Technological developments

Stirling Moss's Lotus 18 at the Nürburgring during 1961

The first major technological development in the sport was Bugatti's introduction of mid-engined cars. Jack Brabham, the world champion in 1959, 1960, and 1966, soon proved the mid-engine's superiority over all other engine positions. By 1961 all teams had switched to mid-engined cars. The Ferguson P99, a four-wheel drive design, was the last front-engined Formula One car to enter a world championship race. It was entered in the 1961 British Grand Prix, the only front-engined car to compete that year.^[16]

During 1962, Lotus introduced a car with an aluminium-sheet monocoque chassis instead of the traditional space-frame design. This proved to be the greatest technological breakthrough since the introduction of mid-engined cars.

In 1968 sponsorship was introduced to the sport. Team Gunston became the first team to run cigarette sponsorship on their Brabham cars, which privately entered in orange, brown and gold colours of Gunston cigarettes in the 1968 South African Grand Prix on 1 January 1968.^[17] Five months later, Lotus as the first works team followed this example when they entered their cars painted in the red, gold and white colours of the Imperial Tobacco's Gold Leaf livery at the 1968 Spanish Grand Prix.

Aerodynamic downforce slowly gained importance in car design with the appearance of aerofoils during the 1968 season. During the late 1970s, Lotus introduced ground-effect aerodynamics, previously used on Jim Hall's Chaparral 2J in 1970, that provided enormous downforce and greatly increased cornering speeds. The aerodynamic forces pressing the cars to the track were up to five times the car's weight. As a result, extremely stiff springs were needed to maintain a constant ride height, leaving the suspension virtually solid. This meant that the drivers were depending entirely on the tyres for any small amount of cushioning of the car and driver from irregularities of the road surface.^[18]

Big business

Beginning in the 1970s, Bernie Ecclestone rearranged the management of Formula One's commercial rights; he is widely credited with transforming the sport into the multibillion-dollar business it now is.^[19][20] When Ecclestone bought the Brabham team during 1971, he gained a seat on the Formula One Constructors' Association and during 1978, he became its president.^[21] Previously, the circuit owners controlled the income of the teams and negotiated with each individually; however, Ecclestone persuaded the teams to "hunt as a pack" through FOCA.^[20] He offered Formula One to circuit owners as a package, which they could take or leave. In return for the package, almost all that was required was to surrender trackside advertising.^[19]

The formation of the Fédération Internationale du Sport Automobile (FISA) during 1979 set off the FISA–FOCA war, during which FISA and its president Jean-Marie Balestre argued repeatedly with FOCA over television revenues and technical regulations.^[22] The Guardian said that Ecclestone and Max Mosley "used [FOCA] to wage a guerrilla war with a very long-term aim in view". FOCA threatened to establish a rival series, boycotted a Grand Prix and FISA withdrew its sanction from races.^[19] The result was the 1981 Concorde Agreement, which guaranteed technical stability, as teams were to be given reasonable notice of new regulations.^[23] Although FISA asserted its right to the TV revenues, it handed the administration of those rights to FOCA.^[24]

FISA imposed a ban on ground-effect aerodynamics during 1983.^[25] By then, however, turbocharged engines, which Renault had pioneered in 1977, were producing over 520 kW (700 bhp) and were essential to be competitive. By 1986, a BMW turbocharged engine achieved a flash reading of 5.5 bar (80 psi) pressure, estimated to be over 970 kW (1,300 bhp) in qualifying for the Italian Grand Prix. The next year, power in race trim reached around 820 kW (1,100 bhp), with boost pressure limited to only 4.0 bar.^[26] These cars were the most powerful open-wheel circuit racing cars ever. To reduce engine power output and thus speeds, the FIA limited fuel tank capacity in 1984, and boost pressures in 1988, before banning turbocharged engines completely in 1989.^[27]

The development of electronic driver aids began during the 1980s. Lotus began to develop a system of active suspension, which first appeared during 1983 on the Lotus 92.^[28] By 1987, this system had been perfected and was driven to victory by Ayrton Senna in the Monaco Grand Prix that year. In the early 1990s, other teams followed suit and semi-automatic gearboxes and traction control were a natural progression. The FIA, due to complaints that technology was determining the outcome of races more than driver skill, banned many such aids for the 1994 season. This resulted in cars that were previously dependent on electronic aids becoming very "twitchy" and difficult to drive. Observers felt the ban on driver aids was in name only, as they "proved difficult to police effectively".^[29]

The teams signed a second Concorde Agreement during 1992 and a third in 1997.^[30]

