This is my final race review of this season as we review race 2 of 2026 Hankook London ePrix. With season coming to a close, decisions regarding who is driving for what team are being made and some of these decisions have been made official. First: Theo Pourchaire will drive for the Opel GSE Formula E Team next year and is rumoured to be joined by Mitch Evans; Second: Envision Racing will have an entirely new line-up next year (first time in the team's history) with both Sebastien Buemi and Joel Eriksson leaving and the former moving into advisory and development role within the team. One of the likely replacements at Envision is Max Guenther and I think his supposed departure from DS Penske suggests to me that the Penske team will not race next season as no (unofficial or official) has been made if they are building their powertrain (which has never gone well for them) or partnering up with another manufacturer which would either be Mahindra or Lola-Yamaha. Envision will also have a new title sponsor next season as payments platform Paysafe will join the team.

Qualifying

Group A consisted of: Pascal Wehrlein, Mitch Evans, Antonio Felix da Costa, Nick Cassidy, Nyck de Vries, Felipe Drugovich, Josep Maria 'Pepe' Marti, Joel Eriksson, Lucas Di Grassi, and Norman Nato. Lucas di Grassi does not compete in this session after his team decided to change his Inverter (MCU) after Free Practice 3, so will carry a 20-place grid penalty converted to 10-second stop-and-go penalty. He is also not the only one with a penalty or fail to set a representative time as Pepe has a 3-place grid penalty for his move on Jean-Eric Vergne last race and Norman would suffer brake issues on his out lap and which couldn't be resolved within the session so sets no lap time.
Group B went next and consisted of Jake Dennis, Oliver Rowland, Edoardo Mortara, Nico Mueller, Sebastien Buemi, Dan Ticktum, Jean-Eric Vergne, Taylor Barnard, Max Guenther, and Zane Maloney. Like with Antonio last race, Edoardo clips the inside of turn 9 and bends his steering, but it doesn't hurt his pace too much. Also, Max will have a grid penalty after exiting pit lane under a red light, so will drop 3 places from where he will qualify.
The 1st Quarter-Final was between Nick and Pascal, with the latter winning by 1.091 seconds thanks to Nick hitting the inside of turn 9, while the 2nd Quarter-Final was between Mitch and Nyck with the latter winning by 0.177 seconds. Quarter-Final 3 was between Dan and Nico, which saw the latter advance by a 23.599 seconds after Dan misses turn 10 due to Brake-By-Wire issues contributing to the mistake, while the final Quarter-Final was between Taylor and Edoardo which saw the latter moving on by 0.09 seconds. Semi-Final 1 was between Nyck and Pascal, which the former won by 0.022 seconds while Semi-Final 2 was between Nico and Edoardo, with the latter winning by 0.166 seconds. The Final saw Nyck winning by 0.195 seconds to take his 1st pole position in the Gen 3 era.

