Formula 1 Teams Grapple with Start Procedure Challenges as Russell Labels Initial Attempts "Worst Ever"

Bahrain International Circuit was the scene of intense pre-season testing, but beyond lap times and tyre compounds, a critical, potentially race-defining element emerged as a major talking point: the radical changes to race start procedures. Mercedes driver George Russell, typically known for his measured assessments, did not mince words when describing his early experiences, stating his two practice starts for the impending 2026 Formula 1 campaign were "worse than his worst ever," throwing a spotlight on what is set to be a significant hurdle for teams and drivers alike. Ferrari, in contrast, appeared to demonstrate early strength in this crucial area, sparking concern among rivals.

The modifications to the race start sequence stem from fundamental shifts in the 2026 power unit regulations, specifically the removal of the Motor Generator Unit-Heat (MGU-H). This sophisticated component, which recovered energy from exhaust gases, previously allowed for exceptionally smooth and instantaneous power delivery during race starts in recent years. Its absence necessitates a new approach: drivers must now actively rev their engines for a minimum of 10 seconds to spool up the turbocharger, a process that adds a layer of complexity and variability to what was once a highly refined, almost automated, procedure.

This regulatory alteration has ignited a debate within the paddock. On one side, McLaren team principal Andrea Stella voiced "imperative" calls for safety tweaks, highlighting potential risks associated with the less predictable starts. On the other, seven-time world champion Lewis Hamilton, Russell’s Mercedes teammate, rebuffed these concerns, asserting that the new procedures were "not dangerous," perhaps viewing them as an additional challenge for driver skill.

Russell articulated his frustrations during Friday’s testing session in Bahrain. "I think we’ve got a lot of potential beneath us but to win a race, you’ve also got to get off the line quite well," he observed, underscoring the foundational importance of a good start. He continued, "The two starts I’ve made this week were worse than my worst ever start in Formula 1." Russell then referenced a contrasting performance, noting, "Lewis down in P11 [grid slot, P5 in order] got into P1." This observation, referring to Hamilton’s impressive practice start in his Mercedes during routine system checks on Thursday, served to highlight the dramatic range of outcomes currently being experienced. Russell further emphasized the gravity of the situation: "So at this stage, I don’t think it matters how quick you are. The thing that’s going to trip you up is going to be that tallest hurdle. That’s what we’re trying to get our heads around right now and we’re stumbling on some at the moment."

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The sentiment regarding Ferrari’s early prowess in this domain was echoed by Kimi Antonelli, a Mercedes-affiliated junior driver who has been actively involved in testing and development work. Antonelli noted, "The Ferrari power unit looked very strong on starts." While not Russell’s direct F1 teammate, Antonelli’s insight from within the Mercedes development ecosystem carries weight. He added context to Mercedes’ own struggles and progress: "But today we made a lot of changes. At the end of the grid, the start felt a lot stronger, so obviously we could not test it properly on the grid. But it has been a bit of a weak point for us, to be fair. It is very complicated with the procedure and I just need to really get it right. There is a lot of work to do, but I think today we made a good step forward."

The consensus across the paddock is that race starts are poised to become a far more influential factor in the 2024 season, particularly in its nascent stages. A misjudgement of the new procedure could easily pitch a car into anti-stall, severely compromising a driver’s initial race position. McLaren driver Oscar Piastri had previously estimated that a poor start could cost a driver up to "seven spots" on the grid. The practice starts observed during the Bahrain testing further solidified this belief, demonstrating how rapidly the order could shuffle in the opening meters of a Grand Prix.

Piastri himself provided additional insight into the current unpredictability. "I thought mine yesterday [practice start] wasn’t too bad. I was last, but I think I passed about four cars as well. So I think it’s just very random at the moment," the McLaren driver commented on Friday. He elaborated on the learning curve facing all teams: "We’re all kind of learning what makes a good start, what makes a bad start. There’s some pretty big pitfalls you can find if you get yourself in trouble. But even just managing the power and the procedure is kind of one thing."

The inherent difficulty has been magnified by the comprehensive nature of the changes. "But also just the way we do starts is much more difficult than last year," Piastri explained. "You’ve got a lot of power, the MGU-K kicks in at a certain point so it’s trickier from every single angle." The MGU-K (Motor Generator Unit-Kinetic), which recovers energy from braking, now plays a more pronounced role in power delivery during the initial phase of acceleration, demanding even finer control from the drivers. "I think what we’re seeing at the moment is people just getting things right and other people getting them very wrong. So I think, certainly in the first few races, we could see some starts that look a bit like what we have this week," Piastri predicted, before offering a hopeful note: "But we’ll start to converge, hopefully, pretty quickly if you’re on the bad side of that."

The implications of these challenging new start procedures extend beyond individual driver performance. For teams like Mercedes, aiming to bounce back from two relatively underwhelming seasons and challenge for the championship with their W15 challenger, mastering the start will be paramount. A consistently strong start can elevate a driver several positions, mitigating the need for risky overtakes later in the race, while a poor one can undo all the hard work of qualifying. Conversely, Ferrari, under the leadership of Frédéric Vasseur, will be eager to capitalize on any early advantage their power unit appears to offer, providing their drivers Charles Leclerc and Carlos Sainz with a crucial edge in the opening laps.

Historically, Formula 1 starts have evolved significantly, moving from entirely manual clutch operations to highly sophisticated systems with electronic assistance designed to optimize traction and prevent wheelspin. The current regulatory shift represents a partial return to greater driver input, emphasizing precision and feel over automated perfection. This paradigm shift demands extensive practice and simulation, with teams investing considerable resources into understanding the new power unit characteristics and refining clutch mapping and launch strategies.

The "tallest hurdle" Russell described is not merely a technical challenge but also a psychological one. The pressure on drivers to execute a perfect launch, knowing the potential consequences of a mistake, will be immense. This could lead to more unpredictable races, especially in the early rounds of the season, potentially shaking up the established pecking order and providing opportunities for unexpected results. As teams continue their development work ahead of the season opener, the race to master the new start procedure will be as critical as the race for raw pace. The convergence Piastri spoke of will undoubtedly occur, but for those who master it first, the rewards could be substantial in the fiercely competitive world of Formula 1.

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Jonas Leo: Jonas Leo is a passionate motorsport journalist and lifelong Formula 1 enthusiast. With a sharp eye for race strategy and driver performance, he brings readers closer to the world of Grand Prix racing through in-depth analysis, breaking news, and exclusive paddock insights. Jonas has covered everything from preseason testing to dramatic title deciders, capturing the emotion and precision that define modern F1. When he’s not tracking lap times or pit stop tactics, he enjoys exploring classic racing archives and writing about the evolution of F1 technology.

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