F1 technology transfers: (Part 1)

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Published: April 14, 2009
Non F1 fans claim it’s boring to watch cars going round the track.
And sometimes they are right.
However, thanks to a technology transfer spinning off from F1′s technical developments over the years, many of the cars on our roads today share some of the components that first saw the light of day on the race track. Here’s a rundown of some of the ways F1 has rubbed off on road cars.
ECU
Computerised engine management systems, often called the ECU, that varies the combustion process to optimise, power, torque and economy modes as selected by the driver when pressing the ‘sport’ or ‘economy’ buttons on certain models. Drivers of Alfa Romeo’s Brera, 159 and Spider models which have the Q-Tronic automatic gearbox system have the option of a sport and winter setting.
When the Sport/Winter button is pressed, the ECU sets a higher rpm gear change – with longer sequences between gearshifts – for a more sporty and engaging drive. Holding the button down longer will engage the Winter function for maximum grip in snow or icy road conditions.
Active suspension systems
Active suspension on an F1 car is different to that fitted on road cars. The new Porsche Cayenne GTS has Porsche Active Suspension Management (PASM), which is an electronic damping control system that uses a series of sensors to monitor the movement of the body.
It also gathers data on lateral acceleration, steering angle, brake pressure and engine torque. The PASM control unit then evaluates this information and modifies the damping force on each individual wheel in accordance with the selected mode. The results are reduced body movement enabling greater car control and providing greater occupant comfort.
Disc brakes
When it comes to braking, F1 cars are surprisingly similar to road-going cars, since like most road cars, F1 cars also use disc brakes. The rotating discs, which are attached to the wheels, are squeezed between two brake pads via the action of a hydraulic calliper. However there is a vast difference in the materials used.
F1 cars use carbon fibre brake discs which save weight and are able to operate at much higher temperatures than the steel discs used on road cars. In 2007 Ferrari announced that Brembo brakes featuring carbon ceramic material would be provided as standard on its entire range. Ferrari was also the first manufacturer to introduce carbon brakes, putting them on its Enzo five years ago.
Direct-shift gearbox
Although banned in F1, Direct-Shift Gearboxes (DSG) owe their control systems to the sport – in the use of paddles. The VW Group makes good use of DSG on its cars. With the use of two clutches, fast shifts can be achieved and the torque converter of a regular automatic transmission is eliminated.
The latest evolution of Volkswagen’s DSG twin-clutch gearbox even features seven gears. The new system saves weight, improves efficiency and makes the new gearbox more compact.
In the Golf hatchback, compared with the six-speed manual version, the new seven-speed DSG brings a 10g/km CO2 saving and a fuel economy improvement of over 3mpg.
Traction control
Although traction control systems in F1 cars are much more complex, in road cars, the system has traditionally been a safety feature in high-performance cars, which would otherwise need very sensitive throttle input to keep them from spinning when accelerating. Traction control systems are now widely fitted to non-performance cars and off-roaders. Should a wheel spin, it is slowed down with short applications of brakes, diverting more torque to the non-spinning wheel.
Infiniti’s FX models all have ESP with traction control as standard. While ESP adjusts brake pressure and engine torque automatically in understeer, oversteer or slippery road surface situations, helping the driver keep the intended path, Infiniti’s four-wheel drive system uses a torque split control strategy that automatically transfers optimum torque to the wheels according to road and driving conditions.
The system also provides high starting traction performance and a smooth, stable acceleration, especially in snow-covered or off-road situations.

Non F1 fans claim it’s boring to watch cars going round the track.

And sometimes they are right.

However, thanks to a technology transfer spinning off from F1′s technical developments over the years, many of the cars on our roads today share some of the components that first saw the light of day on the race track. Here’s a rundown of some of the ways F1 has rubbed off on road cars.

ECU

Computerised engine management systems, often called the ECU, that varies the combustion process to optimise, power, torque and economy modes as selected by the driver when pressing the ‘sport’ or ‘economy’ buttons on certain models. Drivers of Alfa Romeo’s Brera, 159 and Spider models which have the Q-Tronic automatic gearbox system have the option of a sport and winter setting.

When the Sport/Winter button is pressed, the ECU sets a higher rpm gear change – with longer sequences between gearshifts – for a more sporty and engaging drive. Holding the button down longer will engage the Winter function for maximum grip in snow or icy road conditions.

Active suspension systems

Active suspension on an F1 car is different to that fitted on road cars. The new Porsche Cayenne GTS has Porsche Active Suspension Management (PASM), which is an electronic damping control system that uses a series of sensors to monitor the movement of the body.

It also gathers data on lateral acceleration, steering angle, brake pressure and engine torque. The PASM control unit then evaluates this information and modifies the damping force on each individual wheel in accordance with the selected mode. The results are reduced body movement enabling greater car control and providing greater occupant comfort.

Disc brakes

When it comes to braking, F1 cars are surprisingly similar to road-going cars, since like most road cars, F1 cars also use disc brakes. The rotating discs, which are attached to the wheels, are squeezed between two brake pads via the action of a hydraulic calliper. However there is a vast difference in the materials used.

F1 cars use carbon fibre brake discs which save weight and are able to operate at much higher temperatures than the steel discs used on road cars. In 2007 Ferrari announced that Brembo brakes featuring carbon ceramic material would be provided as standard on its entire range. Ferrari was also the first manufacturer to introduce carbon brakes, putting them on its Enzo five years ago.

Direct-shift gearbox

Although banned in F1, Direct-Shift Gearboxes (DSG) owe their control systems to the sport – in the use of paddles. The VW Group makes good use of DSG on its cars. With the use of two clutches, fast shifts can be achieved and the torque converter of a regular automatic transmission is eliminated.

The latest evolution of Volkswagen’s DSG twin-clutch gearbox even features seven gears. The new system saves weight, improves efficiency and makes the new gearbox more compact.

In the Golf hatchback, compared with the six-speed manual version, the new seven-speed DSG brings a 10g/km CO2 saving and a fuel economy improvement of over 3mpg.

Traction control

Although traction control systems in F1 cars are much more complex, in road cars, the system has traditionally been a safety feature in high-performance cars, which would otherwise need very sensitive throttle input to keep them from spinning when accelerating. Traction control systems are now widely fitted to non-performance cars and off-roaders. Should a wheel spin, it is slowed down with short applications of brakes, diverting more torque to the non-spinning wheel.

Infiniti’s FX models all have ESP with traction control as standard. While ESP adjusts brake pressure and engine torque automatically in understeer, oversteer or slippery road surface situations, helping the driver keep the intended path, Infiniti’s four-wheel drive system uses a torque split control strategy that automatically transfers optimum torque to the wheels according to road and driving conditions.

The system also provides high starting traction performance and a smooth, stable acceleration, especially in snow-covered or off-road situations.

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