F1 Wet Tyres: Low Usage Explained & Pirelli’s Improvement Plan

Observing full wets being utilized during a competition weekend has diminished in Formula 1. The primary factor contributing to this is the degree of visibility; when there is a substantially greater quantity of water present, such as that witnessed at the British GP held at Silverstone, the extensive dispersal of spray severely impedes visual clarity on the track.  

The FIA had anticipated a reduction in spray with the introduction of the current generation of automobiles, but limited advancement has been achieved. Visibility persists as a constraint during conditions of wetness – a challenge that will not be promptly resolved, considering the unsuccessful assessments conducted with wheel shields. 

Another significant consideration pertains to the tyre itself. Numerous competitors – including the current world victor, Max Verstappen – have conveyed a preference to maintain intermediate tyres for as long as feasible, even when circumstances would typically necessitate the utilization of full wets. 

To resolve this concern, Pirelli is endeavoring to enhance the so-called intersection point between both tyre varieties. One of the objectives for the year 2025 was to establish the intersection for full wets at approximately 115-116% of dry track timing. However, reality dictates that this threshold has been nearer to 118%, according to Mario Isola, who serves as Pirelli’s chief of motorsport activities. 

Intricate grievances voiced by competitors 

However, the situation encompasses additional elements beyond the sheer volume of water or the intersection point. During an exclusive discourse with Autosport, Pirelli delineates another, possibly even more paramount, issue concerning full wets in preceding years. 

Pirelli wet tyre

Photo by: Erik Junius

“We’ve reoriented the trajectory of development slightly concerning the full wets,” Isola stated. “Therefore, as opposed to concentrating on aquaplaning, as we have in prior years based on feedback from competitors, we have now undertaken an enhanced analysis of the precise meaning of such feedback. We have inferred that the comments pertained more closely to a deficiency in adherence during cornering as opposed to genuine aquaplaning.” 

This deficiency in adherence, Isola elaborated, is primarily associated with the tread components: “When progress is directed toward combating aquaplaning, an increasing quantity of channels are incorporated into the tyres. 

“However, this implies the presence of diminished tread elements, thereby causing these elements to exhibit increased movement. Such displacement of components results in the generation of warmth, implying that the wet tyre experienced overheating. This may seem comical, yet it is accurate! This overheating predicament engendered a deficiency in adherence, which is what competitors were genuinely referencing.” 

More substantial modifications anticipated for 2026? 

This understanding has been, to some extent, already integrated into this year’s wet tyres: “We’ve resolved to somewhat alter the tread design to curtail overheating with the current architecture and composition,” Isola communicated.  

“That should assist in diminishing the displacement of components and minimizing overheating on circuits possessing a heightened intensity compared to Fiorano and Paul Ricard, the duo of circuits accessible for our assessments.” 

Charles Leclerc, Ferrari, Lewis Hamilton, Ferrari

Photo by: Lubomir Asenov / Motorsport Images

The comprehensive revision in regulations scheduled for 2026 incorporates entirely novel tyres, thereby affording Pirelli an opportunity to further refine the compositions. 

“For 2026, our initial objective is to refine the intersection point between the intermediates and the full wets, thereby enabling teams to opt for one or the other without a compromise in performance,” Isola appended.

“And indeed, we are contemplating a radically divergent tread configuration to endeavor even further in the orientation we have just deliberated.” 

A consistent subject in discussions pertaining to F1’s wet tyres revolves around the constrained availability of assessment prospects. Teams and competitors frequently express reservations concerning the full wets, yet Pirelli asserts that their development is intrinsically problematic under the prevailing constraints. 

“We continue to be confronted with the predicament that assessment on high-intensity circuits under moisture-laden conditions remains unfeasible,” Isola conveyed.  

“However, our current methodology involves ensuring that wet tyres remain accessible as a backup strategy at any circuit designated for assessment – including Barcelona and Jerez. 

“Consequently, in the event of precipitation, as opposed to forfeiting an entire day of assessment, we will adapt the itinerary and endeavor to assess the wets. Evidently, such an assessment is not conducted within a regulated environment, and the implementation of sprinklers to regulate water concentration is absent; nevertheless, the presence of moisture emulates scenarios encountered during a competition weekend.”