The new power units amplify differences off the line: Ferrari excels, others struggle. The secret lies in turbo management
The new generation of 2026 power units has opened up a technical front that, in the opening races of the season, is proving to be highly influential: the race start phase. It represents a true performance dividing line, with some cars capable of extremely effective launches and others, by contrast, surprisingly slow when leaving the grid.
The phenomenon is clear and visible to everyone. On one side are cars like those from Ferrari, quick, clean in their acceleration phase and capable of immediately putting power down to the track; on the other, single-seaters that seem to hesitate, as clearly seen in several situations during the early races, including Melbourne. Such a marked discrepancy is not accidental, nor is it solely linked to driver talent or mechanical traction quality. At its core lies a precise design choice: the sizing and management of the turbo.
Toni Cuquerella explains the nature of race starts
According to the analysis of Spanish engineer Toni Cuquerella, reported by SoyMotor, the behavior of cars at the start is now heavily influenced by the philosophy adopted for this component. “The problem is that it is a very new regulation and there are teams that have adapted better than others. Some are still in the learning phase. We saw in testing that some teams had problems at the beginning, and we can see that they are reducing them each time. I think we will reach a point around mid-season where everyone will start decently.”
The issue is fundamentally technical. Ferrari has opted for a more compact turbo, a solution that allows the compressor to maintain a more responsive behavior even at low revs. In practical terms, this means being able to rely on a more linear and continuous delivery of power during the delicate phase of clutch release and initial acceleration.
Competing power units, on the other hand, in several cases adopt larger turbines, which require higher rotational speeds to operate effectively. The result is a much narrower operating window: if the engine drops below a certain threshold—roughly around 8,000 rpm—the turbo response decreases dramatically, leaving the car without the necessary initial boost.
Cuquerella summarizes the concept with a vivid comparison: “As soon as they drop revs, it’s like two-stroke motorcycles from many years ago: when they dropped a few revs there was nothing you could do. If you fall below 8,000 rpm, it’s dead, you don’t get out of it—that’s what happens to some F1 cars with a large turbo.”
This explains why some cars, despite being competitive in race pace, show clear difficulties at the start. It is not just a matter of engine mapping or clutch control, but rather the architecture of the power unit and its ability to guarantee boost pressure in critical conditions.
Ferrari, according to what has emerged from the first outings, has already demonstrated benchmark figures, with a 0–100 km/h time in the region of 2.5 seconds recorded in Melbourne. A value in line with previous generations, indicating that the potential is there, but not yet accessible to everyone.
F1 2026 – The differences in race starts will gradually narrow
The overall picture, however, is set to evolve. As often happens with completely new regulatory cycles, the initial differences tend to diminish as development progresses. Teams are gathering data, refining control strategies and, above all, gaining a better understanding of the operating limits of their respective solutions.
It is reasonable to expect a leveling of performance by mid-season, when collective learning will lead to more consistent and uniform starts across the grid. Until then, however, the turbo will remain one of the most underestimated—and decisive—factors in this new era of Formula 1.
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