McLaren may be about to embark on its inaugural Formula E season next month, but the legendary racing outfit didn’t have to start from scratch. The company took over Mercedes-EQ operations at the end of last season, bringing an experienced crew along to develop its first papaya-hued EV street racers. Part of that crew was team principal Ian James, who’s now also managing director for McLaren Electric Racing as a whole. As the team prepares for the debut of Formula E’s Gen3 car in Mexico City, we sat down with James as well as drivers Jake Hughes and René Rast for a status update on development and the challenges ahead for Season 9.

“What’s really helped is that the team that’s been together over the past two or three seasons has largely stayed intact,” James said. “So that experience that we built up, we’re carrying forward into Gen3.” James further explained that he hopes that level of continuity will be key to achieving the goals McLaren has set for Season 9. Due to the limited testing opportunities ahead of the first race, the team may need to rely heavily on that experience.

Teams are only permitted to conduct a handful of on-track testing sessions before the first race of the season in mid-January. Because McLaren is a customer team – they’re running Nissan powertrains instead of building their own – they don’t get “the privilege of doing all the test days that the regulations of the championship dictate,” driver Jake Hughes explained.

Before the official preseason test this week in Valencia (six sessions across three days), Hughes and teammate René Rast have only had one proper test day, a shakedown at Bicester Heritage near McLaren HQ and a few low-power runs for media and staff. Formula E did add an additional shakedown session ahead of the official test dates this week and the championship designated a Wednesday time slot for a mock race that will include qualifying and a test of the new ABB rapid chargers. The Race reports that Formula E is also considering adding another session on Thursday on what was originally scheduled as a day off.

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“We haven’t actually had a lot of on-track running,” Hughes continued. “The simulator has been the bulk of our work.” He argued that the lack of track time won’t make things more difficult for him to prepare for Gen3, even as a Formula E rookie. “It’s going to be challenging no matter what – Formula E is such a difficult championship,” Hughes said. “I'm fully aware of the challenges I have ahead of me and I will do absolutely the best I have with what I have underneath me.”

Hughes arrived in Formula E with experience in both F3 and F2, the junior series that develop talent for Formula 1. Those cars are obviously a lot different, both from a design and a powertrain standpoint. Hughes explained that the “dirty air” aspect of those feeder series and the difficulty with overtaking aren’t part of Formula E. In most races, the races run in a train, nose to tail, and you can pass when you want – so long as you’re willing to spend the extra energy to do so. So for the McLaren rookie, even though he has experience as a Formula E reserve driver, a key challenge is developing new race strategies.

“Strategy is involved in every racing series around the world, but in Formula E, it’s really critical,” he said. “Every decision you make has a huge knock-on effect with how you use your energy later on in the race.”

Rast explained the McLaren duo had probably spent 10 days in the simulator through the end of November with more planned ahead of the Valencia test. “That’s the only thing we can more or less do to prepare ourselves for the car because the testing is very limited and the simulator is the closest you can get,” he said. Simulated running isn’t just for the drivers though, engineers and other parts of the team are also included in those sessions. That will continue throughout the season as simulator work happens before and after every race.

The team is well aware that they’re likely facing “a very steep learning curve” when they arrive at the first E-Prix of Season 9 in Mexico City next month, according to James’ assessment. “I think it’s the teams that deal with that in the most efficient manner are the ones that will come out on top,” he continued. James specifically mentioned the new front powertrain and added regenerative abilities that will change energy management strategies, even for experienced members of the McLaren team. Aside from the updates that a more powerful Gen3 car brings, James said alterations to the race format will “throw a few curveballs in there as well.”

Formula E announced changes to the races last month, getting rid of Fan Boost and replacing Attack Mode with Attack Charge at some races. The new battery technology inside the Gen3 cars allows for quick charging, but while Formula E had planned to bring back pit stops for that purpose, the infrastructure needed to do so isn’t quite race-ready. And on top of the series having to switch things up pretty late in the game, the teams still aren’t entirely sure how the new race format will work, which partially explains the mock race.

