Why Formula E's Gen3 targets are its most-ambitious yet

Formula E has always made sure its car technology carries a message.

Gen1, from the series' inception in 2014, was about proving that electric vehicles could race. Gen2, introduced in '18, is tackling range anxiety fears and demonstrating development. Gen3, it seems, is going to be the most ambitious story yet.

Shortly before the Christmas just gone, the FIA released tender documents, inviting interested parties to apply for the separate contracts relating to the chassis, battery and tyres needed for the Gen3 car (the Gen2 equivalents are held by respectively Spark Racing Technology, McLaren Applied Technologies and Michelin). This is set to take to the track for FE's 2022-23 campaign, with a planned three-season lifespan.

Buried in 176 pages of technical and sporting requirements were the following headline targets.

The Gen3 car must be lighter by 120kg, and smaller overall, feature fast-charging technology that can be used in pitstops, and be able to run at a maximum power of 350kW - a 100kW increase on Gen2.

The car will also have a standard second powertrain installed on the front axle designed to significantly increase storage for regenerated energy.

In terms of the power figures, there are some caveats. Applicants must send in ideas to meet two scenario targets. In scenario A, the maximum race power would be 300kW, 350kW with attack mode or fanboost activated, and 350kW in qualifying. Rear maximum regen power is 350kW, and the front is 250kW. In scenario B, maximum race power is 250kW, and 300kW in attack mode/fanboost and qualifying. Rear maximum regen power is 250kW, and the front is 200kW.

Autosport understands that the two scenarios have been outlined for several reasons. Both the FIA and FE itself - the two parties are closely aligned on the Gen3 tech vision - want to make sure it is possible to hit these target figures and still have good racing.

So, while the car could reach 350kW, the main racing would be done at a lower level. This also leaves room for increasing power levels over the Gen3 cycle, as FE did in Gen1.

Another important factor to consider with the higher power levels is FE's tracks. Faster cars will mean more runoff areas and longer venues overall, which means the championship's calendar will likely be different.

"If you put Gen2 and Gen3 together, Gen3 will run circles around it" Sylvain Filippi

Tantalisingly, the power-increase targets mean FE could be heading for a mix of city circuits and existing motorsport facilities, although this is not likely to happen in the Gen3 era. But it does mean that from 2022-23 FE could use high power levels for more open tracks such as Mexico City and Berlin, but come down for tighter venues such as Paris.

The other stated targets are also bold - reducing the car's weight by 120kg is a massive step. The tyre tender is key too as it requires the same all-weather philosophy as Gens1/2, but the rubber will have to provide more grip with the expected power performance step.

"In race car terms it's a ridiculously huge amount of weight," says Envision Virgin Racing team boss Sylvain Filippi (below). "More power, lighter car, smaller car - what's not to like? The power increase plus 120kg lighter is a huge difference. If you put Gen2 and Gen3 together, Gen3 will run circles around it. It's really exciting."

Crucially, as Filippi says, "the rear-wheel-drive capability has won the argument", which means the Gen3 car is still going to handle like the current and previous machines - an oversteer challenge for the drivers.

Some FE manufacturers were known to be keen to make the Gen3 all-wheel drive, but it is understood that the governing body and promoter are united against this. They fear that it would adversely affect the racing spectacle - one of FE's key strengths.

The tender documents outline very ambitious targets for the Gen3 car - and it's important to state that at this stage this is not 100% what it will be. But ambition brings challenges - and in this case FE's charging infrastructure and battery technology are in the spotlight.

Standard car charging is set to be performed at 80kW, with fast-charging performed at either 450kW or 600kW, depending on the battery-system specifications of the successful battery supplier. And this is key.

The Gen3 car should reintroduce pitstops, with the cars being charged at 450kW or 600kW in the pitlane - ideally for 30 seconds (but this may not be mandatory, either overall or for a set amount of time).

This will take a huge amount of energy and require major a step forward in car battery technology.

The event infrastructure will have to be significantly beefed up - consider the power surge of the whole field pitting for an energy replenishment at once - and FE itself will supply a bespoke car-charging system. It is suggested that the 450kW or 600kW charge-level aim would be FE at the cutting edge of what is possible - well ahead of the best road-car equivalents.

The 2022-23 season is not far away. The Gen3 car should be a bold new tale - its construction chapters will be key to its success.