Tyre research and development  racing groups  are working vigorously on new combinations of hardeners, fillers, polymers or fine-tuning design parameters. They are eagerly looking for ways to improve grip, durability, handling and comfort in wet or dry conditions. They customise tyres for particular weather and track conditions. Each of their design logic is different. On race tracks, the tyres operate under extreme conditions that cannot be fully simulated on indoor test drums. Therefore, the development of the tyre is always complemented by the actual result of the route. They bring dozens of different specification tyres to the track for a single sponsored car. Regular road tyres are very different from racing tyres. However, tyre manufacturers are still considering or applying a combination of new race specifications to improve rolling resistance, increase grip or maximise durability.

Motorsport is in many ways the ultimate R&D programme for the tyre companies, and they spend heavy budgets on such programmes. Thus, they strictly defend their intellectual property. They pick up all the pieces of rubber that were torn off and left on the track to make sure they have all the tyres again. They work until they are sure they have all the parts.

The racing car reaches a top speed of up to 400 kmph, and the tyre has to withstand temperatures of up to 240 degree Celsius  at the point. Or on slower, more twisty tracks, a softer tyre offers more grip, but it still reaches very high working temperatures. Each tyre specification consists of the owner’s technology and each is worth protecting its intellectual property. There are examples where a company threatens racing teams with a fine of one million euros for every tyre lost. Tyre companies don’t want to leave any chance of technology leakage. Every company is very keen to collect its racing tyres before it leaves the circuit. The tyres later are cut off in small pieces and sent to incinerating areas.

But anyway, when all the racing teams arrive on the circuit with hundreds of tyres, they take the risk of leaking some IP information.

The Ultra High Performance (UHP) tyres must have sufficient speed capability along with wet and dry grip performance, which are reflections of some rally tyre specifications

Racing tyres are racers’ best friends and can meet the demands of extreme conditions. Tyres are generally differentiated into ‘soft’, ‘medium’ and ‘hard’. A softer tyre is faster and safer in rallies but has a shorter life, while the hard-tread tyre provides a longer life. On the other hand, there are commercially available rally tyres with different tread compounds belonging to the major brands of rally tyres. Compounds for uphill and wet use for lighter and heavier cars, slick compound for lighter cars, softer and harder slick compound for lighter rally, sprint and endurance, Soft-Medium- Ultra-Very Hard Compound for Slick or Classic, Hard- Soft Compound for Sports Cars, Very Soft-Soft-Medium-Hard GT Hill Climb Blend, Soft Compound for Rally-Cross Applications  are such examples.

When we talk about UHP as a car, it is equipped with upgrades such as a more powerful engine, more powerful brakes, sports suspension and UHP tyres, but especially the body style that shares the base model. Therefore, UHP tyres must have sufficient speed capability along with wet and dry grip performance. Rolling resistance is a leap back and opposes the high grip rate of performance tyres. All these facts are brought together, thanks to the hard work and experience of people in R&D.

Motorsport is an important technological tool for the automotive industry. So it does open horizons to tyre designers.

The rubber of a tyre is viscoelastic; it deforms and adapts to the texture of the road surface as it rolls over it. This asymmetric deformation of the rubber generates a reaction force that prevents drift. In other words, it generates a frictional force which is defined as a grip. The coefficient of friction between the surfaces of the tyre and the track depends mainly on the behaviour of the tyre’s rubber. Tyre hysteresis is a critical factor in generating grip.

Molecular interactions occur at the interface between the tyre rubber and the road surface, which generates grip. The molecular chains of rubber follow this cycle of stretching and breaking, which creates viscoelastic work. This work effectively multiplies the amount of bond energy by a factor that depends on the temperature of the rubber and the speed of rolling. Tyre grip has heretofore been referred to as ‘molecular grip’, which also means why a tyre deposits rubber on a racing track depending on the rubber’s hysteresis, deformability and viscosity. These three parameters are consisting three corners of a triangle. Stretching only one corner to maximise performance does not work.

In many ways, motorsport is part of the ultimate R&D programme. Every aspect of a modern vehicle already part of everyday life has been built and generated with specific technology business development programmes.

Motorsport is an important technological tool for the automotive industry. It is in motorsport that automotive technology evolves. The same goes for racing vehicle tyres that run under such vehicles and are superior in materials and structures, which will later suit the next generation UHP tyres.

In the early days of the automobile, rallies were a kind of enthusiasm full of adrenaline.  ‘Motorsport’ organisations are a convenient way to test attained abilities and stimulate technology in science and people’s lives. Vehicle dynamics is one of the critical issues in the present century and the last century. Much trial and error have been carried out in recent years to achieve speed, safety and transport capacity.

Today’s vehicles are full of sensors for different functions to alert drivers about faulty parts. Pressure monitoring systems in tyres are popular the EU . Tyre Pressure Monitoring System (TPMS) became mandatory for all M1 vehicle classes after 1 November 2014. Automated Tyre Monitoring and Inflation System can ensure adequate tyre pressure to meet better handling requirements, which is possible with today’s technology and quite suitable for motorsport vehicles. The tyre, as the most important part of vehicles, has varying characteristics with its viscoelastic structure. The automated tyre monitoring and inflation system will reduce the effect of variance on the tyres.

What are the breakthroughs in motorsport events today?

Motorsport by virtual reality could be fully utilised in the design and upgrading of vehicles. Different vehicle models, weather conditions, tyres and situations can be simulated with minimum stress and fun, and this can encourage radical innovations to scale down with significant money savings.

What about self-driving car races?

The Roborace championships with fully autonomous car races have already started in 2019. Self-driving cars on the road are an incredible achievement, thanks to complex algorithms. It learns and reacts to the racing environment and has faster ‘reflexes’ than any human driver capable of making predictions. It is said that a prototype autonomous vehicle generates 100 TB of data a day, which is open to different skills for younger generations.

But either way, the challenges of motorsport will need talented engineers to harness the cutting edge technology of tomorrow’s motorsport. (TT)

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Continental is set to make a significant impact at the upcoming Tire Technology Expo in Hannover with a strong presence at the technical conference scheduled for 3 March 2026. The company will kick off the event with a major presentation centred on the evolution of tyre technologies designed to meet the demands of autonomous driving. Dr Andreas Topp, who leads Platform Development and Industrialisation for passenger car tyres at Continental, will illustrate how the vision of autonomous vehicles is transitioning into everyday reality and how the tyre manufacturer is proactively developing innovative solutions to support this shift.

In addition to the opening session, Continental experts will deliver three further presentations, each addressing critical areas of tyre science and environmental regulation. One of these will explore the use of recovered carbon black derived from end-of-life tyres as a filler material. Professor Jorge Lacayo-Pineda, a specialist in materials evaluation, will delve into the complexities of identifying this material within vulcanised rubber compounds. Recovered carbon black, primarily obtained through pyrolysis, represents a milestone as the first industrially scalable filler sourced from discarded tyres. It is not considered a direct substitute for conventional carbon black but rather a distinct category of filler due to its unique composition, which includes carbon residues and a specific thermal background. Professor Lacayo-Pineda will examine the technological and regulatory possibilities that arise from detecting this material in new tyre compounds, focusing on reliable identification techniques such as electron microscopy and molecular spectroscopy.

Another key presentation will broaden the conversation around tyre emissions. Dr Frank Schmerwitz, a senior test engineer specialising in tyre wear, will address the limitations of current discussions that predominantly focus on tyre and road wear particles. He will highlight additional pathways of mass loss that are not captured by conventional measurements. His talk will consider the release of nanoparticles, the persistence of wear residue on road surfaces and the chemical degradation of this material due to environmental factors like oxygen and ultraviolet light, aiming for a more complete scientific picture.

