The approach to pitstops frequently dictates outcomes in Formula 1 Grand Prix events, exemplified by the 2019 Hungarian race. Max Verstappen aimed for a single stop strategy, but ultimately succumbed to Lewis Hamilton, who employed a two-stop tactic and secured a late victory utilizing newer tires.
Naturally, the discussion around whether to make one or two pit stops has been a constant over time, yet it’s a strategic challenge teams haven’t encountered in the ongoing 2026 season. With only two races completed so far, both the Australian and Chinese Grands Prix saw Mercedes triumph with a straightforward single-stop approach, a tactic mirrored by numerous other leading competitors, given the reduced tire degradation early in these new regulations.
Several factors contribute to this situation. Primarily, Pirelli is manufacturing more resilient tire compounds, having eliminated the softest C6 variant and now offering a range from C1 to C5 for the lighter, more slender tires. However, the most significant element is the fundamentally altered chassis design, which has seen the mandated minimum weight decrease by 32 kilograms, leading to considerably less aerodynamic downforce.
Consequently, the tires experience less stress, especially when cornering, as drivers frequently need to lift off the throttle and coast to conserve battery power, with the current power units operating on an approximate 50:50 distribution of electrical energy. The cumulative effect of these changes is slower lap speeds – for instance, last year’s pole position in China was 1.423 seconds faster than in 2026 – indicating improved tire endurance compared to the high-performance ground-effect vehicles.
Nevertheless, this marks merely the beginning of a fresh regulatory period, and despite numerous appeals from drivers for modifications to these incomplete rules, Pirelli’s motorsport director, Mario Isola, indicated that adjusting the tire selection remains a possibility to enhance strategic choices.
“Our objective for the latest tires mirrored that of the preceding year, aiming for a combination of one-stop and two-stop races using the three compounds appropriate for competition,” stated Isola during his visit to China, ahead of his departure from the Italian tire producer this summer.
“Therefore, we were developing this idea to replicate the conditions of the preceding year, without precise knowledge of the new cars’ performance characteristics or how they would interact with and utilize the tires.
“The tire contact patch differs, the torque output is distinct, and various other factors are at play. Now that we have this data, I maintain that our selections for the initial races, including Melbourne and here, have been largely appropriate.
Mario Isola, Racing Manager, Pirelli Motorsport
Photo by: Mark Sutton / Motorsport Images
“We are, of course, gathering more information, but during our testing, the outcomes suggested that for Bahrain, a C1, C2, and C3 selection would be suitable; however, based on the pre-season test findings, a C2, C3, and C4 choice – effectively one step softer – was also viable.
“This will be a general consideration, meaning that if certain tracks necessitate a softer compound, altering the tire choice remains an option. We provided teams with a preliminary selection for the entire season, but we retain the flexibility to adjust this choice, with FIA consent, to lean slightly towards either harder or, more likely, softer compounds.”
Isola further noted similarities to the 2017 season, where a single-stop strategy led to victory in 13 out of 20 races. This occurred after Formula 1 implemented several rule modifications, including a 25% increase in tire width to enhance mechanical grip, which predictably also boosted durability. Consequently, Pirelli expanded its tire offerings for 2018, introducing the hypersoft compound, in an effort to generate greater strategic diversity.
However, it is premature to conclude that the Italian manufacturer ought to replicate this approach for 2027, especially since, following any regulatory shift, teams persistently evolve their vehicles throughout the season.
“An additional factor is that the cars currently competing are likely to differ considerably from those that will be used in the latter half of the season,” remarked Isola.
“This implies that if vehicles become significantly faster, the strain on the tires will also increase substantially, making the current selection potentially optimal. Therefore, the development pace is quite rapid in the initial stages, a pattern we’ve observed in previous seasons.”
