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Schuberth helmets raced by Michael Schumacher, Fernando Alonso, Felipe Massa, Nico Rosberg, Jules Bianchi and Nico Hulkenberg are up for grabs in a charity auction organised by the German manufacturer.

The auction is in aid of victims of the flood in Magdeburg, where Schuberth is based. Some 20,000 residents had to be evacuated on June 9 when the River Elbe flood wave hit the town.

“Thousands of personnel from the fire service, the relief agency THW and the German army as well as great numbers of volunteers fought against the floods,” says Schuberth CEO Marcel Lejeune. “For the first time in company history we were forced to stop work. Many of our employees took a volunteer position at the dams themselves to lend a hand or tried to save their own possessions. We soon realised that we did not just want to thank people for what they had done, but also give something to those who had suffered losses from the disaster.”

Magdeburg’s Lord Mayor Lutz Trümper said: “This is a brilliant idea of Schuberth’s. I would like to thank Schuberth and of course also the drivers themselves for their willingness to help the people in our town, who are suffering hardship as a result of this ‘flood of the century’. It is great to see such popular international sports stars becoming involved. Their example will motivate many other people all over Germany to do something themselves to help put life in our town and in all other affected areas in Germany back on track.”

Schumacher’s helmet was used in 2012, and the others are all from this season.

The auction can be found at: www.schuberth.com/charity

Ross Brawn insists that Mercedes ran above Pirelli’s minimum pressures at Silverstone – which means that one of the key reasons for the blowouts cited by the tyre company cannot account for the failure suffered by Lewis Hamilton.

Mercedes is however one of the teams which has been routinely running tyres on the ‘wrong’ side, one of the other factors cited by Pirelli.

Speaking before last night’s statement emerged, Brawn said it would be essential that the FIA become involved in monitoring pressures should they be deemed to be a contributing factor, something that Pirelli has now requested.

“I think pressure wise people were running within the recommended range of Pirelli, and it was also the most competitive range of the tyre,” Brawn told this writer.

“I think where you have a problem is when a tyre clearly performs at a pressure which is outside of their recommended range. If we get into a scenario where the solution is to run pressures which are outside the best performance of the tyre, then there’s got to be a really robust system to make sure people don’t abuse it.

“The good thing so far is that the pressures Pirelli want you to run are where the tyre works best anyway, so no one’s had any incentive to stray. I don’t think anyone was out there running excessively low pressures – certainly we weren’t.

“I think if Pirelli determine that running a higher minimum pressure is the answer, the FIA have got to step in and say right we’re going to police that or control that. If they don’t there will be accusations and potential abuse of the pressures, because it will mean performance.”

Regarding Silverstone, he said: “We had a recommendation [during the race] to keep the tyre pressures higher, which we did. So Nico and Lewis in the latter part of the race ran at the top end of the range that was recommended.

“Of course there was a slight worry after the safety car about keeping the pressures up. There was lots of encouragement to Nico and Lewis to keep the pressures as high as they could, do we didn’t restart behind the safety car with low pressures.”

Pirelli has tonight issued the following statement on what happened at Silverstone – and what the company plans to do next. See previous story for a summary.

After exhaustive analysis of the tyres used at Silverstone, Pirelli has concluded that the causes of the failures were principally down to a combination of the following factors:

 1) Rear tyres that were mounted the wrong way round: in other words, the right hand tyre being placed where the left hand one should be and vice versa, on the cars that suffered failures. The tyres supplied this year have an asymmetric structure, which means that they are not designed to be interchangeable. The sidewalls are designed in such a way to deal with specific loads on the internal and external sides of the tyre. So swapping the tyres round has an effect on how they work in certain conditions. In particular, the external part is designed to cope with the very high loads that are generated while cornering at a circuit as demanding as Silverstone, with its rapid left-hand bends and some kerbs that are particularly aggressive.

2) The use of tyre pressures that were excessively low or in any case lower than those indicated by Pirelli. Under-inflating the tyres means that the tyre is subjected to more stressful working conditions.

3) The use of extreme camber angles.

4) Kerbing that was particularly aggressive on fast corners, such as that on turn four at Silverstone, which was the scene of most of the failures. Consequently it was the left-rear tyres that were affected.