The final presentation will tackle the complexities of modern tyre development in the context of new regulatory frameworks. Dr Pavel Ignatyev, an expert in rubber friction and wear physics, will discuss how the introduction of standardised abrasion limits and measurement methods under the Euro 7 regulation is reshaping innovation in the industry. He will explain the various parameters influencing tyre wear and how they interact with these new requirements. Through simplified models, he intends to demonstrate the intricate nature of tyre wear and outline the collective challenges that remain for the industry, emphasising that a deep understanding of these dynamics is crucial for translating regulatory mandates into effective technological advancements.

Dr Topp said, “The future of self-driving vehicles has begun. We are developing tyre technologies and products that meet the unique technical requirements of these vehicles. This includes topics such as interaction with smart vehicle dynamic controls, optimised fleet operations and tailored solutions for specific use profiles.”

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The concluding day of 2026 F1 Pre-Season Testing at the Bahrain International Circuit saw Charles Leclerc set the overall fastest lap of the entire six-day programme. The Ferrari driver delivered a time of 1:31.992s on the C4 compound Pirelli tyres during the final hour of running, improving by eight-tenths of a second on the previous benchmark established by Kimi Antonelli. This performance placed him ahead of Lando Norris in the McLaren, who recorded a 1:32.871s on the C3 tyre. Max Verstappen and George Russell followed, with times of 1:33.109s and 1:33.197s, respectively, both also set on the C3 compound. Notably, none surpassed Leclerc's own leading time on that particular compound, a 1:32.655s. Pierre Gasly rounded out the top times, utilising the softest C5 tyres to post a 1:33.421s.

The C5 compound saw limited use on the final day, employed only by Alpine and Williams for short-run simulations. Aston Martin, despite having the tyre available, opted not to run it and instead completed just six laps on C3s before their session was curtailed. In contrast, teams focused on different aspects of performance. Gabriel Bortoleto and Arvin Lindblad set the pace on the harder C1 and C2 compounds, respectively. The day was also notable for the absence of several drivers, including Fernando Alonso, Lewis Hamilton and Alex Albon, who did not participate in any track action.

Beyond outright speed, teams dedicated significant effort to long-distance evaluation. Gabriel Bortoleto completed 25 laps on the C2 compound for Audi, while Esteban Ocon undertook 24 laps on C1s for Haas. Ocon was also the sole driver to run intermediate tyres, completing four laps to assess front wing behaviour. Over the entire six-day test, a total of 41,366 kilometres were covered across all 11 teams, a distance exceeding the Earth's circumference. The C3 compound proved the most popular, accounting for 61 percent of all laps. In total, 591 sets of slick tyres were utilised throughout the pre-season, with 326 of those deployed in the final three days alone.

Mario Isola, Pirelli’s Motorsport Director, said, “The radical changes introduced to the cars have inevitably shifted the teams’ focus towards power units and aerodynamics rather than tyres over the last few days. The final stages of testing are usually dedicated to optimising the car-tyre package, but it is clear some teams haven’t reached that point yet. Generally speaking, track feedback has been consistent with our simulation expectations. Drivers were able to gain confidence with the entire Pirelli range through both performance trials and long runs, even using the C4 and C5 compounds which aren’t particularly suited to a circuit like Sakhir.

“Mechanical resistance appeared strong across all options, with no signs of graining or blistering. Degradation levels are almost certainly higher now than what we expect for the Bahrain race, when temperatures will be lower and cars more developed. A central theme this season will certainly be balancing temperatures between the axles, especially ahead of the first race in Melbourne. The lower loads of a street circuit might require more intensive tyre preparation or differentiated tyre blanket temperatures, particularly in qualifying. In any case, it will be interesting to discover in Australia how much teams have been ‘sandbagging’ their engine power to avoid showing their hand. We only have to wait a couple of weeks to see the true pecking order.”

