Q: Desperate for racing, I watched the Formula E race last weekend. The cars seemed to have no downforce-inducing aerodynamics: wings, undertrays, etc. I assume they are set up for reduced wind resistance to lessen the need for the battery to overcome the resistance. I would love your comparison between the designs and philosophies. They did not seem to lack cornering power and the tires lasted 38 laps. Any insight?
Rob Borchert
DW: Enzo Ferrari once famously said “aerodynamics are for people who can’t build engines,” and while that remark isn’t a perfect fit here, it is somewhat relevant.
As you’ll know, in Formula 1 and pretty much other open-wheel series, aerodynamics are a key element of the car’s functionality. But in Formula E they aren’t really a factor, and that’s primarily down to the series’ reliance on lower-speed street circuits. They just aren’t necessary.
When the car was unveiled, Formula E described it as being “designed and optimized specifically for street racing” — it’s been kept compact to enable it to race better in the tight tracks the series mostly races on, and a direct contrast to the ginormous boats we have in F1 today, but ultimately the thinking behind the car’s aesthetics are form over function.
Formula E is, in essence, an “engine formula.” Manufacturers and teams have the freedom to develop their own powertrains and software (with upgrades within the two-season hardware homologation period coming in the form of software updates), and that’s where the differences lie. That’s what the series wants to focus on and where manufacturers can gain true benefit for their consumer products. As such, it gives the series (and chassis builder Spark) the freedom to do what they want with the car, hence the jet-fighter-inspired design.
As for the tires, they’re not super-sticky racing slicks, but rather road-relevant all-weather tires made up of 26 percent natural rubbers and recycled fibers. All get recycled after each race as well.
With the same tires being used regardless of the on-track conditions, more onus is placed on driver skill because you’ll never truly have the optimum grip levels you’ll see in the likes of F1 or IndyCar. They also can’t be heated with tire blankets or heated tents or rooms, but they can be covered to keep heat in once they have been put through a heat cycle on track.
A big misconception is that Formula E cars massively lack performance compared to other open-wheelers just because they’re electric. While yes, in a straight fight around a circuit an F1 car or an IndyCar would eat a current Formula E car for breakfast, it’s all by design. Formula E cars are made to promote more interesting racing at a lower cost that’s more sustainable and more relevant to manufacturers.
An electric open-wheeler could, theoretically, perform much much better with improved tires and aerodynamics — you could probably make a similar case for an IndyCar — but there’s just no need right now.
Q: I have to admit that I watched the Mexico Formula E race. The one thing that stood out to me was the crowd. How in the world did they promote that race and get that many people to attend? Could IndyCar fill that place like that?
Eric R. Springfield, OH
DW: The event appeared to be incredibly well-promoted on the ground. From the moment I got off the plane, Formula E was everywhere. Posters in the airport — even on the baggage carousel — and multiple billboards throughout the city on my drive to the hotel, then onwards to the track.
It’s a similar story here in the UK. While the London races aren’t until the end of July, advertisements are already popping up all over London, including at the world-famous Piccadilly Circus, and I’m getting ads for it on a bunch of websites, too. Formula E can’t rely on people merely being aware of its existence because of history, like F1, but it’s doing a very good job of getting its name and brand out there to catch more mainstream folks.
Also, Mexico City is routinely a sellout. 40,000 attended this year’s event, and all of those had the ability to secure early tickets for 2025 at a discounted price, which helps to keep people coming back in big numbers.
I’ve got to say, though, the atmosphere in Mexico was incredible. I haven’t ever been at a race where the vibe was more akin to a major soccer match rather than a car race. Every lap those 40,000 were on their feet clapping and cheering loudly. The drivers often speak of how you can feel the energy from the Mexico crowd in the cockpit, and if anyone is ever to experience a Formula E event in person, Mexico City is the one to do.
Q: Will any of the small NASCAR Cup Series teams (Legacy Motor Club, Live Fast Motorsports. Rick Ware Racing, Spire Motorsports) win a NASCAR Cup Series race in 2024?
Kurt Perleberg
KELLY CRANDALL: I can certainly see Legacy Motor Club contending for wins. Given the move to Toyota and the resources they’ll have, they should be able to compete at a much higher level than they were preciously. Spire Motorsports will have its chances as Corey LaJoie has some tracks where he’s a contender, notably on the superspeedways. But it’ll take everything going his way to see him pull off a victory at another track. As for Live Fast, they will be on a limited schedule and are not competitive enough to contend head-to-head for a win. And then with Rick Ware Racing, I think you keep Justin Haley in mind at the superspeedways because he’s a great drafting driver and is now going to have Ford horsepower.
THE FINAL WORD
From Robin Miller’s Mailbag, January 25, 2017
Q: Robin, could you elaborate on the apparently complex personal relationship through the years between A.J. Foyt and Mario Andretti? Just read Foyt’s “I didn’t give a s**t when I ran against him” comment in the latest Car & Driver. Why the animosity? I also remember an Andretti interview in which he said he respected Foyt “on the track.” Thoughts or insights?
John from Baltimore
ROBIN MILLER: Publicly, A.J. acts like there wasn’t any rivalry and he doesn’t like “The Guinea,” but privately he respects Mario and they had a wonderful breakfast together at Daytona a few years ago. When they tied for Driver of the Century, I called both for a story. Andretti said “it was an honor to be mentioned with Foyt because he was always the yardstick for greatness.” A.J. growled and said he wanted to have a run-off to determine the winner and I replied, “What are you going to drive? A school bus? Because that’s all you could fit in.” (I was pretty brave on the phone). Let’s put it this way, one of the great debates of all-time in racing is whether A.J. or Mario was the best. They’re forever linked in history and that’s cool — and the way it should be.