Two Hearts Beat As One? Why the Powertrain Rules Debate Will Define Formula E
Last week, E-Racing 365 broke the story that Formula E will ban dual-MGU powertrains, in light of the e.dams Nissan’s phenomenal pace in qualifying this season. The change, which comes into force for the 2019–20 season, was decided in an e-vote for all teams, in conjunction with the FIA World Motorsport Council.
While the intent is not to disrespect the Formula E teams which voted for the ban, it appears, at first sight, to be a retrograde step when it comes to the top electric formula promoting ingenuity. It may turn out to be a mistake for Formula E, but it doesn’t need to. Here’s why.
Road-Relevant Innovation Formula?
Formula E was conceived to give motor manufacturers and privateers a chance to create electric powertrains that would stimulate roadgoing development and advertise the EV ranges of leading manufacturers. Part of the excitement about the championship was that it would provide a place where electric technology could be furthered by the greatest minds in motorsport.
Banning the dual-MGU power unit says, ostensibly, that Formula E is moving towards a single definition of what a powertrain should look like and be. Will any but the richest teams risk developing something that may be fast in the short term, before being banned in the future? It’s a risk that teams mindful of keeping costs in check may avoid taking.
The casual viewers won’t notice a difference, but Formula E wasn’t ever only for them — it was billed as a motor-industry testbed, as well as a promotional tool. It needs to be both of those things to succeed.
Decision-Making Process
It’s important to note that the FIA World Motorsport Council was said, in the E-Racing 365 article, to have considered the possibility that the second MGU might have been used for something other than energy storage. While this is outside of Formula E’s regulations, and teams are justified in asking for this to be looked-at, banning an ingenious solution because of how it might be used sets an awkward precedent.
It says to the Formula E teams that they can appeal other components developed in the future which may be outside of the spirit or letter of the rules, which is their right, but also that they are potentially going to get said component banned.
Formula E is in an unenviable position with this issue. On the one hand, they’re welcoming major global OEMs with seemingly limitless resources for design and R&D; on the other hand, they also need to keep Season One manufacturers on-side; Venturi, Dragon, and Mahindra are teams on, if not small budgets, budgets smaller than the likes of BMW, Porsche or Mercedes. NIO has money to spend, but is a developing team. All of those organisations have supported Formula E from the start, and are backed by either niche or regional manufacturers, and Virgin, while customers of Audi, are privateers who have similarly been in it from the start.
The category’s regulators have to balance wanting to give major manufacturers the chance to show they can build the fastest all-electric powertrain, with a need to give smaller teams a realistic chance of fighting with them. If the likes of NIO and Venturi are not at least given the encouragement that there may be points in it for them if they are good enough on the day, it might become difficult to keep them in the sport — and Formula E with only multi-billion-dollar OEMs becomes a sport that relies on their continued participation for its survival.
What Happens Now?
How Formula E chooses to continue following the Nissan decision will tell us a lot about its long-term prospects as a premier racing series. The decision has been made now, and all parties have to pick themselves up, co-operate, and put together a unified show that continues to attract floating fans. Those who say Formula One has infighting and is still successful as a championship miss the fact that F1 has haemorrhaged fans since it became more about off-track controversies than on-track action. In addition, it would be a lot more popular if its participants did not routinely denigrate it in the media.
Formula E is a niche sport, and it cannot afford to indulge internal friction over regulations, when they don’t contribute to the narrative between drivers. The fallings-out over collisions this season, along with the constant whining about the qualifying format, have given fans talking points, and have illuminated the personalities of drivers. An argument over power units would not do that for anyone except those who are already emotionally invested in Formula E.
So far, it seems like the teams have presented a united front on the redrafted rules, and there is no sign of Nissan, led by their ever-professional Global Motorsport Director Michael Carcamo, shooting their mouths off about their competitive advantage being outlawed after this season. If Formula E is to succeed in the long term, that restraint needs to continue, but teams also need to feel the love, and to feel that their innovations, should they work in the spirit of the rules, will be permitted.
Listen to the E-Talking podcast, as Stuart Garlick, Conrad O’Keefe and Dean Warwick discuss this issue and much more!
