why are my tires overheating in F125

Learn about why are my tires overheating in F125

Updated October 25, 2025

If you’re wondering why are my tires overheating in F125, you’re not alone. It’s frustrating to feel the grip vanish after a lap or two, the car sliding and lap times falling off. In F1 25, tires overheat when you slide, run too much pressure, or use a setup/technique that builds heat faster than the tire can shed it. This guide will show you exactly how to diagnose and fix it, step by step.

Quick Answer

Your tires are overheating because of sliding, excessive pressures/camber/toe, aggressive throttle/brake use, or unbalanced aero. Aim for 90–100°C on slicks, smooth your inputs, short‑shift on exits, and lower pressures 1–2 clicks. Reduce front toe/camber for fronts, tweak differential for rears, and monitor temps on the Tyre HUD to confirm changes.

Why why are my tires overheating in F125 Feels So Hard at First

F1 25 models tire surface and core temperatures. Small mistakes—like a bit too much steering lock or throttle—create scrub and wheelspin that heat the rubber quickly. New players often stack multiple heat sources at once (pressures, camber, ERS, and driving), so temperatures snowball and grip collapses.

By the end of this guide you’ll know how to read tire temps, what “overheating” actually means, and exactly which setup and driving changes to make.

What why are my tires overheating in F125 Actually Means in F1 25

Two kinds of heat matter:
- Surface temperature: reacts fast to sliding, kerbs, and wheelspin. When too hot, the tire feels greasy.
- Carcass (core) temperature: reacts slowly to pressures, loads, and long stints. When too hot, the whole tire loses support and wears fast.
Typical target windows (slicks):
- Surface: about 90–105°C
- Carcass: about 90–100°C
- Consistently above ~105–110°C means you’re overheating and losing grip.
Wets/Inters run cooler: they work when the track is damp/wet and will overheat quickly if the surface is dry.

How to read it in-game:

On track, open the MFD Tyre page (use your Change MFD Element button until you see tire icons with temperatures). Colors shift toward red as temps climb.
In the garage, check Car Setup > Tyres and Suspension Geometry to see pressures/camber/toe, which strongly affect heat.
In Settings > On-Screen Display, enable any Telemetry/Tyre Temperature widgets to keep temps visible during runs.

Before You Start (Prerequisites)

Hardware: Controller or wheel/pedals. If on controller, ensure throttle/steering sensitivity is comfortable.
Game mode: Use Time Trial to test setup changes (consistent track/grip) and Grand Prix/Practice to validate in race conditions.
Menus you’ll use:
- Pause > Settings > On-Screen Display (enable Tyre/Telemetry widgets)
- Garage > Car Setup > Aerodynamics, Transmission, Suspension, Suspension Geometry, Tyres
- MFD on track: Tyres, ERS, Differential (if mapped), Brake Bias

Step-by-Step: How to Fix / Improve why are my tires overheating in F125

Enable tire data and get a baseline

Turn on the Tyre Temperature HUD/MFD page.
Do 3–5 controlled laps in Time Trial at normal pace.
Note which tires overheat (fronts, rears, or a specific corner), when it happens (entry, mid, exit), and peak temps.
Success looks like: You can identify “fronts spike mid-corner” or “rears spike on exits.”

Fix the driving inputs first

Corner entry: Brake in a straight line, then smoothly release (trail-brake lightly). Avoid turning while fully on the brakes to prevent front scrub.
Mid-corner: Use less steering lock; if you’re sawing at the wheel, you’re overheating the fronts.
Corner exit: Feed in throttle progressively. Short‑shift 1 gear on traction-limited exits to protect rears.
Kerbs: Avoid long, aggressive rides on hot kerbs—they cause sliding and spikes.
ERS: Don’t hold Overtake through traction-limited exits; use it once the car is straight.
Success looks like: Immediate 2–5°C lower peaks without touching the setup.

Adjust tire pressures (biggest core temp lever)

Go to Car Setup > Tyres.
If overheating fronts: lower front pressures 1–2 clicks. If rears: lower rear pressures 1–2 clicks.
Lower pressures reduce core temps and improve mechanical grip, but too low can feel sluggish and increase rolling drag.
Success looks like: Carcass temps drop a few °C across a 3–5 lap run.

Tame geometry: camber and toe = scrub heat

Go to Suspension Geometry.
Front overheating mid-corner: move front negative camber slightly toward center (less extreme), and reduce front toe‑out 1–2 clicks.
Rear overheating on exits: reduce rear toe‑in slightly to cut scrub; keep enough for stability.
Note: Small changes matter—avoid big swings at once.
Success looks like: Less mid-corner scrub, smoother temp curve.

Balance the aero so you’re not fighting the car

Go to Aerodynamics.
Understeer (fronts overheat): increase Front Wing 1–2 clicks so the front grips without being dragged across the surface.
Oversteer (rears overheat): add Rear Wing 1–2 clicks for stability so you can modulate throttle without spinning the rears.
Success looks like: You can hold a steady line with smaller inputs; temps rise more gently.

