Why mandatory pitstops won’t improve F1 raci...

Beware those that declare easy options to complicated issues.

After three grands prix within the 2025 season received from pole place, and a processional race in Japan held in circumstances of tactical stalemate, an thought has taken root within the F1 paddock that this state of affairs may simply be resolved by imposing a minimal variety of pitstops – that determine, in fact, to be larger than one.

There may be precedent. On the Qatar GP in 2023, the FIA and Pirelli set a most stint size, in impact making it a minimal three-stop race, and in February this 12 months the World Motor Sport Council ratified a minimal of two stops at Monaco, come rain or shine.

However these have been responses to particular circumstances. In Qatar the tyres have been being broken by operating over the kerbs, and specifying a stint size of 18 laps was a sticking-plaster answer for security causes.

Monaco and overtaking – or lack thereof – have been the topic of limitless pontification over time. It was tough sufficient for these within the early years, grunting round in pendulous leviathans that solely had brakes on the entrance axle, actuated by tugging on a stick. Final 12 months sentiment arrived at a tipping level owing to an early purple flag, which gave all of the runners a ‘free’ pitstop, just about inking within the order till the tip.

Whereas the outcomes of the Monaco experiment are but to be seen, that Qatar race offered just a few information factors. Though Max Verstappen received from pole, the race was deemed a hit by the opinionati.

All via that season the sensitivity of Pirelli’s tyres to thermal degradation – dropping efficiency rapidly when pushed too laborious, significantly in scorching circumstances – had been blamed for an absence of overtaking. And, to an extent, Purple Bull’s dominance.

Qatar was the primary grand prix the place drivers had been in a position to push laborious all through a stint as a result of every one was so quick. On the face of it, that is precisely what drivers had been asking for – an finish to races dictated by tyre administration – and lots of of their bosses agreed.

“I’d wish to have extra races like Qatar the place you simply go flat out,” stated Mercedes staff principal Toto Wolff on the finish of the season. Although we must always maybe qualify this sentiment by reminding readers that Verstappen received the world championship in Qatar, rendering the next 5 races (together with a triple-header and a double-header) an exhausting procession of lifeless rubbers.

Every time anybody holds up a selected race as an exemplar it ought to set off the alarm bells, for it was the weird circumstances of the 2010 Canadian Grand Prix that dictated what we’ve as we speak. Again then, Bridgestone’s capability to provide tyres you can push all day was perceived because the villain of the piece, and the topsy-turvy weekend in Montreal demonstrated what may occur if degradation got here into play.

Lewis Hamilton, McLaren MP4/25

Picture by: Sutton Photos

“All races needs to be like this,” commanded F1 ‘ringmaster’ Bernie Ecclestone, Pirelli duly delivered on transient, and right here we’re – with drivers endlessly moaning about degradation and wanting tyres they will push on all race. It should be dizzying to pivot by 180 levels so typically whereas making an attempt to fulfill unmet wants.

Whereas mandating a selected variety of pitstops appeals via its simplicity, it comes freighted with unexpected penalties and is a really coarse method of making an attempt to impress modifications within the operating order. It’s akin to the participant of a board recreation making an attempt to alter a dropping trajectory by throwing the items within the air to see the place they land.

Given related automotive efficiency, overtaking is all the time going to be fraught with problem – which is why groups are naturally inclined to protect monitor place by minimising the variety of stops they make. There’s additionally the opportunity of pitcrew errors. Forcing the groups to make extra stops actually will increase the likelihood of stops not going in keeping with plan, however this can be a crude lever to tug.

Having a prescribed variety of stops can be more likely to scale back strategic variation relatively than put it up for sale, since Pirelli has been obediently and industriously making an attempt to scale back thermal degradation and the consequences of warmth stress on its tyres.

Thermal degradation is an element of core temperature over lengthy stints and is totally different to the phenomenon of dropping efficiency from nook to nook as a result of the driving force has induced the floor temperature to ‘spike’ by upsetting the automotive into slides. This is the reason so many are actually joyful to be in Bahrain, the place thermal administration, previously the bogey issue, is now extremely fascinating within the context of the Japanese procession.

