Formula 1

The FIA Formula 1 World Championship, better known as Formula 1, F1 or Formula One, is the main international motorsport competition and the most popular and prestigious motorsports championship in the world. The entity that runs it is the International Automobile Federation (FIA). Since September 2016, after the acquisition of Formula One Group, the American company Liberty Media is responsible for managing and operating the championship.

Each race is called a Grand Prix and the tournament that brings them together is the Formula 1 World Championship. Most of the race circuits where the Grand Prix are held are racetracks, although street circuits are also used and previously They used highway circuits. In turn, the cars used are single-seaters with the latest technology available, always limited by a technical regulation; some improvements that were developed in Formula 1 ended up being used in commercial cars, such as the disc brake.

The beginning of modern Formula 1 dates back to 1950, in which teams such as Ferrari, Alfa Romeo and Maserati participated. Some were replaced by new ones like McLaren, Williams, Red Bull and others that came back like Mercedes that have won the Constructors' World Championship several times. For their part, the drivers must have the FIA super license to compete, which is obtained by results in other championships.

History

Background

The Italian Tazio Nuvolari at the 1932 Monaco Grand Prix.

Grand Prix racing has its roots in automobile racing that emerged in France in 1894. Initially, it was individual events, offline and on dirt roads, with virtually no limitations. From 1927 to 1934, the The number of Grand Prix races grew to eighteen in 1934, the most before World War II.

Creation of the championship

In 1945, immediately after World War II, there were only four races. Before World War II, the rules for Grand Prix competitions had been established, which both cars and drivers had to obey. These rules, collectively known as the Formula, did not materialize until in 1947 when the old AIACR was reorganized, renaming itself the International Automobile Federation, known by the acronym "FIA". With its headquarters in Paris, at the end of the 1949 season it announced that by 1950 they would unite several national Grand Prix to create a World Championship for Drivers, for which reason the first Formula 1 championship was held in 1950. For economic reasons, in the In the years 1952 and 1953 Formula 2 cars were still raced and the calendar continued to include several races that were not considered Grand Prix until 1983. A points system was established and a total of seven races were recognized as eligible for the World Championship..

The first races (1950-1958)

Picture of the Mercedes Benz W 196 with which Juan Manuel Fangio obtained the titles of 1954 and 1955.

The first Grand Prix was held on May 13, 1950 at the Silverstone circuit and was won by the Italian Giuseppe Farina, who also won the 1950 championship after beating his teammate, the Argentine Juan Manuel Fangio. However, Fangio won the title in 1951, 1954, 1955, 1956 and 1957. His streak was cut short by Ferrari driver Alberto Ascari's two-time championship. Also at this time there were drivers like the British Stirling Moss who, although he was able to compete regularly, was never able to win the World Championship, and for this reason the English consider him "the greatest driver who never won a world title".

The period was dominated by teams run by car manufacturers—Alfa Romeo, Ferrari, Maserati, and Mercedes Benz—that had competed before the war. In the first seasons, pre-World War II cars such as the Alfa Romeo 159 were used. The 1952 and 1953 world championships were run under Formula 2 regulations, with smaller and less powerful cars, due to the low number of Formula 1 cars available. When the Formula 1 World Championship was re-established, the engines were limited to 2.5 liters; In 1954, Mercedes introduced the advanced W196, which included innovations such as desmodromic valve timing and fuel injection, as well as a streamlined body. Mercedes won the drivers' championship two years in a row (1954 and 1955), before withdrawing from all motorsport competitions, after the Le Mans disaster in 1955.

The garage workers (1959-1980)

Stirling Moss in Nürburgring in 1961.

The first major technological development came when the Cooper Car Company reintroduced mid-engined cars (after Ferdinand Porsche's Auto Union pioneers in the 1930s), which evolved from the company's Formula 3 designs. Australian Jack Brabham, world champion in 1959, 1960 and 1966, soon demonstrated the superiority of the new design. By 1961 all regular competitors had switched to mid-engined cars. The four-wheel drive Ferguson P99 was the last front-engined Formula 1 car to enter the World Championship. He was the only one of his class to enter the 1961 race, only taking the start at the British Grand Prix.

The first British world champion was Mike Hawthorn, who drove a Ferrari to the title in 1958. However, when Colin Chapman entered Formula 1 as a chassis designer and later as founder of the Lotus Team, from the manufacturer Lotus Cars, the British had many more victories in the following decade. Between Jim Clark, Jackie Stewart, John Surtees, Jack Brabham, Graham Hill and Denny Hulme, drivers of British and Commonwealth teams, they won twelve world championships between 1962 and 1973.

In 1962, Lotus introduced a car with an aluminum monocoque chassis instead of the traditional tubular chassis. This turned out to be the biggest technological advance since the introduction of mid-engined cars. In 1968, Lotus included the Imperial Tobacco logo on its cars, introducing tobacco brand sponsorship to the sport.

Aerodynamics slowly gained importance in car design starting with the advent of airfoils in the late 1960s. In the late 1960s, Lotus introduced a ground-effect body, which generated enormous lift force negative and allowed to circulate at higher speeds in the curves - although the concept had already been used in Jim Hall's Chaparral 2J, in 1970. So great were the aerodynamic forces that pressed the cars to the track, up to 5 g, that it was necessary to increase the stiffness of the suspension springs, so that they had less influence on the height of the chassis with respect to the ground, leaving the suspension almost rigid.. This increase in suspension stiffness made it almost exclusively dependent on the tires to cushion the chassis and rider against irregularities on the track surface.

The Big Company (1981-)

Senna won the 1991 Monaco Grand Prix for the fourth time on board her McLaren-Honda MP4/6.

Starting in the 1970s, Bernie Ecclestone reorganized the management of the commercial rights of Formula 1. Ecclestone is widely credited with turning the sport into a multi-billion dollar business. Brabham team in 1971 earned a place in the Formula 1 Constructors Association (FOCA) and in 1978 he became its president. Before, the owners of the circuits controlled the income of the teams and negotiated with each one individually; however, Ecclestone convinced the teams to do it together through FOCA, he offered Formula 1 to circuit owners as a take-or-leave package, in exchange for on-board advertising.

The formation of the Fédération Internationale du Sport Automobile (FISA) during 1979 sparked the FISA-FOCA controversy, during which FISA and its president Jean-Marie Balestre repeatedly argued with FOCA over television revenue and technical regulations. FOCA threatened to establish a rival series, boycotted a Grand Prix and FISA withdrew the sanction from the races. The result was the Acuerdo de la Concordia of 1981, which guaranteed technical stability, since the teams were to receive reasonable notice of the new regulations. Although FISA asserted its right to television revenue, it handed over administration of the rights to FOCA. In 1987, FOCA ceded management of television rights to Formula One Promotions and Administration (FOPA), later renamed Formula One. Management, under the direction of Ecclestone.

The development of electronic driver aids began during the 1980s. Lotus developed an active suspension system that first appeared in the 1982 Lotus 91. In 1987, this system was further refined and brought to the victory for Ayrton Senna at that year's Monaco Grand Prix. In the early 1990s other teams followed suit and developed semi-automatic gearboxes and traction control was a natural progression. The FIA, due to complaints that technology determined the outcome of races more than driver skill, banned many of these aids for 1994. This made cars that previously relied on electronic aids difficult. to drive—particularly the Williams FW16. Many observers felt the ban on driver aids fell through as they "proved difficult to control effectively".

The teams signed a second Concord Agreement in 1992 and a third in 1997, which expired on the last day of 2007.

On the track, McLaren and Williams dominated the 1980s and 1990s; Brabham was also competitive during the early part of the 1980s, winning two Drivers' World Championships with Nelson Piquet. Developed by Porsche, Honda and Mercedes-Benz, McLaren won sixteen championships in that period - seven constructors and nine drivers - while Williams used engines from Ford, Honda and Renault to also win sixteen titles - nine constructors and seven drivers. The rivalry between drivers Ayrton Senna and Alain Prost became the central focus of F1 in 1988, and continued until the Frenchman retired at the end of 1993. Senna was killed at the San Marino Grand Prix in 1994 after hitting a wall at the exit of the Tamburello corner, the same weekend that Roland Ratzenberger lost his life in a crash during qualifying on Saturday. The FIA has worked to improve the safety standards of the sport. Since then, no driver had died on the track behind the wheel of a Formula 1 car until 2015 with the death of Jules Bianchi in a crash in 2014 at Suzuka, although three track marshals have also lost their lives: one at the Grand Prix of 2000 Italian Grand Prix, second at the 2001 Australian Grand Prix and third at the 2013 Canadian Grand Prix.

