The compound choices – which, unlike the structure, are not undergoing any change in specification – are identical to previous years at least in name: C1 is the hard, C2 is the medium, and C3 is the soft. The track also takes a lot out of the drivers, who have to cope with lateral accelerations in excess of 5g throughout its rapid corners. This debut will come on a track that is traditionally one of the hardest on tyres on our internal charts Silverstone is right at the top in terms of stress and lateral forces exerted on them: particularly the front-left. The new specification also allows us to keep front and rear tyre pressures largely unchanged compared to last year, despite a significant increase in average loads. Their comments were in line with our expectations, especially when it came to transparency in terms of performance. All the teams already had the opportunity to try the new tyre construction out at the Spanish Grand Prix, when two sets were put at the disposal of each driver in free practice. The new specification gives the tyre extra resistance against fatigue but does not affect any technical parameters or its behaviour on track. We’ve worked very hard on simulation over the last few years in order to not only supply a product that meets the performance targets set by all the stakeholders but also to have the ability to anticipate any eventual issues and react to them promptly.
This change in specification was made necessary due to the increased performance of the cars seen since the start of the season – both in terms of outright speed and loadings – compared to the pre-season simulation data supplied to Pirelli by the teams last winter, and the fact that this trend is only set to increase as the championship goes on. “The British Grand Prix will mark the debut of a new slick tyre construction, using materials that have been brought forward from their anticipated introduction next year.
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