F1 2026 power units explained: Why drivers are using first gear more often – Telemetry analysis. The 2026 F1 power units are reshaping energy management and driving styles.

The new 2026 power units are already having a profound impact on energy management strategies in Formula 1, significantly influencing drivers’ on-track approach, as revealed by detailed telemetry analysis during pre-season testing in Bahrain. Let’s take a closer look at what’s happening and why it matters.

Throughout the Bahrain test sessions at the Sakhir circuit, a particularly interesting technical trend emerged across several teams and drivers. Telemetry data showed that in slow corners — such as Turn 1 at Sakhir — many drivers were downshifting all the way to first gear. In previous seasons, second gear was generally the lowest ratio used in similar corners.

This was not an isolated case limited to one team. The same behavior was observed on multiple cars, with clear examples involving top drivers like Max Verstappen and Lando Norris. Let’s focus specifically on a case involving Norris to better understand the phenomenon through telemetry data.

This is not simply a driver preference or an isolated setup choice. It is a direct consequence of the characteristics of the new 2026 power units, in which the MGU-K (Motor Generator Unit – Kinetic, the motor generator connected to the crankshaft that recovers energy under braking) is now the sole source of energy recovery.

The role of first gear

Selecting first gear results in a higher engine speed at the minimum corner velocity compared to using second gear.

For the same car speed, engine RPM is linked to the transmission ratio by the following relationship:

ω_ENGINE = ω_WHEEL · i_GEAR · i_DIFFERENTIAL

Where “ω” represents the angular velocities of the wheels and engine, and “i” represents the gear ratio of the selected gear and the differential ratio.

The same principle can also be expressed in terms of torque. Using a shorter gear ratio increases the resistant torque transmitted to the driven wheels, as shown by the relationship:

T_WHEEL = T_MGU-K · i_GEAR · i_DIFFERENTIAL

Since first gear has a higher transmission ratio than second gear, selecting it — at the same vehicle speed — increases both engine rotational speed and the resistant torque transmitted to the rear wheels. This allows the MGU-K to operate at a higher rotational speed and increase the share of deceleration generated through energy recovery. Let’s explore why this is so important.

The link between engine speed and energy recovery

The MGU-K is rigidly connected to the crankshaft and can operate as a generator during deceleration phases, converting part of the car’s kinetic energy into electrical energy and recharging the hybrid system. The power recovered by the system is defined, in simplified form, by the fundamental equation:

P = T_MGU-K · ω_ENGINE

Where:

• P is the electrical power generated,
• T_MGU-K is the resistant torque applied by the MGU-K,
• ω_ENGINE is the engine rotational speed.

For a given generator torque, an increase in engine speed directly results in greater recovered power. By using first gear, teams can therefore enhance the effectiveness of “harvesting” — the recovery of kinetic energy converted into electrical energy via the MGU-K — keeping the system operating at a higher rotational regime during braking phases.

This is a crucial adaptation under the 2026 Formula 1 regulations, where optimizing hybrid energy deployment and recovery will play a decisive role in overall performance.

Risks and alternative methods

However, this technique is not without its drawbacks from a vehicle dynamics perspective. Increasing the braking torque transmitted to the rear wheels can raise the risk of instability or rear locking on corner entry. In addition, using shorter gear ratios can make the transition between braking and throttle application more delicate, requiring extremely precise calibration of the brake-by-wire system and MGU-K torque control.

The same principle can also be applied in other areas of the circuit. Holding a lower gear mid-corner or delaying upshifts on straights can achieve a similar effect. In this context, for example, Charles Leclerc was observed on multiple occasions avoiding the use of eighth gear on the straights, remaining in seventh gear instead to optimize energy management.

Gear selection is therefore becoming one of the most significant driving style adaptations required to fully exploit the characteristics of the new 2026 F1 power units. As Bahrain testing has shown, the hybrid era is entering a new phase — one in which energy harvesting strategy is shaping not only race pace, but also the very way Formula 1 cars are driven.

Source: f1ingenerale