One of the big new features of Gen 3 should have been fast charging, what was officially better known as Attack Charge. On paper, it should have been a stop of about 30 seconds, in which new energy would have been reinjected into the car, so that the 350 kW mode could be used, as currently happens with Attack Mode.
However, even before the debut of the new generation single-seater in 2023, fast charging was put aside due to some technical problems, which had led to the assumption that it would be difficult to see its introduction in a short time. A debut in Season 10 had been hypothesized but, given the not entirely perfect results obtained from the tests carried out both in the free practice sessions of the race weekends and in some private sessions, it was then decided to postpone everything once again.
Having also missed the Misano 2024 deadline, which had been identified as the deadline for the debut in the season that ended last July, the choice inevitably had to be to postpone it again, at least until the start of the 2024/25 season , coinciding with the introduction of the Gen 3 Evo.
Jake Hughes, NEOM McLaren Formula E Team, e-4ORCE 04
Photo by: Sam Bagnall / Motorsport Images
“We will never compromise a race by introducing technology that is not yet ready, but we are trying to push the limits of battery charging technology. It’s not an easy thing to do,” explained Formula E CEO Jeff Dodds. “We will launch the Gen 3 Evo for next season, so maybe it would make more sense to launch it at the start of the next championship. But we will continue to test it as much as possible.”
During the evolution of this technology, according to what Motorsport.com learned, there would not have been a single problem, but rather multiple elements to fix, starting from the vibrations linked to the Gen 3 battery, which were however contained. The underlying problem that slowed down the debut of Attack Charge for a long time, however, lies in the fact that by putting so much energy into the battery in such a short time, there was sometimes the risk of damaging the cells.
In reality, this situation did not occur on all units used during development, so much so that some teams, who clearly participated in the program, did not encounter particular battery decay problems during the testing phase. However, as it is not yet 100% reliable, we did not want to run the risk that some teams could be damaged during the world championship, with a significant impact on the progress of the season, given that replacing the battery is expensive both economically and of the sporting sanction.
The Gen 3 battery
Photo by: Andreas Beil
Furthermore, further battery stress problems occurred last year, which prompted battery manufacturers (Fortescue Zero, formerly known as WAE) to take preventative measures, for example by reducing the duration of Attack Mode, i.e. mode in which more kW is used. A condition that was also made necessary by the great heat encountered during the season in various events.
Indeed, as announced by Dodds, behind the scenes private tests with the support of the teams continued with this technology which, in reality, has already been present in the sporting regulations for a long time now. For example, at the beginning of September several teams tested the Gen 3 Evo with their own Powertrain on the Varano circuit, near the Dallara headquarters: during the test the teams also continued work on fast charging, confirmation that the project has not been abandoned.
Beyond the concerns relating to reliability, which the Fortescue Zero technicians have been working on for some time, however, now the manufacturers themselves are no longer sure they want to see the debut of this innovation. On a technological level, fast charging would represent an exciting challenge due to the complexity it brings with it, because injecting so much energy in such a short time requires a great design effort, although this does not depend on the teams, but rather on the single supplier, who in any case has signed an agreement with Formula E.
Dan Ticktum, ERT Formula E Team, ERT X24, in the pits
Photo credit: Malcolm Griffiths / Motorsport Images
However, on a purely sporting level it could introduce a variable that is difficult to manage. The Gen 3 formula worked well even without rapid charging, although the group races did not enthuse all the professionals and most of the drivers. After two years of waiting, manufacturers have started to lose interest in this innovation which, in fact, could bring more unknowns than elements of entertainment. In fact, it would still be a pit stop with the car stopped for around 30 seconds and the speed in the pit lane is limited by often racing in the city, which would also extend the times at TV level.
The tests will continue, realistically also in Valencia when there will be the first collective session, but a meeting point will be needed between teams, suppliers, Federation and promoters to understand which direction to go with fast charging. Last year too, the choice to postpone its introduction came late but, with the season starting in two months and many doubts still in the air, the risk is that the project will struggle to get the green light.
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