A strong point for teams using the Ferrari power unit in 2026 should be race starts, aided by a different turbocharger design. Pre-season testing confirmed this, as the Ferrari factory team performed best during practice starts.
If anyone watched the final round of pre-season testing in Bahrain, practice starts were performed at the end of each session. Drivers using Ferrari engines fared best in them. The factory team led the way, and Haas also did well. Cadillac is the weakest or nearly the weakest in the entire field, so in their case, it doesn’t matter significantly. There were even suggestions that Ferrari drivers will regularly lead into the first corner, even if they start from, for example, the second row. In my opinion, this won’t be a rule, as the issue of a perfect start on the driver’s part remains, as well as the behavior of competitors who may start better or block cleverly.
Turbo lag effect in F1
In Formula 1, turbocharged engines have been used since 2014. In these types of engines, there is the so-called turbo lag effect. This is a delay in the response of the engine with the turbocharger to pressing the accelerator pedal, manifesting as a temporary lack of power when accelerating from low RPMs. Between 2014 and 2025, F1 power units used the MGU-H system, i.e., the Motor Generator Unit – Heat. One of its applications was to power the turbocharger, so there was no turbo lag at all, and this topic was completely non-existent in F1. From 2026 and the introduction of new power units, the effect has returned because there is no MGU-H system. This is no surprise; it was one of the main objectives of the regulations. The MGU-H system was abandoned to simplify the engines, as it was a very complicated technology blocking the participation of new manufacturers.
The turbo lag effect is well known in F1 from the 80s when turbocharged engines were used; it forced a specific driving style on drivers back then, which is returning in a modified form in 2026. To keep the turbocharger RPMs high, drivers use lower gears than before when cornering (resulting in higher engine RPMs), and during a standing start, they must spool up the turbocharger, which takes several seconds. The tactic of taking corners in lower gears is not a matter of driver skill, as some thought during testing, but rather the requirements of a specific power unit. The fact that driver X takes a corner in first gear while others are in second doesn’t mean driver X is smarter than them. Power units have different requirements. Teams also use different gearbox ratios (they are the same for the entire season, so they require clever planning as early as February). Apparently, drivers using Ferrari engines use higher gears in corners, precisely because of the different turbocharger.
According to the regulations, the maximum turbocharger speed is 150 000 rpm (revolutions per minute) in 2026.
Where does Ferrari’s advantage at starts come from?
According to media reports, the Ferrari power unit has a slightly smaller turbocharger than other engine manufacturers. A smaller turbocharger spools up faster, requires less energy, and reaches the appropriate boost more quickly. Of course, this is F1, so we are talking about small differences in construction, but they are decisive. When cornering during competition, this won’t be significant, but during race starts, it will be. This will be a constant advantage because changing the size of the turbocharger during the season would be very difficult (if at all possible, as many power unit components cannot be changed during the season). Other manufacturers had different assumptions when designing their turbochargers. Everything has its pros and cons. According to The Race, Ferrari also used a smaller turbo in previous regulations, but back then it didn’t have a significant impact on performance because of the MGU-H.
Drivers start the race using only the internal combustion engine and the turbocharger. Electric power from the MGU-K system can, according to the regulations, be used for propulsion after reaching a speed of 50 km/h. Therefore, even a minimally better response thanks to the turbocharger and the internal combustion engine gives drivers using Ferrari engines an advantage along the entire straight until braking. Electric energy is limited, so a better response from the internal combustion engine and the turbocharger counts. I don’t expect anyone to not use electric energy at the start to save it for the rest of the first lap, as such a person would suffer heavy losses before the first corner.
Drivers at the start will have to bring the turbocharger to optimal RPMs, which takes about 10 seconds. For those starting at the front of the grid, this isn’t a problem, but those at the back might run out of time. Hence the testing of a new procedure and giving drivers an additional five seconds before the start of the lights-out sequence. Ferrari prepared well for the starts; a year ago, they raised the issue during an F1 Commission meeting, but their suggestions were ignored. Now a regulatory change is possible to implement, but Ferrari can block it with its veto right. On the other hand, the FIA can change the regulations at will regarding safety. If unpleasant situations occurred at the start of races at the beginning of the season, the FIA could intervene and change the starting procedure. This would level the playing field, but Ferrari should maintain a slight advantage at starts.
The Ferrari SF-26 is a very interesting car with various innovations. Details on two of them introduced in Bahrain.
Summary
In 2026, prepare for louder starts, but it will be a specific sound that not everyone might like. 22 cars will be spinning their turbochargers to maximum RPMs for several seconds before they move, so it will be loud.
Of course, in F1, no one stands still. I am sure that all engine manufacturers and all teams are working on appropriate settings and procedures to improve their starts. Drivers always do specific things on the formation lap and once they have lined up on their grid spots. In previous years, keeping tires at the right temperature usually made the difference, but this year, engine preparation may play the main role. Personally, I expect rivals to prepare appropriate procedures and Ferrari’s advantage at starts to decrease, but it should still be present. I remember how in 2009 only a few drivers used the KERS system and always gained at the start because rivals were unable to defend. In 2026, there will be no such guarantee, but if we look at the average gains/losses at the start at the end of the season, drivers with Ferrari engines will, in my opinion, come out on top.
More information about Formula 1 technical issues can be found in the special category F1 Technology.