Kimi Antonelli has emerged as a genuine Formula 1 title contender after winning three of the opening four races and taking control of the championship standings. His performance in Miami confirmed his place among the top drivers this season, especially considering that Mercedes’ W17 was not the outright fastest car in Florida, with the upgraded McLaren MCL40 of Lando Norris and Oscar Piastri appearing to hold the performance edge.
Even so, one weakness remains in Antonelli’s otherwise near-perfect start to the campaign: race starts. In Miami, despite securing pole position on Saturday, the Italian’s slow getaway prevented him from fully capitalising on his grid advantage, once again highlighting the one area Mercedes is still working to refine.
Why Kimi Antonelli has struggled with Formula 1 starts
Interestingly, the issue does not appear to affect George Russell to the same extent. The British driver has looked far more comfortable at launch, despite the W17 showing some limitations compared to rivals such as Ferrari’s SF-26 in getaway performance.
So how can two drivers in the same car experience such different launch behaviour?
The answer lies in the highly customisable nature of Formula 1 start procedures. The software settings that govern launch behaviour can be extensively tailored to each driver. Steering wheel rotary controls allow engineers and drivers to calibrate clutch release characteristics based on multiple factors, including track grip, pre-selected torque delivery, and the clutch bite point — the precise moment when engine torque begins transferring to the driven wheels.
The technical challenge behind modern F1 launch procedures
In practice, this combination of settings creates a specific power delivery profile, with torque increasing progressively depending on surrounding conditions — particularly tyre grip and track surface characteristics.
This year’s starting procedure has become even more complex due to regulatory and technical changes. Teams have had to adapt to launching the car with higher engine revs than in previous seasons to compensate for turbo lag, which is no longer offset by the contribution of the MGU-H.
As a result, drivers have effectively had to relearn their launch technique using new parameters, making it much harder to consistently find the perfect clutch bite point while also matching the ideal engine speed.
While the software can manage power delivery based on clutch release inputs, synchronising those elements precisely remains the driver’s responsibility. That means clutch sensitivity and feel have become absolutely critical.
This may explain the difference between Antonelli and Russell. Compared to last season, the ergonomics and travel of the clutch paddle now play a much more important role. A shorter clutch throw may previously have required less precision, with fewer consequences if engine revs were not perfectly matched. Under the new system, however, clutch movement range and steering wheel ergonomics are far more decisive.
Mercedes’ solution for Canada
Mercedes has spent considerable time analysing the issue after the opening rounds of the season. The team has not only put Kimi Antonelli through hundreds of simulated practice starts under varying grip conditions, but has also developed a revised clutch control system for the steering wheel.
The new hardware is expected to debut at the Canadian Grand Prix, with the aim of removing the final uncertainties Antonelli still experienced in Miami despite extensive simulator preparation.
After the Miami race, Mercedes stated that Antonelli’s launch issue was caused by an incorrect electronic calibration between clutch release and torque delivery to the driven wheels.
Montreal will now provide the first real test of whether the only meaningful weakness in Kimi Antonelli’s exceptional start to the Formula 1 season can finally be resolved.
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