Diff and traction control for exit heat

Go to Transmission.
If rears overheat on throttle: lower On‑Throttle Differential a couple of clicks to reduce lock and wheelspin on exits.
If the car feels lazy on turn-in and fronts scrub, try lowering Off‑Throttle Differential slightly to help rotation (reducing front scrub heat).
Assists: If you’re new, set Traction Control to Medium or Full while learning; it’s better than roasting rears.
Success looks like: Reduced exit wheelspin and rear temp spikes.

Suspension to calm weight transfer

If fronts spike on entry: slightly soften the Front Anti-Roll Bar, or stiffen the Rear ARB a touch to aid rotation, reducing front scrub.
If rears spike on exit: slightly soften the Rear ARB for traction.
Make small changes and re-test.

Brake settings and technique

High brake pressure plus late releases can cook fronts and rims, warming the tires.
Try reducing Brake Pressure a few percent and set Brake Bias slightly rearward if front temps spike on entries—without causing rear lockups.
Don’t drag the brake mid-corner.

Race/stint management

Build heat on the out-lap gradually; don’t slide the car.
If temps creep up in traffic (dirty air = less downforce, more sliding), back off 1–2 tenths to save the tires, then attack when they’re back in range.
Use lifting/coasting into heavy braking zones to cool fronts and brakes.

Validate

Do a 6–10 lap run at target pace.
Aim for slicks at ~90–100°C carcass and ~90–105°C surface with minimal red spikes.
If only one corner still cooks (e.g., front-left), accept that track layout loads it more—focus on technique in its worst corners.

Common Mistakes and Myths About why are my tires overheating in F125

“Lower pressures are always faster.” Not always. Too low can feel vague and increase wear over a stint.
Max camber for grip. Excess camber overheats shoulders and kills long-run pace.
Mash ERS everywhere. Using Overtake on exits increases wheelspin and rear temps.
Attacking kerbs saves lap time. Many high, serrated kerbs cause slides and heat—use them selectively.
It’s just setup. Driving inputs are usually the biggest (and free) fix.

Troubleshooting and “What If It Still Feels Wrong?”

My rears overheat only on exits:
- Likely cause: Wheelspin from throttle, high on‑throttle diff, or ERS use.
- Fix: Short‑shift, reduce on‑throttle diff a bit, delay ERS to when car is straight, enable Traction Control while learning.
My fronts overheat mid-corner:
- Likely cause: Understeer/scrub from low front downforce, high front toe/camber, late turn-in with too much steering lock.
- Fix: +1–2 front wing, reduce front toe‑out/camber slightly, earlier/smoother turn-in.
Temps fine in Time Trial but bad in races:
- Likely cause: Heavier fuel, dirty air, and race pace variability.
- Fix: Back off early laps, manage ERS, avoid sliding in traffic, and consider one click lower pressures for race sessions.
One tire (e.g., front-left) always overheats on certain tracks:
- Likely cause: Track layout loads that corner.
- Fix: Focus on that corner’s technique—earlier brake release, patience at apex, and reduced steering angle. Small global geometry tweaks help; don’t expect perfection.
Changes don’t apply:
- Note: You must save your setup before leaving the garage. Double-check the correct preset is loaded when you go on track.
Wet/Inters overheat on a drying track:
- Likely cause: Wrong compound for conditions.
- Fix: Box for slicks as soon as a dry line forms; meanwhile, stay off the dry line to cool the wets.

What not to do:

Don’t drop pressures to minimum “just because.” Test 1–2 clicks at a time.
Don’t max any single slider (camber/toe/diff); extremes usually create new problems.
Don’t keep pushing through red temps; slow a little to recover the window, then re-attack.

Pro Tips Once You’re Comfortable

Build a track notebook: note typical hotspot corners and which changes fixed them.
Controller users: lower Throttle Linearity/Sensitivity to smooth exits; adjust Steering Linearity to reduce initial twitch and front scrub.
Formation lap and Safety Car: weave and do short brake applications to control temps—but avoid sliding.
Strategize compounds: On hot tracks, consider harder compounds for race stability if you struggle to keep softs in range.

How to Know It’s Working (Definition of Done)

Checklist after a 6–10 lap run at race pace:

Slicks largely between ~90–105°C surface, ~90–100°C carcass.
No repeated red spikes on exits or mid-corner.
Lap times stay within ~0.3–0.6s instead of falling off by >1s.
Car feels consistent: no sudden greasy feeling after 1–2 laps.
You can identify which change caused which improvement.

Struggling with corner exits? Read our guide on F125 traction and throttle control.
Want stable long-run pace? Check our F125 race setup basics (pressures, wings, diff).
Braking too hot and locking up? See our F125 braking technique and brake bias guide.

Now you know exactly why are my tires overheating in F125 and how to fix it. Take it one change at a time, validate on track, and enjoy the grip returning.