Why drivers rarely use wet tires of F1, and how Pirelli plan to improve them

Seeing full Wates in action during a race weekend Formula 1 has become a rare view. The main reason for this is visibility, because when there is too much water – let’s say – was seen during British GP In silverstone, the high levels of sprays greatly obstruct visibility on the track.

The FIA hoped to reduce the spray with the current generation of cars, but has made a little progress. Visibility remains a limited factor in the wet – a problem that will not go away quickly, given Failed test with wheel cover,

Another major issue is tire. Many drivers – including world champion rule Max Verustapane – Has indicated that they prefer to stay on the intermediate as long as possible, even when the conditions call for full weights.

To address this, Pirelli is working on improving the so -called crossover point between the two tires. One of the goals for 2025, about 115–116% dry lap was to set crossover points for full watt at time. In fact, however, this threshold is close to 118%, according to Pirelli’s Motisport Head, according to Mario Isola.

Complicated complaints from drivers

But the amount of water or crossover point is higher in the game. During a special interview with autosport, Pirelli outlines another form, perhaps more important issue with full watt in recent years.

Isola said, “We have changed the direction of development for full watt.” “Therefore, instead of seeing aquaplaning, as we had done in recent years, as was a comment coming from drivers, we have now better analyzed what the comments really mean. And we realized that it was more related to the loss of hold in cornering compared to real aquaplaning.”

Loss of grip, Isola explained, is mainly associated with running blocks: “When you develop towards fighting aquaplaning, you put more and more grooves in tires.

“But this means that you have small moving blocks and that those blocks will go more. If they run the block, you generate heat and it means that we overheated the wet tires. It seems a joke, but it is true! That overheating problem caused the loss of catch, and this is what was really talking about drivers.”

Big changes to 2026?

This insight has already been implemented to some extent for this year’s wet tires: “We have decided to slightly modify the trade pattern to reduce overheating with current construction and compounds,” Isola said.

“It should help in low -overheating on the tracks with low speed of blocks and high intensity than Firano and Paul records, two tracks where we can test.”

The rules for 2026 include all new tires in full overhaul, and so Pirelli has a chance to work on further improvement.

“For 2026, our first goal is to improve the crossover point between intermediate and full weights, so the teams can choose one or the other without performing,” Isola said.

“And yes, we are also considering a completely different moving pattern to try and to go even more in the direction we had just discussed.”

The interaction about wet tires of F1 lacks a recurring subject test opportunities. Teams and drivers often complain about full weights, but Pireli insisted that developing them is naturally difficult under the current boundaries.

“We still have the issue that we cannot test high severity tracks under wet conditions,” Isola said.

“But what we are doing now is that in any circuit where we are going to test – Barcelona, Jerez and so on – we always have a backup plan with wet tires.

“So, if it rains, instead of throwing a day of tests in the bin, we switch to the program and try to test the weights. Obviously, it is not in a controlled environment, and you do not have sprinkler for a controlled level of water, but you still have water and it is similar to you during a race weekend.”