With eight different race winners and another six drivers getting podiums, the majority of the 22-strong Formula E field tasted some form of success in 2024 and no fewer than seven drivers still had a title shot going into the finale weekend.
But there were plenty of performance fluctuations within that, plenty of drivers with as much reason to kick themselves as celebrate, and some who barely impressed at all.
We tasked Sam Smith with ranking the entire full-time 2024 Formula E field from worst to best. Here’s his judgement:
22. Lucas di Grassi
Abt Cupra
4 points (23rd)
Best result: 9th (London II)
There is just no getting away from the fact that this was a very poor season for Lucas di Grassi.
Had Abt Cupra team-mate Nico Mueller wound up on single-digit points too, it would have been understandable. But Mueller outscored di Grassi by 48 points.
Was it worse than a desperate 2023 for the Brazilian? Probably not.
Counterintuitively, back then di Grassi was easily the best of the four Mahindra-powered drivers, including Mueller. It just appears this season that a combination of di Grassi having a sluggish start to his Abt return and Mueller being absolutely on it meant that there was a landslide win for the Swiss.
“If I look at it and divide my season in two parts, the first part I lacked performance especially in qualifying,” di Grassi acknowledged to The Race.
“The second part not at all. Head-to-head with Nico the last three events, I have outqualified him one day, he outqualified me the other day.
“In the races, everything that could happen in the wrong way did happen from reliability to strategy calls, everything we did ended up being on the back foot.
“There is no denying it was a horrible year, a disastrous year. But if I look in terms of performance, it was better than my year with Mahindra, even if I scored much fewer points.”
Di Grassi is right in a way here. But there was also a trail of shattered carbon fibre and penalties.
Leading the development of the Lola Yamaha package might be his last real challenge as an active racing driver – perhaps one he can get lost in and forget all about 2024.
21. Jehan Daruvala
Maserati MSG
8 pts (21st)
Best result: 7th (Berlin II)
Jehan Daruvala ultimately had the season that many anticipated. A tough start, flashes of speed but ultimately unable to get a decent points haul simply through weight of competition and his raw rookie status.
That’s not to say this was a disaster, far from it. Daruvala had some really strong showings, notably at the second Diriyah E-Prix, Berlin and Misano race two. There were also races where he looked capable of getting more points only to get sucked into combat from which his car didn’t emerge intact.
But therein was the problem. In any other series Daruvala would have been a consistent top-10 finisher. In Formula E he was too often frustrated by tactical contact from others and his own errors.
However, even in a rookie campaign, eight points is too modest, especially when your team-mate is on 73, which in reality should have been 100+ had it not been for Maximilian Guenther’s bad luck in the London finale.
20. Sacha Fenestraz
Nissan
26 pts (17th)
Best result: 5th (Misano II)
Sacha Fenestraz won’t need telling that he was hands down the big disappointment of 2024.
After a very promising rookie campaign in 2023, in which he took a pole and some strong finishes, 2024 was flat and featureless.
What highlighted it so starkly was that his new Nissan team-mate Oliver Rowland absolutely blew his doors off. The 130-point deficit to Rowland is inexcusable, especially when Nissan was just 18 off DS Penske’s third place in the teams’ standings. And Rowland also missed two races.
Fenestraz never really looked like achieving anything above the top six range at best.
And the only times he did, at Berlin and London, he ended up with his old team-mate Norman Nato in the barriers. The first clash wasn’t his fault, while the latter was, and it just started to feel too desperate as the season and the pressure wore on.
Fenestraz is a well-loved member of the Nissan team and a well-liked and respected personality within the Formula E paddock.
If Nissan does stick with him, it will deserve great credit and at least Fenestraz might then use the off-season to work on himself. But presently it feels like a sizable ‘if’, and increasingly hard to expect by the end of the campaign.
19. Dan Ticktum
ERT
12 pts (19th)
Best result: 4th (Misano I)
Even before a lap had been run in 2024 there was a feeling that each of the ERT drivers might be on a bit of a hiding to nothing this year.
Little genuine progress was made in the off-season meaning that the old adage of ‘standing still means going backwards’ rang true in ERT’s case.
The victims were Dan Ticktum and Sergio Sette Camara as they fought best they could to scrap for any points going.
There were flashes of pace over one lap but over the course of the season more was expected from Ticktum. He had got the better of Sette Camara in 2023 and was expected to make the team even more his own in 2024. That didn’t happen.
