Michelin and Porsche

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• Michelin and Porsche
• A shared passion for Ultra High Performance

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• Porsche / Michelin Relationship
• Michelin is Porsches principle partner for
• Street Tires
• Competition Tires
• Formal Agreement, International in Scope
• One of only two such partners, along with Mobil
  One
• Joint International Motorsports Activities
• American Le Mans Series (ALMS)
• Porsche Michelin SuperCup (PMSC)

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• Original Fitment for
• Porsche Cayenne Turbo
• 275/40R20 4x4 Diamaris

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• Background, Performance Expectations, Care
  Feeding
• All the good stuff.

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Performance Ambitions Results

• Top Gun in Dry Performance
• Enduring-racing-type performance in lap times and
  in worn aspect after hard use.
• Very competitive performance in damp conditions
  (and strong performance in wet conditions when
  proper additional grooving is applied).
• Michelin Pilot Sport CUP tire brings you next to
  zero evolution over a club-race distance.
• Lap times are consistent lap after lap.
• Less performance dispersion -- Wear aspect and
  overall life are what you would expect based on
  lap time consistency--Pilot Sport CUP tire stays
  ready for more punishment.

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Tread and Sidewall Design

• Tread design must deliver the message!
• Closed exterior shoulder for maximum dry
  handling.
• Relatively open interior for damp/wet conditions.
• Note Pilot Sport CUP is NOT directional despite
  being equipped with angled lateral grooves. The
  angled blocks provide additional edges for damp
  conditions, but are not that efficient for
  lateral evacuation given the reduced tread depth
  at the shoulders.

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Tread and Sidewall Design

• Sidewall
• New lettering unique to Pilot Sport CUP tire
• Michelin logo
• Obvious Outside markings
• Sidewall includes necessary markings for
  worldwide utilisation

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Features and Benefits

• FEATURE RACING-INSPIRED TREAD COMPOUNDING
• BENEFIT Superior Adherence and Handling
• MECHANISM
• The Pilot Sport CUPs tread compounds are
  formulated to have a maximum energy absorption
  (hysteresis) at competition operating
  temperatures (in the neighborhood of 160-220 F).
  This is an appreciably higher temperature range
  than the efficient range for standard UHP street
  tires and provides improved traction and
  cornering grip for road racing situations.

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Features and Benefits

• The objective is to minimize dry adherence
  differences between Pilot Sport Cup and a slick
  race tire, while providing outstanding damp wet
  handling. This seemingly impossible task is
  made possible through the tuned stiffness of
  the tread pattern.

• FEATURE RACING-INSPIRED TREAD COMPOUNDING
• BENEFIT Superior Adherence and Handling

• DETAILS
• Compounding strategy in most cases is to use a
  coextrusion of two mixes to maximize overall wet
  /dry performance. The outside shoulder compound
  is optimized for dry handling, while the inside
  shoulder has more potential for wet adherence
  (although it is very efficient in the dry as
  well).

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Features and Benefits

• FEATURE RACING-INSPIRED TREAD COMPOUNDING
• BENEFIT Superior Adherence and Handling
• DETAILS

• Compound tests at the track evaluated best lap
  times as well as consistency in lap times and
  tire wear. Its the same attention to detail
  that breeds success in storied endurance races
  like the 24 Hours of Le Mans, the 12 Hours of
  Sebring, the Petit Le Mans--races where
  Michelin-equipped racers have dominated for
  years.

• The tread compounds are mixed alongside our other
  high performance race mixes in the same plant in
  central France, and the tires themselves are made
  alongside our GT racing tires that do battle
  every weekend.

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Features and Benefits

• FEATURE STABLE CENTRIFUGATION OF THE TIRE
• BENEFIT Consistent performance particularly at
  high speed
• MECHANISM
• Centrifugation performance as measured by the
  growth of the tread diameter and the change in
  the transverse curvature of the tires crown with
  speed is improved. The idea is to minimize the
  evolution of the contact patch with speed,
  ensuring consistent track performance and
  excellent tire wear--both at the track and on the
  street.

