Carlos Sainz’s blistering start from pole position at the Italian Grand Prix in Monza did not go unnoticed, nor did Charles Leclerc’s launch from the third position on the grid. The Monegasque driver seemed poised to challenge his teammate into the first braking zone but ultimately decided to follow Max Verstappen’s Red Bull to avoid trouble at the first corner.
Both Ferrari drivers benefited from an excellent start, indicating that the Scuderia’s technicians worked meticulously on the initial acceleration of the SF-23. Although race starts are now exclusively controlled by the driver according to regulations, as opposed to the past when the system was entirely automated.
It’s worth noting that the Benetton team once used an optical sensor to detect the traffic light signal turn-off, allowing their drivers to react instantly without any reaction time. There were never any false starts or delayed launches. However, the FIA eventually uncovered this technique and banned any electronic control systems, stipulating that driving functions must be entrusted solely to the drivers.
Over time, there have been various attempts to reintroduce launch control, all of which the Federation has banned. To prevent any shrewd tricks, it has been established that there can be no launch without a reaction time from the moment the traffic lights go out; otherwise, it would be considered a jump-start and lead to penalties.
Today, teams’ work primarily focuses on optimizing the grip available to drivers when they release the clutch lever. The practice starts conducted during each session help train the driver for the initial launch. However, they also serve to collect data in a database that takes into account various parameters: asphalt type, track temperature, engine revolutions, torque delivered, and other functional data that have been gradually accumulated.
To be clear, this isn’t exclusive to Ferrari; all Formula 1 teams work to optimize their race starts. Still, it’s essential for each team to develop its strategies for achieving the best launch, as it’s a critical moment in the race.
Under the leadership of the highly experienced Stefano Lovera, Ferrari’s electronics department has had a dynamic cell in Maranello for several years, allowing them to simulate race starts. The combined information from bench tests and on-track sessions has enabled them to create a database that helps drivers find the ideal starting mapping to launch without wheel spin.
The start phase is divided into three moments: the initial sprint in the first 30 meters using first gear, the hybrid power only engaging above 100 km/h, and then the stretch to the first braking zone. The key is to combine these three distinct moments to find the right torque value during acceleration, avoiding grip losses due to harmful wheel spin. Maranello’s approach is to make power management more linear, not only reducing the internal combustion engine’s torque but also the electrical energy, in a complex yet crucial balancing act.
Since the introduction of the budget cap three years ago, development in steering wheel computers has become slightly less obsessive than before. Given that it’s work that improves the management of some functions during races but doesn’t directly enhance performance, teams have preferred to allocate resources elsewhere unless problems arise.
The clutch lever is positioned behind the steering wheel’s crown, below the gear shift paddles. Over time, drivers have developed highly personal and diverse solutions to find the right clutch engagement point with optimal ergonomics.
Charles Leclerc uses a single, long lever operated with the fingers of his right hand, while Carlos Sainz prefers two separate controls, each equipped with a carbon finger pad. In the event of a spin, the Spanish driver can also act with his left hand to recover.
Of course, the control is still released only by the driver, who can rely on a mapping that selects the one most suitable for the starting conditions from those available in the database. This database is continually enriched from one Grand Prix to the next, refining the function optimization further each time.
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