Engineers can simulate much more than a Formula E car’s motor: the FIA’s Season 13 (2026–2027) manufacturer procedure describes a linked model covering chassis geometry and stiffness, aerodynamic data, tyres, rear powertrain and its controls, and a front-powertrain efficiency map. Battery energy storage is a relevant engineering domain, but the public FIA model-content list reviewed here does not specify a battery model. The distinction matters: the FIA defines the motor-generator unit (MGU) as converting electrical and mechanical power, not storing energy.
What can engineers simulate in a Formula E car?
A simulator model is a connected representation of a car’s parts and behavior, not a single motor calculation. The FIA’s Season 13 manufacturer registration procedure names a chassis model, FIA single-supplier models that include an aerodynamic map, CAD model and tyre models, a rear powertrain model with control functionality, and a front-powertrain efficiency map. Together, these model elements describe different parts of the engineering problem: how the car is built, how it interacts with the air and track, and how its powertrain converts and manages energy.
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The FIA documents establish those categories and describe their use in competitors’ driver simulators. They do not publish the teams’ detailed equations, calibration methods, or simulation results. So it is possible to explain what the model domains are for, but not to claim that every team uses a particular mathematical approach or achieves a particular accuracy.
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Model domains named in the FIA procedure
| Domain | What the FIA procedure identifies | What the public material establishes |
|---|---|---|
| Chassis | A chassis model including casing stiffness and geometry | The model includes stiffness and geometry; the procedure does not state a specific structural-analysis method or result. |
| Aerodynamics and vehicle definition | An aero map and CAD model among FIA single-supplier models | These are listed model components. The public procedure does not disclose the underlying proprietary data. |
| Tyres | Tyre models among FIA single-supplier models | Tyre modeling is part of the stated simulator content; a particular model formulation is not specified. |
| Rear powertrain and controls | A rear powertrain model with control functionality | The model includes a control element, but the procedure does not give its specific logic or calibration. |
| Front powertrain efficiency | An FPK efficiency map | An efficiency map is identified; the document does not publish its values or a performance result. |
| Battery energy storage | No battery-model specification in the simulator-content list reviewed | Battery modeling is a sensible engineering category, but these documents do not establish a specific battery model, chemistry, or estimation method. |
How batteries differ from motors in a simulation
In everyday descriptions, a car’s battery and motor can sound like one system. In a model, they represent different physical roles. A battery or other energy store represents energy held onboard and the constraints on using it. An MGU converts electrical power into mechanical power and can convert mechanical power back into electrical power. The FIA’s Season 13 technical regulations define an MGU as a rotating electromechanical power converter with a stator and rotor, and state that it is for power conversion only, not energy storage.
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That regulatory definition helps prevent a common category error: a motor-generator can transfer power between electrical and mechanical forms, but it is not the car’s energy store. In a sufficiently detailed vehicle model, an engineer may need to represent both storage and conversion to understand how a requested power output relates to available energy and vehicle response. That is a general explanation of the distinction, not a claim that the public FIA procedure specifies the teams’ battery-model structure. It does not.
What the sources do and do not say about battery models
- Established: the MGU is a power converter, not an energy-storage device, under the FIA’s Season 13 technical-regulation definition.
- Not specified in the model-content list: battery chemistry, a particular state-estimation method, detailed battery equations, or the way any named team represents its energy store.
- Practical takeaway: it is accurate to say battery and energy storage are relevant simulation questions, but not to present a specific battery-model feature as an FIA-published simulator requirement on the basis of these documents.
What motor, powertrain and control models represent
The FIA material supports discussion of power conversion, powertrain behavior, controls, and efficiency. The technical regulations define the MGU’s conversion role; the manufacturer procedure lists a rear powertrain model with control functionality and a front-powertrain efficiency map. These are complementary model elements rather than interchangeable labels: a powertrain model represents a system’s behavior, control functionality represents commands or management within that system, and an efficiency map describes efficiency values associated with the front-powertrain model.
That structure is useful because a simulated car’s response depends on more than the presence of a motor. Engineers need a model capable of representing how the powertrain and its control functionality fit into the vehicle model. The FIA procedure also describes model integration into competitors’ driver simulators and manufacturer support that includes controls-system review, calibration training, model-specification updates, and in-season model calibration support. These details show that the model is treated as an integrated engineering and simulator resource, rather than just a static component description.
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The procedure does not publish specific control algorithms, map values, calibration tolerances, or the time or lap-time gains associated with those activities. It also does not name a commercial simulation package. Claims about a particular software brand, control strategy, or numerical benefit would therefore go beyond what these public materials establish.
