To address the excessive heat experienced by drivers at certain Grands Prix, the FIA has introduced a new cooling system starting this season. This system is intended to help drivers stay cooler and avoid the suffocating heat at some events.
At specific rounds of the championship, such as Qatar, drivers not only face extreme humidity but also intense physical exertion due to the high-speed corners, where their bodies must endure significant lateral G-forces, making the challenge even more exhausting.
After testing various solutions, including a form of air conditioning inside the cockpit, the decision was made to use a system of tubes sewn into a shirt through which cooled liquid flows at a regulated temperature. The goal is not only to cool the driver but also to maintain a constant body temperature balance.
At first glance, the system seems simple, as it consists of only a few components needed to cool the liquid. However, it is actually much more complex than it appears, as explained by the company responsible for its development in an exclusive interview with Motorsport.com.
However, after testing the system, drivers’ opinions are divided. Some are very satisfied because it effectively helps keep the body cooler in hot conditions, while others are not as enthusiastic, like Esteban Ocon, who does not question the effectiveness but rather the practicality of the system.
The Haas driver pointed out that, in its current state, the cooling shirt is, in his opinion, unusable, mainly due to its attachment system. The system consists of multiple parts: the tubes connected to the shirt converge into a thicker tube, which in turn links to a box containing a micro-compressor, an evaporator, and a condensation unit for cooling the liquid. This creates a bulge that is uncomfortable for the drivers.
“At the moment, we can’t use the cooling system. There are tubes all around, that’s fine. There are tubes at the back, that’s also fine. But there is a huge tennis ball-sized lump on the side, on the flank,” Esteban Ocon told the media during testing in Bahrain.
“If you put it on the chest, it hurts with the belts. If you put it behind, you can’t sit in the seat. If you put it on the side, you can’t sit in the seat. So, yeah, at the moment, it doesn’t work, at least not from what I’ve tried. Other drivers have experienced something similar.”
“It’s good that the FIA has found a solution and proposed something. But for now, at least, I can’t use it. I can’t speak for others, but Ollie [Bearman] and I can’t use it. The product itself, which is standard, is not usable. It’s too big. You know how tight an F1 seat is everywhere. Where all the tubes connect, it’s like a bundle of pipes. That’s why it’s too big.”
Clearly, the two parts of the system must be connected somehow, and it is crucial for the FIA that this system is sealed to prevent leaks. Additionally, it must also be able to detach quickly, allowing the driver to exit the car within a certain time in case of emergency. All these factors make it challenging to create a solution that is both safe and compact.
This solution was originally developed for other racing categories and then adapted to the specific needs of Formula 1 with a customized system due to the limited space inside the cars. For now, drivers can choose whether to use the system, but from 2026, the FIA plans to make it mandatory. This will give the governing body time to refine the device, though Esteban Ocon believes the chances of improvement are limited.
When asked whether the seat could be modified to accommodate the system, Esteban Ocon was skeptical: “If you want a seat with a huge hole, no. It’s very difficult to make a proper seat. If you make such a cut, you lose a lot in flexibility.”
“So the only way I see an improvement is by making the connection system smaller or finding an alternative solution. In some road cars, for example, there’s air conditioning through the seat.”
For those who choose not to use the system in races where it is mandatory, a compensatory ballast will be added to ensure there is no disadvantage for those who install it in their car.
“I think we’re happy to have the system onboard and add weight, and if we don’t want to use it, we don’t use it. But for now, we can’t use it, so… It’s not like I’m being a diva and refusing to use it! Actually, it’s the opposite. I would like to use it if it were possible. No, it’s just that it’s not suitable,” Esteban Ocon said.
With mandatory implementation scheduled for 2026, the FIA will need to work closely with teams to refine the system and ensure that drivers can integrate it into their cockpits.
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