Stefan Johansson driving for Ferrari at the 1985 European Grand Prix

On the track, the McLaren and Williams teams dominated the 1980s and 1990s. Brabham were also being competitive during the early part of the 1980s, winning two Drivers' Championships with Nelson Piquet. Powered by Porsche, Honda, and Mercedes-Benz, McLaren won sixteen championships (seven constructors' and nine drivers') in that period, while Williams used engines from Ford, Honda, and Renault to also win sixteen titles (nine constructors' and seven drivers'). The rivalry between racers Ayrton Senna and Alain Prost became F1's central focus during 1988 and continued until Prost retired at the end of 1993. Senna died at the 1994 San Marino Grand Prix after crashing into a wall on the exit of the notorious curve Tamburello. The FIA worked to improve the sport's safety standards since that weekend, during which Roland Ratzenberger also died in an accident during Saturday qualifying. No driver died of injuries sustained on the track at the wheel of a Formula One car for 20 years until the 2014 Japanese Grand Prix, where Jules Bianchi collided with a recovery vehicle after aquaplaning off the circuit, dying nine months later from his injuries. Since 1994, three track marshals have died, one at the 2000 Italian Grand Prix,^[31] the second at the 2001 Australian Grand Prix^[31] and the third at the 2013 Canadian Grand Prix.

Since the deaths of Senna and Ratzenberger, the FIA has used safety as a reason to impose rule changes that otherwise, under the Concorde Agreement, would have had to be agreed upon by all the teams – most notably the changes introduced for 1998. This so-called 'narrow track' era resulted in cars with smaller rear tyres, a narrower track overall, and the introduction of grooved tyres to reduce mechanical grip. The objective was to reduce cornering speeds and to produce racing similar to rainy conditions by enforcing a smaller contact patch between tyre and track. This, according to the FIA, was to reduce cornering speeds in the interest of safety.^[32]

Damon Hill driving for Williams at the 1995 Canadian Grand Prix

Results were mixed, as the lack of mechanical grip resulted in the more ingenious designers clawing back the deficit with aerodynamic grip. This resulted in pushing more force onto the tyres through wings and aerodynamic devices, which in turn resulted in less overtaking as these devices tended to make the wake behind the car turbulent or 'dirty'. This prevented other cars from following closely due to their dependence on 'clean' air to make the car stick to the track. The grooved tyres also had the unfortunate side effect of initially being of a harder compound to be able to hold the grooved tread blocks, which resulted in spectacular accidents in times of aerodynamic grip failure, as the harder compound could not grip the track as well.

Drivers from McLaren, Williams, Renault (formerly Benetton), and Ferrari, dubbed the "Big Four", won every World Championship from 1984 to 2008. The teams won every Constructors' Championship from 1979 to 2008, as well as placing themselves as the top four teams in the Constructors' Championship in every season between 1989 and 1997, and winning every race but one (the 1996 Monaco Grand Prix) between 1988 and 1997. Due to the technological advances of the 1990s, the cost of competing in Formula One increased dramatically, thus increasing financial burdens. This, combined with the dominance of four teams (largely funded by big car manufacturers such as Mercedes-Benz), caused the poorer independent teams to struggle not only to remain competitive but to stay in business. This effectively forced several teams to withdraw.

Manufacturers' return

Michael Schumacher (pictured here in 2001) won five consecutive titles with Ferrari.

Michael Schumacher and Ferrari won five consecutive Drivers' Championships (2000–2004) and six consecutive Constructors' Championships (1999–2004). Schumacher set many new records, including those for Grand Prix wins (91, since beaten by Lewis Hamilton), wins in a season (thirteen, since beaten by Max Verstappen), and most Drivers' Championships (seven, tied with Lewis Hamilton as of 2021).^[33] Schumacher's championship streak ended on 25 September 2005, when Renault driver Fernando Alonso became Formula One's youngest champion at that time (until Lewis Hamilton in 2008 and followed by Sebastian Vettel in 2010). During 2006, Renault and Alonso won both titles again. Schumacher retired at the end of 2006 after sixteen years in Formula One, but came out of retirement for the 2010 season, racing for the newly formed Mercedes works team, following the rebrand of Brawn GP.

During this period, the championship rules were changed frequently by the FIA with the intention of improving the on-track action and cutting costs.^[34] Team orders, legal since the championship started during 1950, were banned during 2002, after several incidents, in which teams openly manipulated race results, generating negative publicity, most famously by Ferrari at the 2002 Austrian Grand Prix. Other changes included the qualifying format, the points scoring system, the technical regulations, and rules specifying how long engines and tyres must last. A "tyre war" between suppliers Michelin and Bridgestone saw lap times fall, although, at the 2005 United States Grand Prix at Indianapolis, seven out of ten teams did not race when their Michelin tyres were deemed unsafe for use, leading to Bridgestone becoming the sole tyre supplier to Formula One for the 2007 season by default. Bridgestone then went on to sign a contract on 20 December 2007 that officially made them the exclusive tyre supplier for the next three seasons.^[35]

During 2006, Max Mosley outlined a "green" future for Formula One, in which efficient use of energy would become an important factor.^[36]

