The tide of adjustments coming to Method 1 for 2026 has been met with a blended reception with issues over automobile weight, lack of nook downforce and straightline speeds that one driver has called “crazy”. However what caught my eye was the plan to introduce lively aerodynamics, involving moveable entrance and rear wings, which in contrast to the outgoing DRS will be activated at certain points of the circuit regardless of position or gap to the car ahead.
Nevertheless it isn’t a like-for-like DRS alternative; the lively aero’s major perform can be for improved effectivity from low drag within the straights and excessive downforce within the corners to in the end save gasoline, as a substitute of as an overtaking help. As everybody will swap from the so-called excessive downforce Z-mode for cornering to the low-drag X-mode on the straights on the identical factors, there will be no benefits from tactical deployment.
The massive differentiator can be how successfully the wings work within the totally different configurations. For that motive, I query why it should be driver-controlled, even when it does turn into as easy to function as DRS is now, with a button to activate earlier than reverting below braking. If effectivity is the intention, why not automate the system utilizing sensors?
In any case, it’s a constructive growth that will be good for Method E to undertake. And never like F1 has with a bit of wing going up and down.
We’ve already seen Method E’s thrilling plans for the Gen3 Evo, coming subsequent yr with four-wheel drive, and know that Gen4’s chassis tender calls for 2 totally different aerodynamic specs within the type of interchangeable excessive and low-downforce bodykits. I imagine the championship ought to critically take into account taking a full step, not a half step, and use the chance of a clear sheet design to introduce an enormous moveable aerodynamic floor that creates the utmost quantity of downforce in a nook and the bottom quantity of drag for the straights. These are the substances for the optimum racing automobile and would additionally prolong the battery life to make a win-win for all involved.
Following often is not an issue for the present Method E automobiles, however as downforce will increase it might make sense to include lively aero
Photograph by: Sam Bagnall / Motorsport Images
One of many causes F1 embraced DRS again in 2011 was as a result of automobiles have been shedding downforce in corners when following one another and it was hurting overtaking alternatives. It was simpler than addressing what was arguably an equal contributing downside of observe design; most circuits have corners that permit for a single optimum racing line that daunts the numerous approaches you get from someplace like Zandvoort’s banked Flip 3, necessitating DRS as an overtaking software.
However the use case for DRS in Method E has by no means come up as a result of we’ve got low downforce and the powertrain is the largest efficiency differentiator. The current Shanghai E-Prix, on a observe with a lot of quick corners, was the primary time we discovered it exhausting to observe behind one other automobile. This isn’t usually an issue in Method E as a result of we’ve got excessive drag, which is why you see the peloton races – being behind anyone may be very helpful on the vitality.
Method E ought to skip the two-bodywork resolution for totally moveable, programmable lively aero
Because the automobiles acquire downforce, a transfer in direction of DRS may seem to make sense. However Method E doesn’t want aerodynamic gimmicks to create overtakes, particularly as a result of from subsequent yr we’ll have four-wheel drive in assault mode. It will permit for overtaking whereas accelerating, not solely at prime velocity, completely altering the sport.
Due to this fact, Method E ought to skip the two-bodywork resolution for totally moveable, programmable lively aero that switches between totally different ranges of downforce in the course of the race such that, if the motive force needs, the entrance and rear wings may transfer independently. I’d not be involved about managing it, as we’re adjusting issues within the automobile on a regular basis already, however I favour it being computerized as a result of it’s essentially the most environment friendly means of doing it. In spite of everything, isn’t that what that is about?
Di Grassi believes DRS can be a half measure and needs Method E to go all the best way on lively aero
Photograph by: Mark Sutton