Formula E unveils updated London E-Prix circuit
Formula E has publicly unveiled its heavily updated version of the ExCeL Centre track configuration that will be used for the London E-Prix double-header this weekend.
The championship first revealed the layout for the partially indoor circuit back in March 2019, but along with the FIA has now modified all three sectors and shortened the lap by 1.3 miles.
An opening Turn 1 and 2 chicane has now been tightened, with the updated route beginning to double back on itself rather than stick to the originally conceived 90-degree first left-hander.
Much more extensive modifications have been made to the second sector, with the direction for the hairpins of Turns 10 and 11 reversed from anti-clockwise to clockwise.
Drivers will now enter a 180-degree right hander and exit from a left to head directly into another tight chicane rather than the previous and slightly longer angled straight that fed into the complex.
The final sector has also been majorly reworked to dispense with a higher-speed sequences of sweeping turns where the track exits the exhibition hall to connect to a perimeter road.
The lap now instead feeds into an additional hairpin at Turn 16 before a further chicane had been added prior to the run to the penultimate corner.
These alterations to the third sector have been made amid concerns that speeds would be too high.
Mechanics begin to clear the grid for the start
Photo by: Andy Hone / Motorsport Images
However, the addition of heavier braking zones and slowing down the pace led initial team simulations to suggest that drivers would only need to recover 10 to 5% energy to reach the finish.
This compares to the usual 30 to 35% saving that must be made in a more typical Formula E race.
Teams and drivers voiced their concerns to Autosport that a flat-out sprint race could create a stalemate in strategies and a processional race.
Others thought that the absence of needing to lift-and-coast to bank energy in the build-up to an overtake would allow drivers to dive at will to initiate a spate of crashes and safety cars.
The FIA have since responded to these concerns by deducting 4kWh from the race total each car may use, bringing down the limit from 52kWh to 48kWh to introduce a greater need to save energy.
An FIA statement supplied to Autosport read: âFollowing the preliminary analysis of the London circuit and the energy consumption it was noticed that the lift-off requirements would not be significant enough with a 52kWh capacity.
âAs the management of the energy consumption is key to the ABB FIA Formula E World Championship, and to avoid flat-out races, it has been decided to reduce the total amount of available energy to 48kWh for the races of London.
The double-header this weekend, which will be broadcast live on Channel 4, marks the returns of London to the Formula E calendar after Battersea Park last featured for the 2015-16 season finale.
Previous article
Andretti remains 100% committed to Formula E despite impending BMW exit
Next article
Proposed Formula E budget caps outlined for second Gen3 season
Why consistency can't be relied upon for Formula E title success
It's commonly upheld as the most straightforward method of racking up titles. But, due to the unique qualifying format used in Formula E, a consistent approach can actively work against a driver and make their life harder in races. So with four races to go, is now the time to ditch the tried-and-tested approach for a win-or-bust mentality?
How Bird's crash recovery became Formula E's fairytale of New York
After crashing in practice during the opening session at the New York City E-Prix, Sam Bird immediately had a recovery job on his hands. But the Jaguar driver rose through the order and secured victory in the second race - and with it, the championship lead. Here's how an Englishman in New York became top of the heap
Why Formula E is plotting a major change of philosophy
Formula E has become famed for its unpredictability, which can yield exciting races - but it can be argued that it robs the all-electric championship of a clear narrative and doesn't adequately reward the best drivers. The series wants to change that, and renew its philosophy ahead of the introduction of its next-generation car
How Puebla's high-altitude encounter gave Formula E's new leader breathing space
With the usual Autodromo Hermanos Rodriguez venue unavailable to Formula E, it visited the little Puebla circuit to keep its foot in the door in Mexico. A near-winner two years ago, Pascal Wehrlein looked in swaggering form throughout the weekend - but a breathless final encounter helped put Edoardo Mortara in the driving seat
The half-term report cards of each Formula E team in 2020-21
In an eventful Formula E season, punctuated by rain and energy-conservation controversy, the 12 teams contesting the championship have endured many challenges in the opening seven races. Here's how they've got on across the first half of the season.
How Formula E stood up to F1 comparisons in Monaco
OPINION: It was no surprise to anybody that the laptimes achieved by Formula E cars on the full Monaco circuit were much slower than Formula 1. But perhaps the more relevant comparison was in the racing spectacle, where FE delivered in spades
How Monaco dealt Formula E a winning hand to cure its hangover
Formula E faced much criticism in the wake of its maligned Valencia event. In need of a turnaround, the series' first use of Monaco's iconic Formula 1 layout provided it with the injection of thrills required to clear the fog that had enveloped the paddock
How Valencia E-Prix farce left Formula E with an image problem
Formula E was under the microscope at Valencia, on its first visit to a permanent circuit. But after a mere nine drivers were left classified following Saturday's Valencia E-Prix, the electric championship once more faced criticism after rising energy deductions and miscalculations produced a farcical affair
