Pirelli is working on significant changes to its Formula 1 intermediate and full wet tyres for 2027 following widespread criticism from drivers at the Brazilian Grand Prix. The Italian manufacturer is focusing particularly on improving intermediate tyre warm-up after the difficult conditions at Interlagos exposed problems with grip, operating temperatures and driver confidence under the sport’s 2026 technical regulations.
Although several drivers struggled to make the wet-weather compounds work effectively, Lewis Hamilton provided an interesting contrast by avoiding the warm-up difficulties experienced elsewhere on the grid. His performance highlighted the importance of car setup, even as Pirelli acknowledged the need for further development ahead of next season.
F1 drivers criticise Pirelli wet tyres after Brazilian Grand Prix
The rain-affected Brazilian Grand Prix brought renewed attention to the limitations of Formula 1’s current wet-weather tyres. Both qualifying and the race were influenced by difficult conditions, with several drivers expressing frustration over the lack of grip and the challenge of maintaining suitable tyre temperatures.
The intermediate compound proved particularly troublesome during formation laps and the opening stages of the race. Drivers struggled to generate sufficient heat in the tyres, making their cars difficult to control even when the amount of standing water on the circuit was relatively limited.
Carlos Sainz was among the most critical, arguing that neither the intermediate nor the full wet tyres were performing at an acceptable level. The Spanish driver maintained that further collaboration with Pirelli was necessary to produce a better wet-weather product.
He identified different weaknesses in the two compounds. According to Carlos Sainz, the intermediate tyre tends to lose grip at the rear, while the full wet continues to suffer from aquaplaning and insufficient rear traction.
Liam Lawson also highlighted the difficulty of keeping the tyres at an appropriate temperature. Alex Albon expressed similar concerns, explaining that the tyres never provided a genuinely comfortable feeling, even after reaching their intended operating range.
Pierre Gasly offered an equally negative assessment of his experience at Interlagos, describing the final stint as exceptionally slippery, with grip levels comparable to driving on ice.
These complaints reinforced the challenges already encountered during the first genuinely wet events of the 2026 season. However, the problems are not entirely attributable to tyre development, as the characteristics of the current Formula 1 cars have also influenced Pirelli’s design decisions.
Why the 2026 F1 regulations have made wet tyre warm-up more difficult
One of the underlying causes is the technical framework introduced for 2026. Pirelli has had to develop tyres capable of handling the changing aerodynamic loads produced by cars operating in different straight-line and cornering configurations.
The tyres must also remain structurally robust if the active aerodynamics system suffers a malfunction. These requirements have influenced both the construction of the compounds and the minimum pressures imposed during race weekends.
To accommodate the additional demands, Pirelli introduced a stronger intermediate tyre construction alongside higher minimum inflation pressures. The changes have increased tyre stiffness, making it more challenging for drivers to generate temperature and establish a consistent level of grip.
The difference was particularly evident at Interlagos. Compared with the 2025 Brazilian Grand Prix, the minimum front tyre pressure for intermediates increased from 25.5 psi to 28 psi. For full wet tyres, the equivalent figure rose from 22 psi to 26.5 psi.
Those increases are significant because a stiffer tyre can be more difficult to bring into its intended operating window, especially when track temperatures and available grip are already limiting factors.
Tyre behaviour has also been an important subject in Ferrari’s Brazilian Grand Prix analysis, including the team’s decision to run higher tyre pressures at Interlagos and the consequences for performance.
George Russell raised another concern about the compounds. The Mercedes driver observed that the first wet races had taken place at circuits featuring relatively abrasive asphalt and comparatively high temperatures. He suggested that substantially colder conditions at Spa could make tyre warm-up even more difficult.
Pirelli confirms 2027 F1 wet tyre changes with intermediate warm-up a priority
Pirelli is already working towards a revised wet-weather tyre specification for the 2027 Formula 1 season, with development approaching its final stages.
Speaking to The Race, Pirelli motorsport chief Dario Marrafuschi confirmed that a different specification is being prepared for next year. He acknowledged the complaints from drivers about intermediate tyre warm-up and explained that improving this phase of tyre performance is a particular priority for the new design.
Nevertheless, Dario Marrafuschi rejected the suggestion that the existing tyres should be regarded as a complete failure. He pointed to the races in Malaysia, Singapore and Brazil when assessing their performance, while recognising that feedback from drivers has identified areas requiring further improvement.
The objective is therefore to refine the characteristics of both wet-weather compounds rather than dismiss the entire 2026 design approach.
The final versions of the 2027 intermediate and full wet tyres must receive FIA homologation in December. Pirelli is also expected to provide additional details about its development work when that process takes place.
Until then, the manufacturer will continue working towards a specification that better addresses the difficulties encountered during the current championship.
Lewis Hamilton’s Brazilian GP performance highlights Ferrari setup importance
While Pirelli is preparing technical improvements, the Brazilian Grand Prix also demonstrated that tyre behaviour cannot be explained by construction and inflation pressures alone.
Dario Marrafuschi emphasised that Formula 1 teams still have a responsibility to understand how to extract the maximum performance from the existing compounds. Different car settings and setup choices can significantly influence how effectively drivers bring their tyres into the correct operating window.
Lewis Hamilton provided a notable example at Interlagos. Unlike several competitors, the Ferrari driver avoided the intermediate warm-up difficulties that affected others during the wet conditions.
His experience illustrated the role that car configuration can play in tyre performance, even when competitors are operating with the same tyre specification.
For the Scuderia, understanding the relationship between tyre temperature, pressure and setup remains particularly important. Ferrari’s difficulties during the Brazilian Grand Prix also included substantial performance losses associated with tyre temperatures, highlighting the wider importance of managing the tyres effectively.
Fans interested in examining how tyre choices and stint lengths influence race performance can also explore the F1 tyre strategy and stint analysis available on ScuderiaFans.
The development work for 2027 consequently presents two connected challenges. Pirelli must improve the fundamental characteristics of its wet-weather tyres, particularly their ability to reach operating temperature, while teams must continue refining their setups to make the most of the available compounds.
With the revised specifications approaching FIA homologation, the Brazilian Grand Prix criticism has provided an important reference point for the changes being prepared ahead of the next Formula 1 season.
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