How aerodynamics, CAD and chassis models fit together
The FIA procedure explicitly lists an aerodynamic map and CAD model among the FIA single-supplier models, while separately naming a chassis model with casing stiffness and geometry. In broad terms, the CAD model describes vehicle form and geometry; an aero map is a model input relating aerodynamic behavior to specified conditions; and chassis geometry and stiffness describe aspects of the car’s physical structure. Their inclusion alongside tyres and powertrain illustrates why a complete vehicle simulator is a linked system.
The source does not provide the actual aerodynamic map, explain its variables, or describe a particular team’s aerodynamic development process. It also does not establish that every map is produced using a specific combination or schedule of computational fluid dynamics and wind-tunnel testing. Wind-tunnel data appears in the procedure as an example of additional manufacturer-generated information, not as a universal required model input. The distinction is important: naming an aero map confirms its place in the model content, but does not reveal the method or data behind it.
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Likewise, the mention of chassis stiffness and geometry does not establish a specific suspension-optimization method or track-specific prediction. It means those chassis characteristics are included in the described model content; the public procedure does not supply further model detail or a performance result.
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The FIA procedure lists tyre models alongside chassis and aerodynamic models. That placement reflects an important modeling principle: a car simulation needs a representation of how the vehicle’s components interact, not just isolated powertrain data. Tyres are part of that vehicle-level picture because the model is intended to represent a car that a driver can use in a simulator.
The procedure does not state a specific tyre-modeling method, provide tyre characteristics, or describe how tyre behavior changes by condition. It therefore cannot support claims about a team’s tyre equations, setup choices, or the accuracy of a simulated tyre response. The FIA does, however, identify tyre-characterisation data as one example of optional manufacturer-generated information. This is distinct from the listed FIA single-supplier tyre models: the procedure distinguishes common model components from additional data a manufacturer may generate.
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How supplier models and manufacturer data differ
The manufacturer procedure draws a useful line between FIA single-supplier models and information that a manufacturer may generate. The named single-supplier content includes an aero map, CAD model and tyre models. The same procedure also refers to optional manufacturer-generated information, giving wind-tunnel and tyre-characterisation data as examples.
| Category | Examples stated by the FIA procedure | How to interpret it |
|---|---|---|
| FIA single-supplier model content | Aero map, CAD model and tyre models | These are expressly included in the described simulator-model content. |
| Manufacturer-generated information | Wind-tunnel or tyre-characterisation data | These are examples of optional information, not universal required inputs according to the procedure. |
This is a distinction about the source and status of model material, not proof that all teams use identical final simulator setups or that additional data is always available. The public text does not disclose proprietary data, team-by-team differences, or the degree to which optional information changes a simulation result.
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How the model reaches a driver simulator
The FIA procedure describes manufacturer models being integrated into competitors’ driver simulators, with related manufacturer support. It specifically mentions integration, controls-system review, calibration training, model-specification updates, and in-season calibration support. In practical terms, the documented process is not simply to hand over a list of parts: the manufacturer has a role in fitting and supporting the model used in the competitor’s simulator.
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The procedure does not give a step-by-step team workflow, identify who performs each calibration task, quantify how often support occurs, or report a driver-performance outcome. Nor does it state that simulator integration produces a certain lap-time improvement. It establishes the existence of model integration and support activities, but not their numerical effects.
What the public FIA material cannot establish
Public documents are valuable for identifying model categories and regulatory definitions, but they are not a disclosure of every engineering method used by a manufacturer or team. The FIA documents described here do not provide:
- the detailed equations, calibration datasets, or proprietary model files;
- a published battery-model specification or chemistry;
- a named commercial software package;
- a simulator-fidelity percentage, validation statistic, or lap-time gain;
- a team-specific workflow or comparison of different teams’ models.
Accordingly, an explanation of what engineers can simulate should separate documented model content from reasonable, general descriptions of what a model domain means. The FIA procedure supports the named chassis, aero, tyre, powertrain, controls, and efficiency-map categories; the regulation supports the distinction between energy storage and MGU power conversion. Neither document supplies public accuracy numbers or team-specific technical recipes.
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The technical-regulation PDF used for the MGU definition is dated 11 December 2025 and is for Season 13. The manufacturer registration procedure described here is version 2, dated 7 November 2025. As of 13 October 2026, the FIA regulations listing also showed a newer 2026–2027 V4 regulation published on 30 September 2026. The specific technical points above are grounded in the opened texts; they should not be treated as a claim that no later revision exists or that every administrative obligation remains unchanged. For a current compliance decision, consult the latest FIA publication applicable to the relevant season and procedure.
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