In Qatar in 2023 there was a good quantity of strategic variation – Verstappen and George Russell on the entrance row began on used mediums, Lewis Hamilton in third on softs – however the important thing influences on this have been the tyres accessible and the potential for the newly laid monitor floor to induce graining on recent tyres. In any case the Mercedes drivers collided with one another on the first nook, rendering the purpose moot.

Max Verstappen, Purple Bull Racing leads in the beginning

Picture by: Purple Bull Content material Pool

Additionally, at the moment there was a much bigger step in efficiency between Pirelli’s C1 and C2 tyres – the laborious and medium – and the C1’s tendency to require a number of laps to achieve the suitable temperature window had an enormous affect on technique. This 12 months, as directed, Pirelli has narrowed the hole between these compounds.

To create overtaking alternatives and engineer the business rights holder’s desired ‘peak finish impact’ – a cognitive bias the place spectators are inclined to charge a race’s general pleasure in keeping with the occasions of the previous few laps – the tyre efficiency must be extra differentiated. This helps to create the sort of races the place drivers making two stops have sufficient efficiency in hand to chase down and cross these making one.

“It is a bit of a multitude, if you happen to ask me,” was Carlos Sainz’s verdict on the matter within the pre-Bahrain press convention. “What creates overtaking, in my view, is to have a delta [performance differential] to the automotive in entrance.”

This was maybe the frankest admission up to now by a present F1 driver that that they had been given what they wished and now, after Suzuka, they were complaining about it. Positive, there have been extenuating circumstances – colder than anticipated ambients, a brand new floor on a part of the monitor that diminished the necessities for managing tyres there. However with out the supposedly hated degradation there have been no alternatives to cross.

Sainz additionally identified the inherent weak spot of imposing a minimal variety of pitstops.

“Should you go along with the three hardest compounds on a monitor like Suzuka, for instance, you will have flat-out racing with the three compounds, and pitstop laps all the time roughly the identical – all of us stopped on one lap,” he stated. “I feel you’ll not get a tyre delta or an overtaking delta.

Lando Norris, McLaren, Oscar Piastri, McLaren, Max Verstappen, Purple Bull Racing

Picture by: Andy Hone / Motorsport Photos

“So for me it is extra about making an attempt to verify the race is all the time between a one- and a two-stop, as a result of like that you should have groups making an attempt to do one-stops with excessive degradation and different groups operating quicker on a two-stop to try to overtake and make it to the flag.”

The query is whether or not Pirelli can engineer this. For the time being there may be little room to manoeuvre as a result of the tyre compounds have been established for the 12 months. The producer can regulate the allocation for particular races, however this can’t be finished on the fly as a result of the tyres are shipped by sea to scale back F1’s carbon footprint.

“What we are able to do, it’s simply engaged on the tyre compounds allocation,” stated Pirelli’s Simone Berra when requested by Motorsport.com what may very well be finished to engineer eventualities the place the selection between one and two stops is extra nuanced. “To attempt to, let’s say, change somewhat bit the state of affairs.

“Clearly it’s additionally troublesome for us to foretell the climate – for instance in Suzuka we had low temperatures, however one other 12 months we may have larger. Possibly even 15 levels larger.

“And this has an enormous affect on tyre efficiency and degradation, as we’ve seen right here in Bahrain. Clearly, after we attempt to scale back the overheating and thermal degradation, following the feedback from drivers, then we may find yourself with conservative tyres – particularly firstly of this season with a brand new vary which seems too conservative.

“That’s why, for instance, we’ve determined to be somewhat bit much less conservative for the subsequent races, ranging from Jeddah. Now we have 4 races in a row the place we’re going one step softer than final 12 months, to make issues – let’s say – somewhat tougher for the groups, however much more attention-grabbing for the present.

“We’re engaged on it – it’s necessary to gather all of the suggestions, not just for the allocation for the second a part of the season, but additionally the event we’re going to have within the coming weeks for the brand new compounds for 2026.”

As ever, it’s a case of being cautious what you want for.