Tires are among the most fascinating, debated and important objects in Formula 1. Always at the center of rule changes, design tweaks and engineering attention, they are the only point of contact between the cars and the tarmac of the circuits where the championship is raced. It is an observation that only looks obvious, and it brings two key consequences. First: different tracks and conditions call for different tires. Second: each team’s ability to make its tires work is often one of the deciding factors in a Grand Prix.

In short: in 2026 Pirelli, Formula 1’s sole supplier since 2011, brings five dry compounds, from C1 (the hardest) to C5 (the softest), plus two wet-weather tires. At each race it picks three dry compounds, marked red (soft), yellow (medium) and white (hard). Intermediates carry a green band, full wets a blue one.

What types of F1 tires are there

The dry tires, which Pirelli calls P Zero, have a completely smooth (slick) surface and are graded by softness: C1 is the hardest, C5 the softest. In 2025 the range had extended to an even softer C6, but it was dropped for 2026: in testing, the performance gap to the C5 was too small to justify it.

For every round on the calendar Pirelli nominates three of these compounds based on the characteristics of the track and marks them by color: red for the softest, yellow for the medium, white for the hard. So the “red tire” in Monaco is not necessarily the same “red tire” as at Silverstone: the color shows the compound’s role that weekend, not the compound itself.

The wet tires, which Pirelli calls Cinturato, come in two types: intermediates, with a green band, for a damp track or standing water that is not too deep, and full wets, with a blue band, for proper rain.

The hardness of the compound matters enormously. A harder tire offers less grip but lasts longer; a softer one is faster but wears out sooner. Balancing those two traits is one of the trade-offs on which a result is built.

The 2026 tires: narrower and lighter

With the new 2026 technical regulations, the tires have changed too. The 18-inch rims introduced in 2022 remain, but the tires are narrower: 25 millimeters less at the front and 30 at the rear. The outer diameter drops from 720 millimeters to between 705 and 710. Smaller tires mean less weight and less unsprung mass, in line with the goal of making the cars lighter and more agile.

Pirelli will remain the sole supplier until at least 2028: the FIA and Formula 1 exercised the option to extend the contract by a year beyond its original 2027 expiry. The same applies to Formula 2, Formula 3 and F1 Academy.

How many tires each driver gets

Each team receives from Pirelli the sets for its two cars entered in the event. On a standard weekend each driver has 13 sets of dry tires: 2 hard, 3 medium and 8 soft. On top of that come the intermediate and full wet sets, which are only needed if it rains. On sprint weekends the dry allocation drops to 12 sets: 2 hard, 4 medium and 6 soft.

During practice the drivers progressively hand back some sets, and those that remain have to be managed carefully between qualifying and the race. It is one of the most underrated tasks of the weekend: burn too many softs on Friday and you can find yourself short on Sunday.

Changing tires in the race: rules and advantages

Since 2022 every driver has been free to choose which compound to start on, regardless of the one used in qualifying.

In a dry race, however, the rules require each driver to use at least two of the three dry compounds Pirelli brings. A pit stop therefore becomes mandatory, not just to get a fresher tire but also to switch to a different type. It is a detail full of pitfalls, because a car that is quick on the soft is not necessarily as good on the hard, and vice versa.

Different tires have different performance but also different lifespans, which forces teams to build ever-changing pit strategies: start on the soft and you will have to stop earlier, choose the hard and you can stretch the first stint. In 2025 the FIA tried imposing two mandatory stops at Monaco to make the race less processional; the experiment did not convince anyone and was scrapped for 2026.

Undercut and overcut

Pirelli tells the teams the optimal operating windows for each compound and the expected length of the stints, the portions of the race run without stopping. But each pit wall decides for itself when to call its driver in, according to its own strategy.

One of the most common moves is the undercut: pitting a lap or two earlier than planned to get ahead of a rival. Coming out of the pits on new tires, the driver is faster than someone still lapping on worn ones, and can gain the position when the other car stops too. The downside is that by the end of the race the tire will be more worn, and there is a risk of rejoining in traffic or missing out on a possible safety car, during which a stop costs far less time.

The opposite of the undercut is the overcut: staying out a few laps longer, taking advantage of a clear track or tires still in good shape, in order to have a fresher tire at the end.

Tires in the sprint race

On sprint weekends drivers are free to choose the compound for the short race. Given the reduced distance, many go for the compound that offers the most performance over a short run: often the medium, sometimes the soft, depending on the track. Unlike in the Grand Prix, there is no obligation to change tires in the sprint: a driver can finish on the same tires they started on.

Technology, strategy and a brand on every wheel

Like every other ingredient of this sport, tires contain an extraordinary level of technology and sophistication. They have to withstand huge acceleration, braking and loads while delivering very high grip. To do that they must be prepared, warmed up and used intelligently, and this too is where great drivers stand apart from champions. It is no coincidence that before the start or behind the safety car drivers weave from side to side: it is their way of keeping the tires up to temperature.

The tire rules have been refined over the years into the complex system described above. Insiders and fans are divided: some find it too hard for the casual viewer to follow, others reply that Formula 1 is the sport of complexity par excellence and that these rules help build competitiveness on track. It is hard to say who is right.

What is certain is that tires and how they are managed, perhaps more than any other detail, can decide a Grand Prix and sometimes a championship. And there is one aspect anyone in marketing cannot ignore: the Pirelli name on the tire sidewall is a brand present on every car on the grid, in every shot, at every race. That too is a way of taking center stage in Formula 1 sponsorship.