“Braking will be much smoother,” says Lotterer, “because with discs you are dependent on the temperature and the quality of your brake set, which is not always something you can control. When we program the brakes through the MGU it’s much more precise and it can also be a tool for us to drive the car better For the engineers it will be a big task to make it perfect and fair but also for us, the drivers, to give the right feedback to steer the team in the best direction as quickly as possible.
Porsche drivers are intrigued by how the Gen 3 could – and probably should – increase the spectacle of racing, which, as always, remains partly dependent on the tightness of the tracks. In Monaco, Formula E already produces a lot more overtaking than the processional F1. “The car is a bit more compact, but I don’t think that’s a lot,” Lotterer says of his racing expectations. “It will sometimes make things easier, but I think it’s more the agility of the car that will give us the opportunity to take more risks and to overtake more.
On the other side, the Gen 3 is back to the open wheel, so there will be less friction. The Gen 2 wheel gaiters have been removed, which makes the suspension much more vulnerable, which should reduce the high number of contacts characterized in too many Formula E races. , you will therefore have to be careful, especially since the support levels are now much more relevant. If you lose your wing, it will be a performance penalty.
What’s still unclear are the full details of ABB’s fast-charging capabilities. Recharge pit stops are set to be added next year for greater strategic variety, in a series that already gives riders power upgrades in attack mode and fan boost during races. So will this mean the end of energy management as the dominant factor, allowing riders to race flat out? “The final settlement is still not 100% clear, so let’s see,” Wehrlein said. “What is clear is that we can recover more energy and the battery is a bit smaller, so the car is much lighter. It’s still a question mark, including stops at stands and fast charging and the options we have there.
For the regulator, Formula E and its suppliers – including Spark Racing Technology on the chassis, Williams Advanced Engineering on the battery, Hankook (replacing Michelin) on the all-weather tyres, and of course ABB on the charging – there is still a lot of detail to iron out. For the pilots, they have enough to face the current season. But their chance to sample Gen 3 for the first time will loom mid-summer and whatever everyone thinks of this release semblance, it’s the performance possibilities and how they can best use it that will keep hooked.
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This notice was published: 2022-05-10 23:01:25