11-5 to Sette Camara in qualifying was a surprise to some extent, and Ticktum’s tempering of his verbals on the radio was noticeable as he fought to reassert authority.
The high was undoubtedly Misano where both Sette Camara and Ticktum deployed clever ultra-energy saving strategies to claim fifth and fourth respectively. But while it was Ticktum’s only points score of the season, Sette Camara achieved three, again highlighting the intra-team turnaround from 2023.
Ticktum’s motivation appeared to wane at times and while it was sometimes understandable, it hardly put him in a good light for potential suitors.
A spectacular powerslide out of the final corner of the season’s final lap was Ticktum’s sign-off. But, as with pretty much everything else he did in 2024, no one really noticed.
18. Sergio Sette Camara
ERT
11 pts (20th)
Best result: 6th (Misano II)
Like Ticktum, Sette Camara was hamstrung by a car that lacked efficiency and never really flashed its sometimes giant-killing one-lap pace.
This was most noticeable at the season finale in London when high hopes for a result simply dwindled away. It was almost a little microcosmic metaphor for the vast majority of ERT’s season.
Sette Camara appears to be a major asset to any Formula E team with undying commitment and driven manner that, although flitting between feist and failure, often excavates a result or two.
This was true in 2024 where he generally got the better of his team-mate Ticktum, a reversal of 2023. But it all came with little pay-off, which must have again been a test of the Brazilian’s frustration threshold, in his fourth full Formula E season and a second at ERT.
Qualifying fourth in Tokyo was exceptional, yet it could have been more had he not clattered the wall. Again, there was seldom anything more impressive than the sight of Sette Camara on an all-out quick quali lap, where very occasionally he could transcend the car and hustle it into places it should not really have been.
But that thrill must have worn a bit thin.
The future appears to hold much the same for ERT as it ambles along for another two seasons with a few new suppliers and some old ones contributing to its own powertrain.
The much-hoped for manufacturer saviour doesn’t appear to be on the horizon, and neither does the big investment needed to push the team on.
Where that leaves Sette Camara and Ticktum is frankly anyone’s guess, but should they stay they will likely be in a very similar position to the last two campaigns. At best.
17. Nyck de Vries
Mahindra
18 pts (18th)
Best result: 4th (London I)
Nyck de Vries returned to Formula E after a season away on his doomed Formula 1 mission with AlphaTauri.
His deal with Mahindra happened quickly and was a genuine surprise as it was known way in advance that 2024 would be a difficult campaign.
That came to pass quickly as de Vries fought initial frustration in the opening six races where little light appeared to be viewable down a dark tunnel.
Then around mid-season – he missed Berlin – it started to change, and signs of the old combative de Vries started to re-emerge. It was certainly in evidence at Shanghai where he fought at the front and he got his first points with a determined seventh place.
That lit the fuse for a strong end to the season where he featured in the top 10 in the final three races, driving excellently in London to get a highly creditable fourth place.
The work, in a sense, really starts now though as de Vries, along with team-mate Edoardo Mortara and test driver Jordan King, gets stuck into the Gen3 Evo-spec car. It should suit de Vries much more and allow him to at least be able to add to his four E-Prix wins.
16. Sam Bird
McLaren
48 pts (13th)
Wins: 1 (Sao Paulo)
It’s really hard to judge Sam Bird’s season because it was coloured by his hand fracture in free practice for the Monaco E-Prix in April.
He missed that race and the double-header in Berlin – but he also wasn’t quite 100% upon his Shanghai return, evidenced by a clumsy shunt in the second race and generally being a big chunk off McLaren team-mate Jake Hughes.
Prior to Monaco, Bird was playing himself in well in his new McLaren journey. A sensational win over Mitch Evans sealed at the penultimate corner in Sao Paulo, perhaps the highlight of the season, was vintage Bird.
That he did it on his former team-mate and previous team was merely a cherry on the cake.
While Bird clearly still has it, it wasn’t shown enough in 2024. True, he didn’t often have a strong enough package beneath him but held up against Rowland’s heroics, it looks a bit flimsy, yet that of course can be said for all of the non-Rowland Nissan drivers.
15. Norman Nato
Andretti
47 pts (15th)
Best result: 3rd (Shanghai II)
Nato, the one-season wonder, must have felt deja vu in 2024.
He got to the penultimate round and pretty much knew he was likely to have to find another team again in 2025. Should he do so, it will be his fifth in as many years!
