Disk brakes, radial tires and turbo blades advanced materials are the only techniques transferred from F1 to standard production, fields where racing F1 experience has been useful immediately or some years after in cars for common people. Pratically all other F1 techniques are not useful, too much different even if names and position in the car are similar. But press offices does not say this...
Some years ago I remember a very funny thing... The official website of Alfa Romeo, in the Alfa147 page, writed that "suspension are derived from F1", this because the front suspension was not a McPherson geometry but a 4 lever scheme. Advertisement, press documents and hidden influencers in blog and forums were pushing hardly this idea, trying to convince potential buyers that 4 levers were the same of the Schumacher Ferrari F1. But obviously this was not true... A F1 has 4 levers, drawing a parallelogram where lower arms have more or less the same lenghth of the upper ones, while the 147 had an 3 points upper short arm, and a long 3 points L-shape lower arm. 147 suspension has a long travel, F1 very short, 147 has soft silent blocks to filter road roughness, F1 has metal uniballs to be more rigid as possible... 147 used this scheme to have a good handling and confort performances in braking and turning (the low rigidity chassis of the Tipo family could not give both with a standard McPherson..), F1 use that scheme for a good wheel position, an easy camber and caster regulation and for aerodinamics... Everyone not stopping at the leaflet can understand that suspensions are deeply different.
Same for variable lenghth intake ducts: F1 naturally aspirated engines used continuosly valiable lenght trumpets, while series producion sometimes was using a two way intake duct, with a butterfly valve used to choose the short or the long path. Same name but very different device... Same for combustion study, even if both F1 and series can have turbocharged engines, F1 engines have high bores and short strokes, this to gain high rpms (best configuration to reduce mechanical stress at high rpms) and keep a good flame propagation, not easy at F1 rpms... In a series engine, rpms are 3 times lower, and combustion path does not be quick (exhaust valve open always after the end of combustion, not always true for f1 at 16000rpm..) but has to be soft and constant, if possible far from the cylinder walls. So also here f1 experience cannot be used for series.
We could also talk about safety cages, and how differently they are designed and how differently they work... Things are different if we compare other motorsport techniques with series, such as rally design, here we really have a big technology transfer..
So don't listen to press agencies...