In the V8 era (2006-2013), F1’s engines once reached the thermal efficiency of 29 percent. When F1 switched to turbocharged V6 engines in 2014, this number increased to 40 percent, and now, it’s nearly 43 percent. CO2 emissions also dropped by 26 percent.
With those numbers, it’s clear that F1’s technology has rapidly developed. However, these tech advances are not cheap at all, so it’s going to be a long time before you can have a somewhat F1 engine in your regular passenger car.
That said, you’ll be surprised to know that a lot of the tech that was developed for F1 is actually being used on commercial vehicles. In this article, we’ll take a look at some of those advancements.
Paddle Shifters on the Steering Wheel
In 1989, the Ferrari 640 F1 car was the first to have paddle shifters mounted on its steering wheel. This allowed drivers to shift gears without using the clutch pedal. The system was later improved and adopted by other teams.
Of course, it’s not just about using the paddles to shift gears. The full picture is about the semi-automatic gearbox, which enables faster and smoother gear shifting.
Today, many cars use paddle shifters and the semi-auto gearbox, especially luxury and sports cars. But you can also find them on a few regular passenger cars.
KERS or Kinetic Energy Recovery System
In 2009, F1 introduced KERS, which stores energy from braking and returns it to the engine when needed. The energy can be stored in various ways, such as in a flywheel or battery. KERS can provide up to 100BHP for around 6 to 7 sec.
In fact, McLaren was the first to invent a KERS system in 1999. However, it was not until 2009 that the FIA approved its use in F1.
Today, KERS is widely used in hybrid cars and buses, making them more efficient and environment-friendly. In a bus equipped with KERS, the energy is stored at the flywheel (which weighs 8.5 kg and spins at 30,000RPM.)
In a typical hybrid car, the KERS can gather as much as 150 Wh/m (Watt hour/mile) during eight seconds of braking. This energy is usually stored in the battery and can be deployed anytime within 30 minutes.
Traction control and ABS
Because F1 cars had become too fast to handle, traction control was allowed in F1 in 1990. The idea is to prevent the wheels from spinning when there is not enough grip. This not only makes the car faster but also safer.
Actually, in 1987, Mercedes-Benz, BMW, and Toyota had already developed the world’s first traction control system for their road cars. F1’s techs just made it even better.
ABS (anti-lock brake system) has been banned in F1 since 1994. The main reason is that F1 wants the races to be more about driving skills, not technology. The traction control system was also banned in 2008 for the same reason.
Nowadays, drivers may want to thank F1 for perfecting the traction control and ABS, as they are now common features on modern cars, saving countless lives.
Aerodynamic Designs
To have maximum grip during corners, F1 cars are designed to be as aerodynamic as possible. In fact, they have been through many changes to achieve that.
The most important discovery is the ground effect which manipulates the airflow beneath the car’s body to generate insane downforce without creating too much additional drag. Although this technology has been banned in F1, modern streetcars have applied it to some extent, making them significantly faster.
Carbon Fiber Chassis
To make the car lighter, F1 teams have been using carbon fiber chassis since 1981.
The McLaren MP4/1 is the very first F1 car to have a carbon fiber chassis.
This type of material is much lighter and stronger than traditional material, which has made F1 cars faster and more agile than ever before.
It was revolutionary at the time, although carbon fiber technology had been around for decades.
Nowadays, passenger cars made from carbon fiber remain nowhere to be seen. The main reason is the high cost of production. However, sports cars and EV’s are increasingly made with this amazing material.
Monocoque Chassis
Monocoque is a French word that means “single shell.” In the context of cars, it refers to a type of chassis where there is no internal frame. The load-bearing structure is just one piece or the “skin.”
The first F1 car to use this type of chassis was the 1962 Lotus 25. Nearly 30 years later, the Jaguar XJR-15 became the first production car with a carbon-fiber monocoque chassis.
Today, a monocoque chassis can be found on many race cars and road cars. This design allows them to have multiple advantages over the body-on-frame chassis, such as:
- Lighter, hence, better fuel efficiency
- Stronger and more durable
- Better handling performance
- More room for passengers and cargo
The monocoque structure didn’t stop there. Its application has spread to military vehicles, airplanes, and even rockets.
Final Thoughts
F1 is constantly looking for ways to improve safety and performance on the track. This spills over into road cars with technologies such as chassis, aerodynamics, and safety features. Hybrid engines have revolutionized the sport in recent years, and we’ve seen a lot of modifications.
What will be next for F1, and how will it impact your driving experience?
Trent Cherry is the former head pit crew coach for NASCAR’s Penske Racing for both the #2 (Brad Keselowski) and the #22 (Joey Logano) Cup Teams. He founded the website Pit Talks, dedicated to the racing fan community.