Starting in 2000, with Ford's purchase of Stewart Grand Prix to form the Jaguar Racing team, new manufacturer-owned teams entered Formula One for the first time since the departure of Alfa Romeo and Renault at the end of 1985. By 2006, the manufacturer teams – Renault, BMW, Toyota, Honda, and Ferrari – dominated the championship, taking five of the first six places in the Constructors' Championship. The sole exception was McLaren, which at the time was part-owned by Mercedes-Benz. Through the Grand Prix Manufacturers Association (GPMA), the manufacturers negotiated a larger share of Formula One's commercial profit and a greater say in the running of the sport.^[37]

Manufacturers' decline and return of the privateers

In 2008 and 2009, Honda, BMW, and Toyota all withdrew from Formula One racing within the space of a year, blaming the economic recession. This resulted in the end of manufacturer dominance within the sport. The Honda F1 team went through a management buyout to become Brawn GP with Ross Brawn and Nick Fry running and owning the majority of the organisation. Brawn GP laid off hundreds of employees, but eventually won the year's world championships. BMW F1 was bought out by the original founder of the team, Peter Sauber. The Lotus F1 Team^[38] were another, formerly manufacturer-owned team that reverted to "privateer" ownership, together with the buy-out of the Renault team by Genii Capital investors. A link with their previous owners still survived, however, with their car continuing to be powered by a Renault engine until 2014.

The three teams that debuted in 2010 (Hispania Racing F1 Team/HRT Formula 1 Team, Lotus Racing/Team Lotus/Caterham F1 Team, and Virgin Racing/Marussia Virgin Racing/Marussia F1 Team/Manor Marussia F1 Team/Manor Racing MRT) all disappeared within seven years of their debuts.

McLaren also announced that it was to reacquire the shares in its team from Mercedes-Benz (McLaren's partnership with Mercedes was reported to have started to sour with the McLaren Mercedes SLR road car project and tough F1 championships which included McLaren being found guilty of spying on Ferrari). Hence, during the 2010 season, Mercedes-Benz re-entered the sport as a manufacturer after its purchase of Brawn GP and split with McLaren after 15 seasons with the team.

During the 2009 season of Formula One, the sport was gripped by the FIA–FOTA dispute. The FIA President Max Mosley proposed numerous cost-cutting measures for the following season, including an optional budget cap for the teams;^[39] teams electing to take the budget cap would be granted greater technical freedom, adjustable front and rear wings and an engine not subject to a rev limiter.^[39] The Formula One Teams Association (FOTA) believed that allowing some teams to have such technical freedom would have created a 'two-tier' championship, and thus requested urgent talks with the FIA. However, talks broke down and FOTA teams announced, with the exception of Williams and Force India,^[40][41] that 'they had no choice' but to form a breakaway championship series.^[41]

Bernie Ecclestone, the former Chief executive of the Formula One Group

On 24 June, an agreement was reached between Formula One's governing body and the teams to prevent a breakaway series. It was agreed teams must cut spending to the level of the early 1990s within two years; exact figures were not specified,^[42] and Max Mosley agreed he would not stand for re-election to the FIA presidency in October.^[43] Following further disagreements, after Max Mosley suggested he would stand for re-election,^[44] FOTA made it clear that breakaway plans were still being pursued. On 8 July, FOTA issued a press release stating they had been informed they were not entered for the 2010 season,^[45] and an FIA press release said the FOTA representatives had walked out of the meeting.^[46] On 1 August, it was announced FIA and FOTA had signed a new Concorde Agreement, bringing an end to the crisis and securing the sport's future until 2012.^[47]

To compensate for the loss of manufacturer teams, four new teams were accepted entry into the 2010 season ahead of a much anticipated 'cost-cap'. Entrants included a reborn Team Lotus – which was led by a Malaysian consortium including Tony Fernandes, the boss of Air Asia; Hispania Racing – the first Spanish Formula One team; as well as Virgin Racing – Richard Branson's entry into the series following a successful partnership with Brawn the year before. They were also joined by the US F1 Team, which planned to run out of the United States as the only non-European-based team in the sport. Financial issues befell the squad before they even made the grid. Despite the entry of these new teams, the proposed cost-cap was repealed and these teams – who did not have the budgets of the midfield and top-order teams – ran around at the back of the field until they inevitably collapsed; HRT in 2012, Caterham (formerly Lotus) in 2014 and Manor (formerly Virgin then Marussia), having survived falling into administration in 2014, went under at the end of 2016.

Hybrid era

A major rule shake-up in 2014 saw the 2.4-litre naturally aspirated V8 engines replaced by 1.6-litre turbocharged hybrid power units. This prompted Honda to return to the sport in 2015 as the championship's fourth power unit manufacturer. Mercedes emerged as the dominant force after the rule shake-up, with Lewis Hamilton winning the championship closely followed by his main rival and teammate, Nico Rosberg, with the team winning 16 out of the 19 races that season. The team continued this form in the following two seasons, again winning 16 races in 2015 before taking a record 19 wins in 2016, with Hamilton claiming the title in the former year and Rosberg winning it in the latter by five points. The 2016 season also saw a new team, Haas, join the grid, while Max Verstappen became the youngest-ever race winner at the age of 18 in Spain.^[48]

Mercedes won eight consecutive constructors' titles and Lewis Hamilton won six drivers' titles during the beginning of the hybrid era.

