap timing and track positioning.

“We are also talking with a number of car manufacturers about integrating the systems, but it’s a lengthy process, three to five years,” Mr. Rocca said. “It’s not only adding our technology, but integrating it with all the software” in place in the cars.

Pirelli recently tested an Audi fitted with the Cyber Tires. Mr. Rocca said it was able to transmit information through a 5G network to another car about wet road conditions.

At the moment, plans for the Cyber Tire in racing environments are vague, although it would seem that Formula One cars would be the ideal test bed. For the next three years, Pirelli is the sole supplier of tires for all Formula One teams under a contract with the Fédération Internationale de l’Automobile, Formula One’s governing body. Such an arrangement is not unusual: Michelin supplies tires for all teams in the Formula E electric-car racing series, and the company is working with a tire sensor for those cars that monitors air pressure.

“There are stringent rules in Formula One, rules of the game that are outside our scope today,” Mr. Rocca said. “We are not focused on that now. But in the future …” He let the sentence hang.

Pirelli is pursuing other advancements in tire development for mainstream vehicles, including issues of materials, weight and road noise, and thermal behavior. One instance of racing tech migrating to road use is the simple bead that fixes the rubber to the rim.

“There are huge stresses on the rim and the tire in Formula One,” said Mario Isola, who heads Pirelli’s racing program.

While skeptics argue that the concept of technology transfer is just a marketing ploy, carmakers like Ferrari and Mercedes-Benz have long emphasized the relationship between the pits and the showroom. Some examples include:

Disc brakes. Braking is crucial, and it was Jaguar in the 1950s that “borrowed” an invention from the aircraft industry. If disc brakes, which were less likely to fade or overheat, could stop a landing plane, imagine what they could do for a speeding car. A Jaguar C-Type with disc brakes won the 24 Hours of Le Mans in 1953. Most series production road cars in 2020 have discs instead of drum brakes, at least in the front.

Antilock brakes. These were also adapted from aviation use and showed up in Formula One cars in the early ’60s. They became common in road cars years later.

KERS. The kinetic energy recovery system might be the ultimate example of racing’s stop and go. It was introduced for the Formula One 2009 season. With KERS, kinetic energy (that energy used to brake) is stored in a battery and then reused to give a boost of power to an engine. Ferrari has shown the system in a concept road car, but the cost will have to drop significantly before it becomes a mainstream product.

Turbocharging. Turbos took off in racing thanks in part to Renault, which used compressor-driving power in Formula One in the ’70s. Turbochargers give smaller engines higher performance, allowing carmakers to reduce engine cylinder size and increase fuel efficiencies.

Carbon fiber. The use of this material, now found in mainstream products from BMW, Ferrari and others, was spurred by its adoption in Formula One and aerospace. The substance — first used by Thomas Edison — is much stronger than aluminum, and lighter. Some carmakers, like Cadillac, use it for decorative trim, but its real value is saving weight and adding strength to a vehicle’s hood, roof and other exterior bits.

At the end of the day, winning a race is one thing; putting that technology to work in road cars — and selling lots of those cars — is quite another.

“I can tell you that companies like Mercedes, Renault, they’re not in Formula One just because they love the sport,” said Mario Andretti, who stopped to chat while walking the pit lane at the recent Formula One race in Austin, Texas. Mr. Andretti won the 1978 Formula One World Championship, as well as four IndyCar titles, including the Indianapolis 500.

“A lot of development goes on here, because of the vigorous testing being done,” Mr. Andretti added. “And there’s a sense of urgency to all of this work. Formula One is at the leading edge of technology, that’s its DNA, and that’s why the manufacturers spend the money that they do to be involved.”

from WordPress https://mastcomm.com/high-tech-tires-from-pit-lane-to-your-garage/

[f1]

Home hero Perez expects tough Mexico City qualifying battle after tricky tricky day

Home favourite Sergio Perez said his first runs at the high altitude Autodromo Hermanos Rodriguez were tough as he expects Ferrari and Mercedes to give Red Bull a run for their money in Mexico City. Perez enters his home race having enjoyed his most successful season in F1, the Mexican driver having won the Monaco and Singapore Grands Prix and scored seven other podiums – all second-place finishes – in 2022. But Friday running, which saw him finish third in FP1 and then fifth in the FP2 Pirelli test, wasn’t easy. FP2: Russell heads second practice in Mexico City as Leclerc crashes out “Yeah, it was a tricky, tricky day as usual in Mexico with the altitude, everything is floating around so fairly easy to make mistakes in these conditions,” he said. “So, overall, I think obviously FP2 was mainly for Pirelli but [in] FP1 we got a good base, and we seem to be there. “Ferrari seem to be strong, also Mercedes, so it’s going to be a tough battle tomorrow,” added Perez. “I think we got up to speed fairly quickly [in FP1] so should be straightforward tomorrow hopefully. But you can always expect different things tomorrow.” 2022 Mexico City GP FP1: Max Verstappen spins at Turn 10 in first practice Team mate Max Verstappen, who spun on his way to P4 in FP1 (above), said the track was as slippery as ever. “Yeah, just had a moment: as soon as I came a bit off line it was like ice, so I was just drifting left, drifting right, and at one point when it goes, you just have to hold the brakes and it just hits the wall.” The two-time Formula 1 champion added that he’s heading into the unknown after just one run on the soft tyres, in FP1, before he took P6 on the prototype Pirellis in FP2. READ MORE: Horner on why he feels Red Bull’s Cost Cap breach penalties were 'draconian' – and why his team have accepted them “I mean on the soft [compound] everything was alright, but we only had one run on them, and then in FP2 we had to do the tyre testing again. That makes it a little bit more difficult and a bit more unknown again like last weekend, for everyone, but the harder compounds are a bit more tricky,” explained the Dutchman. Red Bull entered Mexico City having wrapped up both the drivers’ and constructors’ championships for the first time since 2013. Now Perez aims to deliver a historic home win in front of a capacity crowd. Who’s going to score in the 2022 Mexico City Grand Prix? Pick your dream team before qualifying and take on the world to win huge prizes with the Official Formula 1 Fantasy game. Sign up, join leagues and manage your squad here. via Formula 1 News https://www.formula1.com

[vseproavto]

За рулём 2020: Тест шипованных шин размера 215/65 R16 для кроссоверов

New Post has been published on https://pippip.ru/2020/10/09/za-rulyom-2020-test-shipovannyh-shin-razmera-215-65-r16-dlya-krossoverov/

За рулём 2020: Тест шипованных шин размера 215/65 R16 для кроссоверов

[grandpxnews-blog]

Column: Already a winner

New Post has been published on https://grandpx.news/column-already-a-winner/

Column: Already a winner

  2019 sees one of the most exciting shake-ups of the driver market in recent years, but one name that will be returning to the F1 fold stands out above them all. Having completed only a handful of laps in the first pre-season test at Barcelona’s Circuit de Catalunya, the jury is very much still out on Robert Kubica’s anxiously awaited return to full-time F1 racing. However, before we learn how much Williams has been able to improve on last season’s offering, or how much of the scintillating performance- from his first career- Robert Kubica can rekindle. Let’s consider the scale of his gargantuan comeback and celebrate the rarity of such an achievement.