Race

Overall Drivers' Championship

Taylor Barnard wins the ePrix from Nyck de Vries in 2nd and Edoardo Mortara in 3rd to become the 11th different race winner this season and as well as Formula E youngest ever winner at 22 years and 76 days. Not that anybody cared due the incidents occurring just before further down the track and I am not kidding because there were no replay of Taylor's race winning overtakes at any point during the broadcast. If you were wondering, they were moves in final corner: Edoardo 1 lap and Nyck the next. Full disclosure: I do not like Pascal Wehrlein because I find him to be one the most overly aggressive drivers on the grid and carries an attitude that seems to refuse to self-reflect on past actions. For example, I believe he will see no wrong on the move he attempted on Norman Nato back in Sanya this season even though there was no way he was going to make the overtake and that was the least egregious of his moves that were 'never on'. I am not the only one who shares this kind of sentiment as Antonio Felix da Costa saw how Nico Mueller drove when Mitch Evans was behind him this weekend and turned it up to 11 because he really held up Pascal enough that Jake Dennis was able to briefly take back the points lead before 'The incident'. On lap 31: Joel Eriksson, Jake, Pascal, and Antonio all in a group together, running in that order when into turn 16, Jake slows to avoid hitting Joel in front and Pascal on his outside but Antonio can't react quick enough and minor contact his made to Jake's rear but is enough to disrupt the acceleration allowing Pascal to get alongside on the exit. Pascal and Jake are side-by-side through turn 17, but Pascal tries to make the move stick on through 2nd apex, but carries too much speed and collides with Jake, putting him the barriers and hitting Joel in front, causing the Swede to spin around and into the path of Pascal. Jake loses his front wing and picks up a rear-left puncture, although this could have been from the contact from Antonio, while Joel later retires in the pits and Pascal and Antonio solider on for 14th and 15th finishes respectively, but both will have a 3-place grid drop in the next the compete which is scheduled to be in the 2026 Jeddah e-PrixUnleashed or race 1 of Season 13 for the uninformed.
In my opinion, Pascal has not won this title by being the greatest driver this season and yes I know have described a champion as someone who was the greatest in a season, but hear me out because Mitch has been more of a complete driver, with his non-classified finishes being out his control (crashed into or spec part failure) while his only weakness being his qualifying record and that has been a problem throughout his career - 11 of his 16 wins have come from him starting from outside the front row, more than any other driver, although he does have 11 pole positions which is good enough for joint 4th all time (tied with Oliver Rowland).
The question for Formula E is: What can be done to avoid this? Rules prevent such collusion between manufacturers and their customers is an obvious if inefficient solution, which would be similar to Formula 1's team orders ban that the sport once had, but I fear teams will tell their number 2 drivers to "save energy" when ahead of the other driver's championship rival or 'Nico, Pascal is faster than you' (if you know, you know). I think a more effective solution would be to hold the finale at a track in which overtaking is not at a premium and the the track on next season's calendar which this is the care is Tokyo and that is our finale - oh, we going to have a problem aren't we. So Formula E's aim is for 1 driver/team/manufacturer to absolutely dominate so much that there is no chance for outside competition or in other words: a boring championship - it's going to be great!
The top 6 in the final driver's standings under the alternative format:

1. Jake Dennis (=0)
2. Mitch Evans (+1)
3. Pascal Wehrlein (-1)
4. Oliver Rowland (=0)
5. Antonio Felix da Costa (=0)
6. Edoardo Mortara (+1)

Pascal haters (or like me dislikers) can take some refuge in that he does not win the title as it goes to Jake Dennis, who wins on countback as he ties with Mitch Evans on points for the closest finish ever under my format which can never be beaten, only tied. Mitch takes his 6th runner-up final standings finish and fails to win it all because Jake finished 3rd one more time than he did. Pascal finished 3rd, as the 2 points he scores for finishing 14th are not enough for him to overhaul the 4 point gap he had to Jake. I think Antonio still has to drive like he does under this format as with Jake starting 16th and Mitch only 13 points back, Pascal is the biggest threat for Mitch Evans championship, although the Teams' title is slightly more perilous but Mitch has cleared Nico Mueller before Antonio begins his shenanigans.
All drivers have more points under the alternative format compared to their real life totals, with the one who has the most points compared to real life is Max Guenther, who has 64 more points under the alternative format (87) compared to real life (23). There are differences between the standings and the driver who gains the most positions under the alternative format is Nico Mueller who gains 2 places under alternative format to be 7th compared to real life standings where he is 9th. The driver who loses the most positions is our real life champion Pascal Wehrlein who drops 2 places to be 3rd under the alternative format instead of winning it all like in real life.
Below are the overall Drivers' Championship final standings:

Customer Trophy for Drivers

The class is won Sebastien Buemi with 2nd in class to Pepe Marti, and 3rd in class to Felipe Drugovich. Dan Ticktum leads from the start until lap 10 when he overtaken by Sebastien Buemi because he goes for his first Attack Mode but gets back into the class lead a lap later between turns 9 and 10. Sebastien Buemi would re-inherit the lead after overtaking Dan into turn 10 and heads off to uneventful, probable final class win. By finishing this ePrix, Jake becomes a 3-time Customer Champion and does so on merit, although Sebastien was a worthy adversary and it is unfortunate that his time Formula E sees him come up empty handed under the alternative format (Sebastien still has the Season 2 drivers' Championship in real life). I think this is a championship worthy to exist in real life and if nothing else, will give the customer teams something to fight for, so are not beholden to the demands of their supplier.
Below are the Customer Trophy for Drivers final standings:

