After the opening pre-season testing session at the Bahrain International Circuit, a potential alarm has emerged regarding race starts with the 2026 Formula 1 cars. However, Ferrari does not seem concerned in the slightest. A new spectre is beginning to haunt the Formula 1 paddock in this fresh and highly anticipated regulatory cycle. Beyond the numerous complaints from drivers who are forced to lift off the throttle on the straights due to the new energy deployment characteristics, the most worrying issue is now appearing precisely at lights out. Voices inside the paddock are increasingly raising concerns about possible stalling problems at the start with the 2026 F1 machines, yet Ferrari appears remarkably unfazed. In this detailed technical analysis, we examine why Maranello seems so confident and why the Scuderia’s silence may hide extensive preparation work.
Several power unit manufacturers, and especially customer teams, raised an important and rather delicate question after the first three days of testing at the Bahrain International Circuit. The new-generation cars risk stalling on the grid when the five red lights go out, potentially creating a significant and dangerous safety issue, particularly in tightly packed race starts. As a consequence, pressure is reportedly mounting on the FIA to intervene before the beginning of the 2026 Formula 1 season.
The strongest and most explicit comments came from Andrea Stella, Team Principal of McLaren, who openly asked the Federation to step in with measures to improve clutch engagement, possibly through electronic assistance systems or standardized operating procedures. According to Andrea Stella, the concern is not performance-related alone, but also connected to sporting fairness and safety. The issue stems directly from the new power unit regulations, which removed the MGU-H positioned between the turbine and compressor. Until 2025, the electric motor’s rotation helped keep the turbocharger spinning and building boost pressure, clearly enhancing and stabilizing the performance of the internal combustion engine.
From 2026 onwards, with only the MGU-K connected to the crankshaft and no MGU-H to maintain turbine speed, one of the most notorious problems of the 1980s turbo era has effectively returned: turbo lag. This delay between throttle input and actual power delivery can be particularly problematic at very low engine speeds, exactly the operating window used during a standing start procedure. In practical terms, when drivers release the clutch and apply throttle, the absence of immediate turbo boost could cause hesitation, instability, or even complete stalling.
Amid all this intense discussion and growing anxiety in the paddock, however, the Maranello remains silent. No complaints, no official calls for help, and instead a position entirely consistent with its historical approach to regulatory changes. At this stage it is worth pointing out the fact that during the drafting phase of the new technical regulations, Ferrari team principal Frederic Vasseur had already raised the issue internally within FIA working groups, reportedly receiving a negative response that effectively “forced” the Italian side’s engineers and technicians to adapt accordingly. This prolonged silence, much like the previous “fire-up without revs” debate that surrounded early 2026 prototypes, suggests strong and deeply rooted technical confidence behind the scenes.
The road car experience applied to Formula 1
Ferrari may have implemented several carefully engineered solutions to mitigate the troublesome and potentially destabilizing turbo lag problem. The first and most obvious weapon could be electronic in nature, by making even more aggressive and strategically refined use of the MGU-K, which from 2026 will deliver 350 kilowatt, which is the equivalent of around 480 horsepower, almost doubling its previous contribution. Such a substantial electric output fundamentally changes the torque distribution philosophy of the car.
Ferrari may have developed a highly aggressive and extremely responsive “torque fill” map. In practical terms, while the turbocharger is still in the process of spooling up and building exhaust-driven boost pressure, the electric system could immediately deploy torque to the rear wheels, effectively compensating for the temporary power deficit. This seamless blending between electric and thermal power delivery would ensure that Charles Leclerc and Lewis Hamilton experience a progressive yet forceful launch phase with the SF-26 single-seater.
However, applying this type of sophisticated strategy requires absolutely flawless hybrid traction control calibration. Too much instantaneous electric torque and the rear tires will spin excessively, compromising grip and acceleration. Too little torque and the car risks bogging down or stalling entirely. The margin for error is extremely narrow. In this context, Ferrari’s extensive experience with high-performance hybrid road cars such as the SF90 and the 296 GTB could have provided a decisive and invaluable advantage. The knowledge accumulated in managing instantaneous electric torque delivery in road-going hypercars may now be directly transferable to the Formula 1 environment.
The second possible technical route may involve Shell, Ferrari’s long-standing fuel and lubricant partner. With its advanced fuel development program tailored specifically for the 2026 sustainable fuel regulations, Shell could have met the highly specific combustion and temperature management requirements requested by Maranello. If Ferrari opted for a biofuel-based solution designed to stabilize turbo behavior, maintaining turbine rotation at minimal revs could rely on a carefully controlled post-combustion process.
In this scenario, a small quantity of fuel is injected and ignited within the exhaust system just before the turbine housing. In simplified terms, this follows the old rally-inspired “bang-bang” anti-lag principle, which was widely known for keeping turbochargers active even when the throttle was partially closed. It also resembles, to some extent, what Honda implemented up to 2025, characterized by a distinctive acoustic signature during downshifts. However, applying such a strategy in modern Formula 1 requires extraordinary precision.
This type of system demands a perfectly blended and chemically stable fuel capable of igniting at strictly controlled temperatures without causing excessive thermal stress or catastrophic mechanical damage. The combustion must be stable, repeatable and predictable. Precision is absolutely crucial to achieve this post-combustion effect without compromising long-term reliability, especially considering the limited number of power unit components allowed per season under FIA regulations.
A further and perhaps even more fascinating path which the Ferrari engineers and technicians may have pursued is a purely mechanical one, based on refined valve timing strategies. The process involved is known as scavenging, where both intake and exhaust valves remain open simultaneously for a very brief fraction of a second. Through this overlap phase, airflow is allowed to pass directly through the combustion chamber and flow into the exhaust manifold, maintaining exhaust gas velocity and helping to keep the turbine spinning even at lower engine speeds.
This solution is deeply rooted in classical engine engineering principles rather than purely hybrid strategies. By optimizing valve overlap geometry, Ferrari engineers may have found a way to maintain sufficient turbo rotation during the delicate clutch engagement phase at race starts. Such an approach would not rely solely on electrical assistance, but instead integrate thermal, fluid-dynamic and mechanical elements into a comprehensive and harmonized system.
All these potential solutions share one fundamental characteristic: they require months and months of simulation work, dyno testing, calibration refinement and on-track validation. Development of this magnitude cannot be improvised in a matter of weeks. For this reason, it is entirely understandable that the Maranello team has resisted calls for regulatory intervention or artificial electronic aids imposed at the last minute.
At the same time, this entire debate raises an important and perhaps uncomfortable question within the Formula 1 community: did other manufacturers underestimate the complexity of this issue when designing their new-generation power units? Or did Ferrari simply anticipate the problem earlier and dedicate more resources to solving it comprehensively?
As the 2026 Formula 1 season approaches, and Charles Leclerc and Lewis Hamilton prepare to launch their Ferrari from the grid under the new regulations, the answer will become visible to everyone when the red lights go out. Until then, the silence from Maranello speaks volumes.
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