The world’s fastest electric cars will hit the streets of Tokyo this weekend, as Formula E returns to the capital. The second-ever Tokyo E-Prix is a doubleheader, with races to be held at the Tokyo Street Circuit in Odaiba on both Saturday and Sunday.
All eyes are on Nissan going into the E-Prix. Ahead of its home race, the only Japanese manufacturer on the grid is leading the constructor standings, with its British driver Oliver Rowland having also built up an early 48-point lead in the individual table.
“Look at the ambition we have this year — we are quite strong,” team principal Tomasso Volpe told The Japan Times. “It wouldn't be right if we didn’t have the ambition to win every single race. Of course, the final result depends on many factors. But definitely we come to Tokyo, which is also special for us because we are the only Japanese team, with the ambition to win the races.”
Tokyo feels like a special race for the team, according to Rowland.
“We changed the livery, we have a lot of support from Japan, all the CEOs and big bosses are coming here,” he said. “So of course it feels like a home race and there’s an added bit of pressure with that. But I think we’re ready to do what we do on track.”
In 2024, Rowland qualified in pole position and led for most of the race but ended up finishing second to Maserati’s Maximilian Gunther, now of DS Penske, after struggling with energy management.
“Last year it was probably a mistake to lead the whole race,” Rowland said. “I gave up energy in not having a slipstream. So, if I was to do that exact race again, I would probably do it a little bit differently.”
This time around, however, it’s likely to be a very different race. Heavy rain is forecast for Saturday, which will have a big impact on performance. Unlike in Formula 1, only a single type of tire is used in Formula E — the Hankook Gen3 Evo iON Race, which is designed for all conditions and is recycled after each race as part of the sport’s sustainability initiatives.
“Street circuits and rain together always means it's going to be slippery,” Gunther said. “So it’s even more important to get your tires into a decent working window, because this really gives you ultimate lap times in the wet and more confidence to push hard.”
Another wrinkle comes in the form of the Pit Boost stipulation for Saturday’s race, which requires cars to stop for a minimum of 34 seconds to receive a 10% energy increase through fast-charging battery technology. Tokyo will be only the third E-Prix to feature this mandatory mid-race stop, which previously appeared in Jeddah and Monaco.
Rowland says Pit Boost will add an extra layer of complexity to race strategy. “When we box, getting into the pit lane, making sure the strategies on the car are correct ... there’s also managing the pit exit and making sure that you do all the procedures whilst you’ve stopped,” he said. “There’s lots of new stuff for us to manage while also trying to get the strategy right.”
Volpe agreed that Pit Boost could complicate the race plan. “It’s such an intrusive event during the race,” he said. “It costs you about one minute, and for Formula E that is a lot of positions.”
This year’s Tokyo E-Prix is a sellout, with increased capacity and the switch to a doubleheader made in response to demand. With Formula E growing in popularity around the world, Nissan sees it as a major marketing opportunity.
“In terms of volumes, we are the largest manufacturer in the sport,” said Volpe, who claims Nissan is also the best-supported team worldwide. “Our presence is stronger in terms of marketing and PR activities and promotions of the core business. So the awareness of the brand is very strong and we tend to be very inclusive. We are not a premium brand which means we are more accessible ... our fans can access our drivers very easily, and I think this generates the kind of audience for Formula E which is more diverse and younger compared to other motorsports.”
Nissan’s efforts in Formula E are also intended to have an effect on its consumer electric vehicles. Beyond the current Gen3 cars, Nissan has committed to support Formula E until at least 2030, meaning it is also developing a Gen4 car set to debut in the 2026-27 season.
“Definitely there is a plan to transfer the experience to road cars,” Volpe said. “There are two key areas. One is the hardware design, so gearbox, motor and inverter, the way we design parts and maximize the energy efficiency ... and then the other is the software — the software of the control system in Formula E is very sophisticated, so you can transfer a lot to road cars.
“The timing, though, is obviously a little bit offset because developing an electric vehicle platform takes years. So even if there is a weekly conversation between engineers, you can expect some application in three, four years from now.”
For now, Nissan is focused on the E-Prix and extending its lead in the driver and constructor standings.
“It’s one of my favorite ones,” Rowland said of the Tokyo Street Circuit. “Tight, twisty, lots of walls, high-risk element — something that I enjoy.”
Rowland also said Tokyo is the only place he can notice the strong support from fans while he’s actually in the car.
“Last year there were loads of Nissan fans in the grandstand — I could hear them chanting ‘Ni-ssan, Ni-ssan’ the whole qualifying, so yeah, you get a sense that there’s a big following for Nissan.”
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