If you happen to follow EngageSportMode on twitter, if you don’t remedy that first, you’ll have noticed a steady stream of Pirelli tyre-related lolz on Sunday.
The Spanish Grand Prix at Catalunya has rarely been one to set pulses racing, managing to generally rate slightly above Hungary for excitement. But the 2013 race proved to be unpopular with many for more than just poor racing. Namely, when do pit-stops for tyres become too many? Apparently four is the magic number, not three in this regard.
One of the key aspects to the resurgence in “racing” during recent seasons of Formula 1 has been the change to Pirelli as tyre supplier. This, combined with DRS and KERS, has seen a return to a phenomenon known as overtaking, not witnessed in F1 for many years. Despite the fact Sebastian Vettel has won the last three World Championships, nobody is complaining too much about the lack of on-track action.
Pirelli’s tyres have been fundamental to this, in the use of the compounds used to construct the prime and option variants. The rates at which the tyre degrades have been increased, leading to dramatic changes in tyre performance when the level of grip is said to “drop off a cliff” during the race, often without warning. Some teams have coped with this better; others have had to manage them differently during a race, leaving the possibility of cars on different tyre strategies creating overtaking, aided by DRS and KERS.
However, the tyres offered this year by Pirelli are seemingly a step too far. In Catalunya we saw front running drivers such as Alonso, Raikkonen and Massa only pushing their cars to around 80% of their potential. As Martin Brundle commented on Sky’s coverage, behind the wheel the drivers looked positively sedate – not like they were battling for World Championship points. The reason for this was the, arguably, excessive tyre wear seen in Spain. Teams were unable to allow their drivers to push hard for fear of destroying their rubber and being forced to pit. As such, we saw anaesthetised racing and some teams needing to make four pit stops to prevent shredded Pirellis.
Arguably, Ferrari and Lotus might claim that there is no problem. Seemingly their cars are easier on their tyres compared to Red Bull or Mercedes, allowing them to ride away to victory. However, it seems perverse that the two cars which qualified 1st and 2nd on the grid end up 6th and 12th respectively, due to chiefly struggling with tyre wear.
By the time you finish reading this caption, the pictured Pirelli tyres will have already degraded to the point of uselessness. Maybe.
Red Bull in particular has been incredibly vocal about the fast wear rate of the Pirellis, with owner Dieter Mateschitz claiming that: “this is a competition in tyre management. Real racing looks different.” Even Bernie Ecclestone has stirred the pot, suggesting that the tyres Pirelli brought were “wrong” and not what Formula 1 had asked the Italian firm to “produce.” Finally, David Coulthard’s BBC Sport column suggested that the failures seen by tyres this year could be a much bigger worry, should it happen at a “critical point of the race track in a critical racing situation.”
Tyres have always been a sensitive subject in Formula 1; witness the drama which unfolded at the 2005 Indianapolis Grand Prix when only three teams were able to compete due to the safety concerns with Michelin’s tyres. Nobody wants such ridiculous scenes as that, nor do they want the increased risk when we get to quicker circuits such as Spa-Francorchamps and Monza later in the season.
You also have to wonder about the damage it must be doing to Pirelli’s brand. Formula 1 is probably its biggest advertisement; to see such rhetoric in the media about Pirelli products cannot be a good thing for the company.
As a consequence of the above Pirelli Motorsport Director, and occasional twitter antagonist, Paul Hembery has announced changes to the tyres it will offer, starting from the Canadian Grand Prix. Initially Hembery had stated this would take effect from Silverstone, but one wonders whether the sheer loudness of the dissenting voices forced them to act quicker. It also leaves ESM with only one race of tyre-related puns left, Monaco, rather than the two first hoped for.
ESM has never been a fan of racing dictated by tyres; they’re hardly the most exciting part of a racing car for a start. But they are also the key bits which join the car to the track, just in Catalunya they started to make the tail wag the dog in terms of performance. Hopefully, after Monaco, we’ll see less burnt rubber and more of drivers pushing their cars to the limit.