To better allocate its cash, a large, affluent German automaker is withdrawing from the summit of electric single-seater racing. This Formula E story is getting dreadfully stale.
Audi and BMW both said in 2021 that they would stop competing in the sport at the conclusion of the current campaign. It’s goodbye, Mercedes, for now.
Yes, Mercedes EQwhich won the championship at the season’s final race just last weekendis exiting Formula E. The only other well-known manufacturers still in the competition are Porsche, Jaguar, DS, and Nissan.
The squad won a race, competed against the best, and won the team championship as well as the driver’s championship with Nick de Vries, according to a statement released by Mercedes.
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BMW and Audi are quitting Formula E, why?
The owner of the 2011 GP2 championship-winning team Addax and former F1 contender Agag responded, “I know the system, and so on and so forth. From both sides of the fence, I can see it. What you need to do in this situation is use common sense. We put a lot of work into this, but the funding comes from dollars.
“It makes sense that we first get our investment back, then we make a profit on it, and only then do we start talking to the teams about how we’re going to handle [any] distribution,” says the author.
The issue of technology and the applicability of FE’s hardware on the road is the last one. Given how stringent the standards areprimarily aimed at lowering costs by standardizing chassis and battery packscomments BMW’s at the time of giving notice is particularly illuminating in this regard. The company seemed to imply that it could learn nothing further from its FE effort.
BMW stated in its December 2020 statement, which came soon after Audi’s withdrawal news, “As a partner from the word ‘go,’ BMW has been important in the success story of Formula E.
However, the BMW Group has effectively used up all of its options for transferring technology in the competitive Formula E context when it comes to the development of e-drivetrains.
The alternative is for FE to open up battery development, but this will inevitably lead to soaring budgets. But FE intends to restrict expenses. Following Mercedes’ withdrawal, FE CEO Jamie Reigle stated, “In partnership with the FIA, we will introduce financial regulations to enhance the financial sustainability for Formula E’s teams and manufacturers, ensuring our sport continues to serve as the driving force in the shift to electric mobility.
The issue is that battery technology is advancing quickly and may eventually surpass FE. Solid state batteries will likely become the next big thing in the industry, according to Dr. Burkhard Goeschel, president of the FIA Manufacturers Commission, former technical chief of BMW, and ardent supporter of alternative energy.
Li-ion batteries employ liquid electrolytic solutions to control current flow, but solid-state batteries, which have up to three times the energy density, rely on solid electrolytes. This is the main distinction between the two types of batteries. Additionally, they use less hazardous ingredients and are less flammable. Even though they pose manufacturing and scalability difficulties, ongoing research may be able to find solutions to these issues sooner rather than later.
The battery cell has been referred to as “tomorrow’s combustion chamber” by Porsche CEO Oliver Blume. The inference is obvious: Battery cells are just as much a performance differentiator as the combustion engine ever was, far from being a mere add-in commodity.
The business announced it was exploring three key cathode chemistries at the most recent VW Group Power Day. These include high manganese for volume models, high nickel for premium and high-performance solutions, such as its Audi, Porsche, and Lamborghini brands, and lithium iron phosphate (LFP) for usage in its entry level (non-performance) ranges.
The strategies presented during Renault’s eWays ElectroPop event in June; at the Stellantis’ EV Day in July; and with Daimler’s EV July strategy announcement are all substantially in line, according to Automotive News, and Tesla has similar intentions to the above. When such great technologies are being created outside of the circuit, who needs FE with its prescriptive battery packs?
While speculation in the paddock at the time said Porsche was required to stay in FE and connected Audi’s decision to hypothetical internal VW policies that forbid sister brands from racing against one another
The two brands are active market rivals, but the contrary is true: by aligning their strategies, they can better position their combined brands against external rivals. Additionally, they might ultimately face off in Formula One.
Audi has replaced FE with two ambitious programs: LMDh, which allows the Four Rings to compete at Le Mans and in the USA’s IMSA series with essentially the same car, and a “range-extender” Dakar program. However, where BMW has essentially left top-level motorsport, it simultaneously withdrew from WECAudi.
The Audi RS Q e-Tron, which combines a 600bhp ex-DTM internal combustion engine with a FE-derived motor-generator to charge 52kWh batteries that drive two 335bhp FE electric motors, is particularly intriguing. Therefore, even though overnight charge using auxiliary generators is the intention, the car may complete stages without regular charging. Range extenders might compete at Le Mans: There have been rumors of a project combining a Mazda rotary operating continuously to charge batteries.
Marcus Schaefer, the Mercedes board member responsible for research and development, declared his company’s exit from Formula E. He added, “Formula E has been a good driver for proving our expertise and establishing our Mercedes EQ brand, but going forward, we will keep pushing technological progress, especially on the electric drive side, with a focus on Formula 1.
It is the venue where we regularly put our technology to the test in the fiercest competition the automotive industry has to offer, and there is rarely anywhere else where the three-pointed star shines brighter. The potential for technological transfer from F1 is enormous.
The implications are clear and provide a clever twist: Alfa Romeo, Alpine/Renault, and Mercedes have reiterated their pledges to F1 despite corporate aspirations to switch to all-electric product lines, even as FE loses manufacturers as a result of its constrictive technologies. These manufacturers unmistakably think that F1’s hybrid technology could be crucial in driving battery development, benefiting both hybrids and EVs.
Most importantly, they made this decision in spite of F1’s ban on power unit development until (at least) the end of 2024, and perhaps a year later. This shows that F1’s rules are less restrictive even when they are “frozen” and allow for greater technological advancement. This is especially true once its upcoming new engine formula is in place and allows for up to 300kW in recovered energy.
The edge now appears to be with F1, which is preparing for the upcoming “hyper hybrid” era that might theoretically include Audi or Porsche, or even both, just when it felt like FE had the brighter future of the two.
But such inter-formula competition is advantageous for all of motorsport and finally gives Monday-sale relevance to the road car. As expenses and technology overtook this once-pioneering series and decreased its ROI, FE will need to change in order to maintain its relevance. As a result, it will become even more powerful. The breed does get better through racing.
Why is Audi not a Formula E competitor?
I authored an article explaining Audi and BMW’s plans to launch an electric segment of the DTM, leading the sport’s ongoing transition to electric power, before the end of November.
However, a week later, the two German powerhouses were singing a totally different tune when they both declared that they will stop producing Formula-E cars after the 202021 season. Both teams have been pillars of the sport: Audi supplied the ABT team before acquiring full control of it for the 201718 season, which they went on to win, while BMW has been a well-established team since the sport’s beginnings.
The departure of both teams is a serious setback for a sport that has long yearned for the support of well-known manufacturers to compete against more prestigious events like Formula 1, Rally, and Le Mans. The manufacturer has promised to refocus its sporting efforts by returning to two competitions that are interwoven with its long history of motor racing: Dakar and Le Mans. In the case of Audi, their exit from FE comes as a specific penalty. Audi has pledged to remain committed to its other Formula E initiatives, such as the provision of customer teams like Envision Virgin.
The specifics of BMW’s departure, though, are murkier. The business claims that it has “basically exhausted all options” to develop technology within Formula E and will instead be concentrating entirely on building its fifth generation of electric vehicles.
Even though Formula E’s 24-car grid was already full, the departure of two teams does offer up four spaces for possible new teams. Sadly, it doesn’t seem like many are stepping up to fill the vacuum left by the Germans’ leaving. Aston Martin owner Lawrence Stroll, who is also the president of the new Aston Martin Formula 1 team, was rumored to be in talks to purchase a team for Aston Martin’s “Lagonda” electric subsidiary, but those talks have since been abandoned. Honda, which recently ended its relationship with the two Red Bull-owned Formula 1 teams and departed the sport, has likewise stated that it has no immediate plans to enter the all-electric racing industry.
Naturally, it is simple to attribute the withdrawal of significant manufacturers from Formula E to the worldwide Covid epidemic. Few industries have been hammered as hard as the automotive sector, and competing at the highest levels of motorsport is horribly expensive. Although neither team specifically listed this justification for leaving, they did say that Formula E was no longer consistent with their “business objectives,” which is somewhat concerning. This rhetoric is likely raising red flags in the marketing department for a sport that initially advertised itself as a venue for manufacturers to advance and showcase their ground-breaking innovations in electric technology, especially given that Audi plans to return to racing divisions that still rely on petrol power.
