Andrea Stella, head of McLaren, had previously brought to light three primary worries regarding the upcoming 2026 Formula 1 engine regulations, and he has now disclosed that a fourth problem has emerged.
A completely novel regulatory framework is being rolled out by F1 this year, featuring alterations to the power unit, which will depend more heavily on electric power. This shift is anticipated to fundamentally alter the competitive dynamics in 2026, given the increased importance of battery regeneration during races, though this transition also carries associated anxieties.
Last Friday, following the conclusion of the initial week of pre-season trials in Bahrain, Stella articulated these points, with the primary one focusing on how races commence. For several years, these starts have been smooth and immediate, a characteristic largely attributable to the MGU-H component; however, its removal for the current season introduces considerable complications.
Racers are now required to rev their engines for a minimum of ten seconds to activate the turbocharger. Misjudging this timing risks forcing the vehicle into an anti-stall condition, and drivers starting from the rear of the grid might not be afforded sufficient duration to achieve the requisite performance.
Consequently, the McLaren team principal asserted that Formula 1 must enable “each vehicle to possess a power unit prepared for immediate departure, as the starting lineup is not where sluggish departures from the grid are desired.”
In response, F1 implemented measures, conducting system verifications at the close of every session during the subsequent week of trials. These checks incorporated simulated race commencements, with procedural modifications introduced on each occasion.
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The second concern highlighted by Stella pertained to the requirement for drivers to “lift and coast” following a straight section, a technique integral to energy recovery. This particular aspect has ignited considerable debate, prompting Max Verstappen to describe it as “Formula E amplified.”
The ultimate apprehension stemmed from vehicles’ severe energy depletion, potentially resulting in premature battery drain and the absence of a drag reduction system (DRS)-like mechanism to aid in gaining speed for overtaking. Compounding this challenge, pre-season exercises took place in Bahrain and Barcelona, circuits well-suited for energy regeneration, while venues such as Jeddah and Melbourne feature numerous extended straights and bends but insufficient heavy braking areas to replenish the energy storage units.
These collective worries were deliberated during an F1 commission gathering held on Wednesday. However, Stella mentioned that an additional, fourth problem emerged concerning “straight mode.” This feature, introduced for 2026, when engaged, will cause both front and rear wings to adjust their orientation to a reduced angle of incidence, consequently decreasing aerodynamic resistance.
Stella conveyed: “An extra point came up, pertaining to whether one wished to utilize the straight mode at the outset, from the starting position to the initial bend. We are broadly pleased that these topics have been acknowledged and deliberated, and I consider the ongoing efforts regarding starts to be highly constructive.”
“I believe it is fostering an environment where all participants are afforded the chance to get their engine ready, even though, truthfully, we continue to observe considerable differences in initial launch capabilities.”
While the apprehension surrounding race starts has predominantly been addressed, anxieties persist regarding other issues, especially the “lift-and-coast” technique. Nevertheless, on Friday, a possible remedy explored involved boosting the ‘superclip’ from 250 kilowatts. The term ‘superclip’ designates the moment the MGU-K operates in opposition to the engine during full throttle.
Andrea Stella, McLaren
Photo by: Sam Bloxham / LAT Images via Getty Images
Stella further stated: “Regarding the practice of ‘lift-and-coast,’ the F1 community must exercise caution, as the Bahrain track doesn’t inherently demonstrate the requirement for this maneuver. It’s an environment abundant in energy recovery opportunities, allowing for regeneration during braking, thereby negating the need for peculiar actions that might catch a trailing car off guard.”
“Therefore, we put something to the test today. We examined the feasibility of elevating the ‘superclip’ to 350kW. All the necessary conditions exist to achieve this 350kW energy capture while the driver maintains full throttle, implying that the driver would not need to ‘lift and coast’ to gather 350kW.”
“We brought this topic to the FIA, and their ultimate decision will determine its implementation. We conducted a successful trial of it today and are pleased with the outcome.”
Pertaining to the application of straight mode, Stella remarked: “In terms of overtaking, I believe several solutions exist. This particular aspect is likely a little more distant, and I anticipate the collective decision, from the FIA community, will involve observing the initial races.”
“At McLaren, we have already expressed our view that circumstances are suitable for implementing interventions relatively quickly. However, we acknowledge the FIA’s guidance, and I believe there was a shared understanding regarding not utilizing the straight mode from the grid to the initial corner.”
“Although this requires formal ratification by the FIA, my understanding is that widespread consensus prevails throughout the paddock.”