Drivers for the McLaren, Williams and Benetton Renault teams, and Ferrari, won every world championship from 1984 to 2008 and the teams themselves won every constructor's championship between 1979 and 2008. Due to technological advances of the decade Since 1990, the cost of competing in Formula 1 has risen dramatically. This increased financial burden, combined with the dominance of the four teams—largely funded by big automakers like Mercedes-Benz—had the poorer, more independent teams struggling not just to stay competitive, but to stay competitive. in business, and forced several teams out of business. Since 1990, twenty-eight teams have withdrawn from Formula 1.

BMW joined Formula 1 as a team in 2006.

The return of the makers

Michael Schumacher and Ferrari won an unprecedented five drivers' (2000-2004) and six constructors' (1999-2004) championships in a row. Schumacher set many new records, including for Grand Prix wins (91), wins in a season (13 out of 18), and most drivers' titles (seven). Schumacher's streak ended on September 25, 2005, when Renault driver Fernando Alonso became the youngest Formula 1 champion up to that time. During the year 2006, Renault and Alonso won both titles again. Schumacher retired at the end of 2006 after sixteen years in Formula 1, but came out of retirement from it for the 2010 season, driving for the newly formed Mercedes team for three seasons.

During this period the FIA frequently changed the championship rules with the intention of improving track action and reducing costs. Team orders, legal since the tournament began in 1950, were banned in 2002 after several incidents in which teams openly manipulated race results, generating negative publicity. The most famous case was that of the 2002 Austrian Grand Prix by the Ferrari team but they would become legal again for the 2011 season. Other changes include the qualifying format, the scoring system, technical regulations and rules specifying the duration of engines and tires, among others. A "tire war" between suppliers Michelin and Bridgestone generated a new conflict that was reflected in the 2005 United States Grand Prix, in Indianapolis, in which seven of the ten teams did not compete when the use of their Michelin tires was considered dangerous in the curve of oval of the mixed circuit of the place, which led to Bridgestone being the supplier of exclusive tires in the category for the 2007 season. During the year 2006, Max Mosley outlined a future "green" for Formula 1, in which the efficient use of energy would become an important factor.

Since 1983, Formula 1 had been dominated by specialist racing teams such as Williams, McLaren and Benetton, using engines supplied by major automakers such as Mercedes-Benz, Honda, Renault and Ford. Starting in 2000, with the creation of the unsuccessful Jaguar team, new manufacturer-owned teams entered Formula 1 for the first time since the departure of Alfa Romeo and Renault in late 1985. By 2006, the teams from manufacturers such as Renault, BMW, Toyota, Honda and Ferrari dominated the tournament, taking five of the top six places in the constructors' championship. The only exception was McLaren, which at the time was part-owned by Mercedes Benz.

Manufacturers decline

After competing eight consecutive seasons, Toyota fired from Formula 1 in 2009.

At the end of the 2000s, as a consequence of the economic crisis, several teams withdrew from F1: Honda and Super Aguri at the end of 2008, and BMW and Toyota at the end of 2009. For their For its part, Mercedes-Benz formed its own team in 2010, initially called Mercedes GP, while phasing out its financial support for McLaren.

The Malaysian businessman Tony Fernandes tried to get another historic constructor, Team Lotus, to return to Formula 1 from 2010. For that, he signed up an Anglo-Malaysian team under the name Lotus Racing, while in his last season he used the name and image of the legendary Team Lotus, after acquiring the rights to the Team Lotus brand and its historical heritage in 2010. This led to it being considered by various specialized media outlets as the continuation of Chapman's historic team. The reappearance of Team Lotus in Formula 1 brought some controversy with its "sister", Lotus Cars. On 27 May 2011, the High Court ruled that the team could continue to use the Lotus name in F1 and Fernandes was confirmed as the owner of the Team Lotus name with the right to call their cars 'Lotus'.; and use the brand's logo under the terms of the 1985 agreement between Lotus Cars and Team Lotus. However, from 2012 its slot was replaced by Caterham Cars under the Caterham F1 Team name, to avoid potential disputes. legal proceedings with Lotus Cars (owner of Lotus cars), for the right to use the name "Lotus" in Formula 1. This modification allowed, from 2012 to 2015, Genii Capital, buyer of Renault, to compete in Formula 1 as Lotus F1 Team, along with sponsorship from Lotus Cars. Caterham was repossessed and released from running early 2015 dates pending a buyer.

Team Lotus Template, located on the departure grill of the 2011 Belgium Grand Prix.

In 2011 rumors of the sale of the category to private capital arose, but they were quickly denied by Ecclestone himself. In 2014 he was accused of corruption by a German media outlet, but he was exonerated and the appeal was rejected.

The Manor team (formerly Virgin at its debut in 2010, rebranded and renamed Marussia in 2012 and Manor in 2016) closed its doors after the 2016 season. In the face of this crisis, the European Commission formed a commission of inquiry to to see how the 714 million euros that Formula 1 had in commercial income is distributed. Although some believe that the category is suffering an economic crisis, Ecclestone said that there is no such thing and that the problem is due to the mismanagement of the so-called "small teams", who "spent more than they had".

Hybrid era and new owners

In 2014, Formula 1 undertook a major regulatory change, replacing V8 engines with turbocharged 1.6-liter V6s. The single-seaters now have a hybrid propulsion system, by adding an energy recovery system. Mercedes, Ferrari and Renault were joined by Honda in 2015 as McLaren's engine supplier, being the only four manufacturers of this era.

Engine development and the 2017 regulatory change, which improved downforce, resulted in the fastest single-seaters ever.

The Formula One Group has been controlled since September 2016 by the American company Liberty Media, owned by John C. Malone. Bernie Ecclestone continued as CEO of the company until January 23, 2017, after 39 years at the helm of the Formula 1 business.

Sport and regulations

The Formula 1 regulations, drawn up by the International Automobile Federation, are divided into two main parts. One of them (Technical Regulations) refers to the technical conditions of the single-seaters and the other (Sporting Regulations) focuses on the conditions in which the events must take place, as well as the scoring and penalty rules. In addition, in all Formula 1 events the general prescriptions of the FIA must be considered.

Score and Championship Order

Podium of the Great Britain Prize of 2007. In that season, the championship was defined for a single point in favour of Kimi Räikkönen (Ferrari), Lewis Hamilton (McLaren) and Fernando Alonso (McLaren).

Over the years, the order of points for drivers and manufacturers has varied, but the former have always been awarded more than the latter, except between 1950 and 1959, which also scored the driver who record the fastest lap of the race.

The current score in a Grand Prix is distributed as follows: the winner of the event will get 25 points; the second classified, 18; the third, 15; the fourth, 12; the fifth, 10; the sixth, 8; the seventh, 6; the eighth, 4; the ninth, 2; and the tenth, 1 point. For decades, points have determined the order in the drivers' and constructors' world championship standings, as whoever had the most points would be the champion, and in the event of a tie they would decide the best positions in the race. In the case of manufacturers, the sum of their drivers' points determines the team's total points and the team's position in the championship.

In 2014 the last race of the championship received double points. Initially Ecclestone proposed that this idea be applied to the last three rounds to add excitement to the championship, but it was applied only to the Abu Dhabi Grand Prix. This measure received harsh criticism and did not produce the desired results in the drivers' or constructors' championships, which is why it was shelved and not applied in the 2015 season.

Since 2015, and by decision of the majority of drivers in a pre-arranged meeting, the double score in the last race of the championship is discarded and the score established from 2010 to 2013 is maintained. Since 2019, and the same as since 1950 until 1959, a point was awarded to the driver in the top ten who set the fastest lap, losing the effect when the driver setting the fastest lap is eleventh or lower.

If both cars from a team finish in points, they both count in the Manufacturers' Championship. The total number of points earned in each race are added up, and the driver and constructor with the most points at the end of the season are world champions in their corresponding category. If a driver changes teams during the season, he keeps all the points for his championship that he has won with the previous team.

To receive points a driver must qualify, that is, complete at least 90% of the total distance traveled by the winner. However, under certain conditions it is possible to receive points even if he retires before the race is over.

In case the winner completes less than 75% of the race laps, only half of the points are awarded to drivers and manufacturers. This has happened only five times in Formula 1 history, the last time being at the 2021 Belgian Grand Prix. This circumstance decided the winner of the championship on one occasion.

Security systems

Flags in Formula 1, and by extension in motorsports, are essential as it is the way the track marshals communicate with the drivers. It's like knowing the traffic signs: drivers must know and respect the different flags. The minimum dimensions are 60 cm × 80 cm, except for the red one and the checkered one, which must be at least 80 × 100 cm.

