Behind a single-seater on monitor lies a particularly advanced world of know-how, technicians, and engineers. System 1 and System E share a number of points but additionally symbolize two utterly completely different classes in how they conceive automobile growth, each because of the nature of the vehicles themselves and a few financial constraints.
In System 1, for instance, whereas remaining throughout the regulatory quantity limits, groups have important design freedom on the aerodynamic and chassis fronts, permitting them to discover completely different ideas from group to group. Conversely, in System E, it was determined to depend on a single producer for aerodynamics and chassis, leaving extra room for powertrain growth.
It’s exactly within the powertrain area {that a} central distinction emerges within the strategy to growth. Earlier than the freeze on present models, System 1 allowed steady growth of each {hardware} and software program, for each the interior combustion and electrical elements, making important efficiency leaps attainable even through the season.
Why FE focuses on software program
Conversely, in FE, growth is split into two approaches: {hardware} growth is restricted to a two-year cycle, whereas software program growth is totally unrestricted. On the {hardware} facet, as soon as the unit has been homologated, elements can’t be modified for the subsequent two seasons, a minimum of till the automobile’s evolution is launched. This additionally permits producers to homologate a brand new powertrain that can endure one other two-year cycle.
Nonetheless, whereas {hardware} growth follows a cyclical sample to assist include prices in a financially sustainable collection—the place the annual funds per group is capped at round €15 million in comparison with System 1’s present €140 million—the true battleground in System E is software program, which is arguably extra immediately related to the automotive business.
In System 1, till the freeze in 2022, groups have been allowed 5 updates per season for the facility unit software program linked to the ECU, in addition to for the ERS and management unit functions. Since 2023, just one software program model per season has been permitted. As soon as the database is about, groups can regulate its utilization primarily based on monitor layouts and particular wants. Nonetheless, the core software program stays unchanged, with uncommon alternatives for updates.
In distinction, in System E, given the FIA-imposed limitations on {hardware} growth, there may be important freedom in software program, which producers usually replace each two to a few races after a validation section within the simulator. This can be a essential side for a number of causes: first, as seen prior to now two years, it permits important progress within the standings, and second, because of the nature of the vehicles themselves.
Software program growth improves effectivity
In System E, effectivity is essential. Every automotive has a set quantity of vitality to finish the ePrix, however a part of that vitality doesn’t come from the battery; fairly, it’s recovered throughout braking. The extra environment friendly a automotive is at managing vitality restoration and cost, the larger the benefit it good points.
Growth additionally revolves round how the system recovers vitality throughout braking or carry and coast, requiring shut collaboration with the motive force’s preferences. Moreover, software program influences how vitality is deployed and impacts the automotive’s stability.
It’s no coincidence that after being developed in specialised departments, software program is validated by drivers within the simulator to evaluate not solely its effectiveness but additionally its influence on automobile conduct. In FE, software program growth is twofold: whereas the bottom software program is designed by the powertrain producer, buyer groups can even modify it.
Usually, past the fastened framework set by the producer for system operation, buyer groups have entry to switch 10 to fifteen% of the code for personalisation. This may occasionally appear to be a small margin, nevertheless it impacts vital points corresponding to vitality restoration parameters, which is why buyer groups can typically problem the producer’s efficiency.
Software program will likely be a key think about F1 once more from 2026
In F1, software program growth is presently restricted by rules, however from 2026 it can change into a key side as soon as once more. This isn’t solely as a result of vitality administration will change into considerably extra advanced, as beforehand analyzed, but additionally as a result of groups will likely be allowed to replace software program a number of occasions through the season.
From 2026, every producer will likely be permitted to make use of 5 completely different software program variations per season, lowering to 4 in 2027 and three from 2028 onward. Because of the very nature of the longer term energy models, which is able to eradicate the MGU-H, groups might undertake vastly completely different vitality deployment methods all through a lap, with various acceleration curves relying on whether or not they prioritize higher acceleration or a distinct vitality distribution.
With the 2026 rules making {the electrical} part the point of interest—the place energy output is cut up 50/50 between the interior combustion engine and the electrical system—vitality administration will change into a vital issue, and extra environment friendly software program might make a decisive distinction. This won’t solely contain software program growth for bettering CFD fashions or automobile conduct within the simulator however, maybe most significantly, for optimizing the administration of future energy models.
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