Why is Nato so nomadic and so unfashionable? Why can’t he get a two-year deal?
Always more questions than answers for the 32-year-old and odd ones considering he brings a great deal to a team, including podiums and points. In 2024, he didn’t quite bring as much of the latter to Andretti as he probably should have done.
It wasn’t always his fault, yet there is no doubt he was involved in too many skirmishes.
His time in Formula E hangs by a thread as Mueller is poised to take his seat and there are very few others available.
14. Sebastien Buemi
Envision
53 pts (11th)
Best result: 2nd (Mexico City)
Sebastien Buemi started the season brilliantly with pole and second at Mexico City, lining up what appeared to be a renaissance season after evidence in 2023 that he was on the verge of becoming a title challenger once again.
But it was a false dawn like for Envision team-mate Robin Frijns, with a litany of misadventures that resulted in just eight points from 13 races between Riyadh and London. That’s not to say Buemi was completely culpable, it was primarily a combination of poor execution on the team side and getting caught up in other people’s accidents.
In Monaco, Buemi looked like he was back on target qualifying sixth and racing strongly before being harpooned by Sette Camara.
There were some great recovery drives, such as his blast through from last to ninth at Portland after serving a drive-through penalty for a minimum tyre pressure infraction.
Still, much more was expected in 2024, and a double podium in London wasn’t enough to overwrite the disappointment.
That’s because Envision and Buemi know they can deliver so much more. When you have standards as high as Buemi’s, placing 11th and being a point ahead of Mueller in Formula E’s most inferior car will hurt a great deal.
Next season already feels like a final hurrah for 2015-16 champion Buemi. It has to turn out better than 2024 for any kind of deserved valedictory bookending of an otherwise stellar Formula E career.
13. Robin Frijns
Envision
66 pts (9th)
Best result: 2nd (Diriyah II, Portland I, Portland II)
Frijns in 14th in the championship is not something anyone foresaw in 2024, let alone the Dutch master himself. He’s a driver who has the capability to win Formula E races but seldom does.
There’s always been a question mark over whether he can build a title run, but in 2024 that was far from anyone’s mind as he and Envision Racing endured a season that they will both want to consign to a long-forgotten memory.
In probably the joint-best technical package, Frijns mustered 110 points fewer than Nick Cassidy, the lower-placed factory Jaguar driver, although Frijns did miss the Berlin weekend.
Frijns’ return to Envision at the end of 2023 caught many by surprise and there had to be a bit of bridge rebuilding ahead of the season. It bore some fruit with second in Riyadh but from there until Portland five months later there was a glut of missed duel appearances and confetti of broken carbon.
When Frijns’ BMW World Endurance Championship stablemate Dries Vanthoor shunted his FE car in the Berlin rookie test it seemed the season was completely doomed.
Some kind of form was found at Shanghai – which brought Frijns only two points but appeared to be something of a breakthrough for a team that internally seemed to be struggling to maximise its previously-strong relationship with its car supplier Jaguar. Frijns’ points total then nearly tripled in the final two weekends, despite a scary brush with another hand injury in London.
It was ultimately a strong character test for both team and driver, both seemingly primed to go again together in 2025 – which seemed quite unlikely barely a month ago.
12. Stoffel Vandoorne
DS Penske
61 pts (10th)
Best result: 3rd (Monaco)
Stoffel Vandoorne had a similar season to his modest and generally headline-less 2023, his first at DS Penske.
While that first campaign could be explained away as bedding in with a new manufacturer and a new team, there were no such excuses for the mediocre 2024.
“Mediocre” in Vandoorne’s world will feel like an insult because from a serial winner and champion so much more is expected, especially by the man himself.
The DS E-TENSE23 was not a consistent race-winning car. But it was a car you could fight with and surprisingly at Penske it was only really Jean-Eric Vergne who managed that.
Vandoorne again struggled to match good qualifying pace with getting results in races. This is where he seemed to struggle to channel any of that brutal racing instinct, something which doesn’t come as naturally to him as, say, a Rowland, a Pascal Wehrlein or a Jake Dennis.
It counted against him and when he tried to engage in such strong-arm tactics it backfired, like at Berlin when he skittled himself and others out.
Monaco was classic refined Vandoorne though – with a silky run to third, which irritated his own team-mate Vergne through a perceived lack of choreography, but still marked a milestone for Vandoorne’s DS Penske career to build upon.
