Interview with Pirelli’s Georgio Barbier
Starting in 2013 Pirelli will supply World Superbike Series (WSBK) riders and teams with 17-inch racing tyres instead of the previously used 16.5-inch rubber. This decision prompted Tyres & Accessories to ask Pirelli racing director Georgio Barbier what led to this “important step”, as Pirelli itself describes it, and how it can benefit the average rider. Unsurprisingly, Barbier retained a professional silence regarding the costs involved in Pirelli’s role as Superbike tyre supplier and how this compares to its Formula 1 commitment. The same applies to questioning on whether the planned switch to 17-inch tyres in 2013 is a sign of Pirelli’s intention to seek a continuation of its WSBK tyre supply beyond 2015.
T&A: How was the decision to change from 16.5-inch to 17-inch tyres in the World Superbike Series from 2013 reached? Did the suggestion come from riders/teams or did it come from your own initiative?
Giorgio Barbier: We discussed this with Paolo Flammini (the CEO of Infront Motor Sports) over a long period of time. To be precise, Maurizio and Paolo proposed it when the control tyre rule was first introduced into WSBK in 2004, however the teams were against this back then as although they’d worked with various tyre makers all riders used 16.5-inch rims. And at this time we solely had (race) experience with 16.5-inch rims and it seemed in our best interest not to lose the advantage this experience offered. Before we announced the upcoming change we informed all WSBK manufacturers during a TTclub meeting in Magny Course and Flammini introduced the concept to the FIM, which responded positively. Everyone is now ready for this step towards a closer affinity with on-road motorcycles.
T&A: What advantages will riders draw from the size change?
Georgio Barbier: We believe our task within the championship is to work for the riders, teams and manufacturers with the goal of delivering advantages and improvements, and beyond that to ensure these also benefit consumers. This applies to the tyres that see action on the race track and also to DOT approved tyres intended for road use. Our “Diablo” product range covers a broad range from WSBK through to the supersport segment, and the change to 17-inch competition slicks and thus the use of the standard commercially available rim size will make achieving our goals even easier.
T&A: Will the changeover be a costly event for riders/teams? Do you anticipate that the need to conduct testing during the 2012/13 season changeover will be higher?
Georgio Barbier: Not really. Since the start of the WSBK we’ve kept the 16.5-inch casings, internal materials and tyre profiles as close as possible to standard production tyres. The development of the current 17-inch slicks is based upon experience gained in the World Endurance, IDM and the French Superbike series and now eliminates the last remaining difference. Generally speaking, due to a higher sidewall a 16.5-inch tyre can theoretically provide a slightly higher volume of air. However greater effort is also required when setting a bike up in order to draw any benefit from this. In contrast, 17-inch tyres are more a “plug and play” solution and make tuning a bike more straightforward. We believe this feature to be a very important quality in motorsport today, especially in view of recently announced WSBK regulations for 2012 that shorten practice rounds from 60 to 45 minutes.
T&A: To what extent does Pirelli believe it will benefit from the change in terms of transfer of know-how between the racetrack and regular production tyres?
Georgio Barbier: This is something we’ve been doing for some time, as I will explain: In 1999 Pirelli was the first to introduce a DOT approved size 195/55-17 tyre into a European championship (the SST1000), and within a few years this size was accepted by OEM partners; today it is replacing size on the most popular sport bikes. Last year we decided to introduce two new sizes, 180/60-17 (in the WSSP) and 200/55-17 (in the SST1000 FIM cup), and the motorcycle manufacturers lent their support to this move; in the meantime these sizes have already been homologated for motorcycles from Aprilia and Ducati, and further homologations are currently underway. This means that new sport bikes are now being supplied fitted with very competitive 17-inch sport tyres. Any further developments on the next generation of slicks will within a short period of time – six months to a year – become available in racing tyres that are available for sale, and will then be seen in our road-use supersport tyres a short time later.
T&A: In which particular performance criteria do you expect improvements with the racing tyres and what concrete benefits will everyday riders/end consumers receive from any resulting products?
Georgio Barbier: Compared with the 16.5-inch slicks our new 17-inch tyre has a thicker tread that delivers improved handling characteristics and greater consistency. Furthermore, the tyre’s footprint in mid to full lean is approximately ten per cent wider thanks to a higher profile and a casing capable of enduring higher lateral forces. Together, these features will definitely bring significant benefits to motorcyclists all over the world.
T&A: In the everyday motorcycle business 16.5-inch tyres are perhaps considered “exotic” and their production is doubtless a more complex process. Did such considerations plus potential manufacturing-related cost reductions play a role in the decision to switch to 17-inch tyres in the Superbike championship?
Georgio Barbier: 16.5-inch is a size that is only used in competition – no manufacturer fits it to bikes as original equipment. This is due to ETRTO (European Tyre and Rim Technical Organisation) regulations: Concern exists that misunderstandings may arise and the size be mistaken for 16 or 17-inch fitments. Fitting a 16.5-inch tyre on either of these other two rim sizes could be dangerous.
T&A: How has Pirelli profited to-date from the technology transfer between motorsport and production tyres stemming from its participation in the Superbike championship? Is there, for example, evidence that Pirelli’s brand profile or prestige in the motorcycle segment has increased through your role as WSBK tyre supplier?
Georgio Barbier: We are very familiar with the competitive dynamics of the market and remaining so is our constant challenge. To retain the leading position in a segment requires demonstrating continuous progress to dealers and customers. Motorcyclists are sensitive to market developments: They are generally better informed than car drivers and are also less protected in traffic. Their skin is closer to the asphalt and therefore confidence in their own bike’s equipment is something not taken lightly. This means we must offer the safety riders need in order to enjoy their passion. With this in mind, we can say that the WSBK championship is very important for Pirelli as it enables us to stay close to the needs of the market. The link between the bikes and tyres on the WSBK track and our series production is very strong indeed.
T&A: Do you see your participation in WSBK as offering an overall benefit from to those selling motorcycle tyres and how, for example, can it pay dividends for tyre dealers?
Georgio Barbier: We are talking about an interesting, high-technology niche here. The supersport bike market is admittedly no longer what it was before 2008, however the products – the motorcycles themselves and the tyres – utilised in the WSBK continue to serve as a benchmark recommendation for motorcyclists, which is why in this respect our participation can be used by dealers as an effective selling point.
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