The only problems that had come to light before Silverstone were to do with delamination, which was a completely different phenomenon. To stop these delaminations Pirelli found a solution by suggesting that the teams use the tyres that were tried out in Canada from Silverstone onwards. When this proposal was not accepted, Pirelli found another solution through laboratory testing, with a different bonding process to attach the tread to the carcass. So the problem of delamination has nothing at all to do with what was seen in Great Britain.

 Following the conclusions of this analysis, Pirelli would like to underline that:

1) Mounting the tyres the wrong way round is a practice that was nonetheless underestimated by everybody: above all Pirelli, which did not forbid this.

2) In the same way, under-inflation of the tyres and extreme camber settings, over which Pirelli has no control, are choices that can be dangerous under certain circumstances. Because of this, Pirelli has asked the FIA for these parameters will be a topic of accurate and future examinations. Pirelli has also asked for compliance with these rules to be checked by a dedicated delegate.

3) Pirelli would also like to underline that the 2013 tyre range does not compromise driver safety in any way if used in the correct manner, and that it meets all the safety standards requested by the FIA.

 The logical conclusion is that it is essential for tyres with the performance and technical sophistication of the 2013 range to be regulated and carefully controlled by Pirelli itself. In order to ensure the optimal functioning of the tyres, the Italian firm would need real-time data from the teams regarding fundamental parameters such as pressure, temperature and camber angles. While waiting for new regulations that would permit Pirelli access to this data, vital for the development and management of these state-of-the-art tyres, the following measures are proposed for the forthcoming grands prix, in agreement with the FIA, FOM, the teams and the drivers:

1) The use of the evolution of the current tyre that was tested in Canada (and proved to be completely reliable) for the German Grand Prix this weekend. This represents the best match for the technical characteristics of the Nurburgring circuit. In particular, the rear tyres that will be used at the German Grand Prix, which takes place on July 7, have a Kevlar construction that replaces the current steel structure and the re-introduction of the 2012 belt, to ensure maximum stability and roadholding. Given that these tyres are asymmetric as well, it will be strictly forbidden to swap them round. The front tyres, by contrast, will remain unaltered.

2) From the Hungarian Grand Prix onwards, the introduction of a new range of tyres. The new tyres will have a symmetrical structure, designed to guarantee maximum safety even without access to tyre data – which however is essential for the optimal function of the more sophisticated 2013 tyres. The tyres that will be used for the Hungarian Grand Prix onwards will combine the characteristics of the 2012 tyres with the performance of the 2013 compounds. Essentially, the new tyres will have a structure, construction and belt identical to that of 2012, which ensured maximum performance and safety. The compounds will be the same as those used throughout 2013, which guaranteed faster lap times and a wider working range. This new specification, as agreed with the FIA, will be tested on-track together with the teams and their 2013 cars at Silverstone from 17-19 July in a session with the race drivers during the young driver test. These tests will contribute to the definitive development of the new range of tyres, giving teams the opportunity to carry out the appropriate set-up work on their cars.

Pirelli has blamed the teams for triggering the Silverstone tyre debacle – a move that might cause further tension between the Italian company and its customers.

Pirelli has also confirmed that it will use the Canada development rear tyres in Germany this weekend, with Kevlar belts – and says that a new range will be introduced in Hungary following the Silverstone test later this month, in effect combining the 2012 structures and 2013 compounds.

Meanwhile its investigations has shown that left-to-right rear tyre swapping, as explained here some weeks ago, was one of the factors at Silverstone. Pirelli had previously not been concerned about teams using that tactic.

It also says that teams were running excessively low pressures and extreme cambers, and adds that the Silverstone kerbs were another factor. It says that its tyres are perfectly safe if operated correctly, noting: “In line with what the company always claimed the range of tyres, 2013, if used correctly, does not jeopardize the safety of drivers, and has all the safety features required by the FIA.”

Pirelli wants the FIA to regulate pressures and cambers in the future.

For the German GP only asymmetrical tyres will still be used and Pirelli says teams will not be allowed to swap side-to-side. From Hungary onwards it won’t be an issue as they will be symmetrical.