  Cast your mind back- if you can- to the 2010 F1 season. In the U.K, Gordon Brown was succeeded by David Cameron at No.10, in the U.S, Obama was 2 years into his first term as president of the United States of America and in F1- Sebastian Vettel won the first of his four World Championships to date, snatching the title away from Fernando Alonso at the final race in Abu Dhabi. Aside from the beginning of an incredible winning streak for Sebastian Vettel and Red Bull and the return of Michael Schumacher into the F1 Paddock in 2010- we also witnessed a simply astonishing season of driving from one Robert Kubica, qualifying and racing his Renault into positions it had absolutely no right to be in. At Monaco, a track where overcoming car deficiencies with driver skill is still very much possible, he managed to qualify his Renault 2nd on the grid, a mere 3 tenths of a second behind pole-sitter and Monaco specialist, Mark Webber, and a full second and a half ahead of team-mate Vitaly Petrov (who qualified 14th). There are numerous Kubica 2010 achievements to consider, but in terms of pure speed, talent and ability; none do him a better service than qualifying 2nd and converting that to a finishing position of 3rd in the race with a car that in other hands failed to reach the top 10 in qualifying. Often praised by the likes of Lewis Hamilton and Fernando Alonso as one of the very best, his efforts in F1 had not gone unnoticed by the top tier teams- it has since been revealed that he had even signed a pre-agreement to drive for Ferrari in 2012. Back in early 2011, it looked as if Robert Kubica along with Hamilton, Alonso and Vettel was going to dominate F1 for the foreseeable future. However, these hopes and expectations were suddenly and violently put on hold when in February 2011, Robert- competing of his own volition in an Italian Rally- suffered life-changing injuries as his car collided with an Armco-barrier that pierced into the cabin, impaling Robert in the process. His consequent injuries were horrendous- nearly losing his right hand alongside compound fractures to his elbow and leg. The same rugged determination that served Kubica so well in racing undoubtedly contributed to his remarkably speedy return to racing. Despite breaking the same leg again slipping on ice near his home in early 2012- as if to prove a point- Robert got into a rally car again on the 9th of September that same year! His competitive spirit and skills behind the wheel seemed undiminished as he went on to win the event by well over a minute, nonetheless, the confines of a single-seater did not give his right arm and hand enough space to operate. Undeterred, he went on to make successful appearances in other forms of motorsport, such as winning the 2013 title in the World Rally Championship’s WRC2 class and the ’14 European Rally Championship season-opener, Tests in GP3, Formula E and LMP2 machinery followed before a return to F1 machinery in a test for his old Renault team at Valencia in June of 2017. Lewis Hamilton summed up his thoughts on the Pole’s talents before a test later that year at Hungary’s tight and twisty Hungouring, “Robert’s one of the quickest drivers I’ve ever raced against, If he was still racing he’d be up in contention for the world title if not have won one. Just raw natural talent which in the sport is a shame we don’t have here with us. Not a lot of great, great drivers come through. It filters and then filters down, you have some that are much better than the rest but then still not the greatest. Then you have real special drivers like him.”

Why does this matter now? That 2017 test came at a relatively mature point in Robert’s comeback to F1. Rather tellingly, after an intense assessment from Renault, he was not offered a seat with Renault for 2018. It’s hard not to imagine that Renault would have snapped him up if he had fully recaptured the abilities that secured him 2nd place in qualifying at the 2010 Monaco Grand Prix. Late in 2017, Kubica had already begun testing for Williams, but after an inconclusive end of season in Abu-Dhabi, where his qualifying runs were not on a par with the heavily inexperienced Sergey Sirotkin, Robert had to make do with operating as reserve driver for Williams during the 2018 season before being confirmed as part of the 2019 Williams driver line-up. The pertinent and obvious question is, how much of the 2010 vintage Robert Kubica are we likely to see this year? Will he continue to improve with more time? Or will we need to be satisfied with the fact that it’s an absolute miracle, comparable with Alex Zanardi’s come back to full-time racing after losing both legs racing in a CART (formerly a rival series to Indycar) event, that Robert has made it this far?

Reflecting on his return to F1 late last year Robert intimated that “From the human point of view, I understand and see the point that it is a story that probably nobody has believed. Probably the only one who never gave up was myself and the people around me. We all knew that it might be something not achievable. This shows that somehow nothing is impossible. From the driving point of view, you just have to wait a few months and you will see. If I would not be able to drive competitively enough, I would not be here. It is a normal way of thinking that people see my limitations and ask how it is possible I can do it, and I know it is hard to believe. But Williams has seen it this year and I have seen it in the last 16 or 18 months since I first drove an F1 car in Valencia last year that I can do it, thanks to work, but also that my limitations are not limiting me as most people are thinking. Deputy team principal Claire Williams further endorsed the Pole’s incredible comeback: “It is a great credit to his strength of character and tenacity to return to Formula 1. He has a level of determination that is remarkable to see.” There can be no doubting the magnitude of Robert’s return to F1, his levels of determination to drive- to all intents and purposes- with one hand is obviously remarkable. But what would be fascinating to learn, is whether Renault would pass again on the opportunity to sign their former “Monaco Magician” if they assessed him now in 2019, with Robert having had more time to recover and gain knowledge of current F1 machinery. Remember, a lot has changed since he last competed in 2010- much wider cars with possibly the highest levels of downforce ever seen, totally different power units with various elements of hybrid technology and perhaps most importantly- entirely different tyres (the rock solid “Bridgestone” Tyres of 2010 required an entirely different style of driving to the still comparably fragile Pirelli tyres of today, Robert was a master of braking late whilst steering into the corner- certainly not a good idea in current F1). In an interview with F1’s in house podcast “Beyond the Grid” with Tom Clarkson, Kubica remarked that the muscle memory of driving the narrower-bodied cars from his first stint in F1 served him very well in his 2017 Valencia test for Renault in their 2012 car but that the wider dimensions of the 2017 and onward cars put him into the position of almost being a rookie. Evidently, there has been a re-learning process for Kubica, both in terms of coming to terms with an altered body and also vastly different F1 machinery.

  What can we expect from Robert in 2019? Undoubtedly, he will not be picking up where he left off in 2010, just the time away from F1 without his injuries would make that impossible (one only has to think of how long it took Michael Schumacher to get up to speed following his 4-year hiatus from the sport), but as he remarks above- he wouldn’t be on the grid if he wasn’t up to the required standard. Instead of lamenting the untimely curtailing of his first career in F1, let’s celebrate an unlikely comeback that ranks alongside any in the world of sport. Welcome back Robert, we’ve missed you.

[runridedive]

522 kW Jeep® Grand Cherokee Trackhawk

Built in Detroit at the Jefferson Avenue North Assembly Plant in Detroit Michigan and injected with an unmatched 522 kW courtesy of an awe-inspiring supercharged 6.2-liter V-8 engine, the most awarded SUV ever and the most capable full-size SUV on the planet has been transformed into the most powerful and quickest SUV ever.

The breakthrough supercharged engine is designed and manufactured using only the strongest and most durable materials. Its cast iron block features water jackets between the cylinders for optimal cooling. A forged-steel crankshaft with induction-hardened bearing surfaces is so strong it can withstand firing pressures of nearly 110 bar (1,600 psi) – the equivalent of five family sedans standing on each piston, every two revolutions. The unique, specially tuned crankshaft damper has been burst tested to 13,000 rpm.

High-strength, forged-alloy pistons – developed using advanced telemetry measurement – are coupled to powder-forged connecting rods with high-load-capacity bushings and diamond-like, carbon-coated piston pins.

Premium grade, heat-treated aluminum-alloy cylinder heads are optimized for superior thermal conductivity. Sodium-cooled exhaust valves feature hollow-stem construction and special steel-alloy heads that stand up to temperatures as high as 900 degrees Celsius (1,652 degrees Fahrenheit).

The 2,380cc per revolution supercharger includes integral charge-air coolers and an integrated electronic bypass valve to regulate boost pressure to a maximum of 80 kPa (11.6 psi). The twin-screw rotors are specially coated with:

  a proprietary formula of polyimide and other resins

  nanometer-sized, wear-resistant particles

  solid lubricants, such as PTFE (Teflon)

The coating enables tighter clearance between the rotors. This reduces internal air leakage, delivering improved compressor performance and higher efficiencies. The coating can withstand the temperatures generated by compression, and provides superior corrosion resistance.

The supercharger is sealed for life with premium synthetic oil, uses a drive ratio of 2.36:1 and has a maximum speed of 14,600 rpm. The supercharger drive system’s one-way clutch de-coupler improves refinement, while allowing for precisely the kind of powerful sound certain to captivate Jeep Grand Cherokee Trackhawk drivers.

Air sources for the supercharger include a cold-air scoop in the lower front fascia, which replaces the driver’s-side fog lamp and helps to feed the 92mm throttle body.

The large-nosed crankshaft drives a high-flow gerotor oil pump, which feeds a lubrication circuit that includes eight high-flow piston-cooling jets. A high-capacity oil/air heat exchanger, mounted in the front of the Jeep Grand Cherokee Trackhawk, mitigates oil temperatures when driving conditions are harshest, such as on the track.

A new low-temperature cooling system, consisting of a pump, reservoir, heat exchanger and lines, help keep the charge air cool during performance driving. This system is designed to keep intake air temperatures below 60 degrees Celsius (140 degrees Fahrenheit), under extreme ambient conditions, while enabling air flow of up to 30,000 liters per minute.

A new fuel delivery system, featuring two high-flow, multi-mode pumps, matches the high-performance demands of the engine.

Upgraded driveline components, durability and refinement result in benchmark off-road performance

The standard TorqueFlite eight-speed automatic transmission delivers improved shift response, quality and consistent performance and drivability. The transmission software takes into account variables such as engine torque gradients, kick-down events, longitudinal and lateral acceleration, grade changes, friction detection and downshift detection to determine the appropriate shift map.

The Jeep Grand Cherokee Trackhawk is equipped with the Jeep Quadra-Trac on-demand four-wheel-drive system, which includes an electronic limited-slip rear differential and a single-speed active transfer case. The new, full-time active transfer case uses forged steel chain sprockets and a wider chain for added strength and durability.

A strengthened rear drive shaft connects to a new, stronger rear axle. The differential features a revised housing design, revised ring-and-pinion tooth geometry and new four-point axle mounting scheme for better load distribution, additional torque capacity and overall durability. Torque is delivered to the rear wheels via new ultra-high-strength 300M low-alloy vacuum melted steel half-shafts with upgraded eight-ball outboard constant velocity joints.

Launch Control, fitted as standard, optimizes the Jeep Grand Cherokee Trackhawk’s performance by coordinating the engine, transmission, driveline and suspension for a textbook launch and consistent straight-line acceleration.

A new standard Torque Reserve system provides improved engine torque response and quicker vehicle acceleration in Launch Control by pre-positioning the supercharger bypass valve to generate boost and minimize manifold filling time, while cutting fueling to individual cylinders and managing spark timing. This generates a reserve of torque that can be instantaneously delivered upon acceleration from a standing stop.

The Selec-Track system on the Jeep Grand Cherokee Trackhawk uses performance-tuned software to pre-configure and distinguish the five dynamic modes, including:  Auto, Sport, Track, Snow and Tow, enabling drivers to choose a vehicle setting that ideally meets their requirements and ambient conditions. The drive modes separately control the four-wheel-drive system, transmission, paddle shifters, suspension and the electric power steering.

Dynamic drive mode configurations include:

Auto – Automatically adapts to any condition; uses a 40-percent front/60-percent rear torque split

Sport – Transmission shift times are reduced by 50 percent versus Auto Mode; stability control, four-wheel-drive and steering systems are set for typical enthusiast driving style; paddle shifters are enabled and suspension is tightened up without increasing impact harshness to deliver increased vehicle performance capability over Auto Mode; uses 35/65 torque split

Track – Transmission shift times are reduced 68 percent versus Auto Mode to 160 milliseconds; stability control, four-wheel-drive and steering systems are set for ultimate track performance; paddle shifters are enabled and suspension is set to full firm to deliver maximum vehicle performance capability on smooth, dry surfaces; uses 30/70 torque split

Tow – Alters torque delivery off the line for greater smoothness and adjusts suspension to combat pitch and yaw to deliver maximum towing performance: uses 60/40 torque split

Snow – Maximizes traction to deliver optimized performance on snow and ice with reduced engine horsepower; uses 50/50 torque split

The Jeep Grand Cherokee Trackhawk also features a Custom Mode that allows the driver to personalize the vehicle’s performance with a selectable driving experience offering a multitude of vehicle system combinations.

The Jeep Grand Cherokee Trackhawk rides on a short- and long-arm (SLA) independent front suspension with coil springs, Bilstein adaptive damping suspension (ADS), upper- and aluminum lower-control arms (“A” arms), aluminum knuckle, aluminum clevis and hollow stabilizer bar. The rear suspension is a multi-link design with coil spring, Bilstein ADS, aluminum lower control arm, independent upper links (tension and camber), plus a separate toe link, and a hollow stabilizer bar.

The Jeep Grand Cherokee Trackhawk is capable of towing 2 905 kg.

  New benchmark SUV stopping performance New high-performance Brembo brakes include the largest standard front brakes ever offered on a Jeep vehicle. Up front are 400 mm (15.75-inch) two-piece vented rotors with six-piston calipers painted with a new distinctive yellow finish, and 350 mm (13.78-inch) vented rotors with four-piston yellow calipers in the rear for outstanding stopping performance, heat management and durability.

The new Brembo brakes bring the Jeep Grand Cherokee Trackhawk to a stop from 100 km/h in 35 m. For added safety, the anti-lock braking, electronic stability control and traction systems are uniquely tuned.

Aggressive and functional exterior The 2018 Jeep Grand Cherokee Trackhawk rides one inch lower than non-SRT Jeep Grand Cherokee models and is further set apart with body-colored wheel flares, side sill cladding and a sculpted hood with dual heat extractors.

The signature seven-slot upper front grille is flanked by adaptive, bi-xenon headlamps and surrounded by an LED character lamp treatment. The headlamps on the Jeep Grand Cherokee Trackhawk model feature a unique Gloss Black background to accent their jewel-like appearance.

The fog lights are absent from the Trackhawk’s front fascia to optimize airflow to cooling modules and air induction without compromising the vehicle’s balance.

From behind, the Jeep Grand Cherokee Trackhawk features a unique Gloss Black rear valence that showcases four-inch Black Chrome quad exhaust tips. The new quad exhaust system design provides an exhilarating and unmistakable note during maximum acceleration.

A “Supercharged” badge on both front doors and a Trackhawk badge on the liftgate features a Liquid Titanium Chrome outline and Matte Black background.

New standard 20 x 10-inch Titanium-finish wheels with a Satin Chrome center cap showcase the distinctive yellow calipers underneath. Available lightweight 20 x 10-inch forged aluminum Low Gloss Black wheels save a total of 5.44 kg (12 pounds) versus the standard Trackhawk wheel. Grand Cherokee Trackhawk also features all-new Pirelli 295/45ZR20 Scorpion Verde All-Season and new Pirelli P Zero three-season tires with an increased speed rating.

The Jeep Grand Cherokee Trackhawk is available in nine exterior colors: Billet Silver, Granite Crystal, Diamond Black, Ivory Tri-coat, Bright White, Velvet Red, Rhino (exclusive), Redline 2 (exclusive) and True Blue.

High-performance, racing-inspired interior The driver-focused interior features premium soft-touch materials, unique Light Black Chrome finishes and carbon fiber spears, and a 7-inch driver information display (DID) instrument cluster, which features the tachometer in the middle. The 290 kph speedometer is on the left side of the cluster.

The instrument panel center stack with new 8.4-inch Uconnect touchscreen features Trackhawk-exclusive Performance Pages that showcase an array of performance timers and gauge readouts, including a new engine dynamometer screen that measures instantaneous horsepower, torque and current transmission gear. The dynamometer screen also includes a new snapshot function for owners to save their readouts on a USB.

The Jeep Grand Cherokee Trackhawk’s three-spoke steering wheel with a flat bottom features a bevy of comfort, convenience and connectivity controls and ergonomically efficient paddle shifters.

The Jeep Grand Cherokee Trackhawk features standard Nappa leather seats with an embroidered “Trackhawk” logo. A fully wrapped Signature Leather Interior Package with “Trackhawk” embossed on the seats. Seats are also heated (front and rear) and ventilated (front). Dark Ruby Red seatbelts and a dual-pane panoramic sunroof are also fitted features.

A new Premium Metal Package is standard and enhances the Trackhawk’s interior with various upscale real metal accents.

Additional premium interior features include: standard Active Noise Cancellation; premium headliner; leather stitched instrument panel, doors, center console and armrest; Berber floormats with Trackhawk badge and dual-screen rear-seat entertainment center with Blu-ray.

There is also a 825-watt Harman Kardon high-performance audio system with 19-speakers and two subwoofers.   Safety and Security The Jeep Grand Cherokee Trackhawk includes more than 70 safety and security features, including Trailer Hitch Camera View at Speed, which allows owners to view trailered items through the rear-mounted camera while moving, and a Valet mode that enables the following vehicle configurations:

Engine is remapped to significantly reduce horsepower and torque; limited to 4,000 rpm

Transmission locks out access to first gear and upshifts earlier than normal

Transmission will treat the manual shifter position the same as the drive position

Traction, steering and suspension are set to their Street settings

Steering-wheel paddle shifters are disabled

Drive Mode functions are disabled

Electronic stability control (ESC) is enabled to Full-on

Launch Control is disabled

Drivers can activate and deactivate Valet mode with a personalized four-digit PIN code.

Other prominent, standard Jeep Grand Cherokee Trackhawk safety and security features include Adaptive Cruise Control with Stop; Advanced Brake Assist; Blind-spot Monitoring with Rear Cross Path Detection; Full-speed Forward Collision Warning with Crash Mitigation; Front and Rear Park Assist; Lane Departure Warning-Plus; Ready Alert Braking and SiriusXM Guardian and Roadside Assistance buttons.

Advanced technology delivered with all-new infotainment system The Jeep Grand Cherokee Trackhawk is equipped with standard Apple CarPlay and Android Auto through the latest version of Uconnect’s 8.4-inch touchscreen radio system.

Apple CarPlay Seamlessly integrates an iPhone with the vehicle’s built-in display and controls in addition to featuring Siri Voice control. iPhone-equipped drivers can make phone calls, access music, send and receive messages, and receive voice-guided navigation optimized for traffic conditions and more, while staying focused on the road.

Android Auto System shares useful information when driving and makes it easy to access the best of Google technology. Featuring Google Maps with free voice-guided navigation, live traffic information, and lane guidance; on-demand access to 30 million songs with Google Play Music; plus the ability to place phone calls or send and receive messages while keeping hands on the wheel; and ask Google search any question. Android Auto also makes it easy to access popular apps and content from the Uconnect system’s touchscreen.

The latest Uconnect operating system includes easy-to-use features, pinch-to-zoom display, enhanced processing power, faster startup times and touchscreens that display high-resolution graphics. Drivers and passengers also have an abundance of infotainment features at their fingertips with SiriusXM Radio, Travel Link, Traffic and Guardian Connected Services that provide real-time information.

  The post 522 kW Jeep® Grand Cherokee Trackhawk appeared first on Run Ride Dive.

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[eddiejpoplar]

Tire + Wheel Guide

If you don’t know what you’re looking for, choosing a new set of tires can be daunting. There are enough categories, vehicle ratings, and options to bamboozle even the most DIY-savvy consumers, and it doesn’t get much easier if you talk to your local tire shop. However, much like cars, there are segment standouts that offer best-in-class cost, longevity, and grip. To kick-start the process, we partnered with the rubber experts at Tire Rack to develop a Best Of list for a wide breadth of needs, from daily runners to knobby all-terrains.

(PS): Performance Summer; (PAS): Performance All-Season; (AS): All-Season; (PW): Performance Winter; (W): Winter, (AT): All-Terain; (TD): Track Day; (D): Drag

Michelin Pilot Sport 4S (PS)

Derived from Michelin’s Pilot Super Sport line, the Pilot Sport 4S provides warm-weather grip in dry or wet conditions. Variable Contact Patch 3.0 evenly distributes pressure across the contact patch, and the silica-infused center compound reduces braking distance in the wet.

Tire Rack says: The Pilot Sport 4S really impressed our test team. It managed to improve on the performance of its class-leading predecessor in the wet and the dry while also making gains in noise and ride quality for daily comfort.

Pirelli P Zero PZ4 (PS)

Using techniques developed through competition in Formula 1,the Pirelli P Zero PZ4 is designed to deliver excellent dry handling, wet grip, and refinement suitable for drivers of high-end vehicles.

Tire Rack says: Pirelli worked with some of the most prestigious automakers in the world during the development of the PZ4, and it shows in the finished product. Refined on the road, the P Zero PZ4 also has the performance credentials to keep up with the best in the class.

Firestone Firehawk Indy 500 (PS)

With a high-grip, summer-weather-focused compound and large outboard shoulder, the Firehawk Indy 500 is designed to deliver high-speed cornering and lateral traction. The main circumferential groove uses Pulse Groove Technology to enhance water evacuation, and the advanced compound delivers high levels of wet traction.

Tire Rack says: The Firehawk Indy 500 has found a sweet spot in the market. It has aggressive good looks, responsive handling, and confident traction in dry and wet conditions, all at a value-oriented price.

Michelin Pilot Sport A/S 3+ (PAS)

Combining predictable handling and high-speed durability with year-round capability, the Michelin Pilot Sport A/S 3+ uses sunflower oil and Extreme Silica technology in the tread rubber to increase traction at low temperatures and in wet conditions.

Tire Rack says: The Pilot Sport A/S 3+ has been the king of the hill in our Ultra High Performance All-Season category in dry handling and braking since it was released. Better still, it leads the category in our acceleration and braking tests in the snow, as well.

Bridgestone Potenza RE980AS (PAS)

The all-season compound of the Bridgestone Potenza RE980AS is molded into a noise-optimized pattern, balancing performance with quiet comfort. The sipes interlock for improved dry-weather handling, and combined with the independent tread blocks, they create the biting edges needed for traction in wet or snowy conditions.

Tire Rack says: Bridgestone kept us waiting for a long time before releasing the Potenza RE980AS, and it was worth the wait. Best-in-category wet traction is the headline, and it can hold its own in the dry, too.

Vredestein Quatrac 5 (AS)

The high-silica tread compound and asymmetric pattern of the Vredestein Quatrac 5 are engineered with a focus on performance in variable conditions. The lateral notches, independent tread blocks, and high-density zigzag sipes help deliver the snow traction needed to earn the Three-Peak Mountain Snowflake symbol.

Tire Rack says: Our testers were thrilled with the complete package delivered by the Quatrac 5, and drivers agree, as it tops our consumer ratings.

Michelin Pilot Alpin PA4 (PW)

The Pilot Alpin PA4 is designed for enthusiasts who might encounter snow-covered roads in their ultra-high-performance cars. The wraparound shoulder enhances handling and lateral grip, and the Helio Compound+ tread rubber remains flexible in low temperatures for better traction in cold conditions.

Tire Rack says: From cold, clear road handling to wet traction and braking to impressive and predictable capabilities in the snow, the Pilot Alpin PA4 is the complete package.

Pirelli Scorpion Winter & Pirelli Winter Sottozero 3 (PW)

Designed as seasonal tires suitable for cold weather, freezing road conditions, and ice and snow, the Pirelli Scorpion Winter and Winter Sottozero 3 feature a tread design composed of arrow-shaped center blocks and rounded shoulders to dissipate water and slush.

Tire Rack says: The Winter Sottozero 3 is a standout performer and a favorite of drivers looking to keep their sports cars (and with the Scorpion, crossover SUVs) on the road year-round.

Bridgestone Blizzak LM001 (PW)

The Bridgestone Blizzak LM001 uses a directional tread pattern with wide shoulder blocks for lateral grip on clear, dry, or wet roads. The sweeping grooves help expel slush and water, and the high-density zigzag sipes create biting edges for enhanced traction in slippery conditions.

Tire Rack says: The Blizzak LM001 lives up to its storied namesake. Consumers praise it for crisp steering and responsive handling in the dry or wet, combined with confidence-inspiring traction when the road gets snowy.

Michelin Defender T+H (AS)

The Defender T+H is designed to provide confident traction, long life, and high levels of comfort for drivers of family sedans, coupes, and small crossovers. The asymmetric pattern allows for smooth and quiet operation, and its high-silica tread compound aids grip in wet or snowy conditions.

Tire Rack says: Michelin took an evolutionary approach with the Defender T+H, with a focus on improving upon its predecessor. The result is a satisfying touring tire with enhanced real-world longevity.

Goodyear Assurance WeatherReady (AS)

The WeatherReady soy-based tread compound is molded into an asymmetric pattern designed to provide the traction needed for any weather condition. Sweeping tread grooves evacuate water from the contact patch, and the zigzag sipes create biting edges that provide the snow traction needed to earn the Three-Peak Mountain Snowflake symbol.

Tire Rack says: With the Assurance WeatherReady, Goodyear is the first mainstream manufacturer to offer a full line of Grand Touring All-Season tires rated for severe snow service.

Bridgestone Blizzak WS80 (W) 

The WS80 is for drivers who want maximum control in winter’s worst conditions. Zigzag sipes increase the number of biting edges, and the hydrophilic coating absorbs a micron-thin layer of water that improves traction on icy surfaces.

Tire Rack says: The Blizzak WS80 continues the storied tradition of its namesake and is still the go-to for drivers whose primary concern is having the best traction when winter weather is at its worst.

Continental TerrainContact A/T (AT)

TerrainContact A/T tires feature a mild all-terrain tread pattern with large, independent tread blocks for off-road traction, closed shoulders to extend tread life and resist uneven wear, and grooves for grip in snowy conditions.

Tire Rack says: The TerrainContact A/T was designed to excel in the way most on-/off-road all-terrain customers actually use their tires. That means good wet and snow traction, a quiet and comfortable highway ride, and moderate off-road capability.

Michelin X-ice Xi3 (W)

Combining confident grip in deep snow and on ice with predictable cold-weather handling in both dry and wet conditions, the X-Ice Xi3 has a compound that is firm at higher temperatures for wet and dry stability and flexible at lower temperatures for snow and ice traction.

Tire Rack says: With deep snow and ice performance, plus ride, noise, handling, and wet traction akin to an all-season tire, the X-Ice Xi3 delivers all the positives of a top-tier winter tire with very little trade-off.

BFGoodrich All-Terrain T/A KO2 (AT)

The aggressive, high-void all-terrain pattern of the All-Terrain T/A KO2 combines off-road durability and traction with on-road handling and noise comfort. Upper shoulder sidewall armor helps resist punctures when off the beaten path, and the serrated shoulder design provides the clawing action required for rough environments.

Tire Rack says: No all-terrain tire conversation is complete without the All-Terrain T/A KO2. This perennial favorite gets rave reviews from consumers for its off-road prowess, longevity, wet performance, and even ride and noise comfort.

Hankook Ventus R-S4 (TD)

Featuring broad, rigid shoulders flanking a continuous center rib, the Ventus R-S4 is designed to deliver motorsport levels of grip in a tire that can be driven daily in warm weather, including track use.

Tire Rack says: Ventus R-S4 has carved out a niche of its own. Although not quite as fast over a single lap as the top extreme-performance summer tires, the R-S4 has proven consistent and heat-tolerant, and it delivers significantly longer wear than those options.

Yokohama ADVAN A052 (TD)

With internal construction focused on precise handling and Yokohama’s motorsport compound to provide extreme grip levels, the ADVAN A052 offers Yokohama’s highest level of DOT-approved performance for the most demanding track-day enthusiasts.

Tire Rack says: Building on the success of the popular ADVAN A048, the ADVAN A052 steps it up a notch. Gone is the old directional pattern, replaced by a modern asymmetric sculpture designed to deliver motorsport-level performance on a dry road.

Michelin Pilot Sport Cup 2 (TD)

Designed using technology developed in competition at the 24 Hours of Le Mans, the PSC2 provides fast and consistent performance for track-focused drivers. The hardness of the tread rubber in the enormous outboard shoulder is fine-tuned for maximum grip, and the inboard elements are engineered for precision steering.

Tire Rack says: The PSC2 is used as original equipment on the Ferrari 458 Speciale, Ford GT, Mercedes-Benz AMG GT R, and Porsche 911 GT2 RS, GT3 RS, and 918 Spyder, among others. ’Nuff said.

Toyo Proxes TQ (D)

Developed for enthusiasts looking for top qualifier dragstrip performance from a streetable tire, the Proxes TQ is versatile enough to drive to and from the track yet focused enough to provide the traction that racers demand.

Tire Rack says: If you’re looking for a drag racing tire you can drive to and from the track, the Proxes TQ is a sure thing. Our consumers are happy with the performance, and the attractive price makes it that much better.

Before you finalize your tire order, treat yourself to a new set of wheels to go along with the new rubber. Every wheel you see here is available in various sizes, colors, and widths, so make sure you pick the right one for your needs.

TR Motorsports FF10

Aside from aesthetics, lightweight sport wheels shed rotational mass, usually improving handling and acceleration. This is especially important for light, low-power sports cars like the Mazda Miata and Toyota 86/Subaru BRZ, where momentum is more important than tire-shredding torque. Tire Rack’s in-house TR Motorsports line offers the FF10, a lightweight and attractive wheel usable on and off the track. Sizes range from 15 to 17 inches, with four- or five-lug configurations.

OZ Racing Atelier Forged

For the same reasons you don’t put a cheap, chintzy bracelet on a nice watch or drink top-shelf whiskey out of a Styrofoam cup, you don’t scrimp on aftermarket wheels for your high-end sports car or supercar. OZ Racing has been in the big-money business for years and offers a wide portfolio of wheels for big budgets. The Atelier Forged series is one of the sharpest, especially when paired with a centerlock hub.

Sport Edition A8

Trust us: Having separate sets of wheels for different seasons is ideal. Aside from the ease of swapping sets, a dedicated winter wheel keeps your summer rims free from dings, pitting, and rash incurred from crunching through ice, sliding into curbs, and crashing through potholes. When it’s messy out there, the affordable Sport Edition A8 wheels are great cold-weather bashers.

KMC XD Series

Let’s be honest—it’s difficult to find a truck or off-road wheel that isn’t gaudy. KMC’s nearly ubiquitous XD Series has some flashy chrome designs but balances out the bling with some tasteful darker wheels wearing matte black accents for a more subtle appearance. The XD Series isn’t the first choice for desert pre-running, but it will stand up to moderate trail work.

Enkei Classic Compe

When it comes down to style, you just can’t beat the classics. For drivers of compact sports cars, the retrotastic Enkei Compe is as good as it gets, especially for vintage JDM models. Short, fat spokes give the Compe a pseudo-Minilite appearance, similar to what you might see on a period-correct Datsun 240Z or Toyota Celica.

The post Tire + Wheel Guide appeared first on Automobile Magazine.

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Tire + Wheel Guide

If you don’t know what you’re looking for, choosing a new set of tires can be daunting. There are enough categories, vehicle ratings, and options to bamboozle even the most DIY-savvy consumers, and it doesn’t get much easier if you talk to your local tire shop. However, much like cars, there are segment standouts that offer best-in-class cost, longevity, and grip. To kick-start the process, we partnered with the rubber experts at Tire Rack to develop a Best Of list for a wide breadth of needs, from daily runners to knobby all-terrains.

(PS): Performance Summer; (PAS): Performance All-Season; (AS): All-Season; (PW): Performance Winter; (W): Winter, (AT): All-Terain; (TD): Track Day; (D): Drag

Michelin Pilot Sport 4S (PS)

Derived from Michelin’s Pilot Super Sport line, the Pilot Sport 4S provides warm-weather grip in dry or wet conditions. Variable Contact Patch 3.0 evenly distributes pressure across the contact patch, and the silica-infused center compound reduces braking distance in the wet.

Tire Rack says: The Pilot Sport 4S really impressed our test team. It managed to improve on the performance of its class-leading predecessor in the wet and the dry while also making gains in noise and ride quality for daily comfort.

Pirelli P Zero PZ4 (PS)

Using techniques developed through competition in Formula 1,the Pirelli P Zero PZ4 is designed to deliver excellent dry handling, wet grip, and refinement suitable for drivers of high-end vehicles.

Tire Rack says: Pirelli worked with some of the most prestigious automakers in the world during the development of the PZ4, and it shows in the finished product. Refined on the road, the P Zero PZ4 also has the performance credentials to keep up with the best in the class.

Firestone Firehawk Indy 500 (PS)

With a high-grip, summer-weather-focused compound and large outboard shoulder, the Firehawk Indy 500 is designed to deliver high-speed cornering and lateral traction. The main circumferential groove uses Pulse Groove Technology to enhance water evacuation, and the advanced compound delivers high levels of wet traction.

Tire Rack says: The Firehawk Indy 500 has found a sweet spot in the market. It has aggressive good looks, responsive handling, and confident traction in dry and wet conditions, all at a value-oriented price.

Michelin Pilot Sport A/S 3+ (PAS)

Combining predictable handling and high-speed durability with year-round capability, the Michelin Pilot Sport A/S 3+ uses sunflower oil and Extreme Silica technology in the tread rubber to increase traction at low temperatures and in wet conditions.

Tire Rack says: The Pilot Sport A/S 3+ has been the king of the hill in our Ultra High Performance All-Season category in dry handling and braking since it was released. Better still, it leads the category in our acceleration and braking tests in the snow, as well.

Bridgestone Potenza RE980AS (PAS)

The all-season compound of the Bridgestone Potenza RE980AS is molded into a noise-optimized pattern, balancing performance with quiet comfort. The sipes interlock for improved dry-weather handling, and combined with the independent tread blocks, they create the biting edges needed for traction in wet or snowy conditions.

Tire Rack says: Bridgestone kept us waiting for a long time before releasing the Potenza RE980AS, and it was worth the wait. Best-in-category wet traction is the headline, and it can hold its own in the dry, too.

Vredestein Quatrac 5 (AS)

The high-silica tread compound and asymmetric pattern of the Vredestein Quatrac 5 are engineered with a focus on performance in variable conditions. The lateral notches, independent tread blocks, and high-density zigzag sipes help deliver the snow traction needed to earn the Three-Peak Mountain Snowflake symbol.

Tire Rack says: Our testers were thrilled with the complete package delivered by the Quatrac 5, and drivers agree, as it tops our consumer ratings.

Michelin Pilot Alpin PA4 (PW)

The Pilot Alpin PA4 is designed for enthusiasts who might encounter snow-covered roads in their ultra-high-performance cars. The wraparound shoulder enhances handling and lateral grip, and the Helio Compound+ tread rubber remains flexible in low temperatures for better traction in cold conditions.

Tire Rack says: From cold, clear road handling to wet traction and braking to impressive and predictable capabilities in the snow, the Pilot Alpin PA4 is the complete package.

Pirelli Scorpion Winter & Pirelli Winter Sottozero 3 (PW)

Designed as seasonal tires suitable for cold weather, freezing road conditions, and ice and snow, the Pirelli Scorpion Winter and Winter Sottozero 3 feature a tread design composed of arrow-shaped center blocks and rounded shoulders to dissipate water and slush.

Tire Rack says: The Winter Sottozero 3 is a standout performer and a favorite of drivers looking to keep their sports cars (and with the Scorpion, crossover SUVs) on the road year-round.

Bridgestone Blizzak LM001 (PW)

The Bridgestone Blizzak LM001 uses a directional tread pattern with wide shoulder blocks for lateral grip on clear, dry, or wet roads. The sweeping grooves help expel slush and water, and the high-density zigzag sipes create biting edges for enhanced traction in slippery conditions.

Tire Rack says: The Blizzak LM001 lives up to its storied namesake. Consumers praise it for crisp steering and responsive handling in the dry or wet, combined with confidence-inspiring traction when the road gets snowy.

Michelin Defender T+H (AS)

The Defender T+H is designed to provide confident traction, long life, and high levels of comfort for drivers of family sedans, coupes, and small crossovers. The asymmetric pattern allows for smooth and quiet operation, and its high-silica tread compound aids grip in wet or snowy conditions.

Tire Rack says: Michelin took an evolutionary approach with the Defender T+H, with a focus on improving upon its predecessor. The result is a satisfying touring tire with enhanced real-world longevity.

Goodyear Assurance WeatherReady (AS)

The WeatherReady soy-based tread compound is molded into an asymmetric pattern designed to provide the traction needed for any weather condition. Sweeping tread grooves evacuate water from the contact patch, and the zigzag sipes create biting edges that provide the snow traction needed to earn the Three-Peak Mountain Snowflake symbol.

Tire Rack says: With the Assurance WeatherReady, Goodyear is the first mainstream manufacturer to offer a full line of Grand Touring All-Season tires rated for severe snow service.

Bridgestone Blizzak WS80 (W) 

The WS80 is for drivers who want maximum control in winter’s worst conditions. Zigzag sipes increase the number of biting edges, and the hydrophilic coating absorbs a micron-thin layer of water that improves traction on icy surfaces.

Tire Rack says: The Blizzak WS80 continues the storied tradition of its namesake and is still the go-to for drivers whose primary concern is having the best traction when winter weather is at its worst.

Continental TerrainContact A/T (AT)

TerrainContact A/T tires feature a mild all-terrain tread pattern with large, independent tread blocks for off-road traction, closed shoulders to extend tread life and resist uneven wear, and grooves for grip in snowy conditions.

Tire Rack says: The TerrainContact A/T was designed to excel in the way most on-/off-road all-terrain customers actually use their tires. That means good wet and snow traction, a quiet and comfortable highway ride, and moderate off-road capability.

Michelin X-ice Xi3 (W)

Combining confident grip in deep snow and on ice with predictable cold-weather handling in both dry and wet conditions, the X-Ice Xi3 has a compound that is firm at higher temperatures for wet and dry stability and flexible at lower temperatures for snow and ice traction.

Tire Rack says: With deep snow and ice performance, plus ride, noise, handling, and wet traction akin to an all-season tire, the X-Ice Xi3 delivers all the positives of a top-tier winter tire with very little trade-off.

BFGoodrich All-Terrain T/A KO2 (AT)

The aggressive, high-void all-terrain pattern of the All-Terrain T/A KO2 combines off-road durability and traction with on-road handling and noise comfort. Upper shoulder sidewall armor helps resist punctures when off the beaten path, and the serrated shoulder design provides the clawing action required for rough environments.

Tire Rack says: No all-terrain tire conversation is complete without the All-Terrain T/A KO2. This perennial favorite gets rave reviews from consumers for its off-road prowess, longevity, wet performance, and even ride and noise comfort.

Hankook Ventus R-S4 (TD)

Featuring broad, rigid shoulders flanking a continuous center rib, the Ventus R-S4 is designed to deliver motorsport levels of grip in a tire that can be driven daily in warm weather, including track use.

Tire Rack says: Ventus R-S4 has carved out a niche of its own. Although not quite as fast over a single lap as the top extreme-performance summer tires, the R-S4 has proven consistent and heat-tolerant, and it delivers significantly longer wear than those options.

Yokohama ADVAN A052 (TD)

With internal construction focused on precise handling and Yokohama’s motorsport compound to provide extreme grip levels, the ADVAN A052 offers Yokohama’s highest level of DOT-approved performance for the most demanding track-day enthusiasts.

Tire Rack says: Building on the success of the popular ADVAN A048, the ADVAN A052 steps it up a notch. Gone is the old directional pattern, replaced by a modern asymmetric sculpture designed to deliver motorsport-level performance on a dry road.

Michelin Pilot Sport Cup 2 (TD)

Designed using technology developed in competition at the 24 Hours of Le Mans, the PSC2 provides fast and consistent performance for track-focused drivers. The hardness of the tread rubber in the enormous outboard shoulder is fine-tuned for maximum grip, and the inboard elements are engineered for precision steering.

Tire Rack says: The PSC2 is used as original equipment on the Ferrari 458 Speciale, Ford GT, Mercedes-Benz AMG GT R, and Porsche 911 GT2 RS, GT3 RS, and 918 Spyder, among others. ’Nuff said.

Toyo Proxes TQ (D)

Developed for enthusiasts looking for top qualifier dragstrip performance from a streetable tire, the Proxes TQ is versatile enough to drive to and from the track yet focused enough to provide the traction that racers demand.

Tire Rack says: If you’re looking for a drag racing tire you can drive to and from the track, the Proxes TQ is a sure thing. Our consumers are happy with the performance, and the attractive price makes it that much better.

Before you finalize your tire order, treat yourself to a new set of wheels to go along with the new rubber. Every wheel you see here is available in various sizes, colors, and widths, so make sure you pick the right one for your needs.

TR Motorsports FF10

Aside from aesthetics, lightweight sport wheels shed rotational mass, usually improving handling and acceleration. This is especially important for light, low-power sports cars like the Mazda Miata and Toyota 86/Subaru BRZ, where momentum is more important than tire-shredding torque. Tire Rack’s in-house TR Motorsports line offers the FF10, a lightweight and attractive wheel usable on and off the track. Sizes range from 15 to 17 inches, with four- or five-lug configurations.

OZ Racing Atelier Forged

For the same reasons you don’t put a cheap, chintzy bracelet on a nice watch or drink top-shelf whiskey out of a Styrofoam cup, you don’t scrimp on aftermarket wheels for your high-end sports car or supercar. OZ Racing has been in the big-money business for years and offers a wide portfolio of wheels for big budgets. The Atelier Forged series is one of the sharpest, especially when paired with a centerlock hub.

Sport Edition A8

Trust us: Having separate sets of wheels for different seasons is ideal. Aside from the ease of swapping sets, a dedicated winter wheel keeps your summer rims free from dings, pitting, and rash incurred from crunching through ice, sliding into curbs, and crashing through potholes. When it’s messy out there, the affordable Sport Edition A8 wheels are great cold-weather bashers.

KMC XD Series

Let’s be honest—it’s difficult to find a truck or off-road wheel that isn’t gaudy. KMC’s nearly ubiquitous XD Series has some flashy chrome designs but balances out the bling with some tasteful darker wheels wearing matte black accents for a more subtle appearance. The XD Series isn’t the first choice for desert pre-running, but it will stand up to moderate trail work.

Enkei Classic Compe

When it comes down to style, you just can’t beat the classics. For drivers of compact sports cars, the retrotastic Enkei Compe is as good as it gets, especially for vintage JDM models. Short, fat spokes give the Compe a pseudo-Minilite appearance, similar to what you might see on a period-correct Datsun 240Z or Toyota Celica.

The post Tire + Wheel Guide appeared first on Automobile Magazine.

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Formula One, Sliding Sports Have Speed, Secrets in Common

LONDON — 

There are plenty of reasons why the sport of bobsleigh is sometimes referred to as Formula One on ice but few as obvious as Italy’s World Cup sleds.

Resplendent in Ferrari red, and with a set of team sponsor Pirelli’s P-Zero tires painted on the sides, they are even liveried to look like racing cars.

Ferrari, Formula One’s most glamorous and successful team, have worked with the…