After revised aerodynamic regulations were introduced, the 2017 and 2018 seasons featured a title battle between Mercedes and Ferrari.^{[49][50][51][52]} However, Mercedes ultimately won the titles with multiple races to spare and continued to experience dominance in the next two years,^[53] eventually winning seven consecutive Drivers' Championships from 2014 to 2020 and eight consecutive Constructors' titles from 2014 to 2021. During this eight-year period between 2014 and 2021, 111 of the 160 races were won by a Mercedes driver,^[54] with Hamilton winning 81 of these races and taking six Drivers' Championships during this period to equal Schumacher's record of seven titles.^[55][56][57] In 2021, the Honda-powered Red Bull team began to seriously challenge Mercedes, with their driver Max Verstappen beating Hamilton to the Drivers' Championship after a season-long battle that saw the pair exchange the championship lead multiple times.

This era has seen an increase in car manufacturer presence in the sport. After Honda's return as an engine manufacturer in 2015, Renault came back as a team in 2016 after buying back the Lotus F1 team. In 2018, Aston Martin and Alfa Romeo became Red Bull and Sauber's title sponsors, respectively. Sauber was rebranded as Alfa Romeo Racing for the 2019 season, while Racing Point part-owner Lawrence Stroll bought a stake in Aston Martin to rebrand the Racing Point team as Aston Martin for 2021. In August 2020, a new Concorde Agreement was signed by all ten F1 teams committing them to the sport until 2025, including a $145M budget cap for car development to support equal competition and sustainable development in the future.^[58][59]

The COVID-19 pandemic forced the sport to adapt to budgetary and logistical limitations. A significant overhaul of the technical regulations intended to be introduced in the 2021 season was pushed back to 2022,^[60] with constructors instead using their 2020 chassis for two seasons and a token system limiting which parts could be modified was introduced.^[61] The start of the 2020 season was delayed by several months,^[62] and both it and 2021 seasons were subject to several postponements, cancellations and rescheduling of races due to the shifting restrictions on international travel. Many races took place behind closed doors and with only essential personnel present to maintain social distancing.^[63]

In 2022, a major rule and car design change was announced by the F1 governing body, intended to promote closer racing through the use of ground effects, new aerodynamics, larger wheels with low-profile tires, and redesigned nose and wing regulations.^[64][65] Red Bull emerged as the dominant force after the rule shake-up. The 2022 and 2023 Constructors' and Drivers' Championships were won by Red Bull and Verstappen with multiple races to spare.^{[66][67][68][69]}

Tyre rules

The 2023 Pirelli tyres include (from left to right) the three slicks – called the hards, mediums, and softs – intermediates, and full wets.

Each driver may use no more than thirteen sets of dry-weather tyres, four sets of intermediate tyres, and three sets of wet-weather tyres during a race weekend.^[72]

Qualifying

For much of the sport's history, qualifying sessions differed little from practice sessions; drivers would have one or more sessions in which to set their fastest time, with the grid order determined by each driver's best single lap, with the fastest getting first place on the grid, referred to as pole position. From 1996 to 2002, the format was a one-hour shootout. This approach lasted until the end of 2002 before the rules were changed again because the teams were not running in the early part of the session to take advantage of better track conditions later on.^[73]

Grids were generally limited to 26 cars – if the race had more entries, qualification would also decide which drivers would start the race. During the early 1990s, the number of entries was so high that the worst-performing teams had to enter a pre-qualifying session, with the fastest cars allowed through to the main qualifying session. The qualifying format began to change in the early 2000s, with the FIA experimenting with limiting the number of laps, determining the aggregate time over two sessions, and allowing each driver only one qualifying lap.

The current qualifying system was adopted in the 2006 season. Known as "knock-out" qualifying, it is split into three periods, known as Q1, Q2, and Q3. In each period, drivers run qualifying laps to attempt to advance to the next period, with the slowest drivers being "knocked out" of qualification (but not necessarily the race) at the end of the period and their grid positions set within the rearmost five based on their best lap times. Drivers are allowed as many laps as they wish within each period. After each period, all times are reset, and only a driver's fastest lap in that period (barring infractions) counts. Any timed lap started before the end of that period may be completed and will count toward that driver's placement. The number of cars eliminated in each period is dependent on the total number of cars entered into the championship.^[74]