Intriguingly Pirelli also says that the Silverstone failures were not related to delaminations earlier in the year, when tyres stayed inflated after losing treads.

Paul Hembery said: “What happened at Silverstone was completely unexpected and it was the first time that anything like this has ever occurred in more than a century of Pirelli in motorsport. These incidents, which have upset us greatly, have stressed the urgency of the changes that we already suggested – which will be introduced during for free practice in Germany on Friday.

“We would like to acknowledge the willingness of the FIA, FOM teams, and drivers to act quickly to find an immediate solution to the problem. In particular, the adoption of winter tests, arranged with the FIA, that are more suitable for tyre development and the possibility of carrying out in-season testing will contribute to the realisation of tyres with increasingly improved standards of safety and performance.

“I’d like to re-emphasise the fact that the 2013 range of tyres, used in the correct way, is completely safe. What happened at Silverstone though has led us to ask for full access to real time tyre data to ensure the correct usage and development of tyres that have the sophistication we were asked to provide and extremely high performance that has lowered lap times by more than two seconds on average. While we wait for a change in the rules, we will introduce tyres that are easier to manage.”

Lotus boss Eric Boullier says that the team apologised to Kimi Raikkonen for a bad strategy call at Silverstone – and insists that the incident won’t harm the Enstone outfit’s chances of retaining the Finn for 2014.

Kimi dropped to fifth in the sprint to the flag following the final safety car after he didn’t pit for new tyres, and could not defend against those on fresher rubber.

“Our strategy was great until the last safety car,” said Boullier. “We should have called Kimi in to save at least one position and make the podium. Unfortunately, we made the wrong call for which we apologised to Kimi and to the team. This sometimes happens and it isn’t easy to manage when you have so many safety car periods. In Germany we’re confident we will be competitive and aiming to make amends.

“We’re all grown -ups and we’re all pretty frank with each other. It was pretty obvious with hindsight that we made the wrong call. No team can say that they make the correct call on every occasion; whether in race strategy, car design philosophy or any other aspect of the sport.

“Kimi was pretty frustrated when he got out of the car which is understandable – we wouldn’t want a driver who wasn’t frustrated after what happened – but there’s no point sitting in the corner sulking; we’re focused on getting a good result in Germany.”

Regarding Raikkonen’s future plans he said: “Kimi’s an intelligent guy and he won’t let a single pit stop call define a decision like where to drive for 2014.  One of his psychological strengths is that he clearly lets you know when he’s upset about something, then he refocuses and gets on with the next challenge very quickly. He seems to like being with Lotus F1 Team and we’re doing everything we can to show him this is the place to be for next season and beyond.”

Ross Brawn says that Mercedes is in the hunt for the 2013 World Championship, despite Sebastian Vettel and others having enjoyed something of a head start as the silver cars struggled with tyres in the early races.

“I don’t see why not,” Brawn told this writer of his team’s title chances. “Red Bull last year had a great middle of the season. We’ve got two drivers on top form, the team is really gelling now, and why not? We’re certainly going to try.”

Brawn says that the Silverstone win came as a huge boost after the testing saga.

“Getting back to racing was just great, and getting back to racing with the result we had is obviously very special. It was partly frustrating because Lewis had a great weekend, just one event took it away from him, but that can happen. We’re greatly encouraged for the rest of the season.”

Ross acknowledged that we’ll never know what would have happened had Hamilton and Vettel enjoyed clean races.

“We were keeping in touch, Nico managed to keep in touch the whole time. Lewis had got the gap we’d asked him to get, and he was holding that. It would have been close. I think we were competitive.”

He also cautioned that it remains to be seen how Mercedes fares on the softer Pirelli compounds.

“I think we’ve got to look at the information. They were fairly conservative compounds, so how we’ll fare on some more delicate compounds is still to be proven. But there were some encouraging signs.”

Meanwhile Brawn said that Mercedes would accept any changes planned by Pirelli in the wake of Silverstone.

“I think the key thing is that we all put to one side any competitive considerations we’ve got. We’ve demonstrated that in these circumstances we can be competitive, and if the solution is to make some changes to the tyres, then we’ll accept it.

“I think the reversion to 2012 spec that Pirelli wanted to do earlier in the year that was blocked by some teams, I’m not saying that is the solution, but whatever the solution is F1 has got to come together and accept that we’ve got to do what’s right for the sport. We don’t want a repeat of Silverstone.”

As suggested here yesterday the FIA has moved quickly to allow race drivers to participate in what was originally scheduled to be the Young Driver test at Silverstone – but only “provided it is clear that the purpose of them doing this is to test tyres for Pirelli.”

The test, schedule for July 17-19, may also be extended by a day. Despite the change of circumstances, Mercedes will not participate, as a result of its penalty.

The FIA World Motor Sport Council will change the sporting regulations to make the test legal and also change the rule which says tyre specifications can only be changed with unanimous agreement.

The complication is that all the teams have development programmes lined-up for the rookies to conduct – and it remains to be seen whether race drivers will be allowed to try new parts while ostensibly tyre testing, and whether or not the teams share the same views on how to conduct the test. It may prove very hard to police.

This is also a rare instance of Jean Todt being seen to get directly involved in a major issue and actually comment on it.

Todt said in a statement: “Our priority is to ensure safety for all in Formula One and we believe the incidents at Silverstone represent a genuine safety concern for the drivers. We have thus taken the decision to alter the Young Driver Test to allow teams to use drivers they deem fit to carry out tyre development work in a bid to solve the problems we saw at the British Grand Prix. I believe it is fitting to carry out this work at the circuit upon which the issues were manifested.”

Explaining the changes, the FIA said: “The test, scheduled for July 17-19 at Silverstone, will now allow teams to field drivers who have competed in more than two F1 World Championship events The test may also be extended by one day.

“To provide for this, the FIA today informed Formula One’s teams that the approval of the World Motor Sport Council (WMSC) will be immediately sought for a change to article 22.4h (i)* of the 2013 Formula One Sporting Regulations.

“Approval will also be sought for a change to the wording of article 12.6.3 of the 2013 Formula One Technical Regulations** to allow for a modification of the specification of the tyres during the Championship season without the unanimous agreement of all competing teams.

“This will allow the FIA to take all necessary actions to ensure safety.

“Notwithstanding the revised conditions as set out above, in the interests of the sport the Mercedes AMG Petronas F1 Team has accepted to not participate in this test, as per the recent decision of the International Tribunal.

“In the meantime, the FIA has asked Pirelli for an assurance that there will be no repetition of the tyre problems at this weekend’s German Grand Prix or at subsequent grand prix.”

Fernando Alonso may have clawed back some of Sebastian Vettel’s advantage by finishing third at Silverstone, but Ferrari is under no illusions about the lack of performance its car is currently producing.

Stefano Domenicali says that the team has to use the short break before Nurburgring to find a bit more speed.

“For me this weekend in terms of performance was not really good,” said Domenicali. “We need to understand in these two or three days at home why, because there is something I would say bigger than little details that caused us not to be as we normally are here in Silverstone, better in terms of pace, and better at qualifying, everything.

“So this is the most important thing that we have to do at home, understand and recover the performance, because we don’t have to underestimate that today it was very good in terms of driver classification, because we recovered in one second 15 points, and this is the objective that we have to have before the summer break, to close the gap as much as possible.

“But we have seen that not only Red Bull now is strong, Mercedes is very strong, they have solved their issue in terms of degradation. So now if you want to in the championship, and this is the objective we have, we need to improve the car, and that’s the only thing that we have to do.”

Domenicali praised Felipe Massa for his recovery drive: “I’m pleased for the race of Felipe, because it was something that was needed for him, for his head, for the team, for the pressure that he is under, and I think that he drove very, very well today. Without the problem at the beginning with the tyres he would have been on the podium for sure.”

Domenicali confirmed that the team changed its strategy in an attempt to conserve the tyres, opting for more stops.

“We tried to act, as a team, to protect our situation. We put more pressure in the tyres to try to avoid punctures, and kept the stints short, that’s why we moved to a different strategy, in order to prevent any possible damages to our tyres. Also because we had the one at the beginning with Felipe. So that’s what we decided.”