Jordan's Track Talk

Tag: Tyre Selection

  • RW 13 – Tyre Selection

    It’s one last push before Formula 1’s summer break, with a double-header on two tracks that could not be more different from one another, the Hungaroring and Spa-Francorchamps.

    Cars must run with a high level of aerodynamic downforce this weekend, which is almost on par with Monaco.
    The Hungaroring is very twisty with only one real straight that includes the start-finish line. It provides the most likely if not the only overtaking opportunity.

    There are 14 corners, six to the left and eight to the right, some of them being 180 degree turns. The track climbs and drops its 4.381 kilometres make it one of the shortest on the calendar.

    In terms of the forces exerted on the tyres, the Hungaroring is not particularly severe. Pirelli has chosen the same three softest compounds as last year, with them picking the C3 (Hard), C4 (Medium), C5 (Soft).

    Traction is one of the most important factors, especially across the rear axle. Degradation can be high, especially when it is very hot and the forecast for this weekend is definitely not favourable in this regard.

    The Hungaroring is a permanent race track, but it does not get that much use, which is why grip levels increase significantly the more it gets rubbered-in. That will be even more likely this year as there was no track activity for a longer time than usual while the facility was modernised.

    Max Verstappen won here last year at the end of the race when the entire field opted for a two-stop strategy.
    Medium and Hard were the most popular choices for the start, although four drivers opted for the soft, intending to make use of the extra grip off the line.

  • RW 12 – Tyre Selection

    The British Grand Prix marks the midpoint of the 2024 FIA Formula 1 World Championship and round 12 of 24 takes place where it all began 74 years ago.

    5.861 kilometres long, the track is the fifth longest on the Calendar after Spa-Francorchamps, Jeddah, Las Vegas and Baku.
    It features 18 corners and is one of the most exciting and also one of the most demanding for the car-tyre package.

    Some corner combinations, such as those from 10 to 14 – Maggotts, Becketts and Chapel – are taken at high speed and generate lateral forces on the tyres and drivers of over 5g.
    This along with other technical aspects, mean that as is always the case at Silverstone the chosen compounds are: C1 (Hard), C2 (Medium), C3 (Soft).

    The weather in England in the summer can be changeable, a further factor which is to be taken into consideration, especially as conditions can change very rapidly.

    Last year the entire race was run in the dry, with the soft somewhat a surprising protagonist, with only two teams not using it.
    However, the most used compound was the medium, which was used to complete half the overall mileage.
    The great majority of drivers went for a one-stop strategy, even if in the past, a two-stop had been the popular choice.

  • RW 11 – Tyre Selection

    The second race of the first triple header of the season is here, as we have the Austrian Grand Prix this weekend.

    Several unusual features make this a unique track on the championship calendar. First of all, it boasts the lowest numbers of corners (10) and the shortest time, even if its 4.318 kilometre length makes it the fifth shortest track.

    The circuit which is owned by Red Bull is second on the list of tracks with the biggest change in altitude with a difference of 63.5 metres between its highest and lowest points.

    As usual for this race, Pirelli have chosen the three softest compounds from the 2024 range the C3 (Hard), C4 (Medium) and C5 (Soft).

    The Spielberg track surface is quite old and therefore is highly abrasive but the lateral forces exerted on the tyres are decidedly lower than average for the season, resulting in very limited wear overall.

    Traction out of the slow corners and stability under braking are key contributors to being competitive at this track. It is important to manage the tyres in such a way as to avoid overtaking, especially if they run at high temperatures: those drivers who don’t manage to keep them cool enough could find it hard to fend off attacks from other cars.

    For the past two editions of this race, the two-stop strategy proved quickest, running the Medium and Hard tyres and last year, no driver gambled on the softs.

  • RW 10 – Tyre Selection

    The Spanish Grand Prix takes place at the Barcelona-Catalunya Circuit, which is one of the most technically demanding tracks for the cars and also the tyres.

    Therefore it’s no surprise that once again for this event, Pirelli has chosen its three hardest tyre compounds, C1 (Hard), C2 (Medium), C3 (Soft), the same three selected for the opening round of the year in Bahrain.

    The track is one of the most complete of any circuit in the world, in terms of the challenges it presents. Apart from its straights, it boasts every possible type of corner, with some of them such as turn 3 and the combination of 13 and 114 which lead onto the main straight, taken at very high speeds.

    The lateral forces exerted o the tyres, especially on the lefthand side of the car are particularly high, partly because nine of the 14 turns are to the right.

    For many years, this circuit was home to winter testing for the teams and also marked the start of the European part of the season, which also signified the arrival of the first major upgrades of the year.
    Recently, changes to pre-season testing and the calendar mean this is no longer the case, but Barcelona is still a probing test.

    In 2023, the original configuration, used since 1991 when this track first appeared on the Formula 1 calendar, was reinstated.
    It was changed in 2007 with the insertion of a chicane before the final corner, with the aim of creating another overtaking opportunity but this did not materialise.
    With the removal of the chicane, combined with the aerodynamic configuration of the current cars have seen an increase in overtaking.

    This year’s race takes place three weeks later than 2023, so it could be hotter and that could add another factor to tyre management.
    In terms of strategy, a two-stop should be the quickest option with all compounds possibly coming into play. If degradation is higher, then even a three-stop might be feasible.

    Another consideration at the Barcelona-Catalunya Circuit is the importance of qualifying. In no fewer than 24 races here, the pole sitter has gone on to be first past the chequered flag and adding to the importance of this statistic is that on four other occasions the driver who was quickest in qualifying retired from the race.

  • RW 9 – Tyre Selection

    Formula 1 returns to North America after two European rounds in Imola and Monaco. The Canadian Grand Prix therefore means a change of continent.

    The race in Montreal will be the third in a row to feature the three softest compounds in the 2024 range, the C3 (Hard), C4 (Medium), C5 (Soft).

    The 4.361 kilometre track is named in honour of Gilles Villeneuve and features six lefthand corners and eight to the right and it has one of the lowest average speeds of the season.
    Stability under braking and traction coming out of the chicanes and the slowest corners, which include the hairpin leading onto a very long straight.

    Unlike the previous race weekend in Monaco, overtaking here is possible, especially at the end of the straight leading to the final chicane, the exit to which features the “Wall of Champions” thus named after three world champions, Damon Hill, Michael Schumacher and Jacques Villeneuve, all ended their races there in 1999, crashing into the wall on the outside of the turn.

    The entire track has been resurfaced for this year and the kerbs have been replaced. On paper, the track’s existing characteristics of low abrasiveness and therefore reduced grip should remain the same.
    For most of the year, the track is only used by people on foot or cyclists and so lap times generally drop significantly as the cars rubber-in the surface.

    Setting a quick time in qualifying involves getting very close to the barriers and walls, while making the best use of the kerbs, so it’s also important for the driver to do as many laps as possible to gain confidence.