McLaren

“Obviously, Attack Mode is still the key ingredient for the race.” Rast said. “But the rest we’re going to see once the season starts.”

James explained that the teams were able to give input on the Gen3 sporting regulations as they were developed by the FIA (Formula E’s governing body). He foresees more excitement in Season 9 due to the increased flexibility in strategy the new format and guidelines will allow. So, in spite of the current unknowns, McLaren’s team principal is optimistic that “the racing this year will be closer than ever.”

“That’s going to make the racing even more exciting,” he continued. “It’s going to be more of a challenge for the engineers, working together with the drivers to make sure that we plan in the right way before the race, but then also to react to changes and the various different situations that can arise.”

And then there are the tires. Formula E is switching from a treaded Michelin tire to a custom-made compound from Hankook for Gen3. Both the old and new tires are designed to be run in both dry and wet conditions, though the Michelin compound would wear down so much on some circuits that it would basically be slick by the end of the race. Hughes explained that the Hankook version “behaves very differently,” and should be more durable.

McLaren

Still, the prospect and challenge of Formula E is as much of a thrill for the drivers as ever. With Gen3, the series has moved from having to change cars during a race to complete the distance to one that will stop for a 30-second charge. It can also hit 200MPH with a 350kW motor and is capable of regenerating 40 percent of its energy. It’s the ability to show off the potential of EVs to people around the world that excites Rast.

“It’s amazingly quick, it’s a proper race car,” he explained. “We try to bring motorsport into the cities to make people aware of what’s actually possible with electrification.”

Hughes agreed, noting that the potential for carryover from technology from Formula E cars to electric road cars is something he’s happy to be part of. “We can basically help develop the future for electric mobility,” he said. “A lot of the stuff we’re developing for Gen3 I wouldn’t be surprised if you see it on road cars within the decade. What we’re doing will have a knock-on effect that even right now we’re not fully aware of.”

Despite the chaos of the offseason prep and limited testing, the work McLaren has put in appears to be heading in the right direction. Hughes was second fastest across both sessions on the first day of testing in Valencia, less than a tenth of a second behind Masterati’s Maximilian Guenther.

Construction has forced Formula E to relocate its US race next summer from the Red Hook terminal in Brooklyn to Portland, Oregon. The all-electric racing series filled the final spot in its Season 9 calendar on Wednesday as the 2023 slate of races is set to kick off in Mexico in mid-January. The Portland event will take place on June 24th, sandwiched between doubleheaders in Jakarta (June 3-4) and Rome (July 15-16).

Formula E has held a race in the US every year since it began in 2015, except for the COVID-shortened season in 2020. In addition to New York City, the series has also hosted events in Long Beach and Miami. The move to Portland now means four new cities will have all-electric racing in 2023 as Hyderabad, India; Cape Town, South Africa and Sao Paulo, Brazil were already announced as part of the Season 9 calendar. Formula E also says its hopeful to return to Seoul in Season 10. Construction that the Season 8 venue forced the series to cancel that event in 2023 as it wasn't able to find an alternate location. 

While Formula E didn't offer many details in its announcement, The Race reports that the Portland event will be held at IndyCar road course Portland Raceway. According to the report, some modifications to the circuit will be made for the EV racers, including the possibility of added corners. The Race also reports that Formula E considered hosting the North America race in Toronto next year.

When Season 9 begins next month, Formula E will debut its Gen3 electric race car. In addition to an overall design change to a body style that's more akin to an F-18, the new vehicles pack an electric motor that can deliver 350kW of power (470BHP) to reach top speeds of 200MPH (320 km/h). The cars are also incredibly efficient, converting over 90 percent of their energy to mechanical power. This will be the first Formula car ever with both front and rear powertrains and that setup will be more than double the regenerative abilities of the Gen2. That's significant since about 40 percent of the energy cars will use during an E-Prix will be produced by regenerative braking. While pit stops aren't a thing in Formula E just yet, the series will test 30-second charging breaks during select races. The stops are mandatory and will offer drivers two "enhanced" Attack Mode with extra power for overtaking during the race. 

