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Engineers can simulate a Formula E car as a connected system of chassis, aerodynamic, tyre, powertrain and control models—not just as an electric motor. FIA documents for the Season 13 framework (2026–2027) explicitly list a chassis model, an aerodynamic map and CAD model, tyre models, a rear powertrain model with control functionality, and a front-powertrain efficiency map as elements of simulator models. Batteries belong in the broader engineering picture because they store energy, but the cited FIA model-content list does not specify a battery model or its methods.
The key distinction is between storing energy and converting it: the FIA defines the motor-generator unit (MGU) as a power converter, not an energy-storage device. A vehicle simulation can bring these different domains together to examine how the modeled car responds to driver inputs, while the public FIA documents do not disclose individual teams’ equations, calibration methods, software packages or accuracy figures.
What can engineers simulate in a Formula E car?
In the FIA’s Season 13 (2026–2027) manufacturer registration procedure, simulator content is described as a set of linked vehicle models. The listed elements span the car’s structure and geometry, aerodynamic and tyre inputs, powertrain behavior and controls, and efficiency data. That breadth matters: a prediction about how a car responds is only meaningful in relation to the assumptions represented across those connected parts.
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The FIA lists a chassis model that includes casing stiffness and geometry; 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. It also identifies optional manufacturer-generated information, such as wind-tunnel or tyre-characterisation data. These are documented model categories, not a complete public description of a team’s simulator or a promise that every possible physical effect is represented.
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Think of the simulator as a way to connect inputs and responses. A driver input is interpreted through the relevant modeled controls and vehicle systems; the resulting vehicle behavior depends on how those systems are represented. This is a conceptual explanation of why the listed domains belong together, not a claim about a particular team’s model architecture or numerical method.
Energy storage is different from motor power conversion
“Battery” and “motor” are often discussed together in electric-car explanations, but they do different jobs. The energy store holds energy; the motor-generator converts electrical power into mechanical power and can convert mechanical power back into electrical power. Treating them as interchangeable obscures the central engineering distinction.
The FIA’s Season 13 technical regulations define an MGU as a rotating electromechanical power converter with a stator and rotor. They state that it transforms electric power into mechanical power and vice versa, and that it is “for power conversion only and not energy storage.” That definition is the clearest public boundary between the MGU’s role and the battery’s role in the sources cited here.
What the FIA documents establish about batteries
The manufacturer procedure’s published simulator-content list does not provide a public battery-model specification. It does not say which battery chemistry, cell-level or pack-level approach, state-estimation method, thermal representation, or control strategy a manufacturer uses. It would therefore be inaccurate to attribute any particular battery model or workflow to Formula E teams on the basis of these documents alone.
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In a general engineering explanation, a battery representation can be described as the energy-storage side of an electric powertrain, while the MGU represents power conversion. That distinction helps explain what a complete vehicle model may need to account for conceptually; it should not be mistaken for a claim that the FIA’s listed simulator package includes a specified battery model. The public materials establish the MGU definition and several powertrain model elements, but not the detailed battery implementation.
Why the distinction matters in a vehicle model
Storage and conversion affect different parts of the modeled system. The energy store concerns what energy is available and how it is represented; the MGU concerns conversion between electrical and mechanical power. Controls connect system behavior to commands. The FIA procedure explicitly includes rear powertrain control functionality, but does not publish the control logic or the precise interaction between controls and a battery model.
For readers comparing simulation descriptions, a useful question is whether a statement refers to stored energy, power conversion, or control behavior. A statement about an MGU is not evidence of a disclosed battery model, and a control-functionality reference is not a public explanation of the controller’s algorithms.
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Motors, powertrain and efficiency maps
The FIA documents support discussion of powertrain modeling at more than one level. The technical regulations define the MGU and motor control unit, while the manufacturer procedure names a rear powertrain model with control functionality and a front-powertrain efficiency map. Together, those references show that the documented simulator content is not limited to a single motor component.
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An efficiency map is a model input that represents efficiency across conditions; the procedure identifies a front-powertrain efficiency map but does not publish its underlying values, axes, measurement process or intended operating range. Likewise, the FIA’s reference to a rear powertrain model with control functionality establishes that controls are part of the described model content, not what commands those controls issue or how a manufacturer tunes them.
That separation is useful when reading claims about electric-racing simulation. A powertrain model can refer to hardware behavior; a control model concerns functionality that governs or accompanies that behavior; an efficiency map supplies efficiency information. The FIA materials name these categories, but do not quantify their contribution to lap time, energy use or simulation accuracy.
Aerodynamics: maps and geometry, not a public team workflow
Aerodynamics is explicitly represented in the FIA procedure through an aero map and a CAD model among the FIA single-supplier models. The presence of both tells the reader that aerodynamic data and vehicle geometry are relevant model inputs. It does not, by itself, reveal the map’s values, the geometry’s detail, or how either is used inside a particular team’s simulator.