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Features and Benefits

• Rigid belt package (steel polyamide) impedes
  the change in diameter and assures a consistent
  growth across the width of the tire.

• FEATURE STABLE CENTRIFUGATION OF THE TIRE
• BENEFIT Consistent performance particularly at
  high speed

• DETAILS
• Reduced tread depth and tapered tread profile
  minimize the centrifuged mass.

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Features and Benefits

• Internal testing of high speed capability shows
  remarkable gains of 50 km/h (30 mph) versus the
  already-impressive Pilot Sport tire.

• Recall that Pilot Sport production tires have
  been used to establish FIA high speed vehicle
  records on closed circuits.
• Test conditions include 100 of rated tire load
  for the given tire size, 36psi cold starting
  pressure.

• FEATURE STABLE CENTRIFUGATION OF THE TIRE
• BENEFIT Consistent performance particularly at
  high speed
• DETAILS

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Features and Benefits

• FEATURE OPTIMIZED CROWN ARCHITECTURE STIFFNESS
• BENEFIT Extreme Cornering Power for Rapid
  Steering response and
  Confident Cornering
• MECHANISM
• Overall stiffness of the internal architecture is
  increased (versus Pilot Sport). The result is
  quicker steering response and a reduced rear
  axle slip angle for equivalent lateral
  acceleration. A driver corners with more
  confidence when the rear slip angle is
  diminished, and the yaw response of the vehicle
  is quickened appreciably.

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Features and Benefits

• FEATURE OPTIMIZED CROWN ARCHITECTURE STIFFNESS
• BENEFIT Extreme Cornering Power for Rapid
  Steering response and
  Confident Cornering

• DETAILS
• Asymmetric tread pattern delivers a boost in
  cornering power.
• Tread depth is approximately 5 mm (6/32nds of an
  inch) in the center of the tread pattern with a
  taper to 2.5 mm (or 3/32nds) at the shoulder
  edge of the contact patch.
• Belt package was inspired by our endurance racing
  tire developers and finely honed at the track.

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Features and Benefits

• FEATURE STABLE CENTRIFUGATION OF TIRE
• Photos compare Pilot Sport (black) and Pilot
  Sport CUP (red)
• Pilot Sport CUP grows less than the world-class
  Pilot Sport between 0 and 300 km/h!

0 km/h
300 km/h
225/40 18 v300 km/h
225/40 18 profil gonfle
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Care Feeding of Pilot Sport CUP

• PRESSURES
• SUSPENSION ALIGNMENT
• TEMPERATURES
• HEAT CYCLING
• SHAVING
• RECUTTING FOR HEAVY WET CONDITIONS

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Care and Feeding

• PRESSURES
• General Guidelines
• Road Racing
• 25-28 psi cold (front/rear)
• 32-36 psi hot (front/rear) is your typical target
• Autocross (slalom) Looking for same range (of
  hot pressures--may need to start at higher cold
  inflation pressures because of the decreased
  pressure gain in autocrossing).
• Road OE pressures
• Rain For both autocross and road racing, you may
  have to increase tire pressure 6-10 psi from
  what you would normally run in dry conditions.
  Your car and driving style in the wet is
  important here, so some experimentation may be in
  order.

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Care and Feeding

• ALIGNMENT
• Negative camber should be targeted between 1.5
  to 3 degrees with a maximum of 4 degrees. Do
  not get too crazy here.
• TEMPERATURE
• The sweet spot of the tread compound is in the
  range of 160 - 220F. Adjust the suspension
  settings of your car and the tire pressure in
  order to maximize performance. You know the
  drill Experiment with one axle at the time. Do
  NOT change too many variables at one time.

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Care and Feeding

• HEAT CYCLING (Primarily US Market)
• Heat cycled tires may come up to operating
  temperature slightly quicker than non-heat cycled
  tires, and on some cars we have noted a marginal
  improvement in lap times (maybe .1-.2 sec in a
  38-40 sec autocross environment) and in tire
  wear. The improvement is not always obvious.

