Given the huge growth in Formula One’s popularity, many current fans will not remember a time where Pirelli were not the sport’s tyre provider. Yet there have been a number of different F1 tyre suppliers over the decades and even eras where more than one manufacturer’s rubber was on offer to the different teams.
Prior to Pirelli, Bridgestone were the sole F1 tyre supplier from 2007 to 2010; this followed an era where both Michelin and Bridgestone were official suppliers. Following the debacle at the 2005 US Grand Prix at Indianapolis, Michelin withdrew, leaving Bridgestone as sole supplier.
The Michelin tyre runners at the 2005 race in Indiana were forced to withdraw from the race given safety concerns over the durability of their construction along the high-downforce banked turn that made up part of the Indy Road Course where F1 raced.
Bridgestone’s Exit and the Shift to Degrading Tyres
Come 2010, Bridgestone was unhappy with the cost of providing tyres for F1, and at board level, it was perceived that with the lack of competition from another supplier, there was little marketing benefit compared to what there was from the previous competitive “F1 tyre war.”
Further, Bridgestone were unhappy with new proposals from the FIA, which required the tyre supplier to research and develop tyres which degraded more quickly than necessary. Previously, F1 tyres were constructed to be bulletproof and would let the drivers push to the limit for most of their life.
Yet F1 had become more processional, and the FIA wanted their new supplier in 2011 to design degrading tyres which would spice up race strategies as different drivers elected for compounds which delivered either more speed or more durability for each phase of the Grand Prix.
Michelin’s Ongoing Stance Against Artificial Degradation
Over a decade later, when the F1 tyre contract was up for renewal, Michelin, despite expressing an interest, remained at odds with the sport over the notion of tyres designed deliberately to degrade. Speaking to ‘Drive’ in 2023, Michelin CEO Florent Menegaux explained that the French tyre company simply cannot agree with how the series relies on tyre degradation to improve “the show.”
“The question is, how do we leverage technology to have a good show? And that’s where F1 comes into play, because we have been discussing with them for a very long time—and we are not in agreement,” added Menegaux. “Because they [F1] say to have the show, you have to have tyres that destroy themselves. And I think, we [Michelin] don’t know how to do this. So, we cannot agree.
“Teams should be understanding tyre performance and capitalising on the fact that the tyre is going to be performing from the first lap around the circuit to the last. The drivers will tell you they want to be at their maximum all the time. And when I hear the drivers in Formula 1—I like Formula 1—but they say no, no, it’s not possible.”
Pirelli’s Turbulent Journey and Evolution
Pirelli, however, signed up for the FIA’s brief, but their journey from 2011 was not one that was smooth. For the first two years, the tyres had a high level of thermal degradation, which led to dramatic, chaotic races with multiple pit stops per car and notorious “cliffs” where a tyre’s performance would drop off a precipice within the span of a single lap. While it achieved the goal of overtaking and mixed-up grids, it drew heavy criticism from drivers who had to heavily manage their pace rather than push flat-out.
Over the following seasons, Pirelli worked at improving the construction of their tyre, given there were too many delaminations and exposed tyres, most notoriously at the 2013 British Grand Prix. Understanding how the tyres work is a significant part of the F1 teams’ challenge each season.
Each year the tyres change somewhat, as Pirelli makes ongoing adjustments with the goal of ever improving the racing.The debate over degrading tyres being an anathema to F1 racing has largely been put to bed, but it appears F1’s ever-growing global reach is attracting old friends Michelin and Bridgestone to pitch for the business once more.
Contract Timelines and the 2030 Horizon
Pirelli hold their contract through to the end of the 2029 season and, should they wish to continue, will be favourites despite the FIA tender for one simple reason. The current car and power unit regulations are currently set to expire in 2030/31, which means the R&D cost to design a range of F1 tyres possibly for just one or two years will be prohibitive.
Given the last F1 tyre contract was awarded long before the nonsense the sport has suffered this season with its hybrid obsession, the simplest path for the FIA to follow would be to offer Michelin an extension to the end of the year when this set of regulations expire.
Why F1 Will Not Return to a Tyre War
Would F1 consider a new era where there are two tyre suppliers as was the case around the turn of their millennium?When two or more tyre companies compete in F1, there are a number of advantages. Firstly, they push each other to develop lighter, grippier, and more advanced compounds. This rapid technological race can translate into faster lap times and engineering breakthroughs.
Teams also align themselves with one or other of the rubber producers to co-develop tyres that suit the characteristics of their chassis and power unit. Of course, there is the potential for increased variability. Tyre 1 will suit a certain number of track types than Tyre 2—but then the converse is usually true also.
Yet there is a reason why F1 will not return to two suppliers and a “tyre war.” A tyre war requires astronomical spending.Manufacturers must fund endless private testing, constant factory development loops, and specialised logistics to ship custom specifications to every race. And with the FIA’s new green agenda and net-zero plans for 2030, the days of the F1 tyre wars will remain in the annals of history.
Whilst Michelin has previously dismissed brand awareness as a sufficient reason to bow to F1’s wishes, the global success of the sport may mean they have started to take a different point of view.
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The Judge, a nom de plume of an experienced F1 journalist and site founder with long-standing sources across the paddock. With over 30 years of experience in Formula 1 as an insider journalist, I have built trusted connections across the paddock, from race engineers and mechanics to senior team figures. At The Judge 13, I and a handful of trusted colleagues share exclusive Formula 1 news, expert analysis and behind-the-scenes stories you will not find in mainstream motorsport media.
A.J. Hunt is Senior Editor at TJ13, where Andrew oversees editorial standards and contributes to the site’s Formula 1 coverage. A career journalist with experience in both print and digital sports media, Andrew trained in investigative journalism and has written for a range of European sports outlets.
At TJ13, Andrew plays a central role in shaping the site’s output, working across breaking news, analysis, and long-form features. Andrew’s responsibilities include fact-checking, refining editorial structure, and ensuring consistency in reporting across a fast-moving news cycle.
Andrew’s work focuses particularly on the intersection of Formula 1 politics, regulation, and team strategy. Andrew closely follows developments involving the FIA, team leadership, and driver market dynamics, helping to provide context behind the sport’s biggest stories.
With experience covering multiple seasons of Formula 1’s modern hybrid era, Andrew has developed a detailed understanding of how regulatory changes and competitive shifts influence the grid. Andrew’s editorial approach prioritises clarity and context, aiming to help readers navigate complex developments within the sport.
In addition to editorial duties, Andrew is particularly interested in how media narratives shape fan perception of Formula 1, and how reporting can balance speed with accuracy in an increasingly digital news environment.