It never happened. And despite decent runs at Shanghai and London there was no hint he’d be back on the podium again.
Jay Penske clearly lost patience and by the end of June Vandoorne was out and talking to Envision and Maserati, the latter of which secured his services until the end of Gen3 Evo in 2026.
11. Jake Hughes
McLaren
48 pts (14th)
Best result: 2nd (Shanghai II)
Hughes delivered some strong showings off the back of a good rookie campaign with McLaren in 2023 but it again felt like a season of middling achievement – from both driver and team this time around.
Trouble is, when you make a name for yourself you have to overdeliver a little and in reality Hughes didn’t do that in 2024 despite his best efforts.
While team-mate Bird took the big headline with his unforgettable Sao Paulo epic, Hughes actually brought more substance to the season with a brace of poles and a fine second at Shanghai.
Yet between these there was little consistency and a dearth of points which seemed to reflect the team’s apparent impotence in emerging out of the midfield again as the season went on.
Hughes didn’t seem to get too despondent, although a heart-to-heart with his father at Shanghai seemed to do the trick, turning promising pace and no result on Saturday into speed and running Antonio Felix da Costa close for the win on the Sunday.
It was around this time that Hughes went on the drivers’ market after presumably not being granted a better deal at McLaren. He eventually ended up at Maserati MSG, which definitely felt that it had got one up on its midfield competitors by securing a talent who is held, rightly, in very high regard right now.
10. Edoardo Mortara
Mahindra
29 pts (16th)
Best result: 4th (Portland I)
On pace alone there is a case to say Mortara is the best in Formula E. Blisteringly quick over one lap, he is still a weapon that is gratefully deployed by whoever is running him.
For the first time since 2017, it was someone other than Venturi/Maserati that was enjoying his talents, as Mahindra built a long-term plan around him and team-mate de Vries.
Mortara didn’t really get au fait with his new environment until the beginning of the spring but soon left his mark with a brilliant cameo in Tokyo. That was bettered in Berlin where he took an astonishing pole.
The points also started to come as Mortara, along with de Vries, properly gelled with a strengthened Mahindra team that had the foresight to sign up Mortara’s former engineering chief at Venturi/Maserati – Jeremy Colancon.
Strong points placings at Portland and London was justified reward for hard work throughout the team, which ended the 2024 in a deservedly buoyant mood.
9. Jake Dennis
Andretti
122 pts (7th)
Wins: 1 (Diriyah I)
The fact that Dennis’ title defence ended first in a whimper (Portland) and then with a crescendo of committed carnage (London) was one of the bigger surprises of 2024.
An otherwise strong, if inconsistent season, had developed up until the stateside visit, with Dennis scooping a well-judged win in Riyadh and then a hat-trick of mid-season podiums in Tokyo and Misano.
It feels a long time ago now but heading to Monaco in April Dennis was jointly leading the standings along with his occasional nemesis and soon-to-be championship successor Wehrlein.
But from then until the end of the season there was just a brace of fifth places for Dennis to half-heartedly toast. He and Andretti just lost both any kind of qualifying consistency and, more surprisingly, the knack for prevailing at the high-energy races.
The anxiety told in London, where his performance was desperate stuff and a poor way to end a title defence but it was clearly born of frustration.
8. Maximilian Guenther
Maserati MSG
73 pts (8th)
Wins: 1 (Tokyo)
Guenther kept up his 75% record of scoring at least one win in a season with a superb display in Tokyo to hold off a charging Rowland on Nissan’s home turf.
It was the obvious highlight but there were others too, such as turning around a free practice shunt at Mexico City to claim a strong fourth, and a podium at Misano, meaning he scored points in each of the first six events.
That was a surprise in a sense because Maserati MSG had gone through a turbulent off season in the autumn of 2023 with gathering rumours that the team was also in financial strife. Those were dispelled to some extent by the results but those tailed off with Guenther only managing an eighth in Monaco and two seventh places at Shanghai and Portland thereafter.
Some within the team felt that once his move to DS Penske was secure, which The Race understands was around mid-June, it took the edge off his form and focus a little.
However, Guenther countered that forcefully with an exceptional London E-Prix when he should have come away with at least 33 points. Instead, through reliability and misfortune when hitting a punctured Cassidy, he left with nothing.
