The next generation of Formula E car will be close to current Formula 2 car pace and is expected to have bigger overall dimensions than the current Gen3 Evo.
The Race briefly saw the design of the Gen4 at the Jeddah E-Prix last month in renders that have been viewed by a small group of Formula E stakeholders.
It showed a more conventional looking formula car design that will feature two different aerodynamic packages to be used by competitors.
The much anticipated next generation of Formula E cars won't be seen on track publicly until the autumn of 2026 but manufacturer private testing is set to begin from this September.
That is much earlier than the equivalent Gen3 timeline, which didn't begin serious testing until just eight months before the start of its first racing season.
The troubled start to that project informed the greater lead time for the fourth generation Formula E car before its racing debut in the 2026-27 season.
"We have the chance so far to be at least six to eight months ahead of the Gen3 project, to have time to react and to have more feedback from the manufacturer and so on," FIA technical manager Vincent Gaillardot told The Race.
He also confirmed the performance targets for the new design, which are being collated by the FIA in conjunction with official and confirmed suppliers Spark Racing Technologies (car), Bridgestone (tyres), Podium Advanced Technologies (RESS battery) and Marelli (front powertrain).
"So far with the numbers we have we think that it will be close to Formula 2 and maybe a little bit in front, a little bit behind maybe, but we will see. This is the target we have been given," added Gaillardot.
"The first whole simulation on what we call a reference track - which is for us is Monaco because we have all the single-seater series running in Monaco so we do know Formula 3, Formula 2, Formula 1, Formula E - was in quali mode and this is what we want to compare with."
Spark and the FIA are shortly set to begin testing a specially created 'mule' car in Spain with testing provisionally scheduled for early April. This will include validating the two aero packages that the Gen4 car will incorporate for different events.
The Race understands that there will be a group manufacturer test later this year in which those that have registered - currently Jaguar, Maserati, Nissan, Porsche and Lola - will get on-track experience of the Gen4 design.
Regarding one of the Gen4's new functions, two differing aero packages, Gaillardot said "we have for the first time now identified two different downforce levels on the configuration, which obviously with the fact to be focused on energy [targets] means we have to have a very low drag car.
"We have been able to say 'OK, let's do a high downforce configuration' which will be dedicated to at least quali, and then we will see with the promoter if we go any further on other specifics where we can demonstrate the full speed. This gives a really good step in terms of performance.
"This is one thing. The power, obviously, is another one. Moving as well on to a bigger car, bigger tyre, grip and so on, so it's all together. The main focus since day one on Gen4 was performance. To do a quick car, you just need, as any motorsport, to focus on performance."
Formula E has had vastly different looks to its cars throughout the three eras so far. Gen1 was a skinny and conventional single-seater car, Gen 2 was more 'out there' with a monoposto/prototype hybrid look, while Gen3's arrow aesthetic took a while to get used to, such was its otherworldly appearance.
From the FIA's standpoint the style and look of the Gen4 car is "just a consequence of the aero performance", according to Gaillardot.
"What we want to show is that an electric car can give performance," he said.
"So, we have played with that for the anti-locking system, traction control, differential and this gives performance as well. It's a completely different philosophy for sure. But we just want to prove how quick an electric car can be."
Podium and Bridgestone central to Gen4 Success
Podium Advanced Technologies has recently crash tested the initial module of the RESS that will inform the initial phase of the Gen4 testing, and Gaillardot said that the Italian based company was selected "with some criteria which I think is confirmed on the way the project is developed".
PAT has previously supplied batteries to MotoGP's electric support series MotoE and was also instrumental in the technical running of several Glickenhaus projects, including most notably the SCG 007 Hypercar in the World Endurance Championship.
"They have moved facilities, they have a new building, new machine, automatic machine to perform all the assembly," said Gaillardot.
"They're doing the investment which is required for the project because it's different to the previous projects they have been dealing with."
It was also confirmed to The Race that the definitive spec of Bridgestone tyre is not completely defined yet. Initial testing of compounds was done in the second half of 2024 with James Rossiter conducting on track evaluations with the Gen3 BETA spec car that informed some elements of the Gen3Evo upgrade design.
"We still wait to have the proper Gen4 car," said Gaillardot regarding the final tyre specification choice.
"The initial thing is obviously for Bridgestone to start to ramp up and understand Formula E better but they've got a good database so far to run on Gen3, which was just to confirm where they were in simulation.
"I think this was a good correlation, so now they are developing a specific Gen4 tyre that we will obviously make evaluations for and the final call will be done with manufacturers.
"We still have time at least to complete the development."
