As easily expected, on the eve of the weekend in the Principality, opinions are divided on the mandatory double pit stop introduced by the FIA for the Monaco race. In the paddock, there are many theories. “Those starting at the back might stop at the end of the first and second laps, completing the two stops in sequence,” or, “in case of a safety car, those who haven’t stopped yet might do two consecutive stops.” Beyond these possible and even fascinating scenarios, there is a more concrete concern: traffic in the pit lane.
Several aspects worry especially the top teams. The team positions (arranged according to the 2024 Constructors’ Championship order) place McLaren as the first team entering the pit lane, followed by Ferrari down to Sauber, which occupies the last boxes before the pit lane exit.
In a safety car scenario, where all cars pit without wide gaps between them, those in the front positions risk a lot. If the group behind is not well spread out, they risk waiting a long time before they can restart after the tire change. Especially in Monaco, unsafe releases will not be tolerated given the small size of the pit lane and the danger a reckless move could trigger.
In Monte Carlo, teams and drivers are aware that the only chance to make an overtake is a big difference in tire wear; the lap time difference needed to attempt a pass is about three seconds. The only real chance to gain positions will be to exploit strategy, not just the pit stop timing.
“You can help each other among teammates,” Alex Albon commented, “an example is what Haas did last year in Jeddah, when Magnussen slowed down a lot to benefit Nico Hulkenberg. I believe a double pit stop can offer more opportunities to trigger this kind of situation.”
What Alex Albon said was also confirmed by the strategy engineers. The mandatory double stop involves so many variables that a full analysis of all scenarios is impossible.
The approach will be to navigate by sight, ready to react in case of safety car or virtual safety car, but it’s unlikely that team strategists will have a clear picture of the entire race before halfway through. The C4 compound (hard this weekend) allows completing the 78 laps scheduled, but some believe the C5 could also confirm itself as the race tire, and this is probably one of the few certainties.
Another point concerns the possibility that teams may differentiate strategies between their two cars and, in more extreme cases, sacrifice one of the two drivers. “For a team in the second half of the grid, this could be a joker to play,” confessed an engineer from a top team, “It’s quite clear that a safety car could be decisive for the final result, and having two drivers on different strategies doubles the chances of seizing an opportunity. There is a lot at stake, and whoever guesses everything right risks making a big hit that can give meaning to the season.”
Adding to this scenario full of question marks is the C6 compound. At Imola, Pirelli’s softest compound raised some doubts about its qualifying lap durability, confirmed in Q3 with the breakthroughs of the two Aston Martins and George Russell on a set of C5.
At Monaco, it’s not to be excluded that the C6 may fall out of the ideal temperature window in the second half of the lap, but at the same time it offers more grip, representing an advantage on traction out of Saint Devote and through the Casino section. The first answers will come in tomorrow’s free practice sessions, but it’s unlikely all question marks will be checked off before Saturday’s qualifying.
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