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At a high level, aerodynamic representation belongs alongside chassis and tyre representation because the simulator is described as a vehicle model, not an isolated aerodynamic calculation. The cited FIA text supports that connection at the category level; it does not report track-specific aerodynamic predictions or performance outcomes.
Tyres and chassis: representing the car that responds
The FIA model-content list includes both tyre models and a chassis model with casing stiffness and geometry. This makes the modeled vehicle more than a powertrain with an aerodynamic overlay: structural and tyre-related model elements are also named. The source does not specify a tyre-modeling method, a suspension optimization workflow, or a particular representation of tyre temperature, wear or grip.
Similarly, the reference to casing stiffness and geometry is evidence that those chassis attributes appear in the listed model content. It is not enough to conclude which structural components are modeled, at what resolution, or how stiffness values are obtained. Avoid treating a model-category list as a detailed technical specification.
These domains matter together in the broadest sense because a simulator is intended to represent a car rather than a single component. But the public documents do not provide a worked example showing how tyre, chassis and aerodynamic inputs combine in a specific maneuver, circuit or setup decision. No lap-time improvement or handling result can be derived from the list alone.
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How manufacturers and competitors use the models
The FIA manufacturer registration procedure describes manufacturers integrating models into competitors’ driver simulators. It also mentions related manufacturer support: controls-system review, calibration training, model-specification updates and in-season model-calibration support. This establishes that simulator models are part of an integration and support process, rather than merely files listed in a regulation.
The document assigns model integration and associated support to manufacturers and describes the models being used in competitors’ driver simulators. It does not publish a team-by-team allocation of responsibilities, the simulator hardware, the software package, the schedule for each support activity or the method used to assess driver performance. Nor does it state a quantified lap-time benefit from simulator use.
Calibration is especially important to interpret carefully. The FIA procedure’s reference to calibration training and in-season calibration support shows that calibration is part of the documented support context. It does not disclose what parameters are calibrated, how often calibration occurs, what data are used, or how closely a simulation must match track behavior.
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| Distinction | What the FIA material supports | What it does not establish |
|---|---|---|
| Energy storage vs. power conversion | The MGU converts electrical and mechanical power; the FIA says it is not for energy storage. | A specific battery model, chemistry, state-estimation method or team workflow. |
| Vehicle hardware vs. control behavior | The procedure lists chassis, aero, tyre and powertrain model elements, including rear powertrain control functionality. | The detailed controller logic, model equations or measured performance effect. |
| Single-supplier models vs. manufacturer-generated information | The procedure identifies an aero map, CAD model and tyre models among FIA single-supplier models, and gives wind-tunnel or tyre-characterisation data as examples of optional manufacturer-generated information. | That every manufacturer supplies the same optional information or uses an identical modeling workflow. |
These distinctions prevent a common overstatement: the public material is specific about model categories and support activities, but not about proprietary implementation. A category being named is not the same as the underlying data, methods or results being public.
What the public FIA material does—and does not—tell you
Documented in the cited materials
- A chassis model including casing stiffness and geometry.
- FIA single-supplier model elements that include an aerodynamic map, CAD model and tyre models.
- A rear powertrain model with control functionality and a front-powertrain efficiency map.
- Optional manufacturer-generated information examples, including wind-tunnel and tyre-characterisation data.
- Manufacturer integration of models into competitors’ driver simulators and associated controls and calibration support.
- A regulatory definition of the MGU as a power converter rather than an energy-storage device.
Not disclosed by these materials
- A named commercial simulator or engineering-software package.
- Teams’ detailed mathematical models, calibration procedures or proprietary model data.
- A published simulation-accuracy statistic, lap-time gain or driver-performance result.
- A specific battery-model specification in the manufacturer procedure’s simulator-content list.
- A universal account of CFD, wind-tunnel testing frequency, tyre-model method or manufacturer workflow.
Those limits are not a reason to treat simulation as vague; they define what can be said accurately from public FIA documentation. The material gives a concrete map of model domains and integration responsibilities, while leaving implementation and validation details undisclosed.
Which versions and dates these details refer to
The technical-regulation PDF cited for the MGU definition is dated 11 December 2025. The manufacturer registration procedure cited for simulator-model content and integration is Version 2, dated 7 November 2025. A newer FIA Formula E Technical Regulations Version 4 for 2026–2027 was listed as published on 30 September 2026. FIA regulatory and administrative documents may be revised, so a reader checking a current compliance obligation should consult the latest applicable FIA publication rather than treat an older document date as proof that no later revision exists.
The discussion here is limited to the technical categories supported by those cited documents. It does not assert that every version of the regulations or manufacturer procedure has identical wording, and it does not add technical limits or performance figures absent from the public material described above.
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