7. Nico Mueller
Abt Cupra
52 pts (12th)
Best result: 4th (Misano II)
Seventh and eighth on this list was essentially a dead heat between Mueller and Guenther, but the former just nicks it on account of the machinery he had at his disposal and the fact that somehow he achieved 52 points in one of the least competitive cars on the grid.
The Mahindra M9Electro package was worked on extensively in the gap between the 2023 and 2024 seasons and in Abt Cupra’s hands it bore fruit first with Mueller making it through the qualifying groups for the first of six occasions in Sao Paulo.
The first points came in Tokyo a few weeks later. Then at Misano Mueller’s brilliance in pack racing became clear as he straddled the leaders, picked his fights wisely and looked to be heading for a frankly unbelievable podium. That he was just pipped on the finish line by Cassidy was cruel but it gave notice that Mueller and Abt Cupra could fight on merit near the front.
His finish to the season with three top sixes simply underlined what an exceptional job Muller and Abt Cupra did, and how much the team will miss his talents as he looks certain to end up at Porsche, via a season at Andretti in for Nato.
6. Jean-Eric Vergne
DS Penske
139 pts (5th)
Best result: 2nd (Diriyah I, Berlin I)
On paper Vergne had a better season than last with 32 more points gathered. But in reality it was another middling year without a win, for only the third time in 10 seasons, and with just a couple of podiums for cheer (at Diriyah and Berlin).
Vergne, perhaps the sharpest driver to ever race in Formula E, will have seen it coming though. Yet, what made his efforts all the more impressive in 2024 was that he never lost motivation and he was pretty much on top of a strong team-mate again throughout the campaign.
His performances at most races were fighting ones but also races in which he rarely risked his car, unlike many others.
He’ll be hard at work with DS Automobiles this summer and autumn to ensure that the Gen3Evo package, which he at least enjoys driving more than the basic Gen3 (which he loathes), will bring the black and gold team back into the winner’s circle in 2025.
5. Antonio Felix da Costa
Porsche
134 pts (6th)
Wins: 4 (Berlin II, Shanghai II, Portland I, Portland II)
Where to start with the absolute lunacy of this season for da Costa?
Like an over-dramatised soap opera narrative, it had pretty much everything. Despair (Riyadh and poor form), confusion (Tokyo, after it became clear Mueller had tested at Porsche), joy (at Misano win), desolation (losing Misano win), rapture (winning at Porsche’s home race in Berlin) and then sadness (taking out Cassidy in London).
It’s exhausting just writing that, let alone living through it. He came out the other side generally as a winner.
How he did it, not even he knows. But he dug very deep after an awful start in Mexico and Riyadh, before it became clear some elements of his own team very much doubted him, particularly in qualifying. It had some justification but when Mueller tested for Porsche between Diriyah and Sao Paulo, and The Race found out, all hell broke loose.
Yet da Costa stayed focused and composed. It helped get him back on the horse and bring in confidence boosting point-scoring performances in Brazil and Japan. Then came Misano and the win that never was thanks to the most banal of reasons – a throttle spring.
That didn’t push him back into the hole though and he took a sensational quartet of wins in Berlin, Shanghai and Portland, the final two of which were probably the pick of the lot.
He had a messy London to finish it all but only 50% of that was his fault. It was kind of a microcosm of his season. Still a winner, occasional turbulence but ultimately still a driver that will contribute significantly.
That he was ever in doubt for a third season at Porsche now seems utterly bizarre. That it was ever questioned should act as fuel for a proper crack at the title next season for a driver who will be undeniably stronger on track and off it.
4. Oliver Rowland
Nissan
156 pts (4th)
Wins: 2 (Misano I, London II)
It took a few races for Rowland to get back into the Gen3 stride after missing half a season following his split with Mahindra in 2023, but once he did Rowland was an unstoppable big-points collating force.
An excellent pole and third place in Diriyah kickstarted things before an incredible run of results up to Berlin meant he briefly lead the championship at one stage.
Misano was the real killer though for escalating a proper title charge when he was in line for at least second before a nightmare procedural error at the start of the race caught him short on energy as he entered his final lap.
That didn’t knock Rowland and Nissan off course as one of his races of the season followed in Monaco, when he fought through from 15th to take sixth following a titanic fight with da Costa.
These two were at each other’s throats on several occasions including Tokyo, Berlin and London, the last of which left both eliminated. You didn’t find many in the paddock who fancied going wheel-to-wheel with the Barnsley Bruiser, and this part of his adaption to Gen3 was a key element to his success on getting track position at just the right times. The results were spectacularly good and well-deserved.
