Slide: 1 \/ of 13. Caption: Caption: The Formula 1 World Drivers' Championships formally kicked off in 1950, but the front engined cars of the day would be unrecognizable to a modern viewer. Alfa Romeo dominated the inaugural season. This is the British Grand Prix, at Silverstone. Alamy <\/p>\n
Slide: 2 \/ of 13. Caption: Caption: By the mid 1950s, regulations had started to limit engine size, though teams could use turbo or superchargers. In 1958 year, new rules meant every car had to burn standardgasoline fuel, rather than the alcohol-based fuels they'd used before. This is Stirling Moss in Rob Walker's Cooper at Goodwood. Getty Images <\/p>\n
Slide: 3 \/ of 13. Caption: Caption: 1968 saw aerodynamic effects used in a big way as teams slapped hugewings on struts several feet high (seen here on a Rob Walker Racing TeamLotus inthe German Grand Prix). \"They stole the idea from American Can-Am races,\" says motorsport historian Don Capps. It was also a particularly deadly year, claiming five drivers' lives---the bosses banned the high wings and introduced other safety rules. Grand Prix Photo\/Getty Images <\/p>\n
Slide: 4 \/ of 13. Caption: Caption: The 1970s marked the start of Formula 1 as fans know it today, and the technological innovations came thick and fast. Mario Andretti won the 1978 Formula 1 World Drivers Championship in this Lotus 79 which used 'ground effect' aerodynamics, effectively turning the underside of the car into the equivalent of the huge wing for gobs of downforce.Don Heiny\/Getty Images <\/p>\n
Slide: 5 \/ of 13. Caption: Caption: Renault's RS01 was the first modern racer to use a turbocharger, although regulations had allowed themfor over a decade. Initial reliability problems earned it the name the \"yellow teapot\" for the frequent clouds of white smoke. It proved itself in 1979, and other teams quickly adopted the turbo. Here it's competingin 1978 in Long Beach, California.Getty Images <\/p>\n
Slide: 6 \/ of 13. Caption: Caption: John Watson's 1981 McLaren MP4\/1 may not look revolutionary, but it was the first to be made as a single carbon-fiber composite monocoque, rather than a metal chassis. That made the car unbelievably light, stiff and strong. Early on, other teams worried about its crash safety, but it quickly become the standard way to build a racecar.Getty Images <\/p>\n
Slide: 7 \/ of 13. Caption: Caption: In 1983 extreme ground effects had been completely banned, so Nelson Piquet's Brabham BMW BT52, here at the Italian Grand Prix, used heavily trimmed side pods, and a flat underside. By now the cars were all running very thirsty turbo engines, so pit stops were re-introducedfor refueling. They didn't last long, and were banned again in 1984.Getty Images <\/p>\n
Slide: 8 \/ of 13. Caption: Caption: It was all change again in 1989. After several seasons of limiting boost pressure to try to rein in the insane power of F1 engines and make races safer and more entertaining, turbos were banned altogether. Naturally aspirated engines were back in, up to 3.5 liters, and 8 to 12 cylinders. This is legendary driver Ayrton Senna in his McLaren MP4\/5 at the 1989 British Grand Prix.Getty Images <\/p>\n
Slide: 9 \/ of 13. Caption: Caption: Formula 1 had gone a decade without a fatality when F1 great Ayrton Senna, shown here in the Williams FW16, died in a crash at the 1994 San Marino GP---after warning the banning of electronic driver's aids would prove dangerous. His death sparked another round of power restrictions and track adjustments.Mike Hewitt\/Getty Images <\/p>\n
Slide: 10 \/ of 13. Caption: Caption: By the late 2000s, the races were becoming boring to watch, thanks to evenly matched, reliable cars. So the bosses updated the regs yet again, reducing engine rev limits and allowing adjustable wings to change aerodynamics mid-race This Ferrari F150, shown testing at Spain's Ricardo Tormo Circuit, was one result.Paul Gilham\/Getty Images <\/p>\n
Slide: 11 \/ of 13. Caption: Caption: 2014 marked a shift towards smaller engines (turbocharged 1.6-liters with six cylinders), but heavier use of the Kinetic Energy Recovery System. During braking, KERS stores energy by spinning up a flywheel, then releases it during acceleration to boost performance. Infiniti Red Bull Racing shows its new RB10 during day one of winter testing in Jerez de la Frontera, Spain. Andrew Hone\/Getty Images <\/p>\n
Slide: 12 \/ of 13. Caption: Caption: For the 2017 season, the focus is back on overtaking, with an unwinding of many of the aerodynamic restrictions. F1's head honchos want cars to be faster through the corners, though viewers aren't convinced that'll make the races more exciting. The cars, like this one from reigning champions, Mercedes AMG Petronas Motorsport, are lower and sleeker, with much wider tires. Daimler <\/p>\n
Slide: 13 \/ of 13. Caption: Caption: What comes next? More evolution. In late 2015, McLaren showcased one view of the future, with the MP4-X. It's electric, charged by the sun, and drivers steer it by thought. It's an extreme concept, but as the last six decades have demonstrated, Formula 1 tech doesn't stand still for long. McLaren <\/p>\n
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Photos: The Evolution of Formula One Race Cars | WIRED - WIRED<\/a><\/p>\n","protected":false},"excerpt":{"rendered":" Slide: 1 \/ of 13. Caption: Caption: The Formula 1 World Drivers' Championships formally kicked off in 1950, but the front engined cars of the day would be unrecognizable to a modern viewer. Alfa Romeo dominated the inaugural season. Continue reading