Ferrari and Charles Leclerc used a smart power unit strategy in Miami to surprise rivals after the Safety Car
The Safety Car period in Miami revealed an intriguing strategy Ferrari has developed to manage rolling restarts. The episode is closely linked to the difficulties faced by current Formula 1 power units when it comes to rapidly rebuilding air pressure, especially since the removal of the old MGU-H electric motor, which previously controlled turbo speed directly. While this issue has become especially noticeable during standing starts, it also plays a major role when the race resumes after a Safety Car period. Ferrari appears to have engineered a particularly clever solution.
Mercedes vs Ferrari: two very different restart strategies
Between Suzuka and Miami, both Mercedes and Ferrari found themselves leading the field at the moment of the Safety Car restart, showcasing two distinctly different approaches. These differences can be clearly observed in telemetry data collected by Federico Albano.
In Japan, Andrea Kimi Antonelli drove along the entire straight before the final chicane at a steady speed of around 120 km/h, before accelerating again immediately after the famous 130R corner. More importantly, the Italian driver remained in second gear and kept the engine operating at roughly 10,000 RPM. This is a crucial procedure because it ensures a strong exhaust gas flow through the turbine, keeping the turbo spinning at high speed and maintaining air pressure for instant acceleration.
In Florida, however, Charles Leclerc adopted a very different tactic in an attempt to catch his rivals off guard. The Ferrari driver moved down the back straight at a much lower speed, slowing to nearly 40 km/h. This caused the turbo pressure in his own engine to drop significantly—but also in the engines of the drivers behind him.
Just before Turn 17, the Monegasque driver then used the clutch to disengage first gear, effectively shifting into neutral and allowing the car to coast.
At that point, in a move that resembled a standing start procedure, Charles Leclerc pressed the throttle to raise both engine RPM and turbo speed. However, because no gear was engaged, the Ferrari continued rolling slowly while the power units behind him kept losing pressure.
Telemetry data clearly shows the Ferrari driver getting back on the throttle, with the engine climbing to nearly 11,000 RPM, yet the car’s speed did not increase until Charles Leclerc re-engaged the gear and launched away.
The rivals’ response
This episode highlights how Mercedes and Ferrari have developed two different restart procedures for Safety Car situations. Ferrari’s approach is arguably the more fascinating one, as it creates the potential to catch chasing drivers by surprise.
That said, it cannot be ruled out that some rival teams have already considered the same strategy. In general, replicating the technique does not appear especially difficult, provided the clutch can cope with the added mechanical stress.
In any case, after already showing strong execution in standing starts, Ferrari has now demonstrated that it can effectively manage rolling restarts as well. It may be only a small consolation for the Scuderia, whose true Achilles’ heel remains the power unit itself.
As the 2026 season continues to expose the technical intricacies of the new hybrid regulations, Ferrari’s innovative use of the clutch highlights the lengths teams will go to compensate for the loss of the MGU-H. This focus on “out-thinking” the hardware suggests that software and driver procedure will be just as critical as raw horsepower in the battle for supremacy. With rivals now alerted to Charles Leclerc’s Miami trick, the cat-and-mouse game during Safety Car periods is set to become even more intense in the upcoming rounds.
Leave a Reply