Di Grassi: “Here are the objectives that FE must set for Gen4”

The picture of what we can expect from the Formula E Gen4 cars arriving in 2026-27 is becoming increasingly complete.

Last month it was announced that Bridgestone will be the new tire supplier, replacing Hankook. Marelli will be the powertrain supplier for the four-year life of the car, taking over from Lucid Motors, while Podium Advanced Technologies will replace WAE as the battery partner. Spark Racing Technology remains the chassis builder.

We know the cars will be all-wheel drive, an expected step that will dramatically improve performance and set new standards for all open-wheel racing. The cars will be shorter, wider and heavier, although we can't say for sure whether they'll be better until we see the final specs. Spark will produce high and low load bodykits. And for the first time there will be two different tire compounds, with the introduction of heavy rain 'typhoon' rubber and an all-season grooved option. In my opinion, the time has come to have slick or semi-slick tires capable of optimizing dry racing.

I've driven with Bridgestone tires in Formula 1 and it's a company with an incredible history in motorsport that knows its stuff. It will be an incredible asset to Formula E and I am confident it will deliver what is needed, but it is the FIA ​​that must aim for the right specification. We need around 10-20% more mechanical grip than the current one, to cope with the incredible torque of electric four-wheel drive, because the cars will be able to deliver up to 600 kW, equal to around 800 HP .

The Gen3 was already a huge upgrade in terms of speed, but with the Gen4 this step forward will be even bigger. However, there is still plenty of room for future improvements, such as active aerodynamics, a lighter battery for qualifying and independent motors for torque vectoring [il controllo dinamico della trazione] and four-wheel steering. These features will not be present in the fourth generation car, but are to be considered for the future.

As for aerodynamics, I think the two Spark bodykits will be better, but they won't be enough. Having fully adaptable, software-controlled aerodynamic parts would be incredible. For example, you could use a high downforce configuration in corners and low drag in a straight line, but it is imperative that all teams have the same access to the same parts for the sake of competitiveness.

Another simple change I would support is the return of wheel covers, similar to what we had in the Gen2. These have only positive sides: they reduce aerodynamic drag and increase protection against contact, while reducing spray during wet races for greater safety. I don't understand why they were removed for the Gen3, as we don't change tires during pitstops, so it's not a problem. They need to return for Gen4.

The ability of a manufacturer to give its own visual identity to the car is fundamental. I believe FE should allow manufacturers to make cars look different, using non-performance parts like headlights and taillights, without allowing for aerodynamic benefits.

As for other aspects, I would have included among the requirements for the Gen4 the possibility of racing on the entire Macau Guia Circuit and being faster, for at least one lap in qualifying, than the Formula 3 and GT3 cars. To me this would be a great indicator that we are going in the right direction.

Photo by: Mark Capilitan

Could we see Formula E cars racing in Macau?

The heart of Formula E is road racing, and the best track in the world is Macau, so what better place to have the fastest car?

Performance could then be adapted or fine-tuned on other tracks using control software for specific races and, even more so, for specific segments of different tracks. In Mexico City we could exploit its full potential, then if we returned to Paris and the cars were too fast for that track, we could simulate the maximum power allowed for each straight and control it.

This would allow for greater flexibility without compromise, while reducing costs.