In a Formula 1 season filled with technical mysteries among the top teams, the Brazilian Grand Prix brought attention to suspicions of a possible trick involving internal water cooling of tyres. This speculation follows a year of wild rumours around asymmetric braking systems, flexi front wings, McLaren’s ‘mini-DRS’ and Red Bull’s front bib adjuster as top teams vie for supremacy.
The Role of Politicking in F1
When performance levels closely align at the front of the grid, teams often look to undermine their rivals through politicking rather than mimic innovations—an endeavour that would demand substantial resources. The latest allegations suggest teams might be adding a small amount of liquid to tyre inflation to help control temperatures. While several teams are rumoured to be involved, sources hint that Red Bull’s main interest is closest rival McLaren, which denies any such tactics.
Red Bull’s Perspective
Red Bull’s experience with the tactic may provide context. The team used it years ago before an FIA technical directive banned the practice. However, technical directives are advisory. The ultimate decision rests on stewards interpreting the regulations to decide if rules are violated. F1’s technical rules prohibit the removal of moisture, not adding it. Article 10.8.4 states tyres may only be inflated with air or nitrogen and forbids processes to reduce tyre moisture. Theoretically, inflating tyres with moist air isn’t strictly banned.
Pirelli’s Position
Pirelli provides tyres inflated with ‘dry air.’ Mario Isola, Pirelli’s Head of Car Racing, clarified, “We supply teams with tyres inflated using a dryer system, adhering to regulations. Modifying this is forbidden and clearly stated in directives.”
Red Bull approached the FIA believing teams might gain from altering air compositions, potentially using water via the valve. Allegations arose after finding watermarks inside rims at Pirelli’s base post-race in Singapore.
Impact of Tyre Temperature
Pirelli’s tyres react sensitively to temperature, affecting their thermal degradation over a stint’s lifespan. Teams aim for an optimal balance in tyre temperature as cooler tyres could provide an edge with performance and extended stint lengths. Extensive efforts go into understanding the components affecting tyre degradation.
The wheel rim, a spec component supplied by BBS, limits design modifications like knurling or altering geometry. Outer wheel covers and brake duct fence designs are also specified, reducing individual aerodynamic or thermodynamic benefits.
Exploring Grey Areas
The brake assembly and internal drum design still offer some flexibility, despite tighter limits. These aspects allow engineers to manage brake heat and its transfer to the tyres. Introducing a coolant could influence humidity, impacting temperature and pressure. Lowering temperature and increasing pressure might offer short-term aerodynamic gains despite a potential grip trade-off—a sentiment shared by Mario Isola.
“Years ago, teams increased front pressure for a stiffer tyre to reduce ride height,” Isola noted. “This resulted in better aero setup despite a smaller contact patch.”
The FIA scrutinised tyres and rims at the Brazilian Grand Prix for moisture evidence but found none. Even if anyone experimented with this, they would stop given the increased scrutiny. Yet, intrigue about whether someone used it earlier remains.
For further insights, the technical challenges impacting Lewis Hamilton’s F1 struggles are also under discussion.
With rotational F1 races in Europe predicted imminently, it’s vital to stay informed on shifting dynamics
[Source: Motorsport.com].