Nelson Piquet Jr Trophy

The winner of the class is Pepe Marti, with 2nd going to Nico Mueller and 3rd to Felipe Drugovich. Nico leads from the start until lap 18 where he is passed by Felipe, most likely through turn 1, who is in Attack Mode. Felipe himself would be passed by Pepe on lap 25 the same way he passed Nico (overtaken by someone in Attack Mode into turn 1). Joel Eriksson would take lead, thanks to Attack Mode, on lap 28 into turn 19 and holds it until Pascal takes him out. Pepe re-inherits the lead and goes on to win the class. Despite winning the Nelson Piquet Jr Trophy like most would have expected at the start of the season and leading the standings for the entire season, you can't help but feel underwhelmed Nico's winning margin and class results because this shouldn't have been this close - he is the only trophy winner in Gen 3 not to seal the trophy before the final race. Nico had the best machinery and the most experience, but the fact that Felipe was 8 points off with 3 races to go suggests to me that his long term future a Porsche is not secure (he is warming the seat for Ayhancan Guven). Based off his performance this season, I expect Felipe to win the Trophy next season, although I will temper my expectations if Nissan's Gen 4 powertrain isn't one of the best next season and there are others in better equipment.
Below are the Nelson Piquet Jr Trophy final standings:

Overall Teams' Championship

Jaguar TCS Racing win the championship under both formats with Porsche Formula E Team in 2nd and 3rd is Andretti Formula E under alternative format, but Mahindra Racing beat them in real life to be 3rd instead, despite 4th under alternative format and excruciatingly 1 point off of Andretti. Only Jaguar, Porsche, Citroen Racing, and Lola Yamaha ABT Formula E Team are in the same position across both formats as: the aforementioned Andretti and Mahindra swap, Envision Racing beat out Nissan Formula E Team for 6th under alternative format but swap places with them to finish 7th in real life, and DS Penske finish ahead of Cupra Kiro under the alternative format (they even tie on points with Nissan but lose out on countback) but their win in the season finale is not enough to overhaul Kiro in real life. All teams have more points under the alternative format than they do in real life and the team with biggest difference is DS Penske who have 194 points under the alternative format and 91 in real life.
Below are the overall Teams' Championship final standings:

Customer Teams' Championship

Andretti Formula E win their 2nd Customer Teams' Championship which is to be expected when you win just shy of 50% of all the races. Right now, I believe they would be the favourites to defend this championship if it were to run in real life (see Customer Trophy for Drivers paragraph on my opinion on such a championship), as: we don't know officially know the line-up for Envision Racing, and I expect Cupra Kiro's drivers to be a lot more reliable next season (they were the only team to see both car fail to finish the same race the entire season).
Below are the Customer Teams' Championship final standings:

Manufacturers' Cup

Stellantis win the Manufacturers' Cup under the alternative format with 403 points but are 3rd in real life with 292 as 1st in real life is Porsche with 498 points but they are 2nd under alternative format with 365. Jaguar are 3rd under alternative format and 1 place better in real life. There is no other difference in the standings between the 2 formats, although Jaguar and Porsche do have more points in real life compared to their totals under the alternative format. The biggest gainer in terms of points is Stellantis, who have 104 points more under alternative format compared to their real life total. Since we entered an era with manufacturers with more than 2 cars in Season 9, Stellantis have won 3 Manufacturers' Cups (Season 10 is their true worst season) despite not being the best powertrain for any of those seasons and with Porsche also having 4 cars next season, I have decided to implement a nomination formula that takes into account a driver's: average finish at a track, current position in the overall standings, average finish in the manufacturer class, their starting position, and their previous finishing position. I will come back in a couple of weeks to further explain this.
Below are the Manufacturers' Cup final standings: