A few things to consider here:
1: Suspension (geometry and control elements) has very little effect on the performance of modern F1 cars. Go take a look at the geometry of most F1 cars and you note that, not only does the basic geometry drive extremely low values of installation stiffness (so it all deflects all over the place anyway), but it is very far from optimal for mechanical grip purposes. Add in the undamped spring element that is the tyre and in reality, the suspension affects only a very small envelope of the overall vehicle performance. Aero is king, long live the king...
2: Active suspension is NOT cheap or simple to implement in a light, reliable package. Period. Full stop. Even a low frequency, semi active hydraulic system in series with conventional spring/damper units (think Aston Martin Valkyrie) requires multiple moog valves, incredibly expensive hydraulic pumps (sure F1 cars already use massively expensive pumps, but you still have to increase the system capacity to account for the extra overhead), actuators, controllers, wiring, hydraulic piping, accumulators etc, etc, etc ad infinitum. Thats a lot of weight, complexity and a LOT of cost, all to maybe control the ride frequency up to the 3-5hz range. Sure, its eminently doable, but why bother with the weight\cost\complexity and reduce the technical differences between the cars? Want to upgrade that to a system that runs the full car? Well for that you need to cover an extremely wide frequency spectrum of movement and the system requirements, potentially, get to the point of no return on your investment. It was certainly worthwhile when cars weighed very little in the 90's but you would have to question the validity now that cars are so heavy in the first place.
Point 1 effectively covers why RB are using technology from the dawn of wheeled transport, if not before that. Efficient, simple and sod the geometry. Point 2 covers a view of the active hardware only, and doesnt consider the control/simulation, etc, etc side fo things (as the world just got really complicated in the last few decades so you need a million staff to operate anything at that level) in the hope of highlighting that, whilst active suspension can indeed do a great many things to improve performance, it is by no means an, "easy" fix for any of F1's many issues. It also disregards the potentially significant increase in potential downforce generation's effect on the drivers, grip levels and ultimate lap times. F1 doesn't need cars to get faster, it needs cars to get lighter, more efficient and more "dynamic" so that good drivers can shine and frankly, anything that "commonises" the cars, beyond electrical control systems (to ensure regulation compliance) simply dilutes the spectacle from an engineering perspective. Of course, all of this is only one opinion, and we all know they are like arseholes....
On a side note, tuned mass dampers may be a cheap, light and easy fix for some of the aero issues... Or I could be wrong...
As a post note, someone above did ask where Dave Williams is. Sadly, he passed away earlier in the year
