10 F1 technologies used in road cars

Ferrari introduced paddle shifters during the 1989 F1 season, although the concept dates back to the early 19th century. This F1 technology utilised an electro-hydraulic mechanism with two paddles positioned behind the steering wheel to facilitate gear shifts, also known as a semi-automatic gearbox.

The idea behind this innovation was to enable faster and smoother gear changes, being gentler on the components compared to traditional manual shifts. Unlike fully automatic transmissions, drivers maintained control over when and where to shift gears.

Surprisingly, within just eight years, paddle shifters found their way into Ferrari's road-ready F355. Today, even small SUVs and minivans come equipped with this F1-inspired technology.

Carbon fibre, another F1 breakthrough, started as a weight-saving measure in racing before making its way to consumer vehicles like McLaren's iconic F1.

In 1981, McLaren made history in Formula 1 by introducing the first-ever carbon fibre chassis with its MP4/1 model.

Prior to this, F1 had used carbon fibre for smaller components due to its lightweight and durable properties, but McLaren's innovation marked a significant leap forward by applying it on a larger scale.

This ground-breaking development led to the creation of the world's first series production road car featuring a carbon fibre chassis, showcased by the Mercedes-Benz SLR McLaren.

Today, carbon fibre remains a prominent material in various premium road car brands like Rolls Royce, Bentley, and Aston Martin. For example, the Jaguar XE SV Project 8 utilises carbon fibre body panels to offset weight from its larger, heavier engine.

Today, Formula 1 cars feature a rear wing with a movable flap called DRS (drag reduction system) that helps reduce aerodynamic resistance.
This technology has now found its way into numerous road vehicles, from everyday models to high-performance cars.

For instance, Ferrari's SF90 incorporates a twin-part rear wing inspired by the drag reduction system. Similarly, vehicles like the Ford Mustang, BMW M5, and even older Chevy Cruze sedans utilise similar F1-inspired technology.

In these cars, active grille shutters activate at specific speeds to reduce drag and improve fuel efficiency at higher speeds. The shutters then open to enhance engine cooling when the vehicle slows down.

In everyday cars, the controls for adjusting volume, radio stations, the driver's display, and setting cruise control all trace their origins back to F1 technology.

This practice started in the 1970s but gained significant traction in the '80s and '90s with the integration of more advanced technologies. When drivers were hitting speeds of up to 300 km/h, they couldn't afford to take their hands off the wheel to search for buttons, leading to the placement of controls directly on the steering wheel.

In modern Formula 1 cars, there can be up to 25 switches and dials responsible for various functions, from adjusting brake bias to activating the DRS system, including a crucial overtaking button that unleashes maximum power from the engine and motors.

Since 2007, F1 teams have been diving into hybrid drivetrain technologies, initially experimenting with kinetic energy recovery systems that capture energy from brake regeneration. This process mirrors what's used in Mercedes-Benz EQ-Boost mild hybrids.

By the start of the 2014 season, all Formula 1 cars on the grid were required to incorporate hybrid drivetrains. The technology had advanced to include two distinct forms of energy recovery officially known as MGU-K (Motor Generator Unit – Kinetic) and MGU-H (Motor Generator Unit – Heat).

The MGU-K recovers energy from braking, while the MGU-H harnesses heat from the turbocharger. This power is then stored in an energy storage system, typically a lithium-ion battery. As per regulations, the ERS can deliver 120kW of power for about 33 seconds per lap.

Hybrid engines, combining electric motors with internal combustion engines for efficiency, initially appeared in consumer cars before F1 adopted them. The switch aimed to align F1 with industry trends towards fuel efficiency and environmental responsibility. Today, F1's energy recovery systems influence how hybrids perform on the road.

Every modern vehicle today comes equipped with rear-view mirrors, a technology that traces back to the early 20th century. In 1911, Ray Harroun innovatively mounted a rear-view mirror on the front of his car for the inaugural Indianapolis 500.

Harroun's clever idea eliminated the need for a second driver in his car, setting him apart from competitors and ultimately leading him to victory. This pioneering use of racing technology in road cars is exemplified by Harroun's victorious Marmon Wasp, now a permanent exhibit at the Indianapolis Motor Speedway Museum.

Ferrari introduced the Hot V engine design in the 1980s, a cutting-edge supercar technology that has been extensively tested in high-performance cars like the Mercedes-AMG GT S and the Porsche Panamera.

Unlike conventional engine setups, the Hot V engine features ports that point inward, converging toward the centre line of the block, with the turbocharger positioned in the middle. This F1-inspired engine technology is fascinating but comes with its challenges—it's a complex layout best suited for high-end supercars like Lamborghini and Ferrari.

Active suspension, a standout F1 technology, has become a standard feature in mainstream vehicles. It allows a car to adjust its chassis level based on road conditions, enhancing traction and cornering capabilities.

Although other companies had experimented with active suspensions, Nigel Mansell's 1992 Williams FW14B was the first to fully optimise its potential on the racing circuit. The use of hydraulic actuators during cornering resulted in smoother performance, improving both downforce and speed.

The Kinetic Energy Recovery System (KERS) stands as a remarkable F1 technological advance, effectively harnessing kinetic energy from the surplus heat generated during braking. When you apply the brakes in your vehicle, heat builds up within the brake pads.

Typically, mechanical systems capture this kinetic energy and transfer it through an electric motor, which then stores the energy in a battery for later use.

This KERS technology has now become a prevalent feature in mainstream cars, allowing them to recover excess energy from braking. This not only improves fuel efficiency but also enhances overall performance.

Initially used in Formula 1 for an extra power boost, KERS is now widely adopted, notably in vehicles like the 2020 XC90 Volvo, and is also seen in various high-performance electric vehicles.

In today's Formula 1 cars, mechanics apply a specialised diamond-like coating to the cylinders. This thin layer significantly reduces friction, resulting in improved performance and durability.

Although it's not a genuine diamond coating, this technology uses an extremely hard carbon-based material. High-performance cars like the Ferrari 458 now utilise these coatings. While this innovation debuted in Ferrari vehicles in 2010, it may take some time before it becomes widely adopted in everyday road cars.