At two races this yr – Hungary and Monza after the preliminary trial set for Imola needed to be deserted amid that race’s cancellation – Pirelli has experimented with delivery fewer tyre units, with tailored guidelines carried out for qualifying.
By mandating drivers run hards in Q1, mediums in Q2 and softs in Q3, Pirelli is ready to convey simply 11 tyre units general for every automotive and obtain an enchancment in its sustainability goals, in addition to preserve in-race tyre technique variance.
There may be even a suggestion the ATA format will increase race tyre selections for the groups as they’ve extra units of the more durable compounds often required for longer stints given there isn’t a longer an incentive to stockpile softs to be used all through qualifying.
When requested after the Monza race if the ATA is more likely to turn out to be F1’s normal tyre guidelines, Isola defined to Autosport that “the plan 1694483432 is to have a dialogue on this to see plus and minus [points”.
He continued: “[Assess the] execs and cons of the brand new format. After which they’ll resolve.”
The ATA format has cut up opinion amongst the drivers, with Ferrari’s Carlos Sainz having fun with “having to adapt, having to search out the grip – it turns into a bit extra improvisation” in qualifying at Monza, whereas Pink Bull driver Max Verstappen reckons “it in all probability makes it even worse for the groups within the again” as “the quickest vehicles are even higher on the more durable compounds”.
However the drivers are typically united in believing the ATA restricts their operating in follow, which Pirelli disputes.
Mario Isola, Racing Supervisor, Pirelli Motorsport, within the group principals Press Convention
Photograph by: FIA Pool
What the ATA does do, nevertheless, is limit the variety of push laps drivers can do in preparation for qualifying and if follow periods are disrupted by rain or crashes, as occurred in Hungary and at Monza with Sergio Perez’s late FP2 shunt there, their long-run knowledge gathering alternatives may be restricted.
To fight this, Isola has advised tweaking the ATA format to make yet one more tyre set from the diminished complete (at typical F1 weekends this yr the overall is 13) obtainable for follow operating, with that set taken from the tyres presently put aside for the race, as per the ATA guidelines.
“If there’s a requirement to fine-tune a bit bit – like, for instance, contemplating one further set for FP2 as a substitute of getting seven units for the race, having solely six units [instead] for the race that’s greater than sufficient and perhaps give with the identical complete quantity, one further set for FP2 – it’s doable,” Isola defined.
“To be sincere, we had been checking the variety of laps they ran in FP1, FP2 and FP3 in comparison with final yr and it’s very comparable [483, 397 and 455 in 2023 versus 509, 507 and 384 at Monza last year].
“Virtually the identical. Contemplating that we had a pink flag in FP2, the place in all probability they [would have] been operating a couple of laps extra, it was precisely the identical.
“So, they should run these laps to have info and the tyre allocation was not affecting this a part of the weekend.
“And I consider that with the ATA the qualifying session is much more attention-grabbing as a result of the drivers need to adapt rapidly to totally different grip [levels] and also you see they’re pushing increasingly more.
“They’re going quicker as a result of they’re softer compounds.
“I like the thought. That’s my private opinion, clearly, however I like the thought and I consider it’s a good strategy to cut back the tyres a bit bit with out affecting the technique, with out affecting the present.
“And generally you enhance the present due to that.”
Isola additionally mentioned that Pirelli presently doesn’t have a sign of whether or not it has gained F1’s 2025-28 tyre tender software competitors in opposition to Bridgestone, as “there isn’t a deadline” on the matter.
He added: “Hopefully, we’re within the last part for the choice. I consider that now System 1 and the FIA have all the information and knowledge they want.”