Are these exits a sign that Formula E hasn’t achieved its goal as a result? Actually, no. By generating intense, thrilling races on congested circuits with a few competitive title bouts thrown in for good measure, Formula E has disproved many of its early critics. With the Gen 3 vehicles coming soon, the sport will likely continue to iron out some of the kinks from earlier seasons, such teams running two cars for each driver owing to a shortage of power and recharge choices. The sport continues to gain appeal among fans and sponsors. Even if some of the sport’s more eccentric elements still exist (I’m looking at you, “fanboost”), Formula E should have a bright future if its regulations are handled correctly. If the technology necessary for its race cars becomes too specialized or overdeveloped, Formula E may very likely fail. The technology used for Formula E and the technology developed for their normal electric consumer cars differed too much for manufacturers like BMW and Audi for both to be economically feasible, and as a result, the sport was inevitably canceled. Formula E’s continued success must be built on a model where participation in the competition actively motivates manufacturers to improve their commercial electric divisions while maintaining its original mission-objective of creating a more sustainable motorsport that had beneficial real-world implications. As the third-generation cars approach, the sport has the opportunity to show fans and technical backers alike that their support will matter and that Audi and BMW were mistaken for losing faith in the admirable project they are working so hard to build. New investors in the vacant team slots will want to know that their investment will be worthwhile.
Mercedes is quitting Formula E; why?
This is in spite of the brand having stated earlier this year that as part of a 34 billion investment, it will switch to supplying an all-electric road car line-up by 2030.
Toto Wolff, the CEO of motorsport, and Ian James, the team principal, are pressing on with a strategy to obtain private funding or to sell the Brackley-based race team entirely in order to compete in the championship.
However, Formula E Chairman Agag said in a statement to Motorsport TV that the choice to depart “He is simply perplexed.
“More and more electric vehicles are being sold; in the UK, combustion vehicles will no longer be sold after 2030.
Given that Formula 1 is the fastest “laboratory for developing and proving sustainable and scalable future performance technologies,” Mercedes stated in its official announcement that it will be able to “concentrate its works motorsport activities on Formula 1” as a result of its departure from Formula E.
Audi competes in Formula E.
After 84 races and seven years since the first championship race, one of the original Formula E teams, Audi Sport ABT, will depart the competition this weekend in Berlin.
The garage at the former Tempelhof Airport is currently being set up for the final time, two final starting grids are being set up, and the very last checkered flag will be raised at just before 4.30 p.m. on Sunday thanks to intense preparation by Lucas di Grassi and Rene Rast in the Neuburg simulator in Berlin.
After 84 races and as a founding team of the competition, Team Audi Sport ABT Schaeffler will retire from Formula E and concentrate on the Dakar Rally series.
Managing Director of Audi Sport GmbH and overseer of motorsports, Julius Seebach, stated: “The first German automaker to participate in Formula E was Audi. The series has recently supported our company’s transition to electric mobility and given us numerous memorable experiences that will always be a part of our history.
Added him: “It’s time for us to advance in the motorsports world. The Dakar Rally gives us the chance to make history as a pioneer and to demonstrate and advance our knowledge of electric mobility in difficult circumstances.
Since winning the inaugural Formula E race in Beijing in 2014, the championship-winning Audi Schaeffler team has consistently been a front-runner.
In Formula E, Audi Sport ABT Schaeffler has already won 46 championships. With the help of the technology business Schaeffler, the private team ABT Sportsline operated for the first three years until becoming the official Audi factory squad in 2017. It is the highest score in the series and will continue to stand even after the season is over. Just like the team with the most fastest laps or the driver with the most podium finishes was Lucas di Grassi. Only two drivers on the starting lineup have competed in every Formula E race to date, and the Brazilian is the only one to have done so for the same team: Audi Sport ABT Schaeffler.
When racing great Allan McNish took over as team principal before the 201718 season, the team received full factory support from Audi.
With a whole new in-house developed and constructed engine set to take it to the most competitive line-up in the series’ history, the crew has put everything they have into Season 7 to go out on a high.
From the World Rally Championship and Pikes Peak through Super Touring, DTM, World Endurance, GT racing, Formula E, and shortly, the Dakar Rally, Audi Sport has competed in them all.