“It’s very strange how they can heat up the tires well while simultaneously wearing them out so little.” With these words, Christian Horner sums up the paddock’s amazement at McLaren’s magic touch with its tires. In qualifying, the MCL39s made the difference in the third sector, getting the tires up to temperature from the first corners while keeping them alive until the end of the lap. In the race, the Woking cars managed the intermediates perfectly, while after about ten laps, Verstappen’s Red Bull fell victim to overheating. This naturally raises the question of whether the reigning champions have devised a solution that their rivals lack, but history shows that tire management is influenced by multiple factors.
The Role of Brakes
Images of the MCL39 in the Albert Park garages sparked discussion, particularly the intricate design of the secondary front brake ducts, featuring notable internal and external channels. However, it is no secret that all teams use airflow within the wheel and braking system to cool the tires from the inside, despite ground-effect regulations aiming to impose greater thermal isolation. The words of Pirelli Motorsport director Mario Isola in a 2022 interview with the Italian media remain relevant: “It is now more difficult to cool the tires through the wheel rims due to the new brakes. However, teams can still achieve a certain level of cooling via the rim, even though they initially claimed the new regulations would make it impossible and that tire pressures would skyrocket as a result.”
Isola’s observations were supported by data. Already in 2022, it was noted that the increase in tire pressure from leaving the pits to reaching operating temperature was lower than expected, indicating internal cooling. “The ability to manage stabilized pressure translates into performance. All teams strive to understand how to control temperatures and pressures. Some succeed better than others.” This is not a McLaren-exclusive feature nor a novelty of this year but rather a dynamic present since the introduction of ground-effect regulations. However, questioning whether the reigning champions are ahead in this particular practice is certainly fair.
The Importance of Downforce
As Federico Albano has previously highlighted with telemetry data, the new McLaren demonstrates superior aerodynamic efficiency compared to its rivals, meaning it generates substantial downforce with minimal drag. This characteristic not only provides greater grip but also allows the tires to heat up quickly without being overly aggressive. The vertical force from aerodynamic load presses the tires against the asphalt, deforming them, transferring energy, and generating sufficient heat to bring them up to temperature rapidly.
The combination of easy tire warm-up and ample grip—both ensured by aerodynamic load—reduces the need for aggressive mechanical settings. Pirelli tires favor lower camber angles, which define the vertical tilt of the wheel relative to the ground. A high camber angle helps counteract body roll, ensuring that in corners, the outer wheel (bearing most of the load) remains perfectly aligned with the track, maximizing grip. However, excessive camber on straights reduces the tire’s contact patch, causing more deformation, heat buildup, and thus degradation and overheating. This concept also applies to other suspension settings, such as toe angles. In general, high aerodynamic load ensures grip and quick tire warm-up, reducing the need for aggressive mechanical adjustments.
Another crucial factor in tire management is balance. The MCL39 inspires confidence in both Norris and Piastri, as shown by their gap of less than a tenth in Q2 and again in Q3—proof that both can push to the limit. A well-balanced car like the McLaren minimizes sliding, which on a hot track like Australia (where temperatures hit 40°C on Friday and Saturday) would otherwise cause excessive tire heating.
Even in a different context, George Russell’s words last July, when Mercedes regained its balance, are telling: “Once the balance is in a good window, tire temperatures also fall into the correct range, and lap times improve dramatically. The changes weren’t drastic, but they made a huge difference in lap time.”
Aerodynamics, balance, and brake cooling are three key areas contributing to tire management. However, it also depends on the accuracy of each team’s virtual tire models, which they continuously refine. “Whether it’s long-run management or extracting performance on a single lap, tire work is an ongoing process with no end,” said Ferrari’s technical director Loic Serra, an expert in the field. “The more we learn, the more we can apply that knowledge to car design, setup choices, or driving style.”
Each team has eight hours per year at Pirelli’s facilities, using advanced machinery to study tires. This time is certainly limited, but when used wisely, it can make a real difference.
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