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Care and Feeding

• SHAVING (Primarily US Market)
• Pilot Sport Cup starts life at 6/32nd of an inch
  (center tread depth)
• Michelin testing shows that a shaved tire at
  3.5/32nds of an inch offers slightly more grip
  from the start of the competition life of the
  tire.
• Time differential between shaved/heat cycled _at_
  and full tread depth/heat cycled is 0.5-0.6
  seconds on a typical 35-38 sec autocross course.
  These are statistically-sound results your
  results may vary.

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Care and Feeding

• SHAVING (Primarily US Market)
• The consumer must decide if he/she is willing to
  give up 2.5/32nds of tread life and the cost of
  shaving in exchange for a potential 0.6 seconds
  it depends on how serious you are about your time
  spent at the track.
• All things considered, the absolute quickest time
  will likely be achieved by shaving and heat
  cycling the Pilot Sport CUP.

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Care and Feeding

• DO NOT RECUT
• THE CIRCUMFERENTIAL GROOVES

• DON T GET CARRIED AWAY!

• Recutting
• To optimize deep water performance, you may
  recut Pilot Sport CUP in the following way

• 2nd and 3rd ribs lateral grooves, 7 mm wide and 5
  mm deep

• You can recut

• Outside rib in zig-zag 5 mm wide and 4 mm deep

• INSIDE RIB LATERAL GROOVE

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Currently available sizes in Pilot Sport CUP

• 205/50ZR15 (product number 87934)
• 225/50ZR15 (product number 88168 launch
  April03)
• 205/55ZR16 (product number 70213)
• 225/50ZR16 (product number 70436)
• 245/45ZR16 (product number 90104 launch
  April03)
• 205/50ZR17 (product number 93434)
• 225/45ZR17 (product number 77719)
• 255/40ZR17 (product number 61585)
• 225/40ZR18 (product number 87503)
• 265/35ZR18 (product number 60480)
• 285/30ZR18 (product number 81118 launch
  April03)
• 295/30ZR18 (product number 80852 launch
  April03)
• 315/30ZR18 (product number 86838 launch May03)
• 345/30ZR18 (product number 81504 launch May03)

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Currently available sizes in Pilot Sport CUP

• What about tires for the 911 GT2?
• In 2003, we will offer a 315/30ZR18 for the rear
  axle of the GT2. However, an accompanying
  235/40ZR18 for the front axle will not be
  availabvle until mid-year. The existing
  225/40ZR18 has been found to work well on the
  GT2.

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Michelin Pilot Sport CUP Data Sheet
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Michelin and PCA Go Racing

• Michelin as a sponsor of PCA Club Racing will
  support
• ten events in 2003.
• Trackside support
• Michelin ALMS engineers
• Fitting Services
• Tire Sales
• Sebring California Speedway Summit Point
• Road Atlanta Watkins Glen Carolina Motorsport
  Park
• Lime Rock Porsche Parade
• Mid Ohio Road America

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• Pressure Setting Guidelines for certain Porsche
  Tire/Vehicle Combinations

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Stuff that a racer needs to think about . . .

• First of all, remember that the following
  recommendations are trends. Providing exact
  solutions is tough. Specific vehicle
  characteristics, wheel loads and/or driving
  styles have a big impact on the behavior of the
  tire/vehicle system.

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Stuff that a racer needs to think about . . .

• Another thing to remember Bigger isnt always
  better, both in terms of ease of driving and in
  terms of lap times.
• If you take the time to look at the typical FIA
  GT or ALMS (prototype, GTS, or GT classes)
  tire/wheel combination, you will see thateven if
  the rules permit itoverly fat tires are
  rarely used.

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Stuff that a racer needs to think about . . .

• Bigger isnt always better, both in terms of ease
  of driving and in terms of lap times.
• Frequently, the tire looks stretched out on
  the application wheel, forming what looks to be
  a trapezoidal cross-section, with the tread
  width close to or less than the width of the
  tires beads. This is because of the simple fact
  that a high-tension tire shape is more
  efficient, in most cases, than a fat,
  low-tension shape.

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Stuff that a racer needs to think about . . .

