How Mercedes’ tire strategy derailed them in Barcelona

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All the talk after the Spanish GP was, once again, dominated by tires. The grumbles in certain areas of the paddock are becoming louder and louder as race strategies were again decided by a team’s ability to make a set of Pirellis last long enough to complete a sensible stint.

Certain teams are better at this than others and, at the end of the day, it could be said that it’s a result of them doing a better job than the ones who struggle. A Formula One team’s job, after all, is to design a car to meet the challenges of the sport in its current form. It has to be said that the loudest complainers are noticeably the ones not finding things easy right now.

With that in mind I’ll take a quick look at two differing ends of that spectrum from Sunday’s race.

Race strategies are complicated things to plan; many factors that go in to making the decision and even once the decision’s made, it has to be flexible to cope with the unpredictable parameters.

Mercedes have a car, evident from the last three races, capable of being faster than anyone else over a single lap in qualifying and indeed that’s exactly what they were on Saturday.

Planning a race strategy from pole position’s a different prospect to planning one from further down the field and should clearly be a huge advantage at a circuit where overtaking is difficult. Assuming a good start, the driver in front should be able to dictate the race to a certain extent and pole sitter Nico Rosberg, starting along with all of the other front runners on the medium compound tire, did indeed get away in front.

His biggest problem, and one that came as no surprise to all involved, is the fact that the Mercedes F1W04 destroys tires considerably quicker than everyone else. On Saturday evening when the drivers and their engineers at the team, and indeed all of the teams, sat down to figure out their best strategic options, they knew this and had to factor it into their race plans.

The white walled medium compound tire, faster of the two but less durable, was the one to qualify on, but on a Mercedes it was never going to last very long in race conditions. At the start every car’s carrying close to 150kgs of fuel and that significant extra weight, combined with a track not yet at it’s most grippy and the need to fight other cars at close quarters, has a dramatic impact on tire life and therefore race strategy.

Hamilton: Mercedes has “a lot of work to do”

Their plan was, in all honesty, a damage limitation one, staying on the medium tire for as long as they could manage while holding off the field at the front and then using the harder compound for the remainder of the GP. Initial calculations had a three-stop strategy completing the race distance about 6 or 7 seconds faster than a four-stop one and so was optimal, but it would all depend on drivers looking after the rubber to make that work. Rosberg opted for the 3 stopper of medium/hard/hard/hard, but with the only way to make the hard compound last was for him to drive at a pace so slow he became a sitting duck. He predictably fell back through the field. Perhaps a four-stop race might have helped him a little, but in truth he was never going to catch the car in front and did just about survive the challenge of Paul Di Resta behind, so the outcome would probably have remained unchanged.

The eventual race winner, Fernando Alonso, who began the race fifth, would have had to look at things slightly differently on Saturday evening to Nico Rosberg. Also having to begin the race on medium compound tires, his optimal strategy relied on a great start, something Ferrari are generally able to rely on at the moment and duly delivered.

I thought their initial plan was to three stop, probably medium/hard/hard/hard or medium/hard/hard/medium, as the the car in the last stint of the race would cope a little easier on a set of medium tires and theoretically be faster.

In the end the Ferrari, with a handful of updates for this event, was able to push at a good pace and still keep the tires in good condition for most of the GP, in direct contrast to the Mercedes. This, combined with his stunning first lap, enabled to team to switch to a more comfortable four-stop race, allowing Alonso to push hard in each stint on a medium/hard/hard/medium/hard plan and stay ahead of the struggling pack. Again the two early spells on hards allowed the fuel load to burn off and the track to rubber in, before using mediums to set some blistering laptimes and secure his position out in front. By the time the final stop came around, the only set the team had left were already used from earlier in the weekend and so, with his position fairly stable, a set of hards saw him comfortably to the end. The stop actually came two laps earlier than planned because of a suspected, and now confirmed, slow puncture, but the hard work early on ensured it didn’t cost him track position. It was a superb drive by Alonso and ensured the team had options to play with when it came to deciding how to see out the race. They weren’t forced into anything or have to react to anyone else and so could use the four stop strategy to good advantage, pushing all the way.

To win from fifth position is unprecedented at this circuit and, while perhaps a sign of the Pirelli era, it’s actually more a sign of how badly the problems are at Mercedes. Their two cars, in P1 and P2 on the grid, finished in sixth and 12th, freeing up easy places for those further back and Alonso and Ferrari made great use of their start, racecraft and ultimately their race strategy, to take a dominant, flat out victory.

Marc Priestley can be found on Twitter @f1elvis.

F1: Red Bull Racing confirms switch to Honda engines next season

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Honda will become Red Bull’s engine supplier from next season after the Formula One team confirmed its anticipated split with Renault on Tuesday.

The Japanese manufacturer will supply engines for 2019 and 2020, and Red Bull team principal Christian Horner hailed the deal as “an exciting new phase” in the bid to return to the top of F1.

“After careful consideration and evaluation, we are certain this partnership with Honda is the right direction for the team,” Horner said in a team statement. “We have been impressed by Honda’s commitment to F1, by the rapid steps they have made in recent times with our (feeder) team Toro Rosso.”

It is a boost for Honda, which was unceremoniously dumped by McLaren at the end of last year.

Honda has started this season brightly as engine provider for Toro Rosso, and this may have been a key factor in Red Bull finally ditching Renault.

“Honda’s alignment with both Red Bull Formula One teams provides enormous potential,” Horner said. “Honda will have access to a wealth of data from both outfits, with Aston Martin Red Bull Racing leading the way, and the opportunities for faster, more effective and more competitive development are doubled.”

The deal brings to an end Red Bull’s 12-year partnership with Renault.

Although relations became increasingly strained between the two parties in recent years, it was once a dream partnership as Red Bull and Renault won four straight drivers’ and constructors’ championships with Sebastian Vettel behind the wheel from 2010-13.

During that glory era, Vettel and teammate Mark Webber won 47 grand prix. Since 2013, results have somewhat dried up and there have been only 10 race wins.

“We have sometimes had our differences but Renault has always worked tirelessly and to the best of its ability to provide us with a competitive power unit,” Horner said.

He was not always quite so complimentary about Renault. He has regularly and publicly criticized Renault’s reliability in recent years – although it has been hard to judge sometimes.

Red Bull showed good speed toward the end of last season when Max Verstappen won two races, and teammate Daniel Ricciardo won this season’s Chinese GP with a brilliant drive. The difference in speed between Red Bull and Mercedes appears less than before, although Ferrari remains noticeably quicker.

Verstappen’s form has picked up after a poor start to 2018, marred by crashes, and he has taken third place in two of the past three races.

Meanwhile, McLaren’s partnership with Renault has not been as successful as they anticipated after dropping Honda following three fruitless seasons together.

Two-time F1 champion Fernando Alonso has failed to finish the past two races and has yet to place higher than fifth. Renault teammate Nico Hulkenberg has a best finish of fourth place.