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In Formula 1, tyre degradation is the loss of tyre performance as it is used. Teams estimate it by examining lap and sector times in context—alongside tyre age, compound, telemetry, track conditions and weather—not by treating a slower lap as a direct measurement of tyre condition. Degradation is related to tyre wear, but it is not the same thing: wear is the physical rubber removed.
What does tyre degradation mean in F1?
Degradation describes a tyre becoming less effective over a stint, often seen as a loss of pace or an increase in lap time. Wear describes how much rubber has physically been removed. Formula 1’s explanation of its broadcast tyre-performance graphic makes that distinction explicit: “This value is not to be confused with tyre wear which instead refers to the amount of actual rubber removed from the tyre during the usage period.” Formula 1’s 2019 explanation of the graphic says its percentage represents performance capability used during a stint, not a percentage of rubber worn away.
Wear can contribute to performance loss, but the two terms are not interchangeable. Graining—a surface condition described by Pirelli—can also harm performance and contribute to degradation. A tyre’s performance change therefore cannot be reduced to a simple count of how much rubber is left.
How do F1 teams measure tyre degradation?
There is no single direct reading that tells a team exactly how many seconds of a lap were lost to the tyre. Instead, teams interpret trends across a run and compare those trends with other evidence. The exact equations and model parameters used by individual teams are not publicly disclosed in the cited material.
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1. Look for trends in lap and sector times
Engineers compare laps within a stint and examine how lap, sector and mini-sector times evolve. A worsening trend can be a clue, but one slower lap is not proof of tyre degradation: the lap time can change for reasons unrelated to the tyre itself.
2. Interpret the times with tyre, car and circuit data
Formula 1’s published description of its tyre-performance graphic lists live lap, sector and mini-sector times alongside car telemetry, compound, stint length, total laps on the set, track status and marshalling information, and weather. These are inputs available to build the graphic; the description does not publish a complete adjustment recipe or establish that every team uses the same process. Formula 1’s graphic explanation
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In practice, analysts need to account for context such as traffic, driver execution, fuel load, pace management, changing weather and track state. Those factors can complicate a simple lap-time comparison. Pirelli also notes that track-surface abrasiveness affects wear, and that circuit characteristics and expected temperatures matter when selecting compounds.
3. Compare long runs, compounds and model predictions
Long-run data help teams estimate how a tyre performs over time rather than judging it from a single lap. Pirelli says Friday long-run lap times can be used to estimate performance differences between compounds. Its compound-selection process also considers circuit characteristics, expected temperatures, previous race data and simulation. Pirelli’s Formula 1 tyre information
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Pirelli’s report on the 2025 post-season test says the test helped its engineers confirm “the performance gaps between the compounds and the degradation levels.” In a discussion of severe running conditions in Qatar, a Pirelli transcript refers to track data, team simulators and a virtual tyre model. These public examples show the role of testing and modelling, but do not reveal the teams’ precise calculations. Pirelli’s 2025 post-season test report Pirelli’s Qatar discussion
Why tyre degradation varies
There is no universal F1 figure for how many seconds per lap a tyre loses, or a fixed lap count that applies to every set. The result depends on the compound, the circuit and the conditions, as well as how the tyre is used. Pirelli’s compound choices take account of track characteristics and expected temperatures; the surface’s abrasiveness affects wear, while graining can impair performance.
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Data quality also affects what can be concluded. In its 2023 Qatar update, the FIA said Safety Car interventions left Pirelli with insufficient tyre data from the Sprint for further analysis beyond prior sessions. That was a specific event example, not a general rule about how much data teams need. FIA’s 2023 Qatar update
Independent reader supportYour contribution helps us test, update, and keep practical guides available for everyone.How degradation affects pit strategy
A team weighs the pace it expects to retain on the current set against the time a pit stop costs and the likely pace of a fresh set. Continuing for another lap may preserve track position, but it may also mean giving up more time on a tyre whose performance is falling. The decision depends on the expected pace and life of the available compounds, race circumstances and the quality of the evidence.
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Tyres are not designed around a single goal of having no degradation. The FIA’s announcement of Pirelli’s sole-supplier contract for 2025–2027 lists a wide working range, minimising overheating, low degradation and the possibility of varied strategies among the objectives. These goals frame the trade-offs; they do not imply a fixed degradation rate or lifespan for every race. FIA’s 2025–2027 supplier announcement
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