“It could be an absolute s***show” was a phrase uttered more than once in the Jeddah Corniche Circuit’s paddock last weekend, and not just because the decision had been taken to add a surplus of chicanes to the truncated layout ahead of Formula E’s debut.
After more than two years of development and thousands of individual tests, the Pit Boost concept was finally implemented for the first time in the all-electric championship’s history during the opening 31-lap contest in Saudi Arabia.
Each driver was required to make a mandatory pitstop during the race where they received a battery recharge of 10% via a booster that is inserted into the rear of the car by a mechanic, with the whole procedure lasting approximately 34 seconds.
In an age when it takes less than two seconds to change all four wheels during a Formula 1 pitstop, the thought of a car stopped in the pits for more than half a minute was hardly an appealing prospect to many.
Of an even bigger concern, though, was just how the new strategic tool would impact the outcome of the race, either through failures or an ill-timed caution. In the build-up to the race both Formula E organisers and the FIA had expressed confidence that the technology was robust, citing that it had been delayed for more than two seasons precisely for that reason and to ensure that it was up to the task.
Even so, rumours with foundation circulated during the weekend that more than one booster charge had been unsuccessful in practice, although whether human error played a part remained to be seen.
It certainly created unease for teams and drivers over the prospect of losing a strong result in a world championship which remains one of the most competitive in motorsport, with points never a certainty at the best of times.
Cupra Kiro’s Dan Ticktum was certainly not short of a thought or two when it came to giving feedback on the technology post-race, having been forced to perform a full car reset related to a battery problem during his stop.
“The fact you can charge a battery that fast and it doesn’t catch fire, it’s very important technology for the electric consumer market so I think on that basis it’s great, but I’m not fucking interested if it’s going to screw my races over,” he told this writer.
One small blessing was that no full course yellow or safety car was called during the pit sequence, which would have completely turned the pecking order on its head
Ticktum aside, and to the relief of many, the technology proved reliable enough in a race situation and no other problems were reported, at least publicly.
But an equally important question was how would it impact the final result. As it turned out, not so much, with long-time leader Oliver Rowland pitting from the front and rejoining in a net lead, although eventual winner Maximilian Guenther was cycled back as far as eighth after pitting from second.
It certainly shouldn’t be overlooked, though, that on its debut Pit Boost ultimately set up a last-lap, final corner overtake for the win between Guenther and Rowland that went some way to silencing critics – at least for now.
Yet with Formula E races confusing at the best of times due to cars intentionally dropping back to save energy in the slipstream, as well as moving offline before surging back through the field after activating Attack Mode, the addition of Pit Boost only compounded the difficulty of following proceedings.
Even with new graphics, including a voltage icon next to each driver’s name on the standings tower to indicate if they had taken their Pit Boost, as well as a recharge bar showing the progress of the stop, it was still a task to keep on top of the order.
One small blessing was that no full course yellow or safety car was called during the pit sequence, which would have completely turned the pecking order on its head – a fear many drivers had expressed even as early as the start of the season.
“I think we’re going to have a few hiccups along the way when full course yellows and safety cars come out,” admitted new championship leader Rowland.
Notably, Friday’s race was a much more flat-out affair compared with the sequel as both contests ran to a 31-lap distance, but with drivers in the opener essentially running on 110% energy. It meant proceedings stretched out and avoided the peloton style of racing which has plagued the championship since the start of the Gen3 era in 2023.
It remains to be seen whether Pit Boost races will be extended in length to compensate for the extra power in the future, though, with it set to feature at all double-header events including Monaco, Tokyo, Shanghai, Berlin and London.
The debut of Pit Boost in Jeddah went about as well as could be hoped and certainly those pushing for the technology will feel a sense of vindication, but with five more races set to feature the concept this season the impact it will play on the championship, for better or worse, has only just begun.
