Pirelli’s best problem since changing into Method 1’s sole tyre provider in 2011 has been to reconcile its temporary – to ship tyres whose efficiency drops off sharply past a given level – with the drivers’ need to have rubber which they will push on by way of a whole stint. These two necessities won’t be mutually unique however the ‘candy spot’ between them is difficult to search out.
No person, least of all of the drivers, desires to have races which settle into lengthy processional phases the place no person dares push for concern of degrading their tyres quicker than rivals. When overtaking is troublesome – both as a result of observe structure militates towards it or automobile efficiency is just too intently matched – guarding observe place turns into the strategic crucial and groups look to minimise the variety of pitstops they should make.
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This yr Pirelli has given drivers extra of what they wished by adjusting its compounds to be extra resilient – and the impact, together with automobile efficiency converging, has been extra one-stop races with much less strategic variation. At a number of rounds the distinction in life and lap time between the exhausting and medium compounds has been so small that it has all however eradicated the technique of, say, extending a stint to construct a tyre offset for later within the race.
Presently it’s mandated that three dry-weather compounds – marked exhausting, medium and delicate – are introduced to every spherical. Till this yr these had been drawn in sequence from a pool of 5, formally named C1-C5, relying on the necessities of the circuit.
The processional nature of the Japanese Grand Prix alarmed all of the stakeholders, prompting Pirelli to counsel an answer: ‘skipping’ compounds so there’s a larger step in tyre efficiency. This might push groups in the direction of two-stop methods or introduce a component of peril in dash weekends, forcing them to make troublesome decisions and potential sacrifices.
Lewis Hamilton, Ferrari, Isack Hadjar, Racing bulls Workforce
Lewis Hamilton, Ferrari, Isack Hadjar, Racing bulls TeamPeter Fox / Getty Pictures
Peter Fox / Getty Pictures
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However it all hinges on the efficiency of the C6 tyre – new for this yr and, to this point, examined however not raced. At Imola it is going to be within the mixture of potential decisions for the primary time, and the info gathered right here – supplied the weekend is basically dry – will inform Pirelli’s choice to take its compound-skipping plan ahead or not.
As Pirelli motorsport boss Mario Isola defined in the course of the Miami weekend, the present compounds can’t be modified in the course of the season, so the corporate needed to discover different levers to tug.
“We have to perceive if there may be another doable strategy in tire choice to push them [the teams] to have a two-stop technique,” he mentioned.
For Imola Pirelli is bringing the softest decisions of the season to this point – the C6 was initially envisioned as a super-soft choice for avenue circuits. What Pirelli desires to keep away from is the destiny dealt to the ‘hyper-soft’ compound launched in 2018: used for the primary and solely time in Monaco, it did not ship the anticipated consequence as all the grid plodded round, a number of seconds a lap off their qualifying occasions, to keep away from having to cease greater than as soon as.
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Pirelli’s view is that it must see how the C6 performs in race circumstances as a result of all it has now could be take a look at knowledge which is much less consultant.
“Hopefully, if it’s dry, [the aim is] to get knowledge on the C6,” mentioned Isola, “after which attempt to simulate once more different races to see if skipping one degree [will work] – for instance, between C3 and C4 the delta lap time is kind of shut, perhaps we will contemplate C2, C4 and C5.
Mario Isola, Racing Supervisor, Pirelli Motorsport, talks to the press
Mario Isola, Racing Supervisor, Pirelli Motorsport, talks to the press Andy Hone / Motorsport Pictures
Andy Hone / Motorsport Pictures
“That signifies that if you wish to go on a one-stop C2-C4, the C2 is clearly slower, so that you should not have the identical benefit as for those who nominate C3, C4 and C5.
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“In another circumstances we will contemplate to make use of C3, C5 and C6. Or C2, C4 and C5. So Imola is essential as a result of we want further knowledge on the C6.”
For Monaco this yr, two stops have been made necessary, however that is unlikely to be adopted throughout the board as a result of it could doubtless result in all groups operating broadly the identical methods and stopping on the identical level. What the stakeholders need to obtain is a situation the place there may be extra strategic variation and the place the optimum decisions are much less apparent – so there can be a mixture of one and two-stop methods, probably even three.
Reaching that is greatest performed by encouragement than drive.
The attendant threat of getting extra separation between compounds is that one turns into the de facto qualifying tyre and isn’t utilized in race circumstances. Pirelli has been working with the business rights holder to simulate potential outcomes and mitigate this threat.
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“We are able to additionally do C1, C3 and C5,” mentioned Isola. “I am undecided concerning the consequence, however we will try this.
“We [would] by no means resolve it ourselves. We make a proposal to the FIA and F1. We share the proposal with the groups after which we come to an settlement with the approval of the FIA.
A few of F1 and Pirelli’s simulations have concerned exploring whether or not it could be doable to drive groups into troublesome trade-offs throughout dash weekends – maybe sacrificing some efficiency within the dash to have a extra optimum tyre choice for the race. Whether or not these eventualities might truly be engineered, given the groups’ simulation capabilities, is one other query.
“It is a endless story,” mentioned Isola. “We attempt to create a difficulty to the groups, and so they discover a answer…”
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