Second Lap: The Comeback of Once-Banned F1 Technologies

It is fascinating to observe how technologies that were once developed in Formula One (F1) racing were not initially appreciated but have now gained significant value. Many of these technologies were originally intended to improve speed and performance but were later banned due to safety concerns, unfair advantages, or because they did not sufficiently highlight the driver's skill. Despite these setbacks, some banned technologies have resurfaced and been cleverly repurposed to bring more excitement to the sport. In this blog post, we will learn more about the reason behind the ban on these F1 technologies and their subsequent resurgence in the racing sport.

Below is a list of popular and effective technologies that were banned by F1 and later made a comeback in a regulated manner or with modifications to the technology.

Ground-Effect

Introduced: 1970’s

Banned: 1981

Comeback: 2022

Ground effect technology in F1 racing, first pioneered by the Lotus team in the 1970s, utilizes aerodynamic principles to increase downforce, enhancing grip and cornering speeds. Initially, it transformed the car design with features like side pods and skirts to create low pressure beneath the chassis.

Despite its early success, notably with the Lotus 78 and 79 dominating the 1978 season, safety concerns due to high cornering speeds and potential skirt failures led to significant accidents and the tragic death of driver Ronnie Peterson. Consequently, the Fédération Internationale de l'Automobile (FIA) banned the technology in 1981 to improve safety.

 In 2022, ground effect technology made a regulated return with new safety standards, using venturi tunnels to generate downforce safely. This modern approach aims to enhance racing while mitigating past risks, embodying F1's commitment to innovation balanced with driver safety.

Slick Tires

Introduced: Early 1970’s

Banned: 1998

Comeback: 2009

Slick tires, crucial in F1’s evolution, maximize contact with the racetrack, boosting grip and speed in corners. Originating from 1950s American drag racing and adopted by F1 in the early 1970s, their introduction marked a significant technological advancement.

However, concerns over safety due to increased cornering speeds led the FIA to ban slick tires in 1998. Grooved tires were introduced to reduce speeds and enhance safety. This decision was controversial within the sport, as some felt it compromised F1's essence.

As part of broader regulatory changes, the return of slick tires in F1 in 2009 aimed to enhance racing spectacle and overtaking by providing increased grip. This move, well-received by the community, was accompanied by a review of aerodynamic regulations to balance the increased mechanical grip with cornering speeds. It marks a chapter towards skillful, strategic, and safe racing.

Turbochargers

Introduced: Late 1970’s

Banned: 1988

Comeback: 2014

Turbocharged engines were introduced in the late 1970s, significantly enhancing power by forcing more air into the combustion chamber, allowing for more fuel combustion. This innovation led to smaller engines producing much greater power, dominating the sport with faster and more powerful cars. However, the turbo era also saw rising costs from developing these complex units and raised safety concerns due to unpredictable power delivery and a higher risk of accidents.

The FIA banned turbocharged engines from F1 after the 1988 season due to safety concerns, the unpredictable power surges known as "turbo lag," and the competitive imbalance caused by turbo technology's high costs and complexity. This decision aimed to decrease speeds, reduce costs, and enhance safety, prompting a return to simpler, naturally aspirated engines.

In 2014, turbochargers came back in F1, but with a twist. The sport introduced a new set of regulations focused on hybrid power units. These power units combined a 1.6-liter V6 turbocharged engine with energy recovery systems, including both kinetic (ERS-K) and heat (ERS-H) recovery components. This shift aimed to make the sport more relevant to road car technology, focusing on efficiency, sustainability, and performance.

Kinetic Energy Recovery Systems

Introduced: 2009

Banned: 2010

Comeback: 2011

Kinetic energy recovery systems (KERS) are hybrid power technologies used in F1. Introduced in 2009 to enhance efficiency and performance, KERS recovers kinetic energy from a car's braking process and stores it in either a battery or a flywheel. Thus, KERS provides a power boost of around 80 horsepower for a limited period per lap.

Aimed at promoting green technologies and improving the sport's environmental image, KERS faced challenges such as safety concerns, system complexity, and high development costs, leading to mixed adoption and reception within the sport. Initially, KERS faced challenges leading to its temporary phase-out in 2010.

However, recognizing the value of hybrid technologies, Formula One reintroduced KERS in 2011 with improved safety and effectiveness. This set the stage for adopting more advanced hybrid technologies, culminating in the introduction of Energy Recovery Systems (ERS) in 2014. ERS, which includes KERS and a heat energy recovery system (HERS) from the turbocharger, has become a fundamental part of F1, enhancing the sport's efficiency and sustainability.

F-Duct/Drag Reduction System 

Introduced: 2010

Banned: 2011

Comeback with DRS: 2011

Introduced in 2010, the innovative F-duct, or "driver-operated aerodynamic outlet," marked a significant evolution in racing technology. This ingenious system allowed drivers to manually control airflow by obstructing a cockpit air vent with their knee, channeling air towards the rear wing. The result was a boost in downforce and a decrease in drag, providing a valuable edge in straight-line speed.

Despite its ingenuity, the F-duct's time in the spotlight was short-lived. Its rapid adoption across teams raised concerns, leading to the FIA's prohibition of it in 2011 due to safety and competition fairness issues.

However, the quest for aerodynamic efficiency did not end with the F-duct's ban. In its place, the drag reduction system (DRS) was introduced, revolutionizing the sport further. DRS, designed to enhance overtaking opportunities, allowed drivers to temporarily reduce drag by opening a flap in the rear wing. This mechanism could only be activated when a driver was within one second of the car ahead, ensuring its use was strategically targeted for overtaking rather than constant speed advantage. DRS maintained the spirit of innovation and aligned to promote closer, more competitive racing.

 The constant wave of new technologies in Formula 1 highlights the sport's relentless pursuit of progress, always carefully balancing the need for safety and fair competition. Every chapter in F1's history shows incredible advances, occasional setbacks due to various issues, and a resurgence, often in improved forms that change the game. Innovations like turbochargers, slick tires, the ground effect, KERS, and aerodynamics-boosting features like the DRS are perfect examples of this ongoing evolution. As the sport continues to evolve, these breakthroughs are celebrated for their immediate effects and lasting impact on racing as a whole—pushing the limits of what's possible in engineering and performance, all while upholding the core values that make F1 so exhilarating.

Here are a few F1 technologies that have been banned and have not re-entailed F1 racing.

• X-wings
• Flex-wings
• 6-wheelers
• Tuned Mass Dampers
• Traction Control

Read about these technologies in our next blog!

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