The rim diameter is 13 inches equally for front and rear.
The tread width of front tires.
The tread width of rear tires.
The diameter of dry tires.
Compared to the dry weather tires, the wet versions have a 10mm larger diameter.
Dry weather tires, known as slicks, are characterised by a tread pattern that is devoid of blocks or channels. They come in four compounds: supersoft, soft, medium and hard. The different compounds mean that the tires are well suited to a wide variety of circuits, according to the tipe of asphalt, the number and severity of the corners, and the top speed on the straights. This allows the teams to make use of an ample range of strategies. For each track, Pirelli – in accordance with the FIA - nominates the two dry compounds best suited to the tracks characteristics and the temperature to be expected.
Wet weather tires, characterised by grooves in the tread pattern, are split into two types: full wets and intermediates. The full wet tires can be easily recognised by the deep grooves in the tread pattern and sipes to drain off water on wet asphalt. The intermediates feature channels that are less deep and are designed for damp or slightly wet surfaces, as well as uncertain weather conditions.
Cinturato™ Green Intermediate. The intermediates are the most versatile of the rain tires, dispersing approximately 25 litres of water per second at full speed. They can be used on a wet as well as a drying track. This is the only tire that has not changed compared to last year.
Cinturato™ Blue Wet. The full wet tires can disperse up to 65 litres of water per second at full speed (increased from 60 litres last year), making them the most effective solution for heavy rain. The latest evolution of the Cinturato Blue means that it is also effective on a drying track, with increased durability. The full wet tire has a new compound and a redesigned rear tread pattern to further reduce aquaplaning. The result of this intensive work is increased driveability in a wide variety of conditions.
P Zero™ Red Supersoft. The softest compound in the range is ideal for slow and twisty circuits, especially in cold weather, when maximum mechanical grip is needed. The supersoft benefits from an extremely rapid warm-up time, which makes it ideal in qualifying as well, but the flip side to that important characteristic is of course increased degradation. This is a low working range compound. One of the key evolutions this year has been optimisation of the footprint pressure and temperature distribution. This presents a more even contact with the asphalt, improving grip and handling.
P Zero™ Yellow Soft. This is one of the most frequently-used tires in the range, striking a very good balance between performance and durability, with the accent on performance. It is still biased towards speed rather than long distances, but is nonetheless capable of providing teams with a competitive advantage both at the beginning of the race on full fuel and when used as a ‘sprint’ tire at the end. This is a high working range compound.
P Zero™ White Medium. Theoretically this is the most perfectly balanced of all the tires, with an ideal compromise between performance and durability. As a result, it is extremely versatile, but it often comes into its own on circuits that tend towards high speeds, temperatures, and energy loadings. This is a low working range compound.
P Zero™ Orange Hard. The toughest tire in Pirelli’s range is designed for the circuits that put the highest energy loadings through the tires, with fast corners or abrasive surfaces, and are often characterised by high ambient temperatures. The compound takes longer to warm up, but offers maximum durability – which frequently means that it plays a key role in race strategy. This is a high working range compound.
There have been a number of changes in the 2014 tires compared to their predecessors. In summary:
All of the compounds are new: on the whole slightly harder, to take into account the different characteristics of the 2014 cars and improve stability.
Pirelli has made another step forwards in optimisation of the footprint pressure and temperature distribution. This presents a more even contact with the asphalt and improves grip and handling.
The working ranges of each tire are closer. This means that there is a smaller difference between the high and low working range compounds.
These have been reduced to just over half a second per lap on average, in order to give the teams an increased number of strategic possibilities during a season when the relative levels of performance between the cars is uncertain.
The wet tire has been redesigned to reduce aquaplaning and provide more grip even in very wet conditions. It has also been altered to make it a viable alternative to the medium in drying conditions as well as heavy rain.