Circumstances evolve rapidly. For several years, discussions were widespread regarding the standardization of gearboxes across all teams to lower expenses, given that they were increasingly considered less critical to Formula 1 performance. However, with the upcoming regulatory changes in 2026, the gearbox has surprisingly regained prominence as a key element of vehicle architecture.
A striking illustration of this phenomenon can be observed in the divergence between Mercedes and McLaren. Despite both teams employing the identical Mercedes power unit, their utilization strategies vary significantly, leading to performance discrepancies evident not just in slower turns but also along high-speed straightaways.
Internally, McLaren undertakes the entire design and fabrication of its gearbox system, encompassing both the external housing and every internal mechanism. Furthermore, the team has opted for distinct gear ratio specifications, equipping the MCL40 with a configuration featuring shorter ratios.
Andrea Stella, McLaren’s team principal, remarked at the Canadian Grand Prix, stating, “I think there are definitely pros and cons with the ratios. We are on the shorter side compared to Mercedes. This may give you some advantages in acceleration, for instance, possibly it may give you advantages in a start.”
While this aspect became evident early in the season, its nature became significantly clearer following the initial five Grand Prix events. The Woking-based squad consistently exhibited more powerful starts compared to Mercedes, even with an identical power unit. This observation implied that Mercedes’ struggles were unlikely to stem from a singular cause.
Similar to how selecting a larger or smaller turbocharger presents both advantages and disadvantages, varying gearbox ratios inherently involve compromises. Considering the specifics of the present technical rules, certain teams, notably Mercedes and Red Bull, have chosen comparatively lengthy lower gears. This strategy assists in maintaining elevated engine revolutions through slower turns and optimizes the replenishment of battery power. Diverse gear ratios dictate distinct engine rotational speeds and varying degrees of strain on the engine, necessitating meticulous selection.
Lando Norris, McLaren
Photo by: Alastair Staley / LAT Images via Getty Images
Conversely, shorter gear ratios amplify the torque delivered to the driven wheels, thereby enhancing initial acceleration. This offers particular benefits during the very first moments of acceleration, prior to the MGU-K system engaging, and when the vehicle depends entirely on its internal combustion engine – assuming engineers accurately assess the available traction to prevent excessive wheelspin.
Nevertheless, this performance disparity extends beyond mere race starts, influencing acceleration performance across the entire lap. Analysis of data from the initial five races highlights a consistent pattern, which Stella also recognized: McLaren generally exhibits greater competitiveness on straights of shorter duration.
Indeed, during the early stages of the season, McLaren was still in the process of mastering the full potential of the Mercedes power unit, understandably missing some insights held by the unit’s original developer. Despite this, the distinct strategies employed by the teams continued to be apparent, not just in the initial competitions but also in more recent races, where varying energy recovery restrictions offered additional clarity.
Miami and Montreal served as contrasting examples. For Miami qualifying, the FIA permitted an energy recovery allowance of up to 8 MJ, which is the regulatory maximum. In contrast, the Canadian event saw this limit cut to merely 6 MJ per lap, demanding significantly more cautious and precise energy utilization. Observing the Miami race, McLaren managed to keep pace with its competitors on the initial straight, yet as the straight extended, the MCL40 progressively encountered greater difficulty.
Intriguingly, this particular performance characteristic was not observed until Turn 11 during Saturday qualifying, due to a specific intervention. Following prior sessions where difficulties arose exiting Turn 16, McLaren directed its drivers to disengage ‘superclipping’ ahead of braking for Turn 11. This action successfully averted the recurrence of the problem but simultaneously modified their battery management approach.
Consequently, prior to reaching the concluding braking area at the end of the extensive straight, McLaren experienced disadvantages stemming from both its shorter eighth gear and the prior depletion of a substantial portion of its electrical energy elsewhere on the circuit. This cumulative effect led to a top-speed shortfall exceeding 10 km/h when benchmarked against Mercedes.
A comparable trend emerged in Canada, even though that track presented vastly different conditions for energy recovery. Across the initial pair of shorter straights in Sector 2, where peak speeds approached 290 km/h, McLaren’s W17 demonstrated performance on par with Mercedes. Yet, on the prolonged straight leading into the ultimate chicane, Mercedes once again asserted its superiority.
An examination of gearbox data logs provides even greater clarity. McLaren often shifts to a higher gear in multiple sections of a lap, opting for eighth gear where other teams stay in seventh. On tracks where “superclipping” is particularly crucial, achieving a greater velocity at the conclusion of a straight can offer dual advantages – improving both lap time and prospects for energy recuperation.
Throughout Friday’s sprint qualifying session in Canada, the speed differential on the extended straight was notably substantial, occasionally surpassing 10 km/h. This disparity motivated McLaren to adjust its energy management approach for Saturday’s events, aiming to mitigate the performance gap.
Stella further elaborated, saying, “It may give you advantage in a straight dependent on the speed, but it may have some disadvantages. For instance, when we have speeds in a long straight like from corner 10 to 13, then you may want to have slightly longer, for instance, eighth gear. So, it’s a bit of a mixed bag as to where you want to beat with the ratios.”
No single choice is inherently superior across all conditions. Instead, each methodology possesses distinct advantages and drawbacks, contingent on the specific areas where a team seeks to improve lap performance. On tracks featuring exceptionally long straights, particularly when energy reserves are restricted, Mercedes seems to hold a latent edge. Conversely, on more compact circuits with numerous acceleration phases, McLaren can leverage the enhanced thrust offered by its shorter gear ratios.
The W17’s current advantage stems from its ability to achieve a balanced performance (beyond its higher downforce, which McLaren is swiftly matching), allowing it to maintain competitiveness across a diverse range of track layouts. While it will undoubtedly face greater challenges on certain circuits, the overall impression is that, irrespective of the power unit’s inherent quality, Mercedes’ approach to generating lap time is broadly adaptable to many different venues.
Teams are required to homologate their gear ratios at the start of the season, and these are typically kept constant for the remainder of the year. This season, however, a regulatory allowance permits a single, one-off modification. Stella expressed his view that such an alteration is not required, contending that the benefits provided by McLaren’s existing configuration surpass its disadvantages and align effectively with the MCL40’s overarching design principles.
Stella summarized, stating, “At the moment, we are happy with where we are. We are not considering to review our availability, even though the regulations would allow you to do so. But we think that some of the advantages that we cash in in other conditions than the longest straights are overall a positive position in which we are.”
