GT3 Racing in Extreme Heat at Paul Ricard: How Drivers, Engineers and Mechanics Survive the Heat

36°C in the air. Track temperatures climbing beyond 50°C. Drivers strapped into their cars wearing helmets, fireproof overalls and several layers of protective equipment. Welcome to Circuit Paul Ricard in the middle of summer for round five of the 2026 International GT Open.

Around thirty GT3 cars filled the grid, representing manufacturers including Ferrari, Mercedes-AMG, Aston Martin, Audi, BMW, Lamborghini, Porsche and McLaren. But this weekend, one of the toughest opponents had no race number.

The heat.

Live4Racing went inside the paddock to understand how modern motorsport deals with these extreme conditions. GT3 drivers, single-seater racers, mechanics, engineers and tyre specialists all experience the heat differently — and all of them need to adapt.

More than 50°C inside a GT3 cockpit

Our first stop was Saintéloc Racing and the #26 Audi R8 LMS GT3 Evo II driven by Jim Pla and Michaël Blanchemain.

Modern GT3 cars provide airflow and cooling solutions for the driver, but comfort is a relative concept inside a racing car. As ambient temperatures rise, cockpit temperatures can become extreme.

In our report, Jim Pla estimates temperatures of around 50 to 55°C inside the car. Under those conditions, sweating becomes intense and fluid loss can be significant even during a relatively short stint.

Surprisingly, one of the hardest moments can happen before the race has even started.

On the grid, the driver is already strapped into the seat and wearing all of the required safety equipment while the car is barely moving. There is very little airflow and the cockpit quickly becomes an oven.

Once the race begins, concentration takes over. Braking points, traffic, tyres, opponents and strategy suddenly occupy the driver's mind. The heat is still there, but there is far less time to think about it.

When heat starts affecting concentration

Extreme temperatures are not only a physical challenge. Over a longer stint, heat can also affect a driver's concentration and clarity.

In a sprint race, exposure remains relatively short. Endurance racing creates a very different challenge, combining cockpit temperature with longer driving times, accumulated fatigue and sometimes a lack of sleep.

Drivers therefore use every available source of airflow. Cockpit ventilation, helmet air systems and small openings in the side windows can all provide valuable cooling.

And as soon as the driver leaves the car, recovery begins: fluids, cooling and rest become part of the next stint preparation.

Andy Consani: cooling down before getting into the car

The challenge is slightly different in a single-seater. Live4Racing also met Andy Consani, a young Mercedes junior competing in Formula 4.

His preparation starts before he gets anywhere near the cockpit. The objective is simple: do not enter the car with an already elevated body temperature.

A controlled warm-up, staying in the shade, drinking enough fluids and using a cooling vest can help keep body temperature under control.

Once strapped into the car, a team member can also use a fan to provide airflow while the driver waits to head onto the circuit.

After the race, the process is reversed. Cold baths, air conditioning, hydration and rest all help bring body temperature back down.

Léna Bühler: heat preparation starts long before race day

Working alongside the young drivers, Léna Bühler also highlights an important point: preparation for extreme heat does not begin on Friday morning at the circuit.

Cardiovascular training, strength work, reflex training, mental preparation and controlled heat acclimatisation can all form part of a modern racing driver's preparation.

Hydration is not simply about drinking water either. Heavy sweating means losing salts and electrolytes, while nutrition needs to remain controlled throughout the day to avoid major fluctuations in energy levels.

The mechanics are fighting the heat too

When people think about heat in motorsport, the driver inside the cockpit usually comes to mind first. But just a few metres away, mechanics face their own extreme conditions.

During pit-lane operations, they must wear the required protective equipment. Fireproof overalls, technical underwear, gloves and helmets add another layer between the body and the outside air.

Then there is the car itself.

A GT3 arriving in the garage brings heat from its brakes, engine, exhaust system, tyres and bodywork. Working around the car immediately after a run can therefore be extremely demanding.

When setup changes and pit stops come one after another, physical preparation, warm-ups and hydration become essential for the crew as well as the drivers.

50°C track temperatures: tyres become a major challenge

Extreme heat does not only affect people. It fundamentally changes the behaviour of the racing car.

With air temperatures around 36°C, the asphalt can reach 50 to 55°C. For engineers, one of the first areas requiring attention is the tyre.

Tyre pressure changes as temperature increases. Teams therefore need to anticipate how pressure will build so that the tyre reaches its intended operating window at the correct moment.

Starting pressures, camber settings and driving style all become critical parameters.

Teams can also schedule parts of their practice programme around expected race conditions. If qualifying takes place during the hottest part of the day, qualifying simulations can be carried out at a similar time. The same approach can be used for longer race stints.

Why heat the tyres when it is already 36°C outside?

One of the strangest sights in the paddock can be the tyres themselves. Some are sitting in the shade. Others are being cooled by airflow. Others are inside heating tents.

It looks contradictory, but it isn't.

Ambient temperature is only one part of the equation. What matters is the actual tyre temperature when the car leaves the pits and how that temperature develops during the opening laps.

Tyres that are about to be fitted to the car are therefore prepared according to a specific procedure designed to place them in the desired operating range.

In extreme heat, attacking too hard can cost performance

The Michelin specialists featured in our report also explain why drivers sometimes need to manage the opening laps of a stint.

During a sprint race, relatively short running times allow drivers to push hard. But as tyre stint lengths increase, particularly in endurance racing, tyre management becomes increasingly important.

Attacking too aggressively at the beginning can increase tyre temperatures too quickly and compromise performance later in the stint.

Sometimes, going faster over an entire stint means accepting that you need to go slightly slower at the beginning.

Traffic: the other invisible enemy

A GT3 car relies on airflow to cool its mechanical systems.

Running alone provides relatively clean air. Following another GT3 closely is very different.

The air reaching the car is hotter and more disturbed. Cooling efficiency can decrease, while aerodynamic performance can also be affected. Tyre temperatures can rise at the same time.

In extreme conditions, a driver may therefore have only a limited window to attack the car ahead before temperatures begin moving towards critical levels.

If the overtake is not possible, backing away can become the smarter option: find clean air, cool the car, rebuild the pace and prepare another attack.

It is one of the less visible skills involved in GT3 racing. The driver is not only racing an opponent — they are also managing the condition of their own car.

A difficult end to the weekend for the Saintéloc Audi

The weekend unfortunately ended early for the #26 Saintéloc Racing Audi R8 LMS GT3 Evo II. Following an accident in Saturday's opening race, the car was unable to return to competition on Sunday.

It was a reminder of another reality of motorsport: behind every GT3 is a complete team working for hours in demanding conditions to keep the car running.

Watch the full Live4Racing report

What does 50°C inside a GT3 cockpit actually feel like? How does a driver prepare their body before a race? Why do tyre pressures become so critical? And how do engineers adapt a racing car when the circuit turns into an oven?

Go behind the scenes of the International GT Open at Circuit Paul Ricard in the full Live4Racing report:

▶ Watch the full video: GT3 racing in extreme heat at Paul Ricard

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