1983 Porsche 956, the first racecar to use a dual-clutch transmission.

By 2022, Porsche expects to invest $7.4 billion in electric powertrains for future vehicles. Those initiatives started on the racetrack with the Porsche 919 hybrid sports car, a vehicle that won two 24 Hours of Le Mans races.

“The possibilities and performance of electric cars have been a central topic at Porsche for quite a while,” says Andreas Seidl, head of technical development for Porsche’s electrified racing cars. “The deeper our engineers get into the topic, the more fascinating the solutions become.”

To test those ideas, Porsche is heading back to the track, joining the Formula E electric car race series for the 2019 season. Entering that race series will coincide with the first product launch of the automaker’s Mission E initiative to produce high-powered electric cars for luxury buyers.

It’s a pattern the auto industry has experienced throughout its entire existence – test new ideas and technologies on the track, the most brutal environment for performance, before bringing new technologies to the mass market. Obvious examples include engine technologies such as dual-overhead cam layouts, superchargers, and turbochargers. But the quest for power is a tiny part of racing’s impact on the mass market.

1981 McLaren MP4/1, the first racecar with a carbon fiber reinforced plastic (CFRP) chassis and monocoque.

Transmissions

Two popular transmission types owe a lot to racing. Dual-clutch transmissions (DCT) were effectively born out of Formula 1 racing, and continuously variable transmissions (CVT) were in low-volume development for passenger vehicles when a race team demonstrated their potential.

  • DCT – Invented in the 1930s but ignored until racing companies began experimenting with them in the 1980s, DCTs have separate clutches for the even-numbered and odd-numbered gears. Because one set of gears is always in reserve, gear changes can occur faster than with a manual shift or a torque-converter-driven shift from a traditional automatic transmission. Porsche began using a DCT in 1983 in its 956 racecar. Race drivers shift DCT gears with paddle shifters on the steering column, a feature that has become popular in many mainstream cars. Lighter, less complicated, and more fuel-efficient than traditional automatic transmissions, DCTs are still fairly rare in production cars, though Ford uses the technology in its Focus compact.
  • CVT – In 1993, Great Britain’s Williams Racing replaced the traditional gearbox in its cars with a CVT – a transmission that uses offset pulleys to create the equivalent of gear ratios. Because the distance between the pulleys isn’t fixed, the transmission can find the most efficient ratio to transmit engine power to the wheels. The CVT was banned from F1 and did not make it into mainstream passenger cars for another decade when it became an option in General Motors’ Saturn VUE and Nissan’s Murano crossovers. Today, CVTs are common in some of the most popular cars on the road, including the Honda Accord.
1953 Jaguar C-type, the first racecar to use disc brakes.

Controls

Every time you pump up the volume in your car by flipping a thumb switch on the steering wheel, thank racecar drivers. Automotive human-machine-interface (HMI) designers study how many functions they can put at a driver’s fingertips by adding switches, paddles, and buttons to steering wheels by looking at how well the best drivers in the world handle such controls.

On the McLaren Honda Formula 1 wheel, drivers can use controls to:

  • Shift gears
  • Answer yes/no questions
  • Manage the differential
  • Manage hydraulics
  • Shift into neutral
  • Control energy recovery while braking
  • Call crew members
  • Display maps on wheel-mounted screen
  • Set tire conditions
  • Set braking sensitivity
  • Control chassis settings
  • Order a drink
  • Steer the car around the track
1993 Williams FW15C Formula 1 car, the first to use a continuously variable transmission (CVT).

Brakes

Rapidly reducing speed is as important to race drivers as powerful acceleration. The last driver to safely apply brakes when approaching sharp track turns can pick up a few seconds from competitors who had to brake early to play it safe. In the 1950s, that led to the racing development of disc brakes. Disc brakes use calipers to grab a disc attached to the wheel, using friction to slow the vehicle. They’re more responsive than older drum brakes that push brake shoes against the interior surface of a rotating cylinder.

In 1953, Jaguar fitted C-type racecars with disc brakes for the 24 Hours of Le Mans race in France. The car dominated the race, shattering track records for average lap speed, distance travelled on the 24-hour circuit, and margin of victory. Two years later, disc brakes began appearing in production cars. Most modern vehicles use disc brakes on the front wheels, the ones most responsible for handling, and drum brakes on the rear where loads are lighter.

General Motors Vice President Performance Vehicles and Motorsports Jim Campbell (left) and Chevrolet Director of Motorsports Competition Mark Kent with the Verizon IndyCar Series Manufacturer's Championship Trophy Saturday, Sept. 16, 2017 in Sonoma, California.

Aerodynamics

Even at NASCAR, where racecars mimic passenger car designs, engineers spend countless hours in wind tunnels tweaking every surface to reduce drag. The goal is to boost performance and fuel economy (the car that skips one pit stop for refueling gains an edge over the less efficient).

In 1968, Lotus added airfoil wings to the front of its Model 49 Formula 1 car, for downforce to keep wheels glued to the track for better acceleration and braking. Within a few years, the giant spoilers that identify Formula 1 cars became the norm.

Modern car aerodynamic improvements focus on fuel economy. Several mainstream cars have recently adapted Formula 1-style active air management systems. Since the 2012 model year, the Chevrolet Cruze has had versions with active grille shutters that cut off airflow to the engine bay at higher speeds, reducing drag. In slower driving, the shutters open to cool the engine. Ford has added that technology to several cars, including the Mustang.

Steering wheel from a McLaren Honda Formula 1 car.

Materials

Automakers experimented with aluminum bodies on tracks long before using it on passenger cars. As consumer vehicles have added aluminum doors, hoods, and liftgates, racecars have abandoned steel frames for aluminum or magnesium components. Materials that lower weight, making it easier for the engine to throw the chassis around corners, are welcome on the track.

For the past decade, that has meant carbon fiber reinforced plastics (CFRP), composite materials that are as strong as steel at a tiny fraction of the weight. In 1981, McLaren built the MP4/1, a Formula 1 car with a CFRP chassis and monocoque body. At the time, the big question was how the material would perform in a catastrophic crash, with some critics claiming it would leave behind a black cloud of dust and a handful of metal components. McLaren answered that question when driver John Watson crashed at 150mph during a practice run in Italy. The engine and transmission were torn from the car, but the structure remained intact and Watson walked away from the wreckage.

CFRP has not yet become mainstream, but it can be found on high-performance cars such as Chevrolet’s Corvette ZR-1, Ford’s GT, or the Bugatti Chiron. The least-expensive vehicle to feature it is BMW’s i3 electric car, a vehicle that starts at about $45,000 before $7,500 in federal tax credits. Several materials companies are working to lower costs to make CFRP more viable.

Chevrolet Racing
www.chevrolet.com/motorsports

Honda Performance Development
www.hpd.honda.com

Jaguar Land Rover North America LLC
www.jaguarusa.com

McLaren
www.mclaren.com

Porsche Motor Sports
www.porsche.com

About the author: Robert Schoenberger is the editor of TMV and can be reached at 216.393.0271 or rschoenberger@gie.net