It turns out that the generation gap between Formula 1 cars and road cars is shrinking year after year, but according to Ford CEO Jim Farley, this importance to the road is precisely why the American company wants enter F1.
At the season launch of Ford Performance, the road-going automaker’s motorsports division, CEO Jim Farley spoke about its partnership with Red Bull Racing and its resolve to sign up for F1 as a powertrain manufacturer by 2026.
Unsurprisingly, Farley set ambitious targets and trusted the public that Ford was on the right track with its F1 progression programme. However, he also noted that the generational movement (a concept likely replaced) played a significant role in Ford’s resolve to enter the sport. .
In fact, Farley compared those upcoming regulations to those that evolved in the 1970s.
“We’re going back to F1 in a way that we haven’t in the past,” Farley said. “It turns out that the best aerodynamics in the world are in Formula 1, the best telemetry, the best digital diagnostics. And, actually, we need all those things for electric cars. So it’s actually going back to the ’70s with a pure tech transfer.”
While F1 used to be considered a hotbed for automotive innovation, its relevance to road-car production has faded as technology grew more complex and materials more expensive.
Now, if F1 tech makes it to a consumer car, it’s generally an ultra-expensive supercar like the Mercedes-AMG ONE. Gone are the days of simple transfers, like paddle shifters, steering wheel buttons, or active suspension.
Farley, however, makes a compelling observation. In 2026, new regulations will require some of an F1 car’s power to come from electric power, resulting in a much more physically powerful hybrid formula, something Ford has already reveled in.
Ford will offer Red Bull a set of welcome tips based on road cars such as the Ford F-150 Lightning, the Mustang Mach-E and hybrid versions of models such as the company’s Fusion, Escape and Explorer.
In return, Red Bull will push Ford’s powertrains to the max in situations on a normal U. S. road; This would possibly give Ford an edge over its domestic automotive competition and identify Ford as a key player in the overseas market.
“We’re literally going [to F1] to move the generation,” Farley reiterated. “We can offer battery generation [to Red Bull]. . . And on the other hand, we can also get telemetry and virtual diagnostics. “like Aero, which we can integrate into our production electric cars down to the battery life. “
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If Ford wants to improve its electric tech, why wouldn’t it go to Formula E – a series that’s 100% electric – instead?
Farley did not directly address this concern, however, several very likely points come into play. Formula E is, in many ways, a series of specifications. Each piece of equipment will have to use a wide variety of standardized components and adjustments to unspecified parts are necessary. strictly limited by load limits.
There is no room for significant progression from manufacturers in Formula E, and especially in relation to F1, even if F1 limits progression and spending.
Further, Formula E doesn’t quite have the same profile as F1. Ford is likely investing in F1 under the assumption that reintroducing its name to the global stage will put its name in front of more buyers in more markets.
Formula E doesn’t have the same appeal and it hasn’t attracted the kind of world-class minds that Red Bull has discovered in Adrian Newey.
Ford, of course, has enjoyed beyond generational advancement in F1. It remains the third most successful engine manufacturer in F1 history, largely thanks to its partnership with Cosworth Racing and the DFV engine produced through this partnership.
By teaming up with Red Bull, Ford is once again looking to fast-track its way into the motorsport history books.
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