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Titan International, a global leader in off‑the‑road (OTR) tyre and wheel manufacturing and distribution, has entered into a significant 10-year exclusive distribution agreement with Triangle Tire USA. This strategic alliance grants Titan exclusive rights to distribute both Triangle and Diamondback branded OTR tyres across United States. By combining Triangle’s global manufacturing expertise with Titan’s extensive North American dealer network and the established recognition of the Diamondback brand, the partnership aims to deliver a comprehensive and unified portfolio of high-performance OTR solutions.

The collaboration enhances Titan’s product offering to include a diverse range of radial and bias tyres suited for the most demanding off-road environments. Customers across critical sectors such as mining, construction, earthmoving, aggregates, industrial operations and equipment rental will benefit from this expanded selection. The integrated portfolio supports a wide array of heavy machinery, including large earthmoving equipment, loaders, dozers, scrapers, haulage vehicles, mobile cranes and container handling machinery for ports, as well as industrial and rental fleets.

This initiative is designed to strengthen the market presence of the combined Titan, Triangle and Diamondback brands within the OTR sector. By leveraging Titan’s national sales and support infrastructure, the partnership aims to drive long-term performance through enhanced dealer adoption and improved customer satisfaction. The arrangement ensures that end users have access to a broader spectrum of mission-critical tyre solutions backed by reliable distribution and service support.

The initial rollout of Triangle and Diamondback OTR products is currently underway through Titan’s dealer network in United States. An expanded range of sizes and patterns is scheduled for release throughout the year, with dealers encouraged to consult their Titan representatives for detailed information on availability, specifications and ordering procedures.

Paul Reitz, CEO & President, Titan International, said, “This partnership combines Titan’s deep channel reach with Triangle’s expanding OTR portfolio to deliver a broader, more competitive offering to our customers – backed by Titan’s service, training and technical support. We’re excited to bring the Triangle and Diamondback families into our US distribution platform to improve availability, coverage, and value across critical OTR customers.”

Campbell Metcalfe, CEO, Triangle Tire USA, said, “Triangle is pleased to join forces with Titan to bring our OTR innovations to more US customers, faster. Titan’s scale, distribution strength and customer support capabilities will substantially enhance access to Triangle and Diamondback products across key industries.”

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Radar Tires, a globally recognised manufacturer known for its off-road and high-performance products, is broadening its footprint in the light truck and off-road vehicle segment with a major expansion of its popular Radar Renegade-X line. Responding directly to robust market demand and the model's sustained success among enthusiasts, the company will introduce nine new sizes featuring rim diameters from 18 to 26 inches. A key highlight of this expansion is the debut of 26-inch options, catering to the growing trend of customised and lifted trucks requiring larger wheel fitments.

Since its market introduction, the Renegade-X has built a strong reputation for delivering uncompromising off-road capability without sacrificing on-road civility. Consumer feedback consistently praises its superior traction in mud and rocky terrain, its robust durability and notably low road noise – a combination rarely achieved in the mud-terrain category. This balance of aggressive performance and refined driveability has solidified its appeal.

The tyre’s distinctive design is the result of a collaboration with the renowned Italian design house GFG Style, blending engineering rigor with premium aesthetics. Its technical features include a high void-to-lug ratio designed for effective self-cleaning in mud, alongside a specialised rock-crawl compound for enhanced grip on varied surfaces. Durability is addressed through a three-ply sidewall construction, while a strategic combination of stone ejectors and serrations protects the tyre casing. Furthermore, sidewall lugs inspired by stealth design not only contribute to a striking visual profile but also improve lateral traction in challenging conditions.

The newly added sizes are intended for a wide range of vehicles, including Jeeps, pickup trucks and full-size SUVs. Availability is scheduled to commence through authorised dealers in February 2026, with additional sizes arriving through April of that year.

Rob Montasser, Vice President, Radar Tires, said, “The response to the Radar Renegade-X has exceeded our expectations, and our dealer partners have consistently requested additional sizes to meet customer demand. This nine-size expansion, including our first 26-inch rim diameter sizes, demonstrates our commitment to providing dealers with a comprehensive product offering that supports sustained, profitable growth while giving consumers more choices for their vehicles.”

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