The 15 technological innovations that revolutionized Formula 1

Introduced into the regulations in 2014, hybrid engines mark a major turning point for F1. Single-seaters no longer make do with the combustion engine alone, but also add an electrical component. The latter consists of the MGU-K, which recovers kinetic energy during braking, and the MGU-H, which recovers heat from exhaust gases. With the turbocharged V6, total output can reach 1,000 hp, well above that of a naturally-aspirated V10 engine. And like all hybrid engines, it consumes less fuel for the same amount of power.

In 2009, a kinetic energy recovery system was introduced to enable F1 cars to harness the enormous energy lost during braking. Known as KERS, this technology captures the heat released by braking and stores it in an electric battery. Its reuse provides extra power without consuming more fuel. Although it was replaced by the MGU-K a few years later, KERS laid the foundations for the hybrid engines currently used by F1 cars.

The ground effect exploits a fairly simple aerodynamic phenomenon that creates a low-pressure zone under the car’s floor by channelling the air flowing through it. This difference in pressure between the top and bottom of the car increases aerodynamic downforce, leaving the F1 car perfectly glued to the ground even in high-speed corners. It was first used by the Lotus team in 1977, when it dominated the championship. The FIA banned it in 1984, but reintroduced a more advanced version in 2022.

DRS takes the form of a movable rear wing activated momentarily by the driver. Opening it reduces the force of the air on the single-seater, known as aerodynamic drag. This mechanism increases the maximum speed that can be reached, making it easier to overtake an opponent who is not using it. Deemed too dangerous on twisty sections, it can only be used in a straight line or on a slightly curved section defined in advance for each circuit. DRS was introduced into the regulations in 2011, but will be abolished from the 2026 season onwards.

The Halo is a safety device that has been mandatory since the 2018 season, designed to protect the driver from external objects likely to collide with him (walls, other single-seaters, etc.). Made of titanium, it takes the form of a curved bar positioned above the driver’s head. It can withstand impacts of great intensity, and is one of the strongest parts of the car. Proven time and again to be effective, it is not confined to F1 cars, but can also be found in the lower categories and in other disciplines such as Formula E.

Another safety device, the fire-resistant suit, is not strictly speaking part of F1, but is compulsory in the discipline. It guarantees the driver’s safety in the event of an incident resulting in the vehicle catching fire, be it an accident or engine failure. Its effectiveness has already been proven on a number of occasions, such as Romain Grosjean’s tragic but spectacular accident at the Bahrain Grand Prix in 2020. The French driver remained in the burning car for almost 30 seconds before escaping with “only” a few relatively minor burns.

Scuderia Ferrari was the first to use automatic gearboxes in 1989. Previously, drivers had to press a clutch pedal and use a gearshift lever, but now they only have to press a trigger on the back of the steering wheel to raise or lower the gear. This ergonomic location makes shifting gears much smoother and helps you stay more focused on the track. This leads to greater precision in driving and, above all, in entering corners.

Telemetry is a tool used by engineers since the early 1990s to understand how cars work. Today’s models are fitted with over 300 sensors that collect data in real time, such as brake temperature, tire pressure, the speed of the air hitting the vehicle, and so on. The teams in the pits use this data to determine the optimum strategy for the race. Since 2003, the FIA has restricted its use, preventing engineers from making remote adjustments to single-seaters.

The turbo engine can deliver much greater power than naturally-aspirated engines. It uses exhaust gases to compress the air entering the engine. This means more fuel burned, and therefore more power, up to a total of 1,400 hp. Renault was the first engine manufacturer to use it in Formula 1 in 1977, followed by all the others in the 1980s. However, the organizers banned its use in 1989 for safety reasons. Just imagine the violent crashes that could occur with the rudimentary protection of the time. Turbo engines made their return to the premier class in 2014, but this time as a component of the new hybrid engine and limited to a V6.

In 1976, Brabham designed the carbon brake system that was to become the standard by the end of the decade. Carbon discs and pads are much more heat-resistant than steel models, and also dissipate heat better. As a result, riders can brake later and more sharply before cornering. Over the years, carbon braking has evolved considerably, and today’s brakes combine carbon with ceramics to increase efficiency.

from the 1970s onwards, wheels with 4 or 5 nuts were gradually replaced by models with a single central nut. A wheel could then be changed very quickly using a pneumatic or hydraulic gun. As a result, pit stops have fallen from nearly 30 seconds to just 2 seconds today. These spectacular pit stops have a considerable impact on race strategies in a sport where victory can be decided in a matter of seconds.

Slick tires were first used by Firestone in 1971. Compared with the grooved tires previously used, they are completely smooth and offer maximum contact with the track. The result is better grip on the ground, which maximizes performance and, in particular, the speed of the single-seater. Slicks were banned in 1998, and since 2009 have been the only tires used in F1 when the track is dry. In wet conditions, however, grooved tires are used to prevent aquaplaning (when the car slides on soaked asphalt).

The front wing is a key part of the car’s aerodynamics, reducing drag and maximizing downforce. Although F1 cars have been equipped with simpler fins before, it was around 1990-2000 that they became truly complex. They now consist of several stages arranged in a specific order, each with a precise role. As they have a direct impact on airflow around the car, their configuration plays an enormous role in the car’s performance. Their development is therefore one of the major challenges facing the discipline.

Carmakers use wind tunnels to test the aerodynamic behavior of their new single-seaters. These tests, which have been carried out since the 1970s, involve placing a miniature model of the vehicle in a tunnel while injecting a stream of air at high speed. This gives the engineers an idea of how the F1 car will behave when it’s actually on the track. The FIA imposes very strict rules on the use of this technique, to avoid overwhelming domination by the teams with the biggest budgets.

In addition to wind tunnels, CFD simulation has been used by designers since the early 2000s. This is a computer simulation of the aerodynamic behavior of designs, without the need to create models. This means that different configurations can be tested in 3D before the more costly physical testing in a wind tunnel. The high precision of this technique (more than a billion components can be adjusted separately) means that the configuration of the various vehicle parts can be fine-tuned to the maximum.