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The ABB FIA Formula E World Championship’s annual Tempelhof double-header produced a pair of very different races. Saturday’s E-Prix featured a mandatory PIT BOOST stop and fixed, six-minute ATTACK MODE activation for all drivers while Sunday’s race was only two laps shorter but with no energy top-up mid-race and drivers were given eight minutes of ATTACK MODE to use more freely.
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The way Evans and his Jaguar TCS Racing engineering Alan Cocks navigated the complexity of the latter meant their superb victory lifted them right to the top of the ABB Engineered to Outrun standings for the season.
One year ago, Jaguar won from 20th on the grid with Nick Cassidy. So perhaps Evans’s triumph from 17th should not have come as such a surprise…But in reality it was another exceptional result made all the more unlikely by the fact the driver he beat to win was Oliver Rowland - who started alongside Evans in 18th! This means both drivers gained 16 places over the course of the E-Prix, with Evans getting the nod for the award by virtue of finishing higher. And it all came down to a critical strategy difference.
Early energy preservation was key for both. They were using under 2% battery a lap in the opening phase of the race, which was good efficiency even for the group of drivers hanging back off the pack early on trying to be frugal. That was best displayed on the very first lap of the race when Evans’s average of 81 km/h was the lowest of any front running driver, but also in the opening 10 laps his top speed of 210 km/h through the speed trap was some 30+km/h down on what he would peak at later in the race.
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By lap 15, Evans had built a battery advantage of approximately 4–5% over the field median, and more than 5% above the drivers in the podium places at the time.
The second half of the race is when Evans diverged. The standard ATTACK MODE strategy across the field was two activations of 4 minutes each. Evans chose differently: 6 minutes first, then 2 minutes, for a front-loaded deployment that gave him a longer initial boost when the race was most fluid and positions most available.
As his battery usage and top speeds steadily increased, Evans used his first ATTACK MODE activation to rise all the way into the top three, sustaining almost 0.5% extra battery usage per lap on most without using all of his surplus. This included passing Rowland, who had opted to spend more of what he saved early on to cycle through the order in the first half of the race.
With a 2-minute ATTACK MODE in reserve, and crucially still a small energy advantage, Evans was able to hold off Rowland even as their different strategies meant Rowland came back at him with more time using extra power and four-wheel drive.
Having track position and enough battery not to have to worry meant Evans ensured there was no route back for Rowland as he stayed ahead in the sprint to the finish.
Late Dennis charge in Round 7
Dennis didn’t quite achieve the same level of glory with his progress in Round 7 earlier in the weekend but he and engineer Sean McGill still fashioned an impressive result of their own.
Starting 13th, energy conservation was still a key part of the strategy. Dennis matched or underused compared to almost every car around him early in the race, not by a huge amount, but enough to gradually build an energy advantage over the first half of the E-Prix.
His energy usage ended up being meaningfully lower but without a huge overall pace sacrifice. This allowed him to stay in the midfield leading up to and through the mid-race PIT BOOST phase. Dennis waited longer than some but not as much as others to make his mandatory stop for an energy top-up, but it was what he could do after that was most important.
By saving more energy early on, then pitting slightly later than some, Dennis had a small but decisive advantage of around 2% compared to the field median and significantly more than that against the outright front runners. This, along with daring to save his mandatory six-minute ATTACK MODE use for the final few laps, set up his late charge.
The small swings in energy from the first part of the race of 0.1-0.2% a lap turn into a 0.2-0.4% spend in Dennis’s favour. And having spent most of the race outside the top 10 Dennis was able to rise into the top five in the last six laps or so, with sustained gains from laps 29-33, where Dennis's average speeds hit 108–110 km/h while drivers around him sit closer to 104–106 km/h, and his top speeds in this window reacharound 250km/h.
By the final lap his cumulative advantage returned to essentially zero, with the entire reserve built lap by lap in the first stint and slightly amplified by the timing of his PIT BOOST converted directly into valuable track positions.
SCHEDULE: Where, when and how to watch or stream the 2026 Monaco E-Prix, Rounds 9 & 10
As we approach the halfway stage of the 2025/26 Formula E season, the all-electric championship returns for a double-header of racing action around the historic streets of Monaco. Over the years, the Principality has witnessed countless moments of triumph and heartbreak, and now we return to write a new chapter on these storied streets.
Free Practice 1: Saturday 16 May, 07:30 local / 06:30 BST
Free Practice 2: Saturday 16 May, 09:10 local / 08:10 BST
Qualifying: Saturday 16 May, 10:40 local / 09:40 BST
Race: Saturday 16 May, 15:05 local / 14:05 BST
Free Practice 3: Sunday 17 May, 08:30 local / 07:30 BST
Qualifying: Sunday 17 May, 10:40 local / 09:40 BST
Race: Sunday 17 May, 15:05 local / 14:05 BST
View the full schedule in your time zone and check the broadcaster listings or tap the Ways to Watch button above to find out where to watch all the racing action where you live.
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