Mario Isola, the manager at Pirelli for Formula 1, sheds light on the complexities and challenges of being the sole tyre supplier to Formula 1 from 2011. The Pirelli man admits that early in Formula 1 it was difficult to explain to people that the tires were intentionally not lasting that long. Manager Mario Isola believes that people have now become more aware.

When Pirelli replaced Bridgestone as Formula 1’s standard tyre supplier in 2011, it faced the daunting task of managing multiple and sometimes conflicting expectations. According to Isola, there were no clear objectives at the outset, leading to a situation where multiple stakeholders, including the FIA (Fédération Internationale de l’Automobile), FOM (Formula One Management), teams and drivers, each had different requirements for the tyre product.

 

 

The evolution of tyre specifications

Pirelli’s early years in Formula One were marked by a deliberate design choice: tyres that would not last the entire race. This decision was aimed at improving the sport by encouraging different pit stop strategies. However, this approach led to misconceptions about Pirelli’s capabilities.

Isola recalls the challenge of communicating to customers and fans that rapid tyre degradation was a deliberate aspect of their design, in line with the strategic and entertainment values of Formula One.

“At that time there were no clear goals and that’s why many stakeholders tried to have an influence. The FIA ​​wanted something specific, the FOM something completely different,” says Isola,

“The teams and drivers came along and everyone asked for a different product.”

But Pirelli can only offer a product that all parties have to live with. This product was agreed upon over time and the manufacturer was given clear goals.

“It’s very detailed, like the delta lap time between the different compounds, the amount of wear on the hard, medium and soft tires, the characteristics of the tires and also how they should overheat. That’s four or five pages of goals,” explains Isola.

“Guys, we are able to make tyres with high or low wear, but it depends on the specification that the sport sets. That was difficult to explain in the beginning. I think it’s clear now that the tyres don’t wear out, but that we have the technology to design the tyres to do what we want them to do.”

 

 

The change in 2022

With the introduction of new ground effect cars in 2022, Pirelli had to adapt again. The change from 13-inch to 18-inch tyres with shorter sidewalls required a rethink in tyre design. This change, while maintaining regulatory stability, brought new requirements for the 2023 season, with a focus on reducing overheating and degradation.

Pirelli now works with a detailed document outlining its objectives. This document, developed in collaboration with all stakeholders, specifies aspects such as the delta lap time between different compounds, wear levels on hard, medium and soft tyres, and the characteristics of how tyres should overheat. Isola explains that these requirements cover four to five pages, illustrating the level of detail involved.

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Not just about durability

Isola emphasises that Pirelli has the technology to design tyres with different levels of wear. The misconception that Pirelli tyres wear out quickly due to a lack of technological capability has been a significant hurdle to overcome in public perception.

“At the beginning there were colleagues who came to us and said that customers believe that the Pirelli tires don’t hold up well enough,” he says.

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2023: Adapting to new demands: Less overheating, less degradation

For the 2023 season, Pirelli was tasked with creating tyres that overheat less and degrade less. In addition, a new compound has been introduced that slightly changes the tyre’s behaviour. Isola proudly states that Pirelli has successfully produced tyres with these characteristics, marking another milestone in the company’s continuous adaptation to the evolving demands of Formula One.

“We have managed to produce a tyre with these characteristics,” explains Isola.

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The contents of the secret letter

Isola remains tight-lipped about the details of the requirements document, citing its technical nature and limited interest to the general public.

However, he does reveal that the delta lap time between compounds should average around 0.5 seconds, although this will vary due to the different lengths and characteristics of the tracks.

“It’s an internal document that we developed with all the stakeholders,” he says.

“It’s very technical, so I don’t know if the fans will be interested. We’re talking about cornering stiffness and stuff like that. It’s not very interesting.

“For example, I can tell you that the delta lap time between the compounds should be 0.5 seconds,” he reveals. “But this is just an average, because tracks vary in length and characteristics.”

“You can’t always get half a second everywhere,” says Isola.

“But the main objectives are: delta lap time, tyre degradation and the working range of the compounds.”

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Pirelli’s journey as the sole tyre supplier to Formula 1 highlights the delicate balance between performance, strategy and entertainment in the sport. The company’s ability to adapt to changing requirements, while managing stakeholder expectations and public perception, underlines the complex role that tyre technology plays in the world of Formula 1 racing.

As the sport continues to evolve, Pirelli’s innovative approach to tyre design remains a key factor in the thrilling unpredictability and strategic depth that define Formula 1.

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