Cadillac Racing says its first electric race car is almost ready for the 24 Hours of Daytona event in January after passing critical testing and development milestones. Since July, the V-LMDh has gone through nearly 12,000 miles (19,000 km) of on-track testing, including a 24-hour test at Sebring International Raceway.

Cadillac collected data on nighttime operation and durability on the bumpy 3.7-mile circuit. Program manager Laura Wontrop Klauser claimed Sebring was the perfect testing ground for the V-LMDh ahead of its competitive debut at Daytona. “To complete that endurance test was extra motivation for our team and provided a sense of accomplishment,” Klauser said in a statement. “We still have a lot to do in a short time, but we are at the point where we are fine-tuning many things.”

The car is also slated to take part in the 24-hour race at Le Mans in June. Cadillac plans to run it in the IMSA WeatherTech SportsCar Championship and the FIA World Endurance Championship. A final test will take place next week at Daytona as part of mandatory evaluations for all manufacturers intending to take part in the IMSA’s new Grand Touring Prototype class. Cadillac Racing will reveal the final competition version of the three V-LMDh race cars, including liveries (and hopefully a new name), in mid-January.

Charging is usually one of the least exciting parts of driving an EV, but the FIA thinks it can make these pauses more engaging. As part of updated regulations, Formula E will trial a 30-second "Attack Charge" during some races in the ninth season. New battery technology will give cars 4kWh of energy from the half-minute session thanks to a 600kW booster. The charging stop will be mandatory at a specified point in the race, but drivers will receive two "enhanced" Attack Mode periods later in the race as compensation.

The quick charge is tied to the Gen3 cars making their debut in the new season. The current Attack Mode, where drivers can activate a momentary power boost, will still be available in those races where Attack Charge isn't in use. The modified Attack Mode isn't what was originally planned. According to The Race, the FIA had originally hoped to revive pit stops, but the necessary system wasn't ready in time. Those more conventional stops are expected to come, but not for a while yet.

The upcoming season also makes fundamental changes to the league's competitive format. Races now take place over a set number of laps, rather than a fixed amount of time. If there are safety car and full course yellow disruptions, organizers will add more laps. Teams will also have to complete a minimum of two Free Practice 1 sessions with rookie drivers to help them experience Formula E. And don't expect to play a role in your favorite driver's victory — the spectator-driven Fanboost is going away.

Season nine and Gen3 will launch in Mexico City this January. It's too soon to say if Attack Charge will spice up races in real-world conditions. However, it might point to the future of roadgoing EVs. Even the fastest-charging street models take at least a few minutes to get a meaningful amount of range from a charging session. Hyundai's Ioniq 5 needs five minutes on a 350kW charger for 53 miles of driving, for instance. While 600kW chargers won't become mainstream for a while (Geely's Viridi brand only unveiled its tech this September), Formula E's testing hints at a day when your EV might only need a brief stop to recover enough range for a long drive.

After months of innuendo, speculation and rumor, German car giant Audi has announced that it will join Formula One from the 2026 season. The VW-owned company says it will build a new hybrid engine for the competition at its facility in Neuburg. Audi said that technical changes made by the sport’s governing body, the FIA, to prevent cost overruns and improve sustainability prompted it to sign up. It’s hoped Audi will help push the sport to its ambitious goal of being climate neutral by 2030.

Broadly speaking, the FIA’s new engine specifications require a V6 engine designed to run on a more sustainable fuel blend. Paired with that will be a 400kW electric motor with an output of around 544 horsepower, making it almost as powerful as the V6 itself. Audi added that its project will be led by Adam Baker, who has previously served as the FIA’s Safety Director, and had stints with Cosworth (another F1 engine maker) and BMW.

