Whilst heavily criticised for their over-reliance on electrification, the all-new F1 2026 era of cars may yet produce some compelling on-track action. Despite the Mercedes pair lapping around four-tenths of a second quicker than the rest of the field in the early stages of the Sprint in Canada, as the race developed, back came the McLarens to challenge the Silver Arrows in what proved to be a gripping battle.
If anyone is going to take the fight to Mercedes, it looks to be McLaren, who of course are a customer of Mercedes High Performance Powertrains.
The Customer Independence Advantage
The McLaren team boss, Andrea Stella, lifted the lid in Canada on a ‘joker’ they have available to play, which may move them ahead of Mercedes in the coming races. Whilst non-manufacturer teams buy their engines from OEMs (Original Equipment Manufacturers), there is often a different approach to how they put together the entire package, including gearboxes and transmissions.
Williams buy their gearboxes from Mercedes, which means they must utilise the gear ratios set by the manufacturer. McLaren build their own gearbox and are therefore free to choose their own gear ratios.
The Unique 2026 Regulations ‘Joker’
Today sees the 110th running of the Indy 500, and in the premier class of North American racing, from track to track—and even within the same team—the engineers are free to chop and change the gear ratios. In Formula One, this is not the case. Once a team has decided upon its gear ratios, they are fixed for the season—except in 2026, where each team has one ‘joker’ to play this year in terms of altering them before they become fixed again.
Shorter Ratios: The Acceleration Gamble
Speaking to The Race in Canada, the McLaren team boss admitted they are running shorter gear ratios than Mercedes. This means the McLaren drivers change gears more quickly from a standing start, but their top gear is shorter than that of the Mercedes W17. Consequently, on the longer straights of the calendar, the Mercedes will reach a higher top speed.
The Speed Trap Disadvantage in Montreal
In Canada during the Sprint, it was interesting to note as Kimi Antonelli battled with his teammate, when in overtake mode on the back straight, he had a top over-speed on his team mate of around . When he lost his second place to Lando Norris, the McLaren driver only had around top over-speed, meaning he was never able to challenge George Russell for the lead.
“There are definitely pros and cons with the ratios,” said the McLaren team principal, adding, “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, it may give you an advantage in a straight line depending on the speed.”
He went on to reference the impact the lower gear ratios were having on the McLaren car in Canada. “But it may have some disadvantages. For instance, when we have top speeds on a long straight, like from Corner 10 to 13, then you may want to have a slightly longer, for instance, eighth gear. So it’s a bit of a mixed bag as to where you want to be with the ratios.”
Holding the Line: Why Stella is Waiting
Despite the distinct disadvantage McLaren suffered in Canada, and despite the fact that regulations allow for a gear ratio change, Stella says the team has no plans at present to use their ‘joker’ to make such a modification.
“At the moment, we are happy with where we are,” said Stella. “We are not considering reviewing our availability, even though the regulations would allow you to do so. But we think that some of the advantages that we cash in under other conditions than the longest straights are overall a positive.”
Of course, there is always some wiggle room between the Italian-English of Stella and the exact words he speaks. The implication is that McLaren are not “presently” considering making a change, but there may be a very good reason why not.
A Monaco Masterclass in Waiting?
The next race weekend on the F1 calendar is the prestigious Monaco Grand Prix. This circuit has barely a straight to talk about, with the longest flat-out section being the run from Portier, through the tunnel, and down to the Nouvelle Chicane. This is barely 500 metres in length and, furthermore, it is curved as the drivers flash through the tunnel.
Mercedes will barely reach their top gear in the Principality, but the nimble nature of the McLaren gearbox should see them quicker out of each corner than the Silver Arrows. Further, prior to Canada, only the Shanghai straight of 1,170 metres ranks in the top ten longest straights on the calendar. Even the races cancelled in Bahrain and Saudi Arabia have straights outside the top ten in length for the year.
Mapping the Strategy for the Second Half
With race weekends yet to come including Baku, with the longest straight at 2,200 metres, Las Vegas at 1,920 metres, and Spa at 1,150 metres, it appears McLaren have taken a strategic view of when to switch up their gear ratios. Also yet to come are the Yas Marina Circuit (Abu Dhabi), Autodromo Nazionale Monza (Italy), Autódromo Hermanos Rodríguez (Mexico City), and the Circuit of the Americas (United States). These complete the list of tracks with the top ten longest straights.
McLaren’s Development Ace Card
Mercedes have the early advantage this season with their overall engine and chassis package, but since McLaren opened their new wind tunnel in mid-2023, they have proven to be the team that develops the most quickly during the season.
Ultimately, McLaren’s leadership appears to have mapped out the season with meticulous precision. By strategically timing their gear-ratio shift, they can exploit the tight, high-downforce tracks where straight-line speed is less irrelevant, before deploying their wild card to unleash a longer higher top speed gear just in time for the calendar’s high-speed beasts.
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With over 30 years of experience in Formula 1 as an insider journalist, I have built trusted connections across the paddock, from race engineers and mechanics to senior team figures. At The Judge 13, I and a handful of trusted colleagues share exclusive Formula 1 news, expert analysis and behind-the-scenes stories you will not find in mainstream motorsport media.
A.J. Hunt is Senior Editor at TJ13, where Andrew oversees editorial standards and contributes to the site’s Formula 1 coverage. A career journalist with experience in both print and digital sports media, Andrew trained in investigative journalism and has written for a range of European sports outlets.
At TJ13, Andrew plays a central role in shaping the site’s output, working across breaking news, analysis, and long-form features. Andrew’s responsibilities include fact-checking, refining editorial structure, and ensuring consistency in reporting across a fast-moving news cycle.
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With experience covering multiple seasons of Formula 1’s modern hybrid era, Andrew has developed a detailed understanding of how regulatory changes and competitive shifts influence the grid. Andrew’s editorial approach prioritises clarity and context, aiming to help readers navigate complex developments within the sport.
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