Currently, with 20 cars, Q1 runs for 18 minutes, and eliminates the slowest five drivers. During this period, any driver whose best lap takes longer than 107% of the fastest time in Q1 will not be allowed to start the race without permission from the stewards. Otherwise, all drivers proceed to the race albeit in the worst starting positions. This rule does not affect drivers in Q2 or Q3. In Q2, the 15 remaining drivers have 15 minutes to set one of the ten fastest times and proceed to the next period. Finally, Q3 lasts 12 minutes and sees the remaining ten drivers decide the first ten grid positions. At the beginning of the 2016 Formula 1 season, the FIA introduced a new qualifying format, whereby drivers were knocked out every 90 seconds after a certain amount of time had passed in each session. The aim was to mix up grid positions for the race, but due to unpopularity, the FIA reverted to the above qualifying format for the Chinese GP, after running the format for only two races.^[74]

Each car is allocated one set of the softest tyres for use in Q3. The cars that qualify for Q3 must return them after Q3; the cars that do not qualify for Q3 can use them during the race.^[75] As of 2022, all drivers are given a free choice of tyre to use at the start of the Grand Prix,^[76] whereas in previous years only the drivers that did not participate in Q3 had free tyre choice for the start of the race. Any penalties that affect grid position are applied at the end of qualifying. Grid penalties can be applied for driving infractions in the previous or current Grand Prix, or for changing a gearbox or engine component. If a car fails scrutineering, the driver will be excluded from qualifying but will be allowed to start the race from the back of the grid at the race steward's discretion.

2021 saw the trialling of a 'sprint qualifying' race on the Saturday of three race weekends, with the intention of testing the new approach to qualifying. The traditional qualifying would determine the starting order for the sprint, and the result of the sprint would then determine the start order for the Grand Prix.^[77] The system returned for the 2022 season, now titled the 'sprint'.^[78] From 2023, sprint races no longer impacted the start order for the main race, which would be determined by traditional qualifying. Sprints would have their own qualifying session, titled the 'sprint shootout';^[79] such a system made its debut at the 2023 Azerbaijan Grand Prix and is set to be used throughout all sprint sessions in place of the traditional second free practice session. Sprint qualifying sessions are run much shorter than traditional qualifying, and each session required teams to fit new tyres - mediums for SQ1 and SQ2, and softs for SQ3 - otherwise they cannot participate in the session.^[80]

Race

The race begins with a warm-up lap, after which the cars assemble on the starting grid in the order they qualified. This lap is often referred to as the formation lap, as the cars lap in formation with no overtaking (although a driver who makes a mistake may regain lost ground). The warm-up lap allows drivers to check the condition of the track and their car, gives the tyres a chance to warm up to increase traction and grip, and also gives the pit crews time to clear themselves and their equipment from the grid for the race start.

Jacques Villeneuve qualifying at the 2005 United States Grand Prix in his Sauber C24

Once all the cars have formed on the grid, after the medical car positions itself behind the pack,^[81] a light system above the track indicates the start of the race: five red lights are illuminated at intervals of one second; they are all then extinguished simultaneously after an unspecified time (typically less than 3 seconds) to signal the start of the race. The start procedure may be abandoned if a driver stalls on the grid or on the track in an unsafe position, signalled by raising their arm. If this happens, the procedure restarts: a new formation lap begins with the offending car removed from the grid. The race may also be restarted in the event of a serious accident or dangerous conditions, with the original start voided. The race may be started from behind the Safety Car if race control feels a racing start would be excessively dangerous, such as extremely heavy rainfall. As of the 2019 season, there will always be a standing restart. If due to heavy rainfall a start behind the safety car is necessary, then after the track has dried sufficiently, drivers will form up for a standing start. There is no formation lap when races start behind the Safety Car.^[82]

Under normal circumstances, the winner of the race is the first driver to cross the finish line having completed a set number of laps. Race officials may end the race early (putting out a red flag) due to unsafe conditions such as extreme rainfall, and it must finish within two hours, although races are only likely to last this long in the case of extreme weather or if the safety car is deployed during the race. When a situation justifies pausing the race without terminating it, the red flag is deployed; since 2005, a ten-minute warning is given before the race is resumed behind the safety car, which leads the field for a lap before it returns to the pit lane (before then the race resumed in race order from the penultimate lap before the red flag was shown).

In the 1950s, race distances varied from 300 km (190 mi) to 600 km (370 mi). The maximum race length was reduced to 400 km (250 mi) in 1966 and 325 km (202 mi) in 1971. The race length was standardised to the current 305 km (190 mi) in 1989. However, street races like Monaco have shorter distances, to keep under the two-hour limit.

Drivers may overtake one another for position over the course of the race. If a leader comes across a backmarker (slower car) who has completed fewer laps, the back marker is shown a blue flag^[83] telling them that they are obliged to allow the leader to overtake them. The slower car is said to be "lapped" and, once the leader finishes the race, is classified as finishing the race "one lap down". A driver can be lapped numerous times, by any car in front of them. A driver who fails to complete more than 90% of the race distance is shown as "not classified" in the results.

Throughout the race, drivers may make pit stops to change tyres and repair damage (from 1994 to 2009 inclusive, they could also refuel). Different teams and drivers employ different pit stop strategies in order to maximise their car's potential. Three dry tyre compounds, with different durability and adhesion characteristics, are available to drivers. Over the course of a race, drivers must use two of the three available compounds. The different compounds have different levels of performance and choosing when to use which compound is a key tactical decision to make. Different tyres have different colours on their sidewalls; this allows spectators to understand the strategies.

