Formula E will run events from next season’s introduction of Gen4 with two specific bodywork kits, one low drag and one with a higher drag value as per the original framework of the Gen4 design specification.
The FIA has taken cues from road car designs in ensuring that the low-drag set-up will emphasise efficiency and optimise the reduction in drag during longer races.
The anticipation is that in double header events, races will vary much more in length than they have since double headers were first used at the end of the first season of Formula E in 2014-15.
The higher downforce and draggier bodywork went through a significant re-design at the end of 2025 when the FIA, according to technical manager, Vincent Gaillardot.
“We said ‘ok, performance is the first pillar’ so let’s go for the highest possible performance, so we did the first iteration with first target value,” added Gaillardot.
“And having then run the car at the beginning of the test, we said again: ‘I think we can go a step further.’ So, we asked Spark and Dallara to go another step further in downforce.
“So, it’s a big step. I think in drag we are probably more than 30% increase from the low Downforce kit and it’s definitely fully focused on performance to try to obtain the best lap time possible. This is what has driven the development of the high downforce kit.”
FEN understands that on the front end of the car a different pillar has been used to lower the wing itself and uses a different flap angle and gurney and on the end plate, where there is a slight variation to the low drag assembly but using the same end plate.
The rear elements are simpler with a spacer between the crash structure and the lower wing part which raises the wing which also has an added flap and is completely free of the airflow.
How kits could be used
Gaillardot also explained specifically how the different kits are used and when is still “under discussion” and “not fully fixed” in relation to the event format, which in itself is still to be formalised.
“For sure, the low downforce kit will be for the longer races,” said Gaillardot.
“This is rock solid. For qualifying we will have the high downforce and in sprint races these are always as well on our radar. We did some simulation, even with the mule car.
Traditionally the free practice sessions in Formula E see a variety of strategies playing out between teams with a variance on who runs at 300kW and 350kW push laps.
One option that is being seriously explored is that the FIA may allow only the 600kW full power mode for the last 15 minutes of free practice session. This would then likely see teams change bodywork here although it may not be an obligation.
“What we will control is the power level,” explained Gaillardot.
“The downforce will be the consequence. This is more or less how we designed the future event format so far, but it’s all still under discussion.”