Flag	Denomination	Presentation	Meaning
	Flag to tables	Shaved	Final race, or in your case, of each of the competition sessions.
	Red flag	Shaved	Stop training or race either by accident or by weather causes. All drivers must immediately reduce their speed, stop if necessary and return to boxes —or the place provided for by the test rules. It's forbidden to advance. This flag is shown only by order of the career director. All trace lights will be red.
	Yellow flag	Shaved	Danger, advance is not allowed and speed must be reduced. It can be shown to pilots in two different ways: A yellow flag: reduce speed, not advance and be prepared to vary the layout due to the presence of a danger on a track edge or on a part of the track. Two yellow flags: reduce speed, not advance and prepare to vary the layout or even stop because of the presence of a danger that obstructs the track in whole or in part. They are usually shown in the signaling post immediately prior to the danger, although sometimes they can be shown in more than one. The presence of this flag before the departure, due to the impossibility of any driver to start, requires the cancellation of the exit. When restarting, another is usually performed return warming.
	Yellow flag and label «SC»	Angry yellow	The Safety Car —safety In English—it is intervening on the track, so you have to slow down, not advance, and even be prepared to stop and change the layout as a danger obstructs the track in whole or in part.
	Yellow flag with red stripes	Static	Existence on the track of an element that causes decrease of adherence. It can be shown by traces of oil or by the presence of car fragments on track; it is also shown in those areas of the circuit where the track is dry and starts to rain. Drivers should slow down at that point.
	Green flag	Shaved	The danger has passed and can be further advanced. When the race director requires it, it can also be displayed during the warm-up or at the beginning of a training session simultaneously at all the signaling stations.
	Blue flag	Shaved	It has several meanings according to when used: Always —in training and careers—is shown static at the end of pit lane to indicate the pilot leaving the pit lane that there are cars that approach the track. The traffic light pit lane also shows a blue flashing signal. In training: the pilot must turn the step to a faster car to which it is preceded. In the race: the pilot will be overcome by another pilot who has made at least one more round. The pilot that will be overcome must allow the advance as soon as possible.
	Split flag	Static with the dorsal	Dangerous maneuvering: The pilot has performed an anti-sport maneuver and receives this sanction. It presents itself once and if the competitor restates in the fault, the black flag will be shown.
	Black flag	Static next to the dorsal	Total exclusion of the test: The pilot performed an anti-sport manoeuvre of the utmost gravity, so it is sanctioned with the total exclusion of the competition. It is usually displayed directly, or after the split flag has been shown, depending on the severity of the fault. It's just displayed by the sports commissioner of the test. The pilot must stop at his Box or in the place previously designated briefingNext time you pass by the entrance pit lane. In some cases, the Commissioner's decisions regarding an exclusion are made once the competition is finished, due to the analysis of the maneuver carried out by the offending pilot. An exclusion can also be applied during training, depending on the severity of the pilot's lack.
	White flag	Shaved	There is a much slower vehicle on the track, either emergency or racing.
	Black flag with circle	Static next to the dorsal	Indicates to the pilot that your vehicle has mechanical problems that may pose a danger to the other competitors and to him, so you must stop in your vehicle Box as soon as possible. It is currently not widely used, since in these situations the pilot is usually given radio.

A yellow flag with the poster SC (security car) during the 2004 United States GP.

Also, since the 2009 British Grand Prix the FIA Safety Light System has been used regularly, which was a great advance since it is much easier for the driver to see a warning in the form of a light than in the form of a flag, especially in conditions of poor visibility, to this system some LEDs were added on the steering wheels of the pilots in three colors: yellow, blue and red, which indicate if any flag (yellow or red) has been displayed. or if they are being shown a blue flag (blue led).

The safety car is a vehicle of the organization that reports directly to the Race Direction. Its basic function is to neutralize the races to group the participants in the event of a serious incident or due to weather conditions. The presence of the safety car on the track is indicated by a sign bearing the letters "SC" (for safety car) accompanied by a yellow flag. Since 1995, Mercedes has been responsible for supplying this vehicle (except for a few exceptions such as the 1996 Argentine Grand Prix in which a Renault Clio was used). Since 2000, the driver in charge of driving it is the former German DTM driver Bernd Mayländer. In the 2021 season, Mercedes shares with Aston Martin the supply of the safety car.

In 2015 the use of the virtual safety car began to be implemented. It is used to neutralize the race in cases where it is necessary to display a double yellow flag in some area of the track due to the existence of a risk for competitors or commissioners track, without the incident requiring the appearance of the safety car. When the race management initiates the virtual safety car procedure, all the light panels on the track will indicate the initials "VSC" (Virtual Safety Car) and the teams will be notified. Drivers will not be able to stop in the pits and must respect a minimum time established by the FIA at least once at each checkpoint. Cars may not turn unnecessarily slow, erratic or in a way that could be potentially dangerous. Anything that does not meet these minimum times may be penalized. To end the virtual safety car period, the teams will be notified and at any time between 10 and 15 seconds after the "VSC" on the panels and green lights will be activated to restart the race immediately. 30 seconds later the green lights will turn off.

This measure was applied due to the death of Jules Bianchi at the 2014 Japanese Grand Prix, as he collided with the crane that was removing Adrian Sutil's car at turn 7.^{[citation required]}

Race and qualifying penalties

At the 2015 Mexico Grand Prix, Jenson Button hit the F1 prison record. Because of the McLaren's unreliable nature, English must have left last and back 70 posts in the starting grid before the race, after changing many parts of the monoplaza.

The track marshals are the ones who penalize the competitors. Penalties are usually carried out for some facts such as: skipping the start, dangerous maneuvers, ignoring the flags, going too fast on the pit road, etc. Depending on the severity or type of infraction, one of these sanctions will be used:

• Stop-and-go penalty ("stop and follow"): the driver must enter boxes and make a mandatory stop of ten seconds, in which the equipment may not perform any arrangement or adjustment in the vehicle. After ten seconds, the team will be able to make the arrangements it considers in the car, including the tire change, and the pilot will be able to return to the race.
• Drive-through penalty ("pase and follow"): it is to force a pilot to pass through the street of boxes without stopping.
• Penalization with 10 posts: The driver must back ten positions in the next race. This penalty is usually applied in classification, for the change of an engine that has not finished the cycle of two Great Awards followed.
• Criminalization of five posts: Applies for change of gearbox without finishing the cycle.
• Criminalization with loss of better times: exclusive classification. Depending on the gravity, a driver will be able to lose his three best or even all his time, stepping back on the exit grill. It usually applies when a competitor intentionally obstructs another's quick return.
• Criminalization with the sum of time: is performed in classification or in career. Unknown in classification until the 2006 Hungary Grand Prix, when two pilots were applied. It consists of adding one or more seconds at the best time obtained in classification (in this case, by omitting the flags). In race, the seconds are added to the final time you have obtained in your last round, with the possible loss of positions.
• Exclusion of career: through the black flag the pilot is expelled. It is the most severe penalty, as it makes it impossible for the runner to score in the Grand Prix. It is usually used in cases of recurrent failure or a situation of extreme danger has occurred.

In the drive-through penalty and stop-and-go cases, the driver must enter the boxes before three o'clock first laps after signaling the penalty; otherwise he could be disqualified from the race (black flag). When one of these two penalties is applied with five laps or less to go, they will not be applied and the driver will be added twenty-five seconds on his last lap.

In other cases, economic sanctions are applied, for infractions such as exceeding the maximum speed allowed in the boxes line in some training, or if a pilot cannot be applied the penalty of ten positions because he does not participate in the next Grand Prix. Also in some infractions the so-called verbal reprimand is used.

The Grand Prix

Green: countries that currently host a Grand Prix. In dark grey: countries that have hosted a Grand Prix

Each year several Grands Prix are organized in different parts of the world. In the 2019 season the number was 22 Grands Prix, although previously the championships were shorter and the number of Grands Prix has been increasing progressively. In the early days, the championships had an average of 10-11 Grands Prix. In the 1980s and 1990s, the number of Grands Prix was around 13-15.

The competition is held on a weekend and lasts three days. On Friday (exceptionally in Monaco it is Thursday), with two free practice sessions, where the drivers test and adapt their car to the circuit, both in terms of settings and tires. Another practice session is held on Saturday, followed by qualifying.

The race is run on Sunday. The cars are placed on the starting grid thirty minutes before the stipulated standard time of the start of the Grand Prix or 13:00 GMT, although occasionally the times may vary, mainly for the convenience of broadcasting in Europe, especially when the races are in Asia or Oceania.

Free training sessions

Teams and drivers use free practice to adapt the setup of the car (its configuration) with programs to improve performance in qualifying and the race, and for drivers to run and test configurations, and to improve their track times. Each of the sessions lasts one hour (since 2021). Previously, free practice 1 and 2 lasted 90 minutes, but they were shortened so as not to make them too long. Free practice 1 and 2 take place on Friday, and practice 3 on Saturday. Two hours after the end of free practice 3 the classification begins.

Classification

The podium of the Italian Grand Prix, in the Monza circuit, is one of the most anticipated of the entire calendar.

Traditionally, qualifying for the starting grid was done in a single session of 1 hour duration, in which the cars had a stipulated maximum number of laps to achieve the best time. During this session, all the pilots competed simultaneously.

From 2003 to 2005, the classification system was changed, introducing a session in which the drivers could only shoot one installation lap and a single final time, with which they were ordered in the classifier. The pilots, who only had a single timed lap to mark a time, went out to classify in groups of 5 pilots, waiting for the competitor to mark his lap to go out and ride. After the 5 drivers had their time, there was a break for a few minutes and the next 5 drivers followed. The order to go out on the track was the same in which they had finished the previous race, so the winner of the last Grand Prix was the last to qualify.

Since 2006, the system of three sessions was established, called Q1, Q2 and Q3, which are maintained until today, although with some variants. This qualifying system consists of three parts (in English Qualifying 1, Qualifying 2 and Qualifying 3), which as of 2008 lasted 20, 15 and 10 minutes, and from 2014 they lasted 18, 15 and 12 minutes respectively. The 15 fastest drivers in Q1 move on to Q2, of which the ten fastest move on to Q3 where the pole position —the first place on the grid— and the other positions are shared. The grid order from eleventh place backwards is determined by reverse order of elimination.

Until the 2010 season, during Q1 and Q2 there was no restriction on the use of gasoline or refueling; however, from the start of Q3 until the start of the race the following day, refueling or removing fuel from the tank was not allowed. Likewise, the teams whose cars had not qualified to participate in Q3 had to inform the FIA, in writing and before starting Q3, the amount of fuel to refuel the next day before the race, which gave them an advantage with with respect to the pilots who had passed to Q3. For 2016 the teams approved the introduction of a 'knockout' qualifying system, in which drivers were eliminated during Q1, Q2 and Q3 based on who had the worst time, until the number of drivers who would qualify was reached. to the next stage. Q1 will last 16 minutes, Q2 15 minutes and Q3 14 minutes, and from a certain moment the drivers with the worst record will be eliminated every 1 minute and a half, until defining who will continue to qualify. Q1 will eliminate pilots from 7 minutes, and of the 20 initial competitors 15 will pass. Q2 will eliminate pilots from 6 minutes, and of the 15 pilots 8 will pass to the definition. Finally, in Q3 the rest will compete, being eliminated after 5 minutes until only one remains, who will start from pole position.

After failing to increase excitement, the previous qualifying system was reverted to at the third grand prix of the same season.

The Race

Formula 1 monopoles in the Infield section of Indianapolis Motor Speedway at the 2003 United States Grand Prix.

Before starting the race, the drivers take the so-called "formation lap", where they demonstrate that the car can start itself and warm up the engines, brakes and tires. After completing this lap, the vehicles are placed on the starting grid, in the position determined during qualifying. When this happens, the head of the race activates the start of the race procedure, which consists of the lighting of 5 red lights, at intervals of one second. When all the lights are on, they go out and the race is started, from this moment the drivers can start moving their cars. If during this short process a driver has a technical problem, they must raise and move their hands, thus the start process will be aborted, and immediately the riders will carry out a second warm-up lap, reducing the Grand Prix race distance by one less lap. This process could be repeated several times.

The distance of all races will be equal to the least number of completed laps exceeding a distance of 305 km (exceptionally, in Monaco it is only 260 km for reasons of time and average speed), and may not last longer of two hours. If there are no problems, the duration of a race is between 90 and 100 minutes. In case of suspension and resumption, its duration is extended to four hours. In case of not being able to restart, the points are distributed according to the percentage of completed laps.

The drivers who cross the finish line after the last lap in the top 10 positions will be rewarded with a points award. These points will determine the final position of the Formula 1 World Drivers' Championship, as well as the Formula 1 World Constructors' Championship.

Circuits

Most Grand Prix race tracks are permanent circuits, although street circuits are also used, such as those in Monaco, Melbourne, Singapore, Baku and Jeddah. The facilities are required to meet safety and comfort requirements, such as large exhaust outlets, a smooth and wide track surface, and space for more than 50,000 people. The length of the route is limited to between 3 and 7 kilometres.

Since the 1990s, Formula 1 has featured numerous circuits designed by the engineer Hermann Tilke, such as Sepang (Malaysia), Sakhir (Bahrain), Istanbul (Turkey), Shanghai (China), including those of Valencia, Singapore, the two urban layouts and the redesign of others such as Hockenheim (Germany) and Fuji in Japan.

Strategies

The pit stops are one of the great and attractive moments of each Grand Prix. With the different arrests and strategies, it is where the races are decided.

Formula 1 is not just a sport where the personal skill of the drivers or the performance of the single-seaters are measured. It is also a sport of strategies. A successful strategy can give victory to a driver who is not a priori favorite or who has not been the fastest during the race.

Basically the strategies have to do with pit entries. For example, entering before or after a rival, or using a different hardness in the tires, can change the positions of a race. Although pit stops are a significant loss of time, the one who makes the fewest stops is not always the one who wins. Sometimes making more stops is beneficial as it allows you to go faster on the track and can make up for the time lost during the stop.

It is also essential to take into account the work times of the teams in the pits during the race, since not all teams work at the same speed. On several occasions there has been the circumstance that a driver can lose a race or an important position in the pits, due to an error by the team that assists him. Therefore, it is vital that the mechanics of these teams practice frequently to minimize errors and time spent at vehicle stops.

As of 2009, refueling during the race was prohibited, which significantly modified the strategies, eliminating this variable. With the current regulations, the strategies take less importance due to the stops, and are basically reduced to the possibilities offered by the tires. You can stop less often by using harder tyres, which hold more, but also offer less grip and therefore make the cars slower. The key is knowing how to find the right balance and stops so that the process is optimized and as a whole is as fast as possible.

In rainy races, strategy becomes more important, since it is vitally important to know when to change the tires from dry to wet or vice versa. Putting wet tires on a surface that is too dry, or dry tires on a surface that is too wet, means a huge loss of time on the track, since the cars do not perform at their best.

Participating builders

Season 2023 Constructors

Notes: The statistical data correspond to the seasons played up to the 2022 Formula 1 season.

	Scuderia	Headquarters	Director	Monkey	Motor	Debut	Temp.	Temp consec.	Camp. Pilots	Camp. Equipment	Res. 2022
	Oracle Red Bull Racing	Milton Keynes, United Kingdom	Christian Horner	RB19	Honda RBPT	2005	19	19	6	5	1.o
	Scuderia Ferrari	Maranello, Italy	Frédéric Vasseur	SF-23	Ferrari	1950	74	74	15	16	2.
	Mercedes-AMG Petronas Formula One Team	Brackley, United Kingdom	Toto Wolff	W14	Mercedes	1954	16	14	9	8	3.o
	BWT Alpine F1 Team	Enstone, United Kingdom	Otmar Szafnauer	A523	Renault	2021	3	3	0	0	4.o
	McLaren F1 Team	Woking, United Kingdom	Andrea Stella	MCL60	Mercedes	1966	58	58	12	8	5.o
	Alfa Romeo F1 Team Stake	Hinwil, Switzerland	Alessandro Alunni Bravi	C43	Ferrari	1950	14	5	2	0	6.o
	Aston Martin Aramco Cognizant F1 Team	Silverstone, United Kingdom	Mike Krack	AMR23	Mercedes	1959	5	3	0	0	7.
	MoneyGram Haas F1 Team	Kannapolis, United States	Gunther Steiner	VF-23	Ferrari	2016	8	8	0	0	8.
	Scuderia AlphaTauri	Faenza, Italy	Franz Tost	AT04	Honda RBPT	2020	4	4	0	0	9.
	Williams Racing	Grove, United Kingdom	James Vowles	FW45	Mercedes	1977	47	47	7	9	10.

Timeline

• The reason why Renault, Mercedes, Alfa Romeo and Aston Martin compete earlier and do not appear on this list is because they were not the predecessors of Toleman, Tyrrell, Sauber and Jordan respectively.

Honours of Prizes

Temp.	Edition	Pilot champion	Points	Pilot subfield	Points	Builder champion	Motor	Points
1950	1.o	Giuseppe Farina (Alpha Romeo)	30	Juan Manuel Fangio (Alfa Romeo)	27	No disputing
1951	2.	Juan Manuel Fangio (Alpha Romeo)	31	Alberto Ascari (Ferrari)	25	No disputing
1952	3.o	Alberto Ascari (Ferrari)	36	Giuseppe Farina (Ferrari)	24	No disputing
1953	4.o	Alberto Ascari (Ferrari)	34,5	Juan Manuel Fangio (Maserati)	28	No disputing
1954	5.o	Juan Manuel Fangio (Maserati, Mercedes)	42	José Froilán González (Ferrari)	25,14	No disputing
1955	6.o	Juan Manuel Fangio (chuckles)	40	Stirling Moss (Mercedes)	23	No disputing
1956	7.	Juan Manuel Fangio (Ferrari)	30	Stirling Moss (Maserati)	27	No disputing
1957	8.	Juan Manuel Fangio (Maserati)	40	Stirling Moss (Maserati, Vanwall)	25	No disputing
1958	9.	Mike Hawthorn (Ferrari)	42	Stirling Moss (RRC Walker, Vanwall)	41	Vanwall	Vanwall	48
1959	10.	Jack Brabham (Cooper)	31	Tony Brooks (Ferrari, Vanwall)	27	Cooper	Climax	40
1960	11.	Jack Brabham (Cooper)	43	Bruce McLaren (Cooper)	34	Cooper	Climax	48
1961	12.	Phil Hill (Ferrari)	34	Wolfgang von Trips (Ferrari)	33	Ferrari	Ferrari	45
1962	13.	Graham Hill (BRM)	42	Jim Clark (Team Lotus)	30	BRM	BRM	42
1963	14.o	Jim Clark (Team Lotus)	54	Graham Hill (BRM)	29	Team Lotus	Climax	54
1964	15.	John Surtees (Ferrari)	40	Graham Hill (BRM)	39	Ferrari	Ferrari	45
1965	16.	Jim Clark (Team Lotus)	54	Graham Hill (BRM)	40	Team Lotus	Climax	54
1966	17.	Jack Brabham (Brabham)	42	John Surtees (Ferrari, Cooper)	28	Brabham	Rep.	42
1967	18.	Denny Hulme (Brabham)	51	Jack Brabham (Brabham)	46	Brabham	Rep.	63
1968	19.	Graham Hill (Team Lotus)	48	Jackie Stewart (Matra)	36	Team Lotus	Ford Cosworth	62
1969	20.	Jackie Stewart (Matra)	63	Jacky Ickx (Brabham)	36	Matra	Ford Cosworth	66
1970	21.	Jochen Rindt (Team Lotus)	45	Jacky Ickx (Ferrari)	40	Team Lotus	Ford Cosworth	59
1971	22.	Jackie Stewart (Tyrrell)	62	Ronnie Peterson (March)	33	Tyrrell	Ford Cosworth	73
1972	23.	Emerson Fittipaldi (Team Lotus)	61	Jackie Stewart (Tyrrell)	45	Team Lotus	Ford Cosworth	61
1973	24.	Jackie Stewart (Tyrrell)	71	Emerson Fittipaldi (Team Lotus)	55	Team Lotus	Ford Cosworth	92
1974	25.	Emerson Fittipaldi (McLaren)	55	Clay Regazzoni (Ferrari)	52	McLaren	Ford Cosworth	73
1975	26.o	Niki Lauda (Ferrari)	64,5	Emerson Fittipaldi (McLaren)	45	Ferrari	Ferrari	72.5
1976	27.	James Hunt (McLaren)	69	Niki Lauda (Ferrari)	68	Ferrari	Ferrari	83
1977	28.o	Niki Lauda (Ferrari)	72	Jody Scheckter (Wolf)	55	Ferrari	Ferrari	95
1978	29.o	Mario Andretti (Team Lotus)	64	Ronnie Peterson (Team Lotus)	51	Team Lotus	Ford Cosworth	86
1979	30.o	Jody Scheckter (Ferrari)	51	Gilles Villeneuve (Ferrari)	47	Ferrari	Ferrari	113
1980	31.o	Alan Jones (Williams)	67	Nelson Piquet (Brabham)	54	Williams	Ford Cosworth	113
1981	32.o	Nelson Piquet (Brabham)	50	Carlos Reutemann (Williams)	49	Williams	Ford Cosworth	95
1982	33.	Keke Rosberg (Williams)	44	Didier Pironi (Ferrari)	39	Ferrari	Ferrari	74
1983	34.	Nelson Piquet (Brabham)	59	Alain Prost (Renault)	57	Ferrari	Ferrari	89
1984	35.	Niki Lauda (McLaren)	72	Alain Prost (McLaren)	71.5	McLaren	TAG Porsche	143.5
1985	36.	Alain Prost (McLaren)	73	Michele Alboreto (Ferrari)	53	McLaren	TAG Porsche	90
1986	37. or	Alain Prost (McLaren)	72	Nigel Mansell (Williams)	70	Williams	Honda	141
1987	38.	Nelson Piquet (Williams)	73	Nigel Mansell (Williams)	61	Williams	Honda	137
1988	39.o	Ayrton Senna (McLaren)	90	Alain Prost (McLaren)	87	McLaren	Honda	199
1989	40.	Alain Prost (McLaren)	76	Ayrton Senna (McLaren)	60	McLaren	Honda	141
1990	41.	Ayrton Senna (McLaren)	78	Alain Prost (Ferrari)	71	McLaren	Honda	121
1991	42.	Ayrton Senna (McLaren)	96	Nigel Mansell (Williams)	72	McLaren	Honda	139
1992	43.	Nigel Mansell (Williams)	108	Riccardo Patrese (Williams)	56	Williams	Renault	164
1993	44.	Alain Prost (Williams)	99	Ayrton Senna (McLaren)	73	Williams	Renault	168
1994	45.	Michael Schumacher (Benetton)	92	Damon Hill (Williams)	91	Williams	Renault	118
1995	46.	Michael Schumacher (Benetton)	102.	Damon Hill (Williams)	69	Benetton	Renault	137
1996	47.	Damon Hill (Williams)	97	Jacques Villeneuve (Williams)	78	Williams	Renault	175
1997	48.	Jacques Villeneuve (Williams)	81	Heinz-Harald Frentzen (Williams)	42	Williams	Renault	123
1998	49.	Mika Häkkinen (McLaren)	100	Michael Schumacher (Ferrari)	86	McLaren	Mercedes	156.
1999	50.o	Mika Häkkinen (McLaren)	76	Eddie Irvine (Ferrari)	74	Ferrari	Ferrari	128
2000	51.o	Michael Schumacher (Ferrari)	109	Mika Häkkinen (McLaren)	89	Ferrari	Ferrari	170
2001	52.	Michael Schumacher (Ferrari)	123	David Coulthard (McLaren)	65	Ferrari	Ferrari	179
2002	53.	Michael Schumacher (Ferrari)	144	Rubens Barrichello (Ferrari)	77	Ferrari	Ferrari	221
2003	54.	Michael Schumacher (Ferrari)	93	Kimi Räikkönen (McLaren)	91	Ferrari	Ferrari	158
2004	55.o	Michael Schumacher (Ferrari)	148	Rubens Barrichello (Ferrari)	114	Ferrari	Ferrari	262
2005	56.o	Fernando Alonso (Renault)	133	Kimi Räikkönen (McLaren)	112	Renault	Renault	191
2006	57.o	Fernando Alonso (Renault)	134	Michael Schumacher (Ferrari)	121	Renault	Renault	206
2007	58.o	Kimi Räikkönen (Ferrari)	110	Lewis Hamilton (McLaren)	109	Ferrari	Ferrari	204
2008	59.o	Lewis Hamilton (McLaren)	98	Felipe Massa (Ferrari)	97	Ferrari	Ferrari	172
2009	60.o	Jenson Button (Brawn GP)	95	Sebastian Vettel (Red Bull)	84	Brawn GP	Mercedes	172
2010	61.	Sebastian Vettel (Red Bull)	256	Fernando Alonso (Ferrari)	252	Red Bull	Renault	498
2011	62.o	Sebastian Vettel (Red Bull)	392	Jenson Button (McLaren)	270	Red Bull	Renault	650
2012	63.o	Sebastian Vettel (Red Bull)	281	Fernando Alonso (Ferrari)	278	Red Bull	Renault	460
2013	64.o	Sebastian Vettel (Red Bull)	397	Fernando Alonso (Ferrari)	242	Red Bull	Renault	596
2014	65.o	Lewis Hamilton (chuckles)	384	Nico Rosberg (Mercedes)	317	Mercedes	Mercedes	701
2015	66.o	Lewis Hamilton (chuckles)	381	Nico Rosberg (Mercedes)	322	Mercedes	Mercedes	703
2016	67.o	Nico Rosberg (chuckles)	385	Lewis Hamilton (Mercedes)	380	Mercedes	Mercedes	765
2017	68.o	Lewis Hamilton (chuckles)	363	Sebastian Vettel (Ferrari)	317	Mercedes	Mercedes	668
2018	69.o	Lewis Hamilton (chuckles)	408	Sebastian Vettel (Ferrari)	320	Mercedes	Mercedes	655
2019	70.o	Lewis Hamilton (chuckles)	413	Valtteri Bottas (Mercedes)	326	Mercedes	Mercedes	739
2020	71.o	Lewis Hamilton (chuckles)	347	Valtteri Bottas (Mercedes)	223	Mercedes	Mercedes	573
2021	72.o	Max Verstappen (Red Bull)	395.5	Lewis Hamilton (Mercedes)	387.5	Mercedes	Mercedes	613.5
2022	73.o	Max Verstappen (Red Bull)	454	Charles Leclerc (Ferrari)	308	Red Bull	Red Bull Powertrains	759

By pilots

There are thirty-four pilots who have won the Pilots' Championship. Michael Schumacher and Lewis Hamilton hold the title records with seven. Juan Manuel Fangio five, Alain Prost and Sebastian Vettel achieved four, and with three are Jack Brabham, Jackie Stewart, Niki Lauda, Nelson Piquet and Ayrton Senna.

On the other hand, the driver with the most victories without having won a title is Stirling Moss, who won sixteen races and was runner-up four times and third in three. Other drivers with a large number of Grand Prix victories, without having obtained titles, are: David Coulthard (13), Carlos Reutemann (12), Rubens Barrichello, Felipe Massa (11), Gerhard Berger and Ronnie Peterson with 10.

Some featured pilots

Michael Schumacher, winner of 7 titles, 91 victories, 68 poles and 77 fast turns. Lewis Hamilton, winner of 7 titles, 103 victories and 103 poles. Juan Manuel Fangio won 5 titles in 8 seasons, winning 47% of the races he played. Alain Prost won 51 victories, 106 podiums and 4 championships. Sebastian Vettel won the Formula 1 4-time championship with a total of 53 wins, 120 podiums and 57 poles. Ayrton Senna was 3 times Formula 1 champion with a total of 41 wins, 80 podiums and 65 poles.

World Formula 1 Champions Pilots

Pilot	Titles	Years	Careers	Victorias	Poles	Podium	Quick returns
Michael Schumacher	7	1994, 1995, 2001, 2002, 2003, 2004	308	91	68	155	77
Lewis Hamilton	7	2008, 2014, 2015, 2017, 2018, 2019, 2020	311	103	103	191	61
Juan Manuel Fangio	5	1951, 1954, 1955, 1956, 1957	51	24	29	35	23
Sebastian Vettel	4	2010, 2012, 2013	299	53	57	122	38
Alain Prost	4	1985, 1986, 1989, 1993	202	51	33	106	41
Jack Brabham	3	1959, 1960, 1966	128	14	13	31	12
Jackie Stewart	3	1969, 1971, 1973	99	27	17	43	15
Niki Lauda	3	1975, 1977, 1984	170	25	24	54	24
Nelson Piquet	3	1981, 1983, 1987	207	23	24	60	23
Ayrton Senna	3	1988, 1990, 1991	161	41	65	80	19
Alberto Ascari	2	1952, 1953	32	13	14	17	12
Jim Clark	2	1963, 1965	73	25	33	32	28
Graham Hill	2	1962, 1968	179	14	13	36	10
Emerson Fittipaldi	2	1972, 1974	149	14	7	35	6
Mika Häkkinen	2	1998, 1999	166	20	26	51	25
Fernando Alonso	2	2005, 2006	356	32	22	99	23
Max Verstappen	2	2021, 2022	163	36	21	78	21
Giuseppe Farina	1	1950	34	5	5	20	5
Mike Hawthorn	1	1958	44	3	4	18	6
Phil Hill	1	1961	51	3	6	16	6
John Surtees	1	1964	112	6	8	24	11
Denny Hulme	1	1967	112	8	1	33	9
Jochen Rindt	1	1970	62	6	10	13	3
James Hunt	1	1976	92	10	14	23	20
Mario Andretti	1	1978	131	12	18	19	10
Jody Scheckter	1	1979	113	10	5	33	5
Alan Jones	1	1980	116	12	5	24	13
Keke Rosberg	1	1982	128	5	5	17	3
Nigel Mansell	1	1992	187	31	32	59	30
Damon Hill	1	1996	115	22	20	42	19
Jacques Villeneuve	1	1997	163	11	13	23	9
Kimi Räikkönen	1	2007	350	21	18	103	46
Jenson Button	1	2009	305	15	8	50	8
Nico Rosberg	1	2016	206	23	30	57	19

• Updated to the rankings Baréin's Grand Prix of 2023.
• In bold pilots currently active.

By constructors

• In bold currently part of the Formula 1.

N.o	Builder	Titles	Years
1	Ferrari	16	1961, 1964, 1975, 1976, 1977, 1979, 1982, 1983, 1999, 2000, 2001, 2002, 2003, 2004, 2007, 2008
2	Williams	9	1980, 1981, 1986, 1987, 1992, 1993, 1994, 1996, 1997
3	McLaren	8	1974, 1984, 1985, 1988, 1989, 1990, 1991, 1998
	Mercedes		2014, 2015, 2016, 2017, 2018, 2019, 2020, 2021
5	Lotus	7	1963, 1965, 1968, 1970, 1972, 1973, 1978
6	Red Bull	5	2010, 2012, 2013, 2022
7	Cooper	2	1959, 1960
	Brabham		1966, 1967
	Renault		2005, 2006
8	Vanwall	1	1958
	Benetton		1995
	BRM		1962
	Matra		1969
	Tyrrell		1971
	Brawn.		2009

By Engine Providers

One of the key activities in the operation of the equipment is the supply of motors. Different manufacturers participated in this category of Formula 1, some being self-produced by some teams (such as the cases of Ferrari, Mercedes or Renault), while others entered through alliances with different teams (Ford-Cosworth, Honda or BMW). There have been cases of teams that, thanks to the contribution of a sponsor, changed the name of their engines to that of the aforementioned sponsor, as long as it was not an officially supplied engine. An example is that of the German manufacturer Porsche, whose engines were used in the 1980s by the English team McLaren, which changed their name in favor of the watch firm TAG Heuer, which had invested financially in the preparation. of those engines.

Although a championship for engine suppliers was never officially instituted, the titles obtained by these manufacturers have been counted, both in the driver category and in the team category. On the other hand, there have been suppliers that have obtained titles in one area, but not in the other. The general statistics of titles by engine providers is as follows:

N.o	Supplier	Titles
		Pilots		Couriers
1	Ferrari	15	1952, 1953, 1956, 1958, 1961, 1964, 1975, 1977, 1979, 2000, 2001, 2002, 2003, 2007	16	1961, 1964, 1975, 1976, 1977, 1979, 1982, 1983, 1999, 2001, 2002, 2003, 2007, 2008
2	Mercedes-Benz (1)	13	1954, 1955, 1998, 1999, 2008, 2014, 2015, 2016, 2017, 2018, 2019, 2020	10	1998, 2014, 2015, 2016, 2017, 2018, 2019, 2020, 2021
3	Renault	11	1992, 1993, 1996, 1997, 2005, 2010, 2011, 2012	12	1992, 1993, 1995, 1996, 1997, 2005, 2006, 2010, 2012, 2013
4	Ford-Cosworth	11	1968, 1969, 1970, 1971, 1972, 1973, 1974, 1976, 1978, 1980, 1982	10	1968, 1969, 1970, 1971, 1972, 1973, 1974, 1978, 1980, 1981
5	Honda	7	1987, 1988, 1989,1990, 1991, 2021, 2022	6	1986, 1987, 1988, 1989, 1990, 1991, 2022
6	Coventry Climax	4	1959, 1960, 1963, 1965	4	1959, 1960, 1963, 1965
7	Porsche (2)	3	1984, 1985, 1986	2	1984, 1985
8	Rep.	2	1966, 1967	2	1966, 1967
9	Alfa Romeo	2	1950, 1951	0
10	BMW	2	1981, 1983	0
11	BRM	1	1962	1	1962
12	Maserati	1	1957	0
13	Ford (3)	1	1994	0
14	Vanwall	0		1	1958

References:
(1): The 1954 drivers' championship is counted in favor of Mercedes-Benz, since its holder, Juan Manuel Fangio, developed his first two dates in the Maserati team, later going to Mercedes with which he won the championship and the majority of his victories.
(2): Their titles were obtained under the name TAG.
(3): The drivers' title obtained by Ford in 1994 is counted as independent of its alliance with the English manufacturer Cosworth.

Statistical summary

Driver Stats

Victorias N.o Pilot Victorias 1 Lewis Hamilton 103 2 Michael Schumacher 91 3 Sebastian Vettel 53 4 Alain Prost 51 5 Ayrton Senna 41 6 Max Verstappen 36 7 Fernando Alonso 32 8 Nigel Mansell 31 9 Jackie Stewart 27 10 Jim Clark 25 Niki Lauda Source:

Poles N.o Pilot Poles 1 Lewis Hamilton 103 2 Michael Schumacher 68 3 Ayrton Senna 65 4 Sebastian Vettel 57 5 Jim Clark 33 Alain Prost 7 Nigel Mansell 32 8 Nico Rosberg 30 9 Juan Manuel Fangio 29 10 Mika Häkkinen 26 Source:

Podium N.o Pilot Podium 1 Lewis Hamilton 191 2 Michael Schumacher 155 3 Sebastian Vettel 122 4 Alain Prost 106 5 Kimi Räikkönen 103 6 Fernando Alonso 99 7 Ayrton Senna 80 8 Max Verstappen 78 9 Rubens Barrichello 68 10 Valtteri Bottas 67 Source:

Constructor Statistics

Victorias N.o Builder Victorias 1 Ferrari 242 2 McLaren 183 3 Mercedes 125 4 Williams 114 5 Red Bull 92 6 Lotus 81 7 Brabham 35 Renault 9 Benetton 27 10 Tyrrell 23 Source:

Poles N.o Builder Poles 1 Ferrari 240 2 McLaren 156. 3 Mercedes 136 4 Williams 128 5 Lotus 107 6 Red Bull 81 7 Renault 51 8 Brabham 39 9 Benetton 15 10 Tyrrell 14 Source:

Podium N.o Builder Podium 1 Ferrari 798 2 McLaren 494 3 Williams 313 4 Mercedes 281 5 Red Bull 234 6 Lotus 197 7 Brabham 124 8 Renault 103 9 Benetton 102. 10 Tyrrell 77 Source:

Note: updated to 2022 Abu Dhabi Grand Prix.

Technology

Current Formula 1 is characterized by being a showcase of the most advanced technology in several areas:

Michael Schumacher at the F2004 Scuderia Ferrari.

Aerodynamics

Aerodynamics in current Formula 1 mainly pursues two objectives: to decrease the aerodynamic resistance to advance, and to achieve a high aerodynamic effort on the car downwards (inverted lift effort). The balance between the two can become decisive for a car to be competitive or not. These efforts are directly proportional to the corresponding aerodynamic coefficients, to the frontal area of the vehicle, to the density of the air, and to the square of the speed of the vehicle relative to the air.

A car with a lot of aerodynamic load, that is, with a high anti-lift coefficient, achieves a higher speed in the curve, while with little load, and therefore with less drag, it achieves higher accelerations and speeds maxima on the lines. Therefore, depending on the geometry of the circuit, this equilibrium point must be moved to favor one or another specification. In circuits like Monza, special, almost flat wings are used, exclusive to that GP. Monaco is the opposite case, because in that circuit the car needs a lot of downforce. The prohibition of the use of ground effect plates made it necessary to adapt the way of calibrating the aerodynamic load.

To study and improve the aerodynamic behavior of a single-seater, team engineers use computational fluid dynamics (CFD) simulation programs and perform tests in a wind tunnel analyzing different configurations of ailerons, pontoons and other aerodynamic devices. Usually these tests add up to thousands of hours and are carried out with scale models so as not to have a real car occupied.

Analyses of the aerodynamics of a single-seater make it possible to develop speed and pressure diagrams with information on whether the aerodynamic flow causes turbulence, analyzing the current lines, as well as knowing the different aerodynamic coefficients, depending on the position of the ailerons and the angle of incidence of the wind.

It is common for single-seaters to reach speeds of over 300 km/h on most circuits. In the fastest ones such as Monza (in Italy) and the Hermanos Rodríguez Autodrome (in Mexico), Sergio Pérez exceeded 370 km/h in a straight line, in 2016. On the other hand, other circuits, such as the Monaco circuit, maximum speeds of less than 290 km/h are recorded, with an average of 166 km/h throughout the circuit. In 2002 the Honda team carried out tests with the car without wings and it exceeded 450 km/h, however currently the speeds of the cars have decreased due in large part to the reduction in the displacement of the engines and aerodynamics in the car.

Engine

Another essential element for a single-seater to be fast is the engine, or power unit. Throughout history the characteristics of this have been changing to adjust to the regulations. Since 1950 they have been:

Ferrari 054 V10 engine, Ferrari F2004.

Renault R27 engine in 2007.

Currently, the engines use theoretically conventional gasoline, with additives to achieve a maximum RON of 102 octane.

Since the 2005 season it was regulated that an engine should last at least two Grands Prix (as of 2009 three Grands Prix), and if it was changed in the middle of a Friday or Saturday session, the driver would drop 10 places on the grid departure on Sunday.

For 2006, a rule change was made that required the 3-liter displacement V10 engine to be replaced by a 2.4-liter V8 engine. Said reduction is intended to reduce the power of the engines to achieve lower top speeds for the sake of the safety of the pilots. During the 2006 season, only smaller teams that had not yet been able to develop a 2.4-litre V8 engine were allowed to use an engine compliant with the 2005 regulations. These V10s were electronically limited to a lower rpm (16,800 rpm). The only team to use rev-limited V10s in 2006 was Toro Rosso.

After the 2006 Japanese Grand Prix, the FIA announced that only the two homologated engines used during the last two events of 2006 could be used during the 2007, 2008 and 2009 seasons; the engines then undergo a process of freezing in its evolution, that is, a specific evolution cannot be carried out in its base design in that entire period. The objective of this standard is to reduce the economic cost of engine development. In addition, the rule that the engines must be regulated at a maximum of 19,000 rpm is introduced in order, according to the FIA, to achieve greater equality of mechanical configurations and an improvement in the spectacle. However, in 2007 the FIA confirmed a full engine development freeze from 2008. The full freeze means there will be no exceptions in the development of certain parts. In 2009 they are allowed to develop engines to match the power of these with those of the other teams.

As of 2009, it is allowed to combine the internal combustion engine with a kinetic energy recovery system (KERS). The recuperator draws energy during hard braking and stores it in a flywheel, battery or supercapacitor. The rider can then push a button to have the system return power to the wheels for quicker acceleration. The recuperator can deliver up to 400 kJ of energy per lap with a maximum power of 60 kW (82 hp).

For 2014 another change was made again; Teams replace V8s with turbocharged V6s limited to 15,000 rpm. KERS is replaced by a more sophisticated recovery system called ERS.

Traction, transmission and gears

The traction of an F1 is from the rear, and since the engine is located in the central-rear part of the vehicle, practically above the wheels, the transmission in these cars is quite short. The use of front-wheel drive is allowed, but not all-wheel drive; an example of this is the McLaren M9A.

In turn, the gearbox is located at the rear, and its main feature is the sequential semi-automatic gear change, so a clutch pedal is not required to change the gear ratio. The pilot only has to activate some cams located under the steering wheel to raise or lower gears. Currently all single-seaters have 8 gears. Renault, which had previously chosen to have only 6, used 7 from 2006-2013. As of 2008, if a gearbox is replaced, it will move back 5 places on the starting grid.

Since 2008, traction cannot be regulated by an electronic traction control system, which prevents the wheels from skidding uncontrollably. Neither is any device or system that notifies the driver of a wheel slip condition permitted.

Flyer

A modern Formula 1 steering wheel with numerous buttons and commands, belonging to Lotus.

Due to the reduced space in the cockpit of a Formula 1 single-seater and the degree of concentration and attention that is required to drive a Formula 1, the steering wheel of one of these single-seaters is not only the control of the vehicle's steering mechanism, but it is also a complex interface with multiple electronic devices, both for information to the driver, through displays, and for control over the vehicle, through buttons and wheels that perform various functions.

The introduction of the semi-automatic gear shift knob on the back of the steering wheel ushered in the transition to concentrating controls as close to the driver's fingers as possible. The first buttons to appear on the steering wheel were the neutral button and the radio button for communication with the team technicians in the pits. Except for the accelerator and brake pedals, few Formula 1 cars have controls in places other than behind the wheel. Knobs tend to be used for on/off functions, such as enabling the speed limiter system in the pit lane, while rotary controls are used to select functions with multiple options, such as action limited slip differential, braking distribution or even electronic engine management.

In addition, it has one or more LCD screens (not all, since some teams place the screen behind the wheel, such as Williams) for a better visualization of the orders provided electronically, as well as to see other data such as speed or lap times.

The technical regulations of the competition require that the driver be able to leave the cockpit in five seconds, for which the steering wheel must be able to be quickly disengaged.

The steering wheel of a Formula 1 usually has a high cost because it is not made on an assembly line, but is manufactured manually using carbon fiber with a weight of just over two kilograms.

Tyres

Compounds of tyres on the grill at the 2005 United States Grand Prix.

Tyre of Michelin competition Formula 1 Renault R25, 2005.

Tyres are designed to withstand much greater forces than a conventional one, which is why they are made of nylon, polyester fiber and soft rubber. During the race the tire can support more than a ton from the aerodynamic load, lateral forces of 4 g and longitudinal forces of up to 5 g. The number of wheels on each car is limited to four, with no possibility of existing three axles or twin wheels. In the 1970s, Tyrrell P34s had four 10-inch diameter front wheels.

Some of the rubber that the tires carry accumulates along the track, leaving visible dark spots, usually on the curbs and corner entrances and exits. The behavior of the tire is better in a certain range of temperatures; for example, conventional dry tires are designed to function optimally between 90 and 110 °C. Only in that range of temperatures do they reach their maximum coefficient of adhesion. Each manufacturer provides the recommended temperature for their tires, although they do not vary much from those of a conventional dry tire.

The pressure of a tire must be kept as stable as possible to have an optimal pressure distribution in the area in contact with the ground. To prevent temperature changes from modifying the pressure of the gases contained in the wheel, the air is replaced by other gases, mainly nitrogen, to extend its useful life, as well as being non-flammable. Atmospheric air contains oxygen and water vapor that, inside a tire chamber, oxidize the rubber lining that ensures its sealing. If there were internal gas leaks, the tire pressure would decrease, worsening the pressure distribution in the area in contact with the ground and causing the tire to heat up more quickly due to the greater friction.

Tyres are currently allowed to be inflated with compressed air, nitrogen or carbon dioxide. Using nitrogen reduces the rate of gas leakage from inside the tire, as nitrogen diffuses through the tire more slowly than the air This allows greater control of tire pressure, slowing down its heating and less rolling resistance, increasing efficiency in the use of fuel. In addition, by reducing the oxygen concentration, the rate of rim corrosion and tire degradation is reduced, increasing its useful life.

The development of competition tires reached its peak around 1960 with the use of slick tires. But in 1998 the new rules imposed by the FIA forced teams to use rear tires with a minimum of 4 grooves, and front tires with 3 grooves, with a minimum tread depth of 2.5mm and separated by a minimum of 5 cm. These changes created new challenges for tire manufacturers, who now had less grip.

In 2001 Michelin returned to Formula 1 to compete with Bridgestone. In the past, Goodyear and Dunlop also participated in this competition. Due to the FIA's decision to impose a single tire manufacturer in the World Championship from 2008, Michelin announced that it was leaving Formula 1 after the 2006 championship. In this way, Bridgestone was the only tire supplier since 2007 until 2010. Bridgestone announced its withdrawal from Formula 1 at the end of the 2010 championship. From then on, the Italian industrial company Pirelli took over, being the only supplier until today.

Since 2016 each driver receives at each Grand Prix three types of dry tires, which are previously selected by the tire manufacturer, and cannot use more than 13 sets of each type of dry tires, in addition to 4 sets of wet tires and 3 sets of extreme rain tires. No driver may use more than two sets of each type of dry tires during the first two practice sessions. Establishing only five types of tires and one supplier means a reduction in the degree of inequality between teams, in the tests that are carried out and in development costs. For 2017 Michelin had submitted to the candidacy to supply the tires, to which Pirelli was already aspiring, but Bernie Ecclestone confirmed at the 2015 Russian Grand Prix that Pirelli would continue.

In the year 2022, tires have changed their appearance dramatically. The new Pirelli tires have reduced their tire thickness, increasing the rims from 13 inches to 18. Thus, Pirelli can test new technologies in the premier class for application in sports cars. In addition, the tires are covered to reduce turbulence (dirty air) produced by the car, which negatively affects the car behind.

Tyre news

By 2023, the dry tires were expanded to 6, from C0 to C5 (C0 being the most durable and slowest compound, and C5 the fastest and most wear-resistant), of which 3 compounds are chosen for each grand prix (not necessarily in order, as was the case in the 2022 election), depending on the type of asphalt, more abrasive or softer, which are named hard (white), medium (yellow) and soft (red). The most durable of the three is hard, and the fastest is called soft. The existing tires for wet asphalt are intermediate (green) and extreme rain (blue). This year, in two classifications (if the sessions are held in the dry), a new mandatory tire system will be tested. In Q1, the hard compound will have to be used, in Q2, the medium, and in Q3, the soft one.

Braking system

Ferrari F2012 brake discs.

Renault R27 de Fisichella at the Great Britain Prize in 2007. Each of the two white brake fluid tanks feeds a hydraulic pump of the two independent hydraulic circuits.

To slow the vehicle down, the braking system transforms kinetic energy into thermal energy through friction. Formula 1 cars, like most road cars, have disc brakes in which a disc that rotates jointly with the wheel is pressed against brake pads by the action of hydraulic calipers. The friction of these pads with the disc causes the wheel to slow down, converting kinetic energy into thermal energy, generating large amounts of heat that must be dissipated to the environment. Unlike street cars, whose brake discs are made of steel, in Formula 1, these discs are carbon-ceramic (composed of carbon and ceramic). This material does not melt but when heated it even becomes incandescent, emitting light in shades of yellow, orange and red. To dissipate the large amount of thermal energy generated in the discs themselves and prevent excessive temperatures, ventilated discs are available, which are brake discs with channels inside with shapes similar to the blades of a radial compressor.

By applying an excessive braking moment, the limit of adherence of the tire to the ground would be exceeded, causing the wheel to lock. Formula 1 previously allowed anti-lock braking systems (ABS), which, via a microcontroller, reduce braking pressure before tire slippage occurs. However, these systems were banned in Formula 1 in the 1990s. Drivers have to learn to control the brake pedal to avoid locking the wheels.

Regulations prohibit the use of braking amplifier systems, that is, the use of servo brakes. Under heavy braking, the force applied to the brake pedal by the driver is around 150 kg. Therefore, the only way to regulate the braking power is with the force that the pilot exerts on the pedal.

The braking system is divided into two circuits with a hydraulic pump for the front wheels and another for the rear wheels. This ensures that in the event of a failure of one circuit the other can be used to stop. If there was only one circuit and it failed, it would be very difficult to stop an F1 car.

The relationship between the pressures exerted by the hydraulic calipers on the front and rear brake discs can be adjusted at all times from the driver's seat. In this way, the distribution of braking is adjusted during the race depending on the circumstances. For example, when the coefficient of adhesion has decreased due to rain or other causes, the longitudinal load transfer (from the rear to the front axle) during braking will be lower due to the lower possible deceleration. In these cases, the relationship between the brake line pressures is changed so that the front wheels brake proportionally less than in conditions of greater adherence. With the adjustment of the braking distribution, it is possible to avoid overheating of the front brakes by using more of the rear ones and vice versa. The normal thing is that the braking force is always greater on the front axle, as a result of the weight transfer, although depending on the circuit or the taste of the pilot, the distribution of braking can be varied.

The effectiveness of the Formula 1 braking system, together with the quality of the tires they use, allow speed to be reduced over short distances and times. This braking system is so important that in recent meetings between the FIA and engineers of this sport, it has been proposed to extend these braking times and spaces, making the brakes less "perfect" (taking a step back in evolution) and thus achieve greater entertainment and overtaking when entering curves. If done, the rules would have to be modified to prevent teams from using some designs and materials.

The Carbon-Reinforced Carbon brakes used in single-seaters were invented in the development of aviation, and thanks to these, ceramic brakes were introduced, which are beginning to be used in high-end cars. Porsche and Mercedes-Benz are pioneers in mass-producing road cars with these brakes.

Other areas

Other areas where Formula 1 relies on and makes great strides are:

Audiovisual rights

Logos used from 1987 to 1993, from 1993 to 2017.

The category owns audiovisual rights that are acquired by the media from different countries to be able to broadcast the sessions that make up the sport. According to audiences, Formula 1 is only behind football and the Olympic Games. At the beginning of the 2000s, the world audience was around 500 million, that is, about 25 million viewers per race.

In Spain, La Sexta was in charge of broadcasting between 2009 and 2011, but lost the contract due to non-payment, so in 2012 Mediapro auctioned off the rights. These were acquired by Antena 3, who retains them until the end of the 2015 season and shares them with Movistar+. TV3 also has the rights, which shares the retransmissions with Antena 3 throughout Catalonia since 1996. In the 2016 and 2016 seasons In 2017, the sport can only be seen on subscription television through Movistar+. Formula 1 began to be popular in Spain after the Spanish Fernando Alonso passed through the category. The audience record for a Grand Prix in Spain was has the one in Germany in 2012, with 4,409,000 viewers on average.

In 2002, the broadcasting rights for Latin America passed from the PSN network to Fox Sports, due to the bankruptcy of the former. This remained unchanged until 2014, when Channel F1 Latin America (Mediapro) acquired the live broadcast rights between 2015 and 2019, for 100 million dollars. The agreement allows that, although the live broadcast is on Direct TV, Fox Sports can broadcast half of the season live and the rest deferred. At the end of 2017, the Formula 1 Latin America channel closed, ceding the broadcast rights to Fox, who pawned them on Fox Premium Action, charging for the service to view a large part of the races.