    In last years race, all three dry compounds came into play with a mix of strategies with some drivers, including the three who finished on the podium, going for a two-stop while others pitted just the once.
    They also have to take into consideration that the Safety Car is a frequent visitor and that a longer first stint therefore offers the best chance of minimising time lost changing tyres.

  • RW 8 – Tyre Selection

    The Monaco Grand Prix is one of the classics on the Formula 1 calendar and this year it reaches am impressive milestones as its the 70th edition of the race!

    As usual, Pirelli choice of slick tyre compounds falls to the three softest available this year, which means the C3 (Hard), C4 (Medium) and C5 (Soft),
    As is generally the case on street circuits the track has a particularly smooth surface, given it is in daily use for road cars so the tyres must provide as much grip as possible.

    In Monaco, the tyres are subjected to some of the lowest forces of the whole season as the average speed over the 3.337 kilometre-long track is very slow with some corners taken at less than 50 km/h, while the cars are only at full throttle for 30% of the lap.

    On a track where the margin for error is pretty much non-existent, one factor which affects how quickly a driver’s lap times come down is the confidence they gradually gain, regardless of how well they know the track, as they tackle its 19 corners and all the other hazards it harbours.

    The driver must work towards finding the best lines, getting ever close to the barriers, often brushing them with the shoulder of the tyres. The skill is in doing this without breaking anything on the car and it is the key to securing a good grid position. Which is essential in a race where overtaking is pretty much impossible, even when there is a performance gap between cars that can run into seconds.

    On a track like this, an appearance from the Safety Car is almost inevitable with past experience rating it at 77% probable, on average almost twice per races. Although curiously, last year’s race ran smoothly with no neutralisation periods.

  • RW 7 – Tyre Selection

    Formula 1 returns to Europe after eight months on from the previous Grand Prix to be held on the old continent and in the same country, Italy.

    This weekend’s race is only the fourth edition of the Gran Premio Del Made in Italy E dell’Emilia Romagna, previously held from 2020 to 2022 as last year’s event had to be cancelled because of floods that hit large parts of the region.

    For the seventh round of the season, Pirelli has decided to go with the softest trio of tyre compounds: C3 (Hard), C4 (Medium), C5 (Soft).
    It will be the first time this trio will be put to the test at the Emilian track, although it was to have been the choice for last year’s cancelled event.

    Imola is one of the oldest fixtures on the championship calendar, known for being a technical track which highlights the skills of the drivers who have to tackle quite complex combinations of corners and braking zones.

    The track is not particularly hard in terms of the forces exerted on the tyres, even if the asphalt is still relatively abrasive, despite the fact that the last time resurfacing work was carried out on 70% of its almost five kilometre length dates back to 2011.

    With 19 corners and a significant 30 metre elevation change from the highest point to the lowest, the track is rather narrow and there is only one DRS zone, making overtaking far from easy.

    On paper, having the three softest compounds could produce more options in terms of pit stop strategy in a race that usually would require just on tyre change, especially as time lost in the pit lane is one of the highest of the year.
    There is also the strong possibility of the race being neutralised at some point, something that has happened in over 70% of races run at Imola to date.

  • RW 6 – Tyre Selection

    The Miami Grand Prix is the sixth round of the season and the first of three to be held in the United States of America.
    The temporary street circuit flows around the Hard Rock Stadium, a multipurpose venue which is home to the Miami Dolphins.

    The 5.412 kilometre long track, which the drivers will tackle 57 times on Sunday, which features 19 corners, three straights, three DRS zones and top speeds can exceed 340 km/h.
    There are some elevation changes, the main one being between turns 13 and 16, with the track rising and falling as it goes over an exit ramp and under various overpasses.

    The three sectors are each different in character, making for a lap which has a bit of everything. The first boasts a run of eight high speed corners, while the second sector has a long straight and a few low speed turns. The final run to the finish line consists of a straight and three flowing corners.

    The three dry tyre compounds chosen by Pirelli are: C2 (Hard), C3 (Medium), C4 (Soft). The track was resurfaced before last year’s race and is very smooth, therefore offering quite low grip.
    This leads to a very significant track evolution and graining could put in appearance, particularly with the medium and soft tyres.

    In terms of strategy, the Miami Grand Prixx is a classic one-stop race, with hard and medium compounds the outright favourites. Last year, Verstappen started from ninth on the grid on Hard tyres before switching ti Mediums, while the other two drivers who made it to the podium, Perez and Alonso, went the other way (medium then hard).

    This is also the second sprint of the year, therefore with only one hour of free practice the teams and drivers have to find the best set-up as well as evaluating tyre behaviour.

  • RW 5 – Tyre Selection

    The Chinese Grand Prix is back on the calendar after a five year break, meaning that 2019 was the last year Formula 1 raced in Shanghai on that occasion hosting celebrations to mark the 1000th event in the history of motorsport’s most prestigious world championship.

    All 16 editions have been run on the Shanghai International Circuit, designed by Hermann Tikle, with its outline loosely based on the Chinese “shang” character.
    The 5.451 kilometre-long track boasts 16 corners, many of them very slow for example section through turns 1 to 3 and 6 to 14, while others are high speed such as the esses through turns 7 and 8. There are two long straights, both used as a DRS zone.

    Based on simulations and past data, the tyres are subjected to lateral and longitudinal forces here that fall into the medium category, with the outside of the tyre, especially on the left hand side of the car, wearing the most.
    The trio of tyres chosen back in the winter for Shanghai is in the midrange with the C2 as hard, C3 medium and C4 as soft.
    Nominally, that’s the same selection as in 2019 but the scenario is very different. Five years ago, the 13 inch tyres were in use and were fitted to the previous generation of car.

    Complicating it further is the fact that the Chinese Grand Prix is the first of six events this season running to the Sprint format, which itself has been slightly modified for this year in terms of running order of the sessions.
    This now means there is only one practice session to find the right set-up for the cars, as well as figuring out the tyres.

    Usually the Chinese Grand Prix is a two-stop race race, partly because there are several places to overtake such as braking into Turn 14 and then on the main straight as well as into turn 6. Just as Suzuka, the undercut is usually very effective on this track.

  • RW 4 – Tyre Selection

    Formula 1 returns to Japan just over six months after its last visit to the country, with this years Japanese Grand Prix takes place in April for the first time in history.
    Normally, Suzuka has frequently crowned world champions – both drivers’ and manufacturers’ standings. The last two years have been no exceptions, in 2022 Max Verstappen sealed his second title at the venue and last year Red Bull were crowned constructors’ champions.

    Suzuka is a true classic with the 5.807 kilometre track testing every driver’s talent with a demanding layout characterised by a figure-eight layout which is unique in Formula 1.

    The track also tests the tyres both in terms of wear as well as the forces and loads to which they are subjected throughout the variety of corners that make the lap.
    As usual Pirelli has selected the hardest trio of compounds: C1 (Hard), C2 (Medium), C3 (Soft).