Audi said it will announce which team it will work with “by the end of this year,” but most F1 fans feel it’s already a done deal. The longstanding rumor is that Audi will buy a majority stake in Swiss motorsport company Sauber, which currently races under the Alfa Romeo livery. As Planet F1 reports, Sauber has already been the subject of takeover talks this year and could benefit from a big auto giant’s backing.

Given the fact we’re still some years away from Audi’s first race, it’s not clear how any of this will impact the storylines on Drive To Survive, which I know is what most of you are worried about. Whatever happens, I’m sure Christian Horner will find a way to be face-punchingly smug about it.

With a second-place finish in Formula E's 100th E-Prix today, Stoffel Vandoorne secured the Season 8 Formula E world championship. The Mercedes-EQ driver made it back-to-back trophies for the team in both the drivers' and the team championships as fellow Silver Arrows pilot Nyck de Vries was the defending series champ. While Vandoorne was no match for Round 16 winner Edoardo Mortara, a podium finish after a P4 qualifying effort was enough to hold off his lone championship challenger during the final race.

Jaguar TCS' Mitch Evans put Vandoorne under pressure yesterday by winning the penultimate E-Prix in wet conditions. The Mercedes-EQ driver finished 5th, but was unable to extend the comfortable lead he had in the championship standings heading into the Seoul double-header. However, Evans couldn't replicate yesterday's magic: he only managed a seventh-place finish after starting P13.

"Just look at the season we've had," said Vandoorne. "The consistency and the car has been amazing, and the team has done an incredible job. I think every single one of us deserves it. What we've accomplished is something special."

Sunday's race marks the end of the Gen2 era in Formula E. When the series begins Season 9 in January, the Gen3 racer will be in every team's garage. The new design, which is both lighter and smaller than the Gen2 model, should allow for more “agile” wheel-to-wheel racing. These cars should be two to four seconds faster in both qualifying and race conditions thanks to an electric motor can deliver 350kW of power (470BHP) to reach top speeds of 200MPH (320 km/h). Formula E says the electric power units can convert over 90 percent of their energy to mechanical power and around 40 percent of the energy cars will use during an E-Prix will be produced by regenerative braking. Gen3 will also be the first Formula car ever with both front and rear powertrains, which will add 250kW to the 350kW in the back. 

When the checkered flag drops Sunday in Seoul, Formula E will have run its 100th race. It’s a far cry from the series’ humble beginnings: a shared idea from Formula E chairman Alejandro Agag and FIA president Jean Todt, jotted down on a napkin in 2011. In three years, a group launched the world’s first all-electric single-seater championship. And the rest, as they say, is history.

“The people that we knew were laughing about the venture,” Formula E co-founder and chief championship officer Alberto Longo said on a call with the media last week. “And now, look how far we’ve come.”

Longo’s assessment is accurate. Formula E has indeed come a long way since Season 1 and that first race at Olympic Park in Beijing. Most notably, the series has become a hotbed for innovation with a number automakers fielding teams. Mahindra has been there from the start, with Audi, BMW, DS, Jaguar, Mercedes, Nissan, Porsche, Renault and others participating along the way. Several teams — like Mahindra, Venturi and Andretti — have also remained active in Formula E since that first season.

“Race 100 is a huge validation of the work people have done,” Longo said. “Everybody was saying we were going to fail.”

With all of that in its past, only one driver is poised to drive in all 100 E-Prix: Season 3 champion Lucas di Grassi. He also won the first-ever race back in 2014, amassing 13 wins and 38 podium finishes since. This weekend in Seoul, he’s on the verge of eclipsing 1,000 career points. So, he knows a thing or two about how far the series has come.

Sebastian Frej/MB Media via Getty Images

“Since Season 1, there have been massive changes,” di Grassi said during a media roundtable. “It has matured and it has moved from being something new and full of doubts to something which has been able to deliver on its promises.” He explained that Formula E is just like any other racing series now when you consider teams that have come and gone, and those that may return.

The Gen2 car debuted in 2018/19 for Season 5 with double the energy storage capacity of Gen1, which meant teams no longer needed to trade out cars during the race — or pit at all for that matter. Of course, the cars are faster, but one car per driver also meant the stakes were that much higher on E-Prix weekends.

“When we went from Gen1 to Gen2, you could actually see that the technology was starting to work,” Longo said. “We moved from having to use two cars to only one car.”

Gen2 also debuted a more “Batmobile-esque” design, with more power and a top speed of 174MPH. One of Formula E’s unique elements, Attack Mode, also arrived with Gen 2, giving drivers a timed power boost. The only catch is they have to leave the main racing line to activate it, which can mean sacrificing position for the extra power.

"The technology is only getting better and the cars are getting faster,” di Grassi explained. “Every month the battery tech, powertrain tech and so on evolves. It’s still in its relative infancy and we’re going to see big leaps still going forward."

Like every sport in the world, Formula E had to deal with the effects of a global pandemic in 2020. The series had completed just five races by the end of February when everyone, everywhere entered lockdown due to COVID-19. The season was suspended in mid-March. Formula E would emerge that August in Berlin, holding six E-Prix in nine days at the Tempelhof Airport.

“Looking back, those six races in Berlin were really important for us,” Longo said. “During COVID, we managed to mitigate the risk of traveling and finish the season.”

It’s fitting then that Formula E’s 100th race marks the end of the Gen2 era. When the series returns in 2023 for Season 9, the Gen3 car will be in every team’s garage. Formula E has already shown off “the world’s most efficient racing car,” unveiling the design and key specs ahead of the Monaco E-Prix in April. Indeed, the jump to the next generation will deliver another massive leap in innovation for the series. A top speed of 200MPH with 350kW of power, 100kW more than Gen2. The electric power units can convert over 90 percent of their energy to mechanical power, making them insanely efficient. Not to mention producing around 40 percent of the power needed to complete a race through regenerative braking. Plus, there’s a new body design that’s decidedly more F-18 fighter jet than Batmobile. And overall, the new cars should allow for tighter wheel-to-wheel racing across Formula E’s calendar of street circuits.

“We’ll drive much faster, smaller and lighter cars which will be even more impressive to see on-track,” di Grassi said. “The events are going in the right direction, providing a better and better product for fans to come and involve themselves with. The evolution will continue in this way — on the technical side and in the spectacle."

Formula E’s impact hasn’t been solely on the race track either. di Grassi knows the series has opened the world’s eyes to the potential of EVs.

“We can also see how many more people are interested in and aware of electric vehicles,” he noted. "For me, even if you help a little bit, this little bit has already helped to accelerate the advent of technology and change perceptions of consumers and manufacturers about electric cars — so it’s been well worth it.”

Formula E

Both the 100th race and the end of Season 8 are poised to be must-see TV. There’s a four-way fight for this year’s championship, with Mercedes-EQ’s Stoffel Vandoorne sitting atop the standings, holding a 36-point lead. Jaguar TCS’ Mitch Evans and ROKiT Venturi’s Edoardo Mortara sit 2nd and 3rd, separated by five points. Both Mortara and 4th-place Jean-Eric Verne failed to score any points in the last two rounds during the double-header in London.

Mercedes-EQ could not only snatch its second consecutive driver’s trophy (its other driver Nyck de Vries is the defending champ), it’s leading the team standings heading into the last two races by 36 points. A team championship would make two in a row for Mercedes, and the perfect ending before McLaren takes over the team next season.

There’s no denying the sport’s popularity has grown in eight years and it’s poised to continue the upward trajectory. The Jakarta E-Prix in early June was watched live by 13.4 million people — just in Indonesia. It was the first time the series had hosted an event in that city too, and over 60,000 fans attended in-person. Celebrating the most memorable moments, Longo mentioned Jakarta when listing off key achievements during the 100-race stint.

“The most-watched race in Formula E history,” Longo said.

Formula 1 is trying to clean up its act and ensure its operations have a net-zero carbon footprint by 2030. An important part of the plan is to use 100 percent sustainable fuel in race cars, and the organization says it's still on schedule to achieve that by 2026.

It's currently developing a "drop-in" fully sustainable fuel for use in F1 cars — it claims most road cars would be able to use the fuel too. This season, F1 cars are using E10 fuel, which includes 10 percent ethanol that's said to be fully renewable. While going from 10 percent renewable fuel to a fully sustainable version in just a few years is challenging, F1 leaders are confident they can reach that goal.

“We’re working on an E fuel where the carbon circle is completely neutral so the carbon utilized to produce that fuel is the same quantity as the carbon emitted from the internal combustion engine," F1 managing director of motorsports Ross Brawn said in a statement. "It means that the engines do not add anything to the carbon dioxide in the atmosphere." Brawn noted that making the fuel available more broadly could help reduce emissions around the globe, especially in areas where switching to electric vehicles won't be feasible for a long time.

F1’s chief technical officer Pat Symonds, who is leading the 100 percent sustainable fuel project, said the motorsport is still in good shape to meet the 2026 target. “We’ve been working with Aramco and have now tested 39 surrogate blends of fuels,” Symonds said. “This has helped us understand the effects of the different types of blends that you can use in a sustainable fuel. We’ve been testing those in a single cylinder Formula 1 power unit, so it’s representative testing — and I think that’s helped accelerate our progress.”

Formula E’s Gen3 all-electric car will make its race debut on January 14th, 2023 in Mexico City. The Fédération Internationale de l'Automobile (FIA) announced the date on Wednesday and shared the preliminary schedule for Formula E’s upcoming ninth season.

Before the official start of the competition in January, teams will have three days in December to test their new ride in Valencia, Spain. With today’s preliminary schedule, Formula E plans to host 18 races across 13 cities. That’s two more contests and three more stops than its 2022 slate. What’s more, for the first time, the Formula E circuit will visit Hyderabad in India and São Paulo, Brazil.

If you take a look at the schedule, you’ll notice a few gaps. Most notably, Formula E has yet to announce a New York City date. A spokesperson told Engadget the organization is working to organize races in South Africa and the US.

Formula E

"New York has been the home of Formula E in the USA since Season 3, with the exception of the Covid-hit Season 6 in 2020, and has delivered some epic races in front of full grandstands,” said Formula E chief championship officer Alberto Longo. “Major construction work in the Brooklyn area will make it a challenge to use the current track layout next year which is why we have not announced a specific date on the provisional Season 9 calendar. However, we will continue to work closely with our local partners in Brooklyn to explore solutions for racing in New York next season.”

Next year’s racing debut of the Gen3 is exciting for a couple of reasons. Not only is the car faster than its predecessor, but Formula E also designed it to be more agile. That’s something that should lead to more wheel-to-wheel dueling between drivers, and make the resulting races more entertaining.

Taking a page from on-track rival Mercedes, Red Bull plans to produce its own hypercar. On Tuesday, the company took to Twitter to announce the RB17, which is slated to be a two-seater with a hybrid V8 engine and 1,100 horsepower. Production will start in 2025, with Red Bull planning to only make 50 cars at a price of £5 million ($6.1 million) per vehicle.

If just so happen to be a millionaire, buying the F1-inspired RB17 will net you access to Red Bull’s team simulators and on-track training. The company will also service and maintain the car for you at the Milton Keynes factory in England where it plans to produce the RB17.

“The RB17 marks the first time that a car wearing the Red Bull brand has been available to collectors,” Red Bull Racing CEO Christian Horner said. “The RB17 distills everything we know about creating championship-winning Formula 1 cars into a package that delivers extreme levels of performance in a two-seat track car.”

Red Bull chief technical officer Adrian Newey is designing the vehicle. His resume includes the Aston Martin Valkyrie and all four of Red Bull’s F1 championship-winning cars. Red Bull said the RB17 would be built around a carbon-composite tub and a body designed to take advantage of ground effect like modern F1 cars.