Exploration and pinpointing how to use a variety of new tools on the Gen4 will be a key feature of the coming months as teams and drivers attempt to perfect and hone specific technical aspects of the new car.
The active differential via the front powertrain of the car and how that will be used to pitch and rotate the car through deliberate locking will be a central theme throughout the initial stages of the racing which begins later this year.
Gen4 development driver and special sporting advisor James Rossiter has told Formula E Notebook that he believes this area and other tools at drivers’ disposal will be a major learning process in the early phase of understanding the nuances of the Gen4 car.
“Certainly, from the discussions I’ve had it seems that it’s really the infant stage now of each of the manufacturers’ development,” explained Rossiter.
“So, there’s very little understanding I think from the drivers about what tools they really have available to them.
“We’re going to see a huge amount of evolution from certain teams and drivers that can figure it out fast. That can get to grips with the different tools that they have available and really start to use the items.
Rossiter added that the technical availability for improvement will be “so great in that car for teams to get their hands on and to really dig into. For me that’s super exciting that we give them that ability to really dive into the technology that’s available and leave it as a bit of an open box.
From the ‘torque split’ to the traction control side, the braking side and active differential, teams and drivers will have much more scope for improving their balance, handling a traction application than they have before.
Torque split is the distribution of engine power (torque) between the front and rear axles or between individual wheels in an all-wheel-drive (AWD) or 4WD vehicle, often expressed as a percentage ratio.
Each of those systems interact with the other one, and according to Rossiter “there’s so much to be built out on that” with a “huge amount of knowledge that needs to be accumulated to do it in the right way.”
High downforce package will deliver
The FIA, Formula E and the key suppliers notably Spark and Dallara have worked solidly on ensuring that the high downforce aero package that makes up a half of the two-tiered option for teams and drivers in Gen4 will provide a major spectacle.
“From the first iteration, we started from quite a long time ago on the car and there’s been several improvements in different areas,” explained Rossiter.
“The final high downforce package is pretty spectacular to drive. Certainly, it will give the teams and drivers a great opportunity to push the car to the maximum of its capabilities in qualifying, which is something that, personally, I found incredibly exciting.
“I think it’s going to be a huge highlight of the Gen4 era. It’s going to be the speed of the car in 600 kilowatts, the precision and the ability of the drivers to be showcased in the qualifying format that we have in this championship is going to be so, so exciting for every motorsport fan in the world to really get into and enjoy.”
Why Bridgestone tyres are so crucial
FEN asked Rossiter about the new Bridgestone rubber and how it will manage the immense torque unleashed, particularly in qualifying when 600kW of power will be deployed throughout the car.
Won’t the rubber struggle to withstand the traction demands at that power?
“No, you’re good for an absolute full tilt lap, no problem on that side,” was Rossiter’s immediate response.
Little is known at present about the Bridgestone rubber. But Rossiter has extensive experience in working with the Japanese company through his former F1, Super Formula and Super GT work during his professional career.
“It’s something that we really made sure in the development phase with Bridgestone as well that you didn’t have that ‘golden lap’ effect and to make sure that you have multiple opportunities, let’s say, to get the peak performance out of yourself and out of your package,” Rossiter explained.
“We really made sure that there is that consistent ability for drivers to really get a lot out of it. Let’s say in a group session for quali, I would expect the drivers to be able to get three peak laps over the course of a group session. That’s really a key thing here to make sure that we are putting ourselves in the best light possible.”