• What does this mean for you?
• Well, if you are confronted with the choice of
  squeezing a big tire onto its minimum
  recommended wheel width or stretching a smaller
  tire onto a relatively wide rim, you might want
  to pause for thought.

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Stuff that a racer needs to think about . . .

• We have found the smaller-tire wide-rim
  combination, with its accompanying high-tension
  inflated shape, can be more efficient
• More direct yaw response Decreased phase lag
  between steering wheel input and vehicle turn-in
• Less overshoot at corner exit Less of a
  tendency to wiggle at corner exit (thus
  upsetting the car) when you roll back into the
  throttle
• Can result in decreased negative camber
  requirements, thus increasing braking and
  accelerating efficiency
• Can improve vehicle response to air pressure
  tuning

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205/50-15 225/50-15 on older, lighter 911s

• Rear axle slip angle and cornering power
• Little effect on rear axle slip angle from rear
  pressure, especially above 32-35psi hot
• Little to no effect on rear axle slip from front
  pressure changes
• Overall vehicle handling behavior and cornering
  attitude
• Big effect from front pressure changes
• at low g s (typically slow corners), higher
  more understeer
• 30-35 decrease in gain between 26-38psi
• at high g s (typically faster corners), higher
  less understeer
• 5-10 increase in gain between 26-38psi
• Little effect from rear pressure, especially
  above 32-35psi hot

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205/50-15 225/50-15 on older, lighter 911s

• Overall Recommended Hot Pressures
• Front 32-35psi
• Rear 32-35psi
• Driver/vehicle combo dictates the split!

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205/55-16 225/50-16 on pre-964 and 964-chassis
911s

• Rear axle slip angle
• Little effect on rear axle slip angle from rear
  pressure changes
• Little effect from front pressure changes at low
  g s (typically slow corners), but lower front
  pressure tends to be favorable at high g s
• Overall vehicle handling behavior and cornering
  attitude
• Big effects from front pressure changes low
  pressure favorable
• Steering gain decreases 25-30 between 26psi and
  38psi
• In high-g corners (more tire load), required
  steering input decreases 20-25
• Little effect from rear pressure changes
• Although the rear axle should still be looked at
  to adjust driver feel

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205/55-16 225/50-16 on pre-964 and 964-chassis
911s

• Overall recommended hot pressure targets
• Front 26-28psi
• Rear 32-35psi

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225/50-16 245/45-16 on Porsche 944/944 Turbo

• Rear axle slip angle
• Little effect on rear axle slip angle from rear
  pressure changes at low g s (typically slower
  corners). At high g s, decreasing the pressure
  will reduce the potential of the rear axle.
• Little effect on rear axle slip angle from front
  pressure changes (unlike for 911s!)
• Overall vehicle handling behavior and cornering
  attitude
• Little effect from front pressure changes, except
  at high gs
• A bit more effect from rear pressure changes, but
  the 944 chassis (in stock form) tends to
  dampen the effect of pressure changes
• Overall recommended hot pressure targets
• Front 35-38psi
• Rear 26-30psi

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225/40-18 265/35-18 on Porsche Boxster

• Rear axle slip angle
• Decreasing the rear pressure will increase the
  potential of the rear axle
• Little effect on rear axle slip angle from front
  pressure changes
• Overall vehicle handling behavior and cornering
  attitude
• Big effect from front pressure changes
• 20-25 decrease in steering gain (more
  understeer) between 26-38psi
• Big effect from rear pressure changes
  increasing the pressure will tend to reduce the
  understeer
• Overall recommended hot pressures targets
• Front 32-34psi
• Rear 36-39psi

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225/40-18 285/30-18 on Porsche 996

• Rear axle slip angle
• Decreasing the rear pressure will increase the
  potential of the rear axle
• Little effect on rear axle slip angle from front
  pressure changes
• Overall vehicle handling behavior and cornering
  attitude
• Big effect from front pressure changes
• Steering gain decreases 20-25 between 26-38psi
• Small effect from rear pressure changes
  increasing the pressure will tend to reduce the
  understeer slightly
• Overall recommended hot pressure targets
• Front 32-34psi
• Rear 37-40psi

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