Racing
© Jonathan Borba
Mercedes and Red Bull have been using a legal but controversial trick at the end of qualifying laps that instantly drops MGU‑K deployment from 350 kW to zero to prolong maximum electric power, triggering a 60‑second lockout that can leave cars with almost no drive when they slow down afterward. The move showed up at Suzuka and drew attention across the pit lane. Ferrari has asked the FIA for guidance. Teams say the method is within the current power unit rules.
The tactic plays on how the MGU‑K must wind down its electric help. The rules set a normal ramp of 50 kW per second when drivers finish a push. That gradual taper limits peak output right at the timing line. Mercedes and Red Bull instead command an instant cut to zero in one step. That is allowed under an emergency‑type provision. By holding full electric output until the line, then shutting it off at once, the car carries maximum power through the lap finish. Engineers say it can save tenths without breaking the total energy allowance for a lap.
The side effect is steep. The control unit treats the abrupt stop as a lockout event. That triggers a 60‑second period when normal electric deployment is blocked. If a driver lifts or slows soon after the line, such as to find space or let a faster car pass, the hybrid system does not respond as it would on a standard cooldown. With no MGU‑H on the 2026 power units to help keep the turbo spinning, the engine can fall off boost. Throttle response drops. In some cases the car can feel like it has almost no power until the lockout ends or the system recovers.
At Suzuka, the effect appeared in quick sequences when cars backed off after flying laps. Alexander Albon stopped on track during a slow phase. Kimi Antonelli and Max Verstappen were both delayed during fast runs when traffic ahead lost power and bogged down. The moments underlined the safety risk when cars behind approach at speed and meet a sudden power drop ahead. They also raised sporting concerns when a driver on a push lap encounters an opponent who cannot accelerate out of the way.
Rival teams say the maneuver fits the letter of the rules. The instant cut relies on language that permits emergency‑type actions to protect hardware. The 60‑second lockout exists to discourage use as a performance tool. When the trigger happens right at the flag, the cost is lower. Drivers can usually reach the pits or start a cooldown before the minute expires. That makes the deterrent weaker in qualifying than during a long run.
Ferrari has sought clarification from the FIA instead of demanding a ban. The team wants to know whether the emergency clause can be used in this way, and whether the lockout logic should change when the trigger follows a timed lap. Other teams are studying data and onboards. Several expect the technique to spread unless the FIA intervenes.
Engineers point out that the approach does not change the total energy released per lap. The advantage comes from the timing of the cut. Full electric support holds until the car breaks the beam. The price comes later, when the hybrid system sits idle. On a clear track that trade can make sense. In traffic or during a slow lap, it can turn into a hazard.
The FIA has not issued new instructions on the topic. Under current rules the trick is legal. The governing body can issue a technical directive if it believes the use breaches intent or creates an unsafe condition. For now teams are weighing the gains against the risk of a power loss at the wrong moment. The debate will continue as rivals test the limits of the MGU‑K control maps and the 60‑second lockout in qualifying.