Vasseur Expresses Bemusement Over F1 2026 Start Procedure Concerns, Citing Long-Standing Knowledge

Ferrari Team Principal Fred Vasseur has voiced his surprise regarding the recent scrutiny and subsequent modification of Formula 1’s starting procedure ahead of the 2026 season, asserting that the challenges posed by turbo lag were "known from day one." The comments from Vasseur highlight a potential disconnect in the regulatory process and team preparedness as the sport gears up for a significant overhaul of its technical regulations.

The impending 2026 season will introduce a sweeping set of technical changes, most notably in the power unit regulations. A central component of this revamp is the removal of the MGU-H (Motor Generator Unit – Heat), a sophisticated energy recovery system attached to the turbocharger. Historically, the MGU-H played a crucial role in eliminating turbo lag – the inherent delay between the driver demanding power and the turbocharger reaching optimal speed to deliver it. By actively spooling up the turbo at lower engine revolutions, the MGU-H ensured instantaneous power delivery, a critical factor for rapid acceleration, especially from a standing start.

With the MGU-H’s removal, a deliberate move aimed at simplifying power units, reducing costs, and attracting new manufacturers, the re-emergence of turbo lag was an anticipated consequence. This means that without the electrical assistance to pre-spin the turbine, it will naturally take longer for exhaust gases to build sufficient pressure to get the turbo rotating at full speed. Consequently, the internal combustion engine (ICE) will not immediately produce its full torque, impacting a car’s ability to launch efficiently and quickly from the grid.

Ferrari, alongside other manufacturers, has been meticulously developing its 2026 power unit under these known parameters. The Italian Scuderia is understood to have engineered a smaller turbocharger as part of its strategic response. A smaller turbocharger inherently possesses less rotational inertia, meaning it can spool up faster, thereby reducing the overall turbo lag. This design decision was made in direct anticipation of the challenges presented by the MGU-H’s absence, and crucially, with the understanding that the FIA would maintain the existing starting procedure, despite concerns raised during the formative stages of the new regulations.

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However, a recent development has seen the FIA introduce an additional five seconds between the final car reaching its grid position and the ignition of the start lights. This modification follows successful practice start tests conducted during Bahrain testing, and its primary stated objective is safety. The additional time is intended to allow all cars to successfully spool up their turbos, mitigating the risk of dangerously slow starts that could lead to rear-end collisions on the grid.

Speaking exclusively to Motorsport.com, Vasseur articulated his surprise at this procedural adjustment. "Without the MGU-H, it was clear that turbo lag would become a factor to manage, from drivability to race starts," Vasseur stated. "This has been known from day one. When evaluating choices in defining the guidelines for a power unit, it’s not just about pure power, other aspects matter as well, and one of these is the start."

Vasseur elaborated on Ferrari’s design philosophy, emphasizing that the team had made specific engineering choices based on the FIA’s initial clarity regarding the starting procedure. "That’s why we made certain decisions, and the FIA has been quite clear from the beginning about not wanting to change the starting procedure, so I was surprised when this topic resurfaced in Bahrain," he added. The implication from Vasseur’s comments is that Ferrari had already committed significant resources and design direction to optimize for the anticipated conditions, and a late change to the procedure potentially undermines some of those strategic engineering "compromises."

These compromises, Vasseur suggested, involved balancing peak power output with critical drivability aspects, such as immediate throttle response and efficient race starts. While the 2026 regulations aim for a near 50/50 split between internal combustion and electrical power, the nuances of how that power is delivered, especially at critical moments like the start, are paramount. Ferrari’s proactive approach, particularly in optimizing turbocharger size, suggests a detailed understanding of these trade-offs. Interestingly, despite the application of the five-second hold period during testing, Ferrari-powered cars generally appeared to achieve strong getaways, indicating their initial design philosophy might be robust.

Other team principals had indeed highlighted safety concerns as a primary motivation for the procedural change. The scenario of a car failing to accelerate promptly from the grid, potentially leading to a dangerous pile-up, was a genuine apprehension. However, Vasseur suggested that these "safety concerns" might also mask an underlying performance element.

"I can say that it’s easy to ask a driver to raise a safety concern or similar, but in reality, it had been known for a long time," Vasseur remarked. "When designing the architecture of an engine, compromises are always made: on one hand, you aim for maximum power, on the other, drivability. You have to make decisions." This statement implies that some teams might have prioritized raw power output over start-line drivability in their early power unit designs, and subsequently found themselves at a disadvantage when confronting the realities of turbo lag in initial tests. Raising safety concerns, in this view, could be a way to lobby for adjustments that mitigate their own design’s weaknesses.

Ayao Komatsu, Team Principal for Haas, a team utilizing Ferrari powertrains, offered a perspective that aligns with the effectiveness of the FIA’s interim solution. Komatsu affirmed that the five-second hold experiment had successfully addressed the anticipated safety issues. "If look at these practice starts, implementing the blue light for a five-second sequence, that’s been working really well," Komatsu stated. "If you look at those starts, the people who participated, they managed to get off the line okay. So I don’t think [it’ll be an issue]. Initially, without those extra five seconds, I would agree that there might be a safety risk, but now with the pre-start preparation phase, I don’t see any safety risk at all."

Komatsu’s assessment provides further validation for Ferrari’s strategic decisions, indicating that even with the MGU-H removed, the challenges of turbo lag, while real, can be effectively managed with careful design and minor procedural adjustments. The consensus among the teams, at least those with Ferrari power, appears to be that the amended start procedure, while a late addition, effectively mitigates the immediate safety risks associated with the new power unit regulations.

The 2026 regulations represent a bold step for Formula 1, aiming to make the sport more sustainable and technologically relevant while also attracting new manufacturers like Audi. The removal of the MGU-H is a cornerstone of this philosophy, but it also brings back a technical characteristic – turbo lag – that has been largely absent from modern F1 for years. The debate surrounding the starting procedure underscores the intricate balance between safety, performance, and regulatory foresight as teams navigate the complex transition to a new era of Formula 1 racing. Vasseur’s comments serve as a poignant reminder that in the high-stakes world of F1, every technical detail and every regulatory decision carries significant implications for design, strategy, and ultimately, competitive advantage.

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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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