Missing Portland through illness almost certainly cost him third in the championship.
3. Mitch Evans
Jaguar
192 pts (2nd)
Wins: 2 (Monaco, Shanghai I)
The pre-season favourite in many people’s eyes, Mitch Evans had another very strong season, his fourth on the trot.
Those last four seasons delivered fourth in 2021 and second the following year both featuring car issues, and third in 2023 when he removed himself from contention via his own mistake in Rome.
On his way to second this season Evans suffered from a slower start to the season compared to his ultimate title rivals Cassidy and Wehrlein. A second in Sao Paulo, which was really a win compromised by thermal issues on his Jaguar, and then a skilful victory in Monaco really got him into contention.
He had bad luck at Misano with a technical issue and then there were some complex intra-team strategies with Cassidy at Berlin and Shanghai that hindered and then helped him.
But the defining moments came at the dramatic Portland and London races when a super-harsh penalty for clipping Hughes and then the dramatic strategic missteps in the finale brought more crushing disappointment upon him.
Evans definitely has a championship in him. The big question that will be playing on his mind is if it will ever come at Jaguar or whether in 2026 he might be best trying his luck elsewhere.
2. Nick Cassidy
Jaguar
176 pts (3rd)
Wins: 2 (Diriyah II, Berlin I)
Cassidy left Shanghai in late May with 167 points and a 25-point lead, and then ended the season six weeks and four races later with 176 points and a 22-point deficit to the champion Wehrlein.
That’s the stuff of nightmares. It was one that Cassidy was initially complicit in with an incomprehensible mistake while on his way to a third victory of the season at Portland. Yet prior to that he’d likely have benefitted from some more decisive race management from the Jaguar crew.
It was the equivalent of an open-goal howler. But Cassidy collected himself well and the next day looked to be set to reassert some authority before contact via his team-mate Evans ruined his chances.
That was small fry compared to the strategic nightmare that unfurled in London and which allowed Porsche and Wehrlein a clear strike at the title, which no doubt triggered the mother and father of all debriefs.
But for perspective Cassidy led the championship for longer than anyone else, scored two brilliant strategic wins in Berlin and Diriyah, and was the equal of his friend and countryman Evans, all in his first season with Jaguar.
That was a remarkable accomplishment in anyone’s eyes. When the dust from the ExCeL complexities settles Cassidy will realise that. There were mistakes, notably a shunt in Sao Paulo and the spin at Portland, but Cassidy proved for the second season running that he was right at the top of the pile with Evans and Wehrlein when it came to putting a title-challenging season together.
1. Pascal Wehrlein
Porsche
198 pts (1st)
Wins: 3 (Mexico City, Misano II, London I)
To choose who would be P1 between Wehrlein, Cassidy and Evans really came down to how many mistakes each made during the 16 races and the reality was that Wehrlein made far fewer.
The occasional contact, usually with Dennis, apart, Wehrlein was an example of how to put a successful title campaign together. He was clinical when he could be – Mexico City and Misano, and he could dig out the points when he had to – Monaco and Portland (minus front wing).
The improvement in qualifying was central to his upgrade from peripheral title contender to nailed-on protagonist in 2024. It all gelled, just as much as Wehrlein’s maturity in combat. There was still some of the old feist, which threatened to spill over, such as at Shanghai, but essentially he reined his old instincts in more.
The clarity of his communications in a new engineering relationship with former Andre Lotterer engineer Fabrice Roussel was an early winner, as was Wehrlein’s calmness and being more at ease with the world out of the car.
A new, proud father in 2023, Wehrlein often brought his family to the races and it seemed to benefit him hugely.
He saved the best until last with two peerless displays in London, applying the pressure to Jaguar with his Saturday win and then stalking his prey on the Sunday effectively. Yes, he had a few twists of luck along the way, but on the whole he and Porsche were deserving champions.
“I never stopped believing in it until crossing the line,” Wehrlein told The Race after winning the title earlier this month.
“Even if things don’t go by plan or….it could get difficult for example in Portland when in that second race, with that front wing damage and the front wing being under the car, I dropped to P18 midway through the race.
“It would have been easy there to give up and say, ‘today is not our race’. But I came back from P18 to P4 and scored 12 important points.
“It’s never the end until it’s the end.”
