Pirelli Does Not Yearn to Be the Central Figure in F1, and That’s Exactly How It Should Be

There are individuals who argue and will continue to argue that F1 has become excessively fixated on its image as a “spectacle” by 2024. However, when I reflect on the extreme scenario of the tire confrontation that unfolded in Indianapolis almost two decades ago—the race that significantly hindered F1’s progress in the U.S. for a minimum of five years—it seems rather uncontroversial to suggest that the sport has made strides in at least one aspect. A great deal of appreciation should be directed towards Pirelli for this improvement.

Since 2011, Pirelli has stood as the exclusive tire provider for F1; during this period, the sport has encountered three pivotal rule alterations, with the most significant occurring merely two years ago with the upgrade to 18-inch tires and ground-effects aerodynamics. Another modification is on the horizon for 2026. The fact that the Italian tire manufacturer holds a monopoly within the paddock might suggest to some that it no longer needs to strive to maintain its esteemed position. As we have come to understand, competition fosters innovation; however, monopolies do not. Nevertheless, Pirelli is far from lethargic—it simply engages in a different form of activity compared to what it would be involved in if it were engaged in a perpetual rivalry with, let’s say, a French or Japanese counterpart.

“As the sole supplier, our responsibility lies in ensuring fair competition,” Mario Isola, the motorsport director at Pirelli, conveyed during an interview with The Drive at the Miami Grand Prix paddock. “We receive telemetry data from all participating teams, which we scrutinize throughout the weekend. Within our fitting area, we possess a laboratory where we dissect and examine the tires utilizing a microscope and various other equipment to verify the tire’s structural integrity.”

Isola elaborated that it was through this meticulous process that Pirelli identified a potential risk during the 2023 Qatar Grand Prix, enabling swift action. The FIA and all teams were promptly notified, allowing the race weekend to proceed, albeit with a mandated maximum tire life of 18 laps, consequently transforming the event into a minimum three-stop strategy affair.

“Safety always takes precedence,” asserted Isola. “It is imperative to ensure that the tire’s structural design and on-track usage align with the highest safety standards, considering that all teams are striving for peak performance. We impose restrictions regarding camber and minimum pressure to ensure that the tires are utilized appropriately. Once this foundational step is established, the focus naturally shifts towards optimizing performance parameters such as grip levels and degradation; however, this can only transpire once safety and consistency in production are effectively achieved.”

“Substantial effort was invested within our facilities to guarantee uniformity across all tire variants,” emphasized Isola. “Ensuring quality remains a top priority at every stage of production within our company. Tires pose a unique challenge due to their heightened sensitivity—what might be imperceptible in a standard road tire holds significant weight here, equating to a mere fraction of a second.”

At times, these preparatory measures must be undertaken by Isola and his team without access to prior data, particularly when faced with a new addition to the racing calendar (or worse yet, a substantial alteration in car design). The ongoing season marks a departure from the norm, with no fresh circuits making their debut. In such instances, such as the upcoming Las Vegas Grand Prix in November, the sophistication of contemporary simulation technology proves immensely valuable.

Despite Pirelli’s extensive familiarity with all the circuits on the 2024 calendar, Isola aptly noted that “the world of Formula 1 never stands still.” He continued, “With the transition to 18-inch tires, we ushered in an entirely new range of compounds that were not in existence in 2011. The introduction of new polymers—delving into specifics is understandably restricted—complementing fresh ingredients in general, have endowed us with improved car behavior more attuned to driver expectations and reduced overheating concerns.” Isola emphasized that the tire’s carcass and belt stand out as two components that have notably progressed over Pirelli’s 13-year tenure in F1.

Responding to queries from certain colleagues, I posed a question to Isola regarding the potential repercussions if Pirelli opted for one of the exact same compounds.It unfolds in a Grand Prix event inside a form for a road car-sized tire. What would be the performance of the vehicle? His response only emphasized the swift pace of development in the sport.

“You’d skid all around!” Isola chuckled. “You have to input a level of energy into the tire to heat it up, which might not be feasible for a regular road car. Possibly for a high-performance car, such as a supercar—but for these [F1] vehicles, the leap is massive, particularly from the year 2017. When they made the decision to craft a car with broader tires, they propelled themselves to a much higher speed compared to the past. From the season 2016 to 2017, we witnessed an enhancement in lap times by a margin of five to six seconds per lap.”

Pirelli has, naturally, been capable of utilizing insights gained from its F1 research and development to infuse them into road vehicles. Every brand that is visible to consumers involved in motorsports has asserted this claim since the formative years of racing, but Pirelli holds a stronger argument than most, given that the Ford Mustang Dark Horse, which I had the pleasure of experiencing a thrilling lap in just before the main event on Sunday, rolled on tires crafted with a process that Pirelli perfected first in F1.

Ultimately, safety and uniformity remain Pirelli’s guiding lights in the production of F1 tires. If the company is executing its duties effectively, it doesn’t shine as the star of the spectacle—the teams and drivers do. The supplier just furnishes the sport with the essential product to perform its duties, whilst simultaneously engineering a specific, predetermined, and replicable wear pattern so that the pit crew has no option but to devise strategies.

That’s a stark contrast from the initial F1 race I ever witnessed.

“I engaged in a tire rivalry—not within Formula 1, but I participated in it in GT, also during my tenure in the American Le Mans Series upon my arrival [in the United States],” Isola mentioned. “Certainly, for us as a tire manufacturer, it presents an additional dimension… you are integrated into the team, you contribute to the outcome, you formulate tires that can genuinely make a difference. It’s a different tactic. But even now, despite being the exclusive provider, you’re still confronted with a distinct technical challenge.”

Outperforming a competitor’s offering gives an exhilarating feeling for a component manufacturer. However, that personal triumph doesn’t always align with the best interests of the competition.

“Previously, with [a] tire rivalry, I believe that sometimes, the ultimate outcome of the race was excessively influenced by the tires,” Isola shared with me. “We must ensure that the final ranking favors the most skilled driver primarily, and the top-notch car secondarily. Not favoring the superior tire. This scenario is, for the sport, not ideal.

“For the tire producer, it’s fantastic—if you emerge victorious! Above all, I am a motorsport enthusiast, and I am fortunate to operate in a domain that I adore. But as a motorsport enthusiast, the true hero for me is primarily the driver and the team that can engineer the most superior car.”