    A two-stopper is the most common strategy due to the energy gong through the tyres and the stress to which they are subjected. However, lower temperatures might mean a one-stop strategy become possible.
    Not only this, a one-stopper also decreases the effectiveness of the undercut, which is usually very useful at Suzuka.

  • RW 3 – Tyre Selection

    Pirelli’s C5 tyre – the softest of the five compounds – will make its debut this weekend at the Australian Grand Prix. This has been nominated alongside the C4 and the C3.

    This is a softer selection compared to last year, when the C2, C3 and C4 were chosen. But it’s not the first time that the softest compound has been seen in Melbourne as back in 2022 Pirelli brought the C5 to Albert Park.

    The decision to go with a softer compound was taken after analysing last year’s race which centred around the C2 tyre. The C2 tyre last year was used for 46 out of 58 laps by 10 drivers, and three drivers running it for more than 50 laps.
    The Grand Prix last year was characterised by numerous stoppages which included three safety car and three red flag with two restarts and a rolling start aswell.

    The Albert Park track is made up of 14 corners, having recently been redesigned to make it more flowing. Historically, a one-stop strategy has been the favoured option but the move to a softer tyre may change that.
    The track isn’t too hard on tyres, with degradation being a bigger factor than wear. In Australia currently it’s the beginning of autumn and there could be some weather-related surprises, with temperature swings and rain having made their mark on the race weekend in the past.

    We also have a packed programme as Formula 2 and Formula 3 are supporting F1 this weekend.

  • RW 2 – Tyre Selection

    Just a few days on from the opening race of the season, Formula 1 has decamped from Bahrain to Saudi Arabia for round 2.
    From a track with a very abrasive asphalt, where degradation is high and stability under braking and traction are key factors, we now move to a track with quite a smooth surface and very high speeds.

    At 6.174 kilometre in length, it is the second longest track on the calendar with 27 twisty corners, the most of any circuit and the drivers will tackle it 50 times on Saturday.

    Based on the experience of the previous three races here, Pirelli has chosen its three mid-range compounds, the C2 Hard, C3 Medium and C4 Soft.
    In Jeddah, it is quite possible to have a one-stop race with the drivers swapping between Medium and Hard depending on their grid positions.

    As this is a street circuit, there are not many run-off areas and so the risk of accidents is quite high, aswell as seeing the Safety Car on track or even having the race red flagged. Overtaking here is pretty tricky, with the best opportunity coming on the entry to Turn 1.

    Not only this but of course with a street circuit, track evolution can be very high and in qualifying it will be crucial to choose the right moment to go out on track to set a good time.

  • RW 1 – Tyre Selection

    Formula 1 returns to Bahrain for the first round of the 2024 season, with the usual grand prix weekend schedule being brought forward a day, as will be the case next week in Saudi Arabia.

    The teams always come to Sakhir with plenty of information about how the car and tyre package works on this particularly abrasive track, where traction and braking stability are key to performance.

    Track evolution is somewhat limited, with temperature being the biggest influence with two of three free practice sessions tale place in the heat of the day, making it harder to get a read on race data.
    Another factor often affecting the cars is wind, which causes sand to blow onto the track and making the balance unpredictable.

    The Bahrain Grand Prix offers a number of different overtaking opportunities, particularly in Turns 1, 4 and 11. Tyre degradation also playing a part in it, with different race strategies coming into play.
    Last year, a two-stopper using the C1 and C3 was the favoured strategy with the C2 used by only one team (McLaren).

  • Abu Dhabi Tyre Selection

    The tyres have been selected for the last Grand Prix of the 2023 season! The chosen compounds are- C3 (Hard), C4 (Medium) and C5 (Soft).

    Nearly all of the drivers started last year’s Abu Dhabi Grand Prix on the medium tyres. The top three finishers – in order, Max Verstappen, Charles Leclerc and Sergio Perez – all stopped just once to put on the hard tyre, between laps 16 and 21.

    The Yas Marina lap consists of 16 corners as well as some faster sections, including a 1.2 kilometre straight between turns 5 and 6. The track modifications that took place in 2021 shortened the lap to 5.28 kilometres.

    Lewis Hamilton is the most successful driver on five wins in Abu Dhabi, followed by Max Verstappen and Sebastian Vettel (on three wins each). Mercedes and Red Bull are the most successful teams, with six wins each.

    We go from the lights of Las Vegas to the Abu Dhabi sunset in the space of just a few days, after a journey of just over 13,000 kilometres, for a race that is now well-established as the season-closer. Yas Marina will host the Abu Dhabi Grand Prix for the 15th time this weekend, and 11 of those have marked the final race of the season.

    The track was modified in 2021 to make it faster and more flowing, which also created extra overtaking opportunities, as we saw over the last two races there. Yas Marina is on the lower end of the scale when it comes to tyre demands, despite the vertical loads on the front axle in particular. As a result, we’ve selecting the softest three compounds, with C3 as the hard, C4 as the medium, and C5 as the soft. This is the same choice as last year, and also an identical selection to that seen at Las Vegas last weekend: confirmation of the versatility of the current compounds.

    As has become customary now, there will be a test day on the Tuesday after the grand prix with each team fielding two cars: one for young drivers and the other in theory for testing tyres. However, there will be no new compounds to try out: the FIA recently communicated that the 2024 compounds will be the same as this year, with the only change being that there are now five rather than six available of them, due to the elimination of the C0 (which was never used during a race weekend this year). So the test could be helpful for the teams to work on tyre management by gathering data for next season. The teams will have a predetermined tyre allocation for the test. The car doing the tyre work will have 10 sets available at the test, consisting of one C1, one C2, two C5, and three sets each of C4 and C3. Meanwhile, the car for young drivers will have two sets each of C3 and C5 available as well as four sets of C4.

    Mario Isola – Pirelli Head of Motorsport.

  • Las Vegas Tyre Selection

    The tyres have been chosen for the Las Vegas Grand Prix this weekend!

    The tyres chosen are: C3 (Hard), C4 (Medium), and C5 (Soft), this is the softest selection of tyres in the range.

    For the first time in F1 history the sessions will overlap more than one day, with a different schedule for the night race weekend.

    The new Las Vegas street circuit consists of 17 corners and three straights, with two DRS zones. The lap is 6.12 kilometres long, with an estimated top speed of 342kph.
    The finish line is on the corner of Harmon Avenue and Koval Lane, with the layout stretching from Las Vegas Boulevard to Sands Avenue and a race distance of 50 laps.

    More than 30 different variants of the street track were designed before the final layout was selected. The main infrastructure, including the pit building in the shape of the F1 logo.

    Formula 1 previously raced at Las Vegas as the last round of the 1981 and 1982 seasons, with both events called the Caesars Palace Grand Prix.
    On each occasion the race decided the championship: Alan Jones won the Grand Prix for Williams in 1981 but the title went to Brabham driver Nelson Piquet.

    The podium finishers will wear a special edition Pirelli podium cap with gold braiding. The Stars and Stripes flag as well as “Las Vegas 2023” scrip will also appear on the cap.

    Formula 1 returns to the United States for the third time this year, following Miami and Austin. And it’s with one of the most-eagerly grands prix of the year, in Las Vegas, where the pinnacle of motorsport hasn’t been seen since 1982. This will be an incredible race, as every day is showtime in Las Vegas, and all of us working in Formula 1 want to put on the sort of spectacle that is worthy of this amazing city. 

    It will also be a major technical challenge for both the teams and us, as we head into this race with no real references apart from simulation. Nobody has ever actually driven the 6.12-kilometre Las Vegas Strip circuit before, which is second only to Spa in terms of overall length this year, characterised by three straights and 17 corners. The surface will be a mix of the usual street asphalt, especially on the actual Strip, as well as other parts that have been completely re-asphalted for the occasion; adding another unknown element. There won’t be any support races and the track will be opened again to normal traffic for long chunks of the day, which means that the surface won’t rubber in as usual and deliver improved grip. 

    We’re expecting the cars to run quite low levels of downforce, similar to Baku or indeed Monza: hitting a high top speed will be key to being competitive. All the sessions will take place at night, with unusual ambient and track temperatures for a race weekend; more similar to those found back when pre-season testing used to take place in Europe. Those long straights also make it harder to warm up tyres in qualifying, as well as keep them in the right window: the same challenge as seen in Baku, which will probably be more pronounced in Las Vegas. 

    Bearing all this in mind, we’ve selected the trio of softest compounds for this weekend: C3, C4, and C5, which should guarantee good grip. Minimum tyre pressures should be 27 psi at the front and 24.5 psi at the back, due to the expected low temperatures as well as the track layout. In cold conditions, the gap between cold tyre pressures and normal running pressures is greatly reduced – so when the car is moving, tyre pressure will increase a lot less than on other circuits due to the low asphalt temperatures. As a result, we think that running pressures will still be lower than on other circuits that are tough on tyres, such as Baku for example. 

    So all the elements are in place for an extraordinary race, packed with surprises and unpredictability. As the title of Elvis Presley’s famous racing film goes…Viva Las Vegas! 

    Mario Isola – Pirelli Head of Motorsport.

  • Sao Paulo Tyre Selection

    We are at our third race weekend of our triple header, and it’s also our last sprint weekend of the year as we are here in Brazil for the Sao Paulo Grand Prix!

    The tyres have been chosen for this weekend are: C2 (Hard), C3 (Medium), C4 (Soft).

    Mercedes has won the most races at Interlagos since the Brazilian Grand Prix adopted the name of it’s host city, with Lewis Hamilton and George Russell winning in 2021 and 2022 respectively.

    Interlagos has hosted 39 world championship grands prix in total, with Ferrari winning 10 times and Michael Schumacher being the most successful driver on four wins.

    Kevin Magnussen gave Haas its maiden pole position last year, making the most of his soft compound tyres in the rain at the start of Q3.
    It was also the Dane’s first pole, ahead of his eighth place in the sprint race the following day.

    The Interlagos circuit in the Brazilian city of São Paulo is well-known for providing thrilling races. The lap is only 4.309 kilometres long, making it one of the shortest of the year, with only Monaco and Mexico City being shorter. It’s also run anti-clockwise and situated on a hillside, which gives it a unique character. The drivers face a steep downhill section after the first corner, followed by a long climb uphill with several winding turns, and then a long straight leading back to the finish line. The track has 15 corners –  five right-handers and nine left-handers – with several direction changes. Interlagos has a bit of everything, featuring low as well as medium speed corners, and the cars running quite a high level of downforce. The forces acting on the tyres are reasonably balanced between lateral and longitudinal. The asphalt itself has a high level of roughness: typical of permanent tracks with a long history behind them. Degradation is mainly thermal, so the C2, C3, and C4 compounds have been chosen. A two-stopper is the most likely strategy, while a one-stopper would require plenty of tyre management; affecting race pace. The safety car has often featured during the grand prix, introducing another key variable, and we have also seen that weather conditions can vary rapidly and widely at this time of year as well. Interlagos will additionally host the final sprint round of the season, giving the teams and drivers another chance to assess tyre behaviour over long runs. Since sprint races came in for the 2021 season, Interlagos has always been one of them – a sure sign of how this track consistently delivers the sort of close racing that suits the sprint format.

    Mario Isola, Pirelli – Head of Motorsport.

  • Mexico Tyre Selection

    The tyres have been chosen for this weekend’s Mexico City Grand Prix, where we go back to the normal race weekend format!

    The compounds the team will have are: C3 (Hard), C4 (Medium) and C5 (Soft), this is one step softer than last years race weekend.

    Graining is often seen at this track, with the cars sliding more due to the reduced aerodynamic effect and high altitude.

    There is also a big difference in temperature between the start and the end of each day: which is a factor to bear in mind when analysing potential degradation rates.

    Max Verstappen is the most successful driver in Mexico City, with four wins from seven participations. This also means that Red Bull has more victories than any other team in Mexico.

    A one-stopper was the most popular strategy last year. Max Verstappen started on used softs and then finished the race on the mediums, ahead of Lewis Hamilton who instead started on the mediums and then finished the race on the hard tyre.

    The second stop on Formula 1’s American tour takes place in Mexico City on the circuit named after Pedro and Ricardo Rodriguez: the brothers who were local motorsport heroes throughout the 1960s and 1970s. The track, located on the west side of the city, is just over four kilometres long with 17 corners and it sits at more than 2000 metres of altitude. This has an important effect on car performance, with the rarefied air reducing drag and also downforce. As a result, the aero settings on the cars are similar to those used on high-downforce circuits – only with a much reduced effect on the tyres. The grip from the asphalt is also much less than average, as surface roughness is among the lowest of the entire calendar.

    This year we have decided to bring the three softest compounds to Mexico – C3, C4 and C5 – after careful reflection based on last year’s information, as well as the simulations that the teams have as always supplied to us. This should lead to a wider variety of strategy choices throughout the race, opening the door to a two-stop strategy as well. Last year, when the chosen compounds were C2, C3, and C4, nearly all the drivers stopped only once, mainly using soft and medium.

    Mexico also gives us the chance to try out a new variant of the C4 with all the teams. During the two hours of free practice on Friday each driver will have two sets of these new prototypes to use as they wish. Once we have analysed all the data, we will then decide whether or not to homologate this version for use in 2024.

    Mario Isola, Pirelli Head of Motorsport.

  • Austin Tyre Selection

    The tyres have been chosen for this weekend’s United States Grand Prix where we have another Sprint race weekend aswell.

    The drivers will have the C2 (Hard), C3 (Medium), C4 (Soft) at the Circuit of the Americas.

    The Medium and the Hard were used during last year’s race. Race winner, Max Verstappen did his first and final stint on the mediums and then the middle stint run on the hard and there was two neutralisations with safety cars.

    This weekend’s race will be the 75th Grand Prix to take place in the United States. A total of 11 different venues have hosted world championship races, with Watkins Glen staging the most Grand Prix.

    Some corners of the Herman Tilke-designed Circuit of the Americas are inspired by famous turns at other renowned tracks.
    Turns 3 to 6 are reminiscent of the Maggotts-Becketts complex at Silverstone, turns 12 to 15 are inspired by a section of the Hockenheimring, while turns 16 to 18 take after the celebrated turn 8 at the Isantbul Park.

    Austin kicks off a series of four races – three of them run consecutively – on the American continent. And it all begins with the United States Grand Prix: a land that is steeped in motorsport tradition but has truly made its F1 presence felt only in the last few years, thanks to all the different initiatives implemented by Liberty Media in a number of different areas.

    The Circuit of the Americas has hosted the United States Grand Prix every year since 2012, with the exception of 2020 when it was cancelled due to the COVID-19 pandemic. I would describe COTA as a complete track, with medium to high levels of downforce. Turn 1, a left-hander, is particularly distinctive at the end of a 22-metre climb, covered within just 200 metres of track distance. It makes the start particularly interesting, with drivers heading in a number of different directions to find the best line. That corner leads into a flowing first sector, characterised by a series of medium to fast corners all the way to the hairpin that is Turn 11. That’s then followed by a long straight leading into the final part of the track, which is instead typified by a series of slower and 90-degree corners.

    The forces at work on the tyres are mainly lateral, and they are quite well balanced between front and rear, without a specific corner of the car being subjected to particular stress. It’s also important to have good traction in the slow corners. The asphalt is still quite bumpy, despite the partial resurfacing that took place last year. This can lead to the tyre sliding very slightly, which is a potential cause of overheating. The degradation seen at Austin is mostly thermal, while graining is quite a rare occurrence, The race has always been held in autumn: a time of year when the weather can be very changeable, even within a very short time span. It’s not uncommon to see alternately sunny and rain days, with a wide range of temperatures.

    The Sprint format comes to Austin for the first time this year; another opportunity for a fanbase that is becoming more and more enthusiastic about modern F1 to soak up some spectacular action.

    Mario Isola, Pirelli Head of Motorsport.

  • Qatar Tyre Selection

    The tyres for this weekend’s Grand Prix has been chosen, ahead of the Qatar Grand Prix where qualifying returns to Friday!

    The chosen compounds are: C1 (Hard), C2 (Medium), C3 (Soft), this is the same as the previous race in Japan.

    As well as new asphalt, there is also new infrastructure at Losail. The pit garages, originally designed for MotoGP have been enlarged and increased in number. There is also a new race control facility and media centre.

    The only Qatar Grand Prix held so far was won by Lewis Hamilton. The Mercedes driver, who started from pole won ahead of Max Verstappen (who set the fastest lap) and Fernando Alonso who was driving for Alpine at the time.

    A wide range of strategies was seen two years ago. Half the drivers started on Softs with the other half on Mediums, while the number of pit stops varied from one to three. Hamilton won with a two-stopper, completing two initial stints on the medium tyre before a final stint on the Hard tyre.

    Although some green spaces were specifically built around the circuit, sand often blows onto the surface from the surrounding desert. This makes track evolution another key factor, which will be accentuated by the new asphalt.

    Ambient temperatures are high in Qatar at this time of year, peaking beyond 40°C during the week leading up to the race. But the later time of the sessions compared to 2021 should lead to a wider temperature range than was seen two years ago.

    Formula 1 now returns to Qatar, two years after its debut there in 2021. But in many ways, it’s another new beginning, as the cars are now very different to the ones we saw a couple of years ago and the Losail circuit has been completely resurfaced, with modified kerbs as well. On paper, the track’s main features remain the same – with a main straight just over a kilometre long and 16 corners – but it’s clear that the changes made over the last two years mean that the data collected from the first grand prix is only relatively useful.

    In terms of severity, Losail is a very challenging circuit for tyres, similar to Silverstone and Suzuka. So it’s no coincidence that the compounds chosen are the same: C1, C2, and C3. There’s quite a variety of corners, most of them medium speed and high speed. The series of corners between Turns 12 and 14 is quite reminiscent of the famous Turn 8 at Istanbul: one of the most demanding corners for tyres in the recent history of Formula 1. This sequence is also one of the most influential factors to a good lap time. The fact that 11 of the 16 corners are right-handers puts particular stress on the left of the car, especially at the front, but the energy levels seen going through the tyres in 2021 were still quite well-balanced between the two axles.

    Another factor making the Qatar Grand Prix even more challenging for us as well as the drivers and the teams is the return of the Sprint format. Just one hour of free practice will be available on Friday to determine the set-up and assess tyre behaviour over long runs; furthermore that session happens in the heat of the day – which will warm up the asphalt – as opposed to qualifying and the two races, which take place at night. So everything is in place for an interesting weekend as well as perhaps a few surprises; the ability to adapt quickly and well to the track could deliver a significant advantage.

    Mario Isola – Pirelli, Head of Motorsport.
    18-QT23-Preview-EN

  • Japan Tyre Selection

    The tyres have been chosen for this weekend’s Japanese Grand Prix as we arrive for Round 17 and our second race of the double header!

    The tyres chosen for Suzuka are: C1 (Hard), C2 (Medium) and C3 (Soft).

    The Japanese Grand Prix could spring a few surprises due to the high temperatures recorded last week, with highs of up to 33 degrees centigrade.
    If this continues, tyre degradation could become an important factor.

    Weather conditions have heavily influenced the Grand Prix. On four occasions (2004, 2009, 2010 and 2019) qualifying has been held on Sunday morning due to torrential rain or the threat of a typhoon.

    In 2022, it was the race which was interrupted due to torrential rain on the first lap. The restart occurred three hours later, with only 45 minutes to go due to the maximum allowed race duration.
    In total, 28 laps were completed, with the drivers only using the intermediate and full wet tyres.

    The asphalt at Suzuka features some of the highest levels of roughness and abrasion seen all season. Wear and degradation are important factors in determining the run plan for free practice as well as race strategy.

    The Japanese Grand Prix takes place on one of the most fascinating and demanding tracks in Formula 1 history: Suzuka, with its unique figure of eight layout. This historic venue is a drivers’ favourite, being absolutely thrilling to drive in today’s ultra-competitive single-seaters. With its very significant lateral and vertical loads, Suzuka is as demanding on tyres as it is on drivers. These demands are equally distributed across all four wheels, with 10 right-handers and eight left-handers throughout the six-kilometre lap. As a result of these challenging characteristics, we bring some of the hardest tyres in the 2023 range to Japan: C1, C2, and C3. This is only nominally the same as last year’s selection on account of the new C1 compound, which was introduced this season to slot in between the C2 and former C1 (now called C0). On Friday, all the teams will get the chance to test a new version of the C2 compound, with a view to homologating it for next season. This latest evolution should provide more grip than the current C2, and so fit in more coherently between the C1 and C3. For the first two free practice sessions, each driver will have two additional sets of tyres, compared to the usual 13 sets per weekend. This test is part of a development programme that was recently defined for 2024 and will continue with a new C4 compound to be tested on track during the Mexican Grand Prix weekend.

    Mario Isola, Pirelli Head of Motorsport.
    Preview for the Formula 1 Lenovo Japanese Grand Prix 2023. Number of laps: 53. Race distance: 307.471km. Circuit length: 5.807km. Lap record: 1:30.983s by Lewis Hamilton in 2019. Tyre characteristics from 1 (minimum) to 5 (maximum): Traction 3, Asphalt grip 3, Asphalt abrasion 4, Track evolution 3, Tyre stress 5, Braking 2, Lateral 5, Downforce 4. Lateral energy on tyres: Front left 3, Front right 4, Rear left 5, Rear right 5. Longitudinal energy on tyres: front left 1, front right 1, rear left 2, rear right 2. Compounds: C1 Hard, C2 Medium, C3 Soft. EOS camber limit: minus 2.75 degrees front, minus 1.5 degrees rear. Minimum starting pressures for slicks: 25psi front and 23psi rear, subject to changes after FP2.

  • Monza Tyre Selection

    The tyres have been selected for this weekend’s Italian Grand Prix.

    The chosen tyres are: C3 (Hard), C4 (Medium), C5 (Soft). They are the softest compounds in the Pirelli range.

    The Alternative Tyre Allocation will be tried again at Monza, after the first test in Hungary.
    Each driver will have just 11 sets of slick tyres (three hard, four medium and four softs) at their disposal this weekend. In qualifying, drivers can use only one type of compound per session.

    Last year, there were no fewer than eight different strategies deployed by the top 10 finishers. Max Verstappen and George Russell first and third respectively opted for a single stop, while Charles Leclerc who finished second had already made two stops before a safety car at the end of the race allowed all three drivers to stop again.

    Monza has produced different winners over the past five years. Lewis Hamilton in 2018, Charles Leclerc in 2019, Pierre Gasly in 2020, Daniel Ricciardo in 2021 and Max Verstappen in 2022.

    As usual, the European Formula 1 season draws to a close in Monza: which is also Pirelli’s home event as our headquarters are just a few kilometres away from this iconic circuit. Monza is synonymous with speed, as its nickname of the ‘Temple of Speed’ capably demonstrates. To this day, it’s where the fastest race in the history of Formula 1 was held, with Michael Schumacher setting an unbeaten average race speed of 247.585 kph back in 2003. As a result, teams use the lowest possible aerodynamic downforce levels to favour top speed by reducing drag. Stability under braking and traction coming out of the two chicanes are the two key factors that challenge tyres most on this track, as well as the lateral loads exerted in the fast corners such as Parabolica (named after Michele Alboreto) and Curva Grande. After Hungary, Monza will be the second time that the Alternative Tyre Allocation (ATA) is trialled, which uses two fewer sets of tyres than the standard format. This offers a benefit in terms of CO2 saved both during production and transport, as well as giving teams and drivers a wider range of strategic option. For this reason as well, we have chosen the trio of softest compounds for Monza – C3, C4, and C5 – which has already been nominated five times this season.

    Mario Isola, Pirelli Head of Motorsport.

  • Zandvoort Tyre Selection

    We are back racing this week and we head to Zandvoort for the Dutch Grand Prix and the tyres have been selected!

    The chosen compounds are: C1 (Hard), C2 (Medium) and C3 (Soft). This is the same choice as the last two years (since it returned) with the difference being that the current C1 compound is softer than its predecessors.

    There has been 32 Formula 1 Grands Prix held at Zandvoort since 1952, with F1 returning to the track in 2021 after a 35 year absence.
    With the most successful team at the track being Ferrari with eight wins while the driver with the most is Jim Clark with four.

    Most drivers made three pit stops last year. On paper, the best and fastest strategy is a two-stopper, but it’s possible to stop just once with careful tyre management.

    Overtaking is quite tricky because of the narrow track and constant sequence of corners. This makes qualifying even more important in terms of the end result.

    The second half of the season gets underway with a unique race. The Dutch Grand Prix takes place in Zandvoort: one of the most traditionally demanding tracks on the calendar that returned to the Formula 1 schedule three years ago on the wave of all the local support for Max Verstappen, who repaid his fans amply with a pair of victories from the last two races. It’s a very twisty track with two banked corners – Turn 3 and Turn 14 – that are steeper than Indianapolis, by way of comparison. On corners like this the stress on the tyres is greater than it would be through normal corners, as the vertical forces increase with the much higher speeds due to the banking. We’ve brought the same tyres as 2022, at least as far as the names are concerned: C1, C2, and C3. However, the current C1 is actually a new compound for this year, positioned between the C2 and the previous C1, which is now called the C0. Last year, in a race that was characterised by two neutralisations, no fewer than 14 drivers – including the top three – used all three compounds, underlining the wide variety of options available to the strategists on the pit wall.

    Mario Isola – Motorsport Director.

  • Hungary Tyre Selection

    The tyres have been chosen by Pirelli ahead of this weekends Hungarian Grand Prix!

    The chosen compounds are- C3 (Hard), C4 (Medium) and C5 (Soft), which are softer than the compounds used last year.

    Budapest will be hosting the debut of the Alternative Tyre Allocation (ATA) with just one mandatory slick compound for each qualifying session.
    Teams must use the hard compound in Q1, medium in Q2, and soft in Q3. If the qualifying is wet they will have a free choice of compounds as usual.

    Under the ATA rules, the number of tyre sets available for each car is reduced to 11, instead of 13 available for a normal race weekend. Each driver will have three sets of hard, four sets of medium and four sets of soft. With the number of wet tyres staying the same.

    On Friday, one set of tyres must be returned at the end of each free practice session. A further two sets must be returned on Saturday after FP3. This then leaves seven sets of tyres for qualifying and the race, and out of those seven one set of hards and one set of mediums must be kept for the race.

    Hungary often features high ambient and track temperatures. With the race taking place at the end of July, and the circuit located in a natural bowl with little airflow, Budapest will be a challenge for both thermal management of the tyres and driver fatigue.

    The most common strategy at the Hungaroring is a two-stopper, with a one-stopper occasionally perfered. The choices made last year were heavily influenced by a Virtual Safety Car, and a Safety Car.

    Almost all drivers last year made three stops, using all three compounds available to them. At the start, half the grid was on softs and the other mediums, with the hard tyre normally being used for the second or third stint.

    The Hungarian Grand Prix has become a classic event of the Formula 1 summer season, and as such the air and asphalt temperatures, which are usually very high, are the main features. This puts the drivers, cars and tyres to the test, not least because the twisting nature of the track does not allow anyone or anything to catch their breath. There’s a fairly long pit straight, which provides the only real overtaking opportunity under braking into the first right-hand corner. Then there are 13 more corners – seven right-handers and six left-handers – on a circuit that is second only to Monte Carlo in terms of slowest average speed; to the extent that the cars use similar downforce settings to Monaco. With so many slow corners, traction is one of the key factors for good performance and the biggest risk is tyre overheating. Despite being a permanent track, the Hungaroring is not used very often and the asphalt conditions improve considerably during the weekend as the ideal racing line rubbers in.

    Usually, this race is all about strategy and tyre degradation. This year we have opted for a trio of softer compounds (C3, C4 and C5) compared to 2022, while a new tyre allocation for qualifying (known as ATA, or ‘Alternative Tyre Allocation’) will be tried out for the first time, with the obligation to use just the hard in Q1, medium in Q2 and soft in Q3 if conditions stay dry. Both these changes, at least on paper, should lead to a wider range of options, particularly in terms of strategy. The ATA also saves two sets of dry tyres compared to the traditional format (using 11 sets instead of 13) and it will be run again at the Italian Grand Prix in Monza. After that, the FIA, F1 and the teams will decide whether or not to adopt it for next season.

    Mario Isola, Motorsport Director.

  • Silverstone Tyre Selection

    The tyres for this weekend’s British Grand Prix have been chosen, with a debut of a new slick tyre construction.

    The chosen tyres are: C1 (Hard), C2 (Medium) and C3 (Soft), a choice dictated by the high energy loads that Silverstone puts through the tyres.

    The track is one of the most demanding of the whole season, especially for the front-left tyre that has to cope with heavy loadings throughout eight different corners.

    Some of the highest average cornering speeds of the year are seen at Silverstone (Maggotts, Becketts and Chapel are all taken flat out) while the drivers are subjected to lateral forces that can exceed 5g.

    A two-stopper was generally the most popular strategy in 2022. And all three compounds were seen during the race: including on the starting grid.

    After Monza, SIlverstone is one of the most historic permanent tracks on the F1 calendar, having hosted 57 Grand Prix. In 2020, the British Grand Prix was followed one weekend later by another grand prix to celebrate the 70th anniversary of the very first F1 race in history.

    The British Grand Prix will mark the debut of a new slick tyre construction, using materials that have been brought forward from their anticipated introduction next year. This change in specification was made necessary due to the increased performance of the cars seen since the start of the season – both in terms of outright speed and loadings – compared to the pre-season simulation data supplied to Pirelli by the teams last winter, and the fact that this trend is only set to increase as the championship goes on. We’ve worked very hard on simulation over the last few years in order to not only supply a product that meets the performance targets set by all the stakeholders but also to have the ability to anticipate any eventual issues and react to them promptly. The new specification gives the tyre extra resistance against fatigue but does not affect any technical parameters or its behaviour on track. All the teams already had the opportunity to try the new tyre construction out at the Spanish Grand Prix, when two sets were put at the disposal of each driver in free practice. Their comments were in line with our expectations, especially when it came to transparency in terms of performance. The new specification also allows us to keep front and rear tyre pressures largely unchanged compared to last year, despite a significant increase in average loads. This debut will come on a track that is traditionally one of the hardest on tyres; on our internal charts Silverstone is right at the top in terms of stress and lateral forces exerted on them: particularly the front-left. The track also takes a lot out of the drivers, who have to cope with lateral accelerations in excess of 5g throughout its rapid corners. The compound choices – which, unlike the structure, are not undergoing any change in specification – are identical to previous years at least in name: C1 is the hard, C2 is the medium, and C3 is the soft. However, the current C1 is in fact a brand new compound for this year, which fits in between the C2 and the C0: our new name for the hardest compound in the 2022 range.

    Mario Isola.

  • Austria Tyre Selection

    We are back racing this week and Pirelli have chosen the tyres for this weekend’s Austrian Grand Prix, which is Round 10 of 23.

    The tyres which are available for the teams are: C3 (Hard), C4 (Medium) and C5 (Soft), just like last time out in Montreal.

    This weekend will be the second grand prix on the calendar featuring an F1 Sprint. With the Sprint Shootout deciding the grid for the Sprint, and only having three short sessions that make up the Shootout. Teams will have to fit new tyres and use the medium compound for Q1 and Q1 and only in Q3 the soft compound will be used.

    The Red Bull Ring has only 10 corners, with the shortest lap time of any track on the championship, with the lap record being held by Ferrari’s Carlos Sainz, with a time of 1m05.619s in the 2020 Styrian Grand Prix.

    Most drivers made two stops last year, starting on the medium tyre ahead of two stints on the hard. There was plenty of overtaking, particularly in the midfield, with five cars competing for the places just off the podium.

    The elevation changes at the Red Bull Ring put it second only to Spa-Francorchamps in terms of variation. There’s a change of more than 60 metres between the lowest point on the track – just before Turn 1 – and the highest point, after Turn 2.

    The Red Bull Ring is a circuit where tyres get no rest. The cars race through the track’s 10 corners in a lap time of just over a minute, and the few straights mean that there is little reprieve for the tyres. The asphalt has a fairly high micro and macro roughness, due to the age of the surface, while grip is high at the start of the lap. Traction and braking are key elements, while particular attention will have to be paid to managing tyre overheating. Drivers who manage not to cool their tyres properly may find it difficult to defend against attacks from rivals, especially in the first and last sectors. An important factor in this will be ambient temperature, with weather conditions traditionally somewhat variable. Last year’s race was largely a two-stopper using the medium and hard compounds, but a one-stopper could also be an option this year if degradation is not too high.

    Mario Isola – Motorsport Director.

  • Canada Tyre Selection

    We’re back with another race week and the tyre compounds have been chosen by Pirelli for this weekend’s Canadian Grand Prix. Those being: C3 (Hard), C4 (Medium) and C5 (Soft).

    The Gilles Villeneuve circuit is a 4.361-kilometre semi-permanent track built on the artificial Notre Dame island in the middle of the St. Lawrence River, close to Montreal. Outside of the grand prix its used as a leisure facility for cycling, roller skating and walking.

    The first Canadian Grand Prix held on this track was in 1978, with Gilles Villenuve emerging as the winner. The track was renamed in memory of the Canadian driver a few weeks after his tragic death in 1982.

    The race runs for 70 laps, consisting of six left turns and eight right turns with three straights. Average speed is relatively low, thanks to the frequent changes of direction caused by the close succession of corners, with continuous braking.

    The softer compound is usually seen only in qualifying, as was the case last year when just the medium and hard compounds were used in the race. The strategy preferred by most drivers was two-stop strategy but some opted for a one-stopper with a very long initial stint on hard.

  • Barcelona Tyre Selection

    The tyres have been chosen for this weekend’s Spanish Grand Prix.

    The teams will have the C1 (Hard), C2 (Medium), C3 (Soft) at their disposal in Barcelona.

    The Montmelo track has undergone a major modification this year. The final chicane, Turns 14 and 15 that was introduced in 2007 has now been removed, with the track reverting to its original configuration.

    This key change to the final sector will make it more flowing and less severe for the tyres in terms of traction. The left-handed corners are mainly taken at low speed, while the right-handers tend to be flat out.

    Last year, Red Bull’s race winner Max Verstappen used a three-stop strategy like most of his rivals, alternating between soft and medium. With the introduction of the new hard tyre, this now adds another strategic factor into the mix.

    Traditionally, Barcelona has been one of the most popular venues for testing: both for cars and tyres. It’s a complete track, featuring several different types of speeds and corners, and it also has a very long straight. As a result, aerodynamic efficiency is key to being competitive. The final sector has been modified for this year, reverting to the original layout without a final chicane. This makes it a much more flowing track now and also adds to the entry speed onto the main straight. There are two corners, Turn 3 and Turn 9, which are particularly demanding in terms of lateral forces exerted on the tyres. We’ve chosen the same three types of tyre as the season-opener in Bahrain, but it’s important to remember, when comparing to last year, that this year’s C1 is an entirely new compound, specifically designed to bridge the gap between the hardest tyre in the range (now called the C0) and the C2. In theory, this should hand the teams a wider range of strategic choices, given that the hardest available compound last year wasn’t used at all in the race. Another novelty is the chance that the drivers will have during the first two free practice sessions to try out two additional sets of hard tyres that feature the new construction that will be used from the British Grand Prix onwards. Apart from the use of some new material, which has already been homologated following an extensive test programme, the latest specification is identical to the previous version. Initially this was scheduled for 2024, but its introduction has now been brought forward to make the structure more resistant to fatigue, as the loads generated by the current cars have already reached the targets set for the end of the season after only a few races. This new construction has no impact though on the technical parameters or performance of the tyres. We also continue our 2024 testing campaign after the race, with Mercedes and Ferrari running over two days as we develop the compounds and constructions for next year.

    Mario Isola, Motorsport Director.

  • Imola Tyre Selection

    The tyre selection has been chosen for the Emilia-Romagna Grand Prix this weekend.

    Pirelli has opted to bring its softer range of compounds, which means the C3 (Hard), C4 (Medium), C5 (Soft), will be made available to the teams throughout the weekend. Imola is only the second race on the 2023 calendar after Baku to feature the three softest tyre compounds.

    The greater softness of the compounds could open up more racing strategies. Imola traditionally is a one-stop race but with a trio of tyres that are likely to degrade less than those used in the past, the teams will have more alternatives.

    The Autodrom Enzo and Dino Ferrari celebrated its 70th birthday this year. Having been completed in 1953, Imola is an “old-school” track, narrower than many modern ones. For this reason, overtaking is also particularly challenging but at the same time more spectacular.

    A new qualifying format will be tested during the Imola weekend. In each of the three qualifying sessions, teams will be required to use only one type of compound:

    • Q1 the hards
    • Q2 the mediums
    • Q3 the softs.

    The so-called “Alternative Tyre Allocation” (ATA) will make it possible to reduce the number of sets of dry-weather tyres supplied by Pirelli to 11, compared to the 13 per car on race weekends where an F1 Sprint is not held.

    These will be divided into three hard, four medium and four soft. The number of sets of wet tyres remains unchanged: four sets of intermediate and three sets of full wet.

    Each driver will have a total of seven sets of tyres available for Sunday’s race, including at least one of each of the mandatory compounds: hard and medium, as usual. Of the remaining four sets available, one will be returned after FP1, one after FP2, and two after FP3.

    The first round of the 2023 season in Europe will feature two important innovations in terms of tyres, both aimed at improving the environmental sustainability of our sport. 
    The first centres around qualifying: at Imola we will be testing a new regulation that requires teams to use a different type of compound for each of the three sessions, with the hards fitted for Q1, the mediums for Q2, and the softs for Q3. This means a reduction – from 13 to 11 – of the sets of dry tyres that each driver has available for the entire event, therefore decreasing the environmental impact generated by the production and transport of the tyres. 
    Then, with the same aim, starting from this grand prix, a new compound of full wet tyre will be introduced which will not require the use of tyre warmers beforehand. Track tests have shown even better performance than the previous Cinturato Blue full wet, even without the electric heating of the tyre. The result of studies carried out by Pirelli, it is the first concrete step towards the use of dry tyres without preheating. 
    Finally, we have chosen to bring our range of softer compounds (C3, C4, and C5) to Imola, which could offer the teams a wider range of strategic options ahead of the race.

    Mario Isola, Motorsport Director.

  • Miami Tyre Selection

    The tyres have been selected for the Miami Grand Prix, which will be the first of three grand prix to be held in the United States this year.

    The chosen compounds are: C2 (Hard), C3 (Medium), C4 (Soft). The track with 19 predominantly slow corners and three straights, is moderately demanding on tyres. The choice of three compounds from the middle of the range, rather than softer sets, is mainly due to the usually high track temperatures which reached 59 degrees celsius last year.

    The most used compounds in the 2022 race were medium and hard. Most of the drivers completed the grand prix with just one pit stop. With the race having been neutralised twice by a safety car and virtual safety car, which allowed some teams to make a second stop.

    The organisers of the grand prix have had the 5.41 kilometres of track resurfaced for 2023. The previous surface, composed of limestone and granite, had been treated with powerful jets of water.

    The weather on the coast of Miami is very changeable. In 2022, the race was spared by rain, which fell only when the starting grid was being assembled with the high temperatures meaning that the track died out before the race started. The possibility of downpours has to be taken into serious consideration.

    This weekend, Formula 1 will race in Miami for the first of three rounds in the United States on this year’s calendar, along with the now-traditional event in Austin and the much-awaited race in Las Vegas. It is not the first time that the championship has had three grands prix take place in the US in the same year, but never before have we seen our sport make such an impact with the American public, and this is largely thanks to the commitment made by Liberty Media. In the first race held on the track around the Hard Rock Stadium last year, the tyres behaved as expected on asphalt which had rather particular characteristics, above all due to a very high “micro-roughness”. We know that the track has now been completely resurfaced and we will have to check during the usual inspection that precedes the start of the weekend if there will be any significant changes in its characteristics. The Miami track requires average downforce levels, as it features a wide variety of corners but also a very long straight. We have brought the middle tyres in the range (C2, C3, and C4), also due to the fact that we can expect very high temperatures: last year the asphalt reached almost 60°C.

    Mario Isola, Motorsport Director.