There's, additionally, something else that now impacts this whole area of performance.....that's tyre pressure monitoring
Previously one of the tools teams had of manipulation in carcass temperatures and interaction was to shift the starting pressure to target qualli or long run pace characteristics. This effectively now in control of the regulations and monitoring to enforce compliance.
I can see why any tyre manufacturer wants to control this as any failure of structure reflects badly on product. But it has ultimately strangled teams options in this technical performance area. Monitoring far more stringent now, but topic not really spoken about.
The need to provide ultimate performance with much increased kinetic from formula weight rise, along with significantly increased torque output across the whole useable rpm range gives a tyre manufacturer little option in design. The peak of tyre performance may be very high, but with an exceedingly narrow operating bandwidth to hold them within that tight envelope.
Out of that bandwidth and the whole team looks very poor. Singapore would seem to emphasise this more than most other track, as seen in history of performance here for different teams.
It is the reason for having different tracks though, and how a design team aggregates their built in characteristics to perform over a season. Choices do have to be made, nothing is perfect.
Characteristic of MB prevuios successful chassis was tge engineers chasing tyre warmup strategy that gave us DAS, brake magic, finned interior rear rims etc, all trying to cope with this area of tyre performance while delivering a consistency in overall year long achievement, but with drop outs here at this track.
Note:- this is observation that gives modelling to the discussion now, not to criticise in it's intent.