Under wet conditions, drivers may switch to one of two specialised wet weather tyres with additional grooves (one "intermediate", for mild wet conditions, such as after recent rain, one "full wet", for racing in or immediately after rain). A driver must make at least one stop to use two tyre compounds; up to three stops are typically made, although further stops may be necessary to fix damage or if weather conditions change. If rain tyres are used, drivers are no longer obliged to use both types of dry tyres.

Safety car

The Mercedes-AMG GT R safety car at the 2019 Hungarian Grand Prix

In the event of an incident that risks the safety of competitors or trackside race marshals, race officials may choose to deploy the safety car. This in effect suspends the race, with drivers following the safety car around the track at its speed in race order, with overtaking not permitted. Cars that have been lapped may, during the safety car period and depending on circumstances permitted by the race director, be allowed to un-lap themselves in order to ensure a smoother restart and to avoid blue flags being immediately thrown upon the resumption of the race with many of the cars in very close proximity to each other. The safety car circulates until the danger is cleared; after it comes in, the race restarts with a "rolling start". Pit stops are permitted under the safety car. Since 2000, the main safety car driver has been German ex-racing driver Bernd Mayländer.^[85] On the lap in which the safety car returns to the pits, the leading car takes over the role of the safety car until the timing line. After crossing this line, drivers are allowed to start racing for track position once more. Mercedes-Benz supplies Mercedes-AMG models to Formula One to use as the safety cars. From 2021 onwards, Aston Martin supplies the Vantage to Formula One to use as the safety car, sharing the duty with Mercedes-Benz.^[86]

Flags

Flags specifications and usage are prescribed by Appendix H of the FIA's International Sporting Code.^[87]

Flag	Name	Meaning
	SC Board (Safety Car)	Shown in conjunction with a yellow flag to indicate that the Safety Car is on track. Full course yellow flag applies. Drivers must hold position and slow down.
	VSC Board (Virtual Safety Car)	Shown in conjunction with a yellow flag to indicate that the virtual safety car is in use. During this time, the drivers are given minimum sector times that they must stay above. Full course double yellow flag applies. The car's time relative to this set time is measured at each marshalling post (approximately every 50 m), and the difference is referred to as the car's "delta" time. This delta time is reported to the driver, and must remain positive throughout the VSC period else the driver will be penalised.[88]
	Yellow	Indicates a hazard on or near the track (waved yellows indicate a hazard on the track, frozen yellows indicate a hazard near the track). Double waved yellows inform drivers that they must slow down as marshals are working on or near to the track and drivers should be prepared to stop.
	Green	Normal racing conditions apply. This is usually shown following a yellow flag to indicate that the hazard has been passed. A green flag is shown at all stations for the lap following the end of a full-course yellow (or safety car). A green flag is also shown at the start of a session.
	Yellow and red striped	Slippery track, due to oil, water, or loose debris. Can be seen 'rocked' from side to side (not waved) to indicate a small animal on track.
	Blue	A blue flag indicates that the driver in front must let faster cars behind them pass because they are being lapped. If the flag is missed 3 times, the driver could be penalised. Accompanied by the driver's number.
	White	Indicates that there is a slow car ahead, either a race car or a course vehicle. Often waved at the end of the pit lane when a car is about to leave the pits.
	Black and orange circle	Car is damaged or has a mechanical problem, must return to the pit lane immediately. Will be accompanied by driver's number
	Half black half white	Warns a driver for poor sportsmanship or dangerous behaviour. Can be followed by a Black flag upon further infringement. Accompanied by the driver's number.
	Black	Driver is disqualified. Will be accompanied by the driver's number. This can be issued after a Half Black Half White flag.
	Red	A red flag immediately halts a race or session when conditions become too dangerous to continue.
	Chequered flag	End of the practice, qualifying, or racing session.

The format of the race has changed little through Formula One's history. The main changes have revolved around what is allowed at pit stops. In the early days of Grand Prix racing, a driver would be allowed to continue a race in their teammate's car should theirs develop a problem – in the modern era, cars are so carefully fitted to drivers that this has become impossible. In recent years, the emphasis has been on changing refuelling and tyre change regulations.

Since the 2010 season, refuelling – which was reintroduced in 1994 – has not been allowed, to encourage less tactical racing following safety concerns. The rule requiring both compounds of tyre to be used during the race was introduced in 2007, again to encourage racing on the track. The safety car is another relatively recent innovation that reduced the need to deploy the red flag, allowing races to be completed on time for a growing international live television audience.

Points system

*A driver must finish within the top ten to receive a point for setting the fastest lap of the race. If the driver who set the fastest lap finishes outside of the top ten, then the point for fastest lap will not be awarded for that race.^[89]

The Formula One trophy given to the drivers' champion at the end of the year

Various systems for awarding championship points have been used since 1950. The current system, in place since 2010, awards the top ten cars points in the Drivers' and Constructors' Championships, with the winner receiving 25 points. All points won at each race are added up, and the driver and constructor with the most points at the end of the season are crowned World Champions. Regardless of whether a driver stays with the same team throughout the season, or switches teams, all points earned by them count for the Drivers' Championship.^[90]

A driver must be classified in order to receive points, as of 2022, a driver must complete at least 90% of the race distance in order to receive points. Therefore, it is possible for a driver to receive points even if they retired before the end of the race.^[91]

From some time between the 1977 and 1980 seasons to the end of the 2021 season if less than 75% of the race laps were completed by the winner, then only half of the points listed in the table were awarded to the drivers and constructors. This has happened on only five occasions in the history of the championship, and it had a notable influence on the final standing of the 1984 season. The last occurrence was at the 2021 Belgian Grand Prix when the race was called off after just three laps behind a safety car due to torrential rain.^[92][93] The half points rule was replaced by a distance-dependent gradual scale system for 2022.^[94]

Feeder series

FIA Formula 2 Championship, the main F1 feeder series since 2017

FIA Formula 3 Championship, the main F1 and F2 feeder series since 2019

Most F1 drivers start in kart racing competitions, and then come up through traditional European single-seater series like Formula Ford and Formula Renault to Formula 3, and finally the GP2 Series. GP2 started in 2005, replacing Formula 3000, which itself had replaced Formula Two as the last major stepping-stone into F1. GP2 was rebranded as the FIA Formula 2 Championship in 2017. Most champions from this level graduate into F1, but 2006 GP2 champion Lewis Hamilton became the first F2, F3000 or GP2 champion to win the Formula One drivers' title in 2008.^[119]

Drivers are not required to have competed at this level before entering Formula One. British F3 has supplied many F1 drivers, with champions, including Nigel Mansell, Ayrton Senna and Mika Häkkinen having moved straight from that series to Formula One, and Max Verstappen made his F1 debut following a single season in European F3. More rarely a driver may be picked from an even lower level, as was the case with 2007 World Champion Kimi Räikkönen, who went straight from Formula Renault to F1.^[120]

American open-wheel car racing has also contributed to the Formula One grid. CART champions Mario Andretti and Jacques Villeneuve became F1 World Champions, while Juan Pablo Montoya won seven races in F1. Other CART (also known as ChampCar) champions, like Michael Andretti and Alessandro Zanardi won no races in F1. Other drivers have taken different paths to F1; Damon Hill raced motorbikes, and Michael Schumacher raced in sports cars, albeit after climbing through the junior single-seater ranks. Former F1 driver Paul di Resta raced in DTM until he was signed with Force India in 2011.

Returning additions (2008–present)

Bold denotes the Grands Prix scheduled as part of the 2023 season.

• European Grand Prix at Valencia Street Circuit (2008–2012)
• United States Grand Prix at Circuit of the Americas (2012–2019, 2021–present)
• Austrian Grand Prix at Red Bull Ring (2014–present)
• Mexican Grand Prix at Autódromo Hermanos Rodríguez (2015–2019); renamed Mexico City Grand Prix (2021–present)^[125]
• European Grand Prix at Baku City Circuit (2016; renamed the Azerbaijan Grand Prix for 2017–2019, 2021–present)
• French Grand Prix at Circuit Paul Ricard (2018–2019, 2021–2022)
• Portuguese Grand Prix at Algarve International Circuit (2020–2021)^{[lower-alpha 1]}
• Imola Circuit with the Emilia Romagna Grand Prix (2020–present; previously hosted the Italian Grand Prix and the San Marino Grand Prix)^{[lower-alpha 2]}
• Dutch Grand Prix at Circuit Zandvoort (2021–present)

New Locations Initiative (2008–present)

Bold denotes the Grands Prix scheduled as part of the 2023 season.

Since 2008, the Formula One Group has been targeting new "destination cities" to expand its global reach, with the aim to produce races from countries that have not previously been involved in the sport. This initiative started with the 2008 Singapore Grand Prix.^[126]

Race	Years	Circuit	Notes
Singapore Grand Prix	2008–2019, 2022–	Marina Bay Street Circuit	First race to take place outside of daylight hours. 2020 and 2021 races cancelled due to COVID-19 pandemic.
Abu Dhabi Grand Prix	2009–	Yas Marina Circuit
Korean Grand Prix	2010–2013	Korea International Circuit	Discontinued due to poor attendance figures.
Indian Grand Prix	2011–2013	Buddh International Circuit	Discontinued due to local government tax classification dispute.
Russian Grand Prix	2014–2021	Sochi Autodrom	The Russian Grand Prix was due to move to Igora Drive from 2023. This move, and the 2022 Russian Grand Prix were cancelled following the 2022 Russian invasion of Ukraine.[127]
Azerbaijan Grand Prix	2017–2019, 2021–	Baku City Circuit	Previously called the European Grand Prix in 2016. 2020 race cancelled due to COVID-19 pandemic.
Saudi Arabian Grand Prix	2021–	Jeddah Corniche Circuit
Qatar Grand Prix	2021, 2023–	Losail International Circuit	Called in last minute to replace the Australian Grand Prix. Has a ten-year contract from 2023. Was originally due to be held at a new venue from 2023 onwards, although this did not transpire.
Miami Grand Prix	2022–	Miami International Autodrome
Las Vegas Grand Prix	2023–	Las Vegas Street Circuit

Responsibility towards the environment

Formula One has launched a plan to become carbon neutral by 2030. By 2025, all events should become "sustainable", including eliminating single-use plastics and ensuring all waste is reused, recycled or composted.^[171]

A report conducted by Formula One estimated that the series was responsible for 256,000 tonnes of carbon dioxide emissions in the 2019 season, finding that 45% of emissions were from logistics and only 0.7% were from emissions from the cars themselves.^[172][173]

In January 2020, FIA and Formula One signed the United Nations "Sports for Climate Action" framework. After the signing was announced, FIA President Jean Todt said: "As an international Federation comprising 244 members in 140 countries and the leader in motor sport and mobility development, we are fully committed to global environmental protection. The signing of this UN Sports for Climate Action Framework reinforces the momentum that has been growing in our Federation for many years. Since the introduction of the hybrid power unit in F1 to the creation of the Environment and Sustainability Commission, the entire FIA community has been investing time, energy and financial resources to the benefit of environmental innovations. We aim to inspire greater awareness and best practice in sustainability motor sport standards."^[174]

From the 2021–22 season, all cars will increase the bio-component of their fuel, using E10 fuel, rather than the 5.75% of ethanol currently used. This percentage is expected to grow again in the future.^[175] In December 2020, the FIA claimed that it had developed a fuel with 100% sustainability, to be used in Formula One from either 2025 or 2026, when new engine regulations come into force.^[176]

Responsibility towards social inequities in the sport

Prior to the beginning of the 2020 Formula One World Championship, F1 announced and launched the #WeRaceAsOne initiative.^[177] The initiative primarily focuses on visible displays of solidarity in the fight against racism on Grand Prix Weekends, as well as the creation of a Formula 1 Task Force that will "listen to people from across the paddock [...] and make conclusions on the actions required to improve the diversity and opportunity in Formula 1 at all levels".^[177] The move spurs from the growing questions about racism and global inequalities perpetuated by the sport. The 70-year history of the World Championship has been dominated by European and white drivers, with the first (and only) black driver, Lewis Hamilton, participating in the world championship since 2007.^[178]

In addition to organization-wide measures, individual teams have also acknowledged deficiencies in the sport's cultural and political activism. During the 2020 season, the Mercedes-AMG Petronas F1 Team conducted a study of its racial composition and found that approximately 95% of its workforce was white.^[179] Due to the results of the study, the team changed the car's livery to promote anti-racism messages and also launched the Accelerate 25 programme. The program vows that approximately 25% of all new hires to the team will come from underrepresented minorities in the sport until 2025.^[180]

The 20 drivers on the grid have also stood in solidarity on multiple occasions in the fight against racism both on and off the track. Following the murder of George Floyd in the summer of 2020, all twenty drivers wore "End Racism" shirts and took part in an organised anti-racism protest during the pre-race formalities.^[181] In the year since, Lewis Hamilton has remained vocal in his pre-race attire, with other drivers occasionally wearing change-demanding clothing.

European non-championship racing

In the early years of Formula One, before the world championship was established, there were around twenty races held from late Spring to early Autumn in Europe, although not all of these were considered significant. Most competitive cars came from Italy, particularly Alfa Romeo. After the start of the world championship, these non-championship races continued. In the 1950s and 1960s, there were many Formula One races which did not count for the World Championship; in 1950 a total of twenty-two Formula One races were held, of which only six counted towards the World Championship.^[198] In 1952 and 1953, when the world championship was run to Formula Two regulations, non-championship events were the only Formula One races that took place.

Some races, particularly in the UK, including the Race of Champions, Oulton Park International Gold Cup and the International Trophy, were attended by the majority of the world championship contenders. Other smaller events were regularly held in locations not part of the championship, such as the Syracuse and Danish Grands Prix, although these only attracted a small amount of the championship teams and relied on private entries and lower Formula cars to make up the grid.^[12] These became less common through the 1970s and 1983 saw the last non-championship Formula One race; the 1983 Race of Champions at Brands Hatch, won by reigning World Champion Keke Rosberg in a Williams-Cosworth in a close fight with American Danny Sullivan.^[12]

South African Formula One championship

South Africa's flourishing domestic Formula One championship ran from 1960 through to 1975. The frontrunning cars in the series were recently retired from the world championship although there was also a healthy selection of locally built or modified machines.

British Formