No problems with turn one at the Lausitzring At the Lausitzring, the first test sessions of the DTM in turn one of the tri-oval took place last week. Tyre manufacturer Dunlop had invited to find out how the DTM-tyres would perform under high ...
No problems with turn one at the Lausitzring
At the Lausitzring, the first test sessions of the DTM in turn one of the tri-oval took place last week. Tyre manufacturer Dunlop had invited to find out how the DTM-tyres would perform under high pressure on a banked track. The ITR is considering spicing up the Grand Prix-track of the Lausitzring by integrating turn one for next year. Talking to dtm.de, Dunlop's racing service manager Manfred Theisen explains the backgrounds.
"Testing was positive. Together with Mercedes and Opel, we have carried out our programme and got a lot of useful experience", says Theisen. "On the combination of the oval and the Grand Prix-track, our tyre is working very well, when the values we have advised for camber and tyre pressure are being respected. From that point of view, we are not worried by the decision from the ITR, which track lay-out will be used next year."
Camber and air pressure
Camber is the angle of the basis of the wheel towards the inside or the outside compared to a vertical line to the track surface. An angle towards the inside results into negative camber (see picture). Because of the high centrifugal force in corners, usually a negative camber is being used in the DTM in order to get the full surface of the outer wheel to the track at high cornering speeds. This, however, also causes the load of the car is being put to a smaller contact surface on a straight.
The air pressure within the tyre has a similar effect on the driveability of the car. Too high pressure reduces the contact surface, too few air in the tyres leads to too much tyre wear and heating up, because the side walls of the tyres become instable.
"The right compromise is crucial," According to Manfred Theisen, teams and drivers are facing the most difficult task: "With a combination of oval and Grand Prix-track, finding the right set-up is not particularly easy. When you opt for more negative camber, you can reach a higher speed on the oval section. On the other hand, this might cause you to lose time in the infield, as you need less camber in the slower corners. The right compromise is crucial."
Theisen, who also has according experience from driving himself sometimes in the endurance championship and the Youngtimer Trophy, sees an advantage for drivers, who already have gained some experience on ovals. "The driver has to find the limits. I think, it is difficult controlling an oversteering car at these high speeds in the banking."