The company not only has to refine its tires for cars that generate more load and produce faster lap times each year, but it also has to prepare for and adapt to any upcoming regulatory changes.
Last year, for example, Pirelli focused on developing tires to run without covers in 2024, but this change was ultimately not implemented.
In turn, this has had a major impact on the current season. Pirelli typically uses its testing program to develop new tires with the aim that they will be able to handle the increase in downforce expected over the course of the season.
Inevitably, this means teams are subjected to a period of learning and adaptation with the latest constructions and compounds.
However, this has not happened in 2024, as the tires used this season are identical to those used at the end of last year.
The previous occasion in which a similar scenario occurred was in 2020-2021, when the COVID-19 pandemic prevented any type of development, therefore deciding to use the same coverage for a second year.
Mario Isola, Racing Manager, Pirelli Motorsport
Photo by: Steven Tee / Motorsport Images
This time there are two main reasons why the tires remained unchanged between one season and another.
Firstly, as mentioned, the objective of the 2023 tests was to develop tires capable of operating without tire warmers, rather than specifically managing increased loads, which is usually the main objective of testing.
However, in the summer it was decided to keep the pre-heating system for 2024 and by then it was too late to undertake a full tire testing program with the “standard” ones.
Secondly, a new build already in the pipeline for 2024 was fast-tracked and introduced at Silverstone in July, working well and with the consensus being that it would remain effective for a season and a half, until the final race of this year in Abu Dhabi.
Mario Isola, Racing Manager, Pirelli Motorsport
Photo by: Zak Mauger / Motorsport Images
“It’s usually not a decision we make, because we try to follow the development of the cars – says Mario Isola, Head of Pirelli Motorsport – And obviously we update our construction in line with the development”.
“But last year we introduced the new construction at Silverstone; mainly it was the one we were planning to introduce in 2024, and that’s why we decided to keep the same type of tire this season too.”
“The other point concerns the compounds. Last year we focused our development on tires without compounds, and then there was the decision to maintain them for 2024-2025. At that point, we had to confirm the compounds used in the 2023”.
Pirelli tires
Photo by: Steven Tee / Motorsport Images
Keeping the same tires for a second season had a huge impact on the teams, giving them something already known that the engineers didn’t have to worry about when developing and testing the new cars.
“The teams have better knowledge. We know that every year there is a learning curve. And this year, of course, that won’t be the case, because the tires are the same. We have also seen notable differences in the choice of tires for the testing in Bahrain. They had in mind to focus on a specific compound, for a specific type of development, and so on.”
“This is something that doesn’t happen, for example, when we bring a completely new product. If you have a range of new compounds, the teams choose a certain amount of each or each set of compounds, because they want to understand how they work. This It didn’t happen in Bahrain.”
Isola remains confident that the 2023 specification tires will be able to cope with the increasing loads the cars will produce over the course of the season.
“Last year we saw a noticeable increase in tire load in the first races of the season. And according to the simulations we received from the teams for 2024 this learning curve will not be flat, but certainly less steep.”
“This means we have a margin to maintain the construction for 18 months. Obviously, we are developing a new tire for next year. And if for some reason the development turns out to be much more challenging than expected, we have a backup plan.”
Valtteri Bottas, Kick Sauber C44, Pirelli test at Suzuka
Photo by: Pirelli
Pirelli also has the ability to adjust the pressures after the first day of racing at each circuit, something it has done regularly over the years.
“For example, in Jeddah we realized that the load level on the front tire was higher than expected and we had to react.”
“Now if we increase 1 PSI it’s not a problem, because it’s a small adjustment. But if this pace of development continues for another 10 races or so, then we will have to make a decision.”
By choosing to keep the tire warmers – at least for the foreseeable future – Pirelli is focusing its current testing program on creating new tires for 2025, the final season of the current F1 regulations.
“Obviously the situation is different now, because we have a little more stability in the regulations for this year and next, during which we will proceed with the development of a new family of compounds with the aim of reducing overheating. And obviously also a new construction, to keep up with the development of the cars”.
“And on highly dangerous circuits we need tankers to wet the surface, because they don’t have sprinklers. We can’t wait for the rain to arrive and ask a team to wait for it to arrive! And find constant conditions with tankers watering the track it’s not easy”.
Pirelli test in Barcelona, Charles Leclerc
Photo by: Pirelli
While the plan to introduce dry tires without tire warmers has been abandoned for now, Isola insists that last year’s testing program was not wasted, as it produced some useful results. Lessons learned will be used for future tires.
“It was an interesting exercise on compounds. In fact, one of the ideas we are developing for next year comes from a C3 compound that we developed last year for tires without tire warmers.”
“The C3 is in the middle of the range, so from there you can start working on the hard side and the soft side. But the C3 is the reference.”
“The objective was to extend the working window of the tire as much as possible, starting from cold. This means that at a certain point overheating occurred, because starting from cold you have a lower temperature when you start driving the tire and stabilizing it is a huge job.”
“But we found a compound with a wider working range. And now we are working on the same compound concept, raising the limit because we have tyrewarmers. So instead of starting from cold, we can do it from 70° C.”
“We have a compound that can work in a wider working range. This means that what we did last year was not useless. Now we have to develop a different concept and we have two main directions of development, but it is something that we can use.”
Pirelli tires inside the tyrewarmers
Photo by: Steven Tee / Motorsport Images
All 10 teams participate in the tire testing program with their current cars, taking turns to help Pirelli with sessions which are usually carried out after race weekends. However, with 24 events scheduled, it’s not easy to find suitable dates.
“We are obliged to follow the calendar and take advantage of all the opportunities that the calendar offers us. Obviously, when we have one event after another, we cannot stay on the track to test our tires on Tuesday and Wednesday, and we cannot do it before the race, because obviously it would be a great advantage for the team that is going to test! So we always try to find the best compromise.”
In the meantime, the company is already looking to 2026, when new regulations for chassis and power units will be introduced, and the tires will also change. There was the possibility of switching to 16-inch ones, but Pirelli wanted to keep the 18″ format for marketing, technical and logistical reasons.
After some debate, it was decided that the current size of the rims will remain unchanged, although the precise shape of the tires has yet to be defined.
In 2025, Pirelli and the teams will join forces for a test program aimed at preparing tires for a new generation of cars, similar to that undertaken before the move to 18 inches in 2022.
“For 2026 everything will probably be a little different, because we have to use test cars and it depends on how the teams intend to build these test cars. If they use those from previous championships, they have greater flexibility and we are not obliged to follow the calendar. But at the moment it is still a discussion.”
The complication for Pirelli is that with the rules still to be defined and with teams unable to undertake aerodynamic work until January, it is very difficult to assess the type of load the tires will be subjected to in 2026.
“Teams can’t work on the aerodynamic package until early 2025, but we need to start developing a tire model and a physical prototype to test indoors.”
“The first step for us is to evaluate the integrity of the tire and its reliability. We then need this information to start working on the new dimensions, with estimated performance. We don’t have the real performance of the car, but at least we can have something about to work on.”
Mario Isola, Racing Manager, Pirelli Motorsport
Photo by: Mark Sutton / Motorsport Images
Whatever direction the final rules for 2026 take, Pirelli still has one overriding goal: creating a tire that is good for racing.
“If the riders don’t complain, it’s always better for us! – jokes Isola – This is what we try to do: provide a tire that is good for them. Good means that they like the tyres”.
“Obviously, we all have to accept a compromise, because if we want a two-stop strategy, we have to generate a high enough level of degradation, otherwise there is no reason to stop twice. We know that drivers don’t like degradation, but with one constant tire that doesn’t degrade, you can do a one-stop race.”
“For the spectators it’s not ideal. It’s better for the drivers, but probably not for the sport. So we always have to find the best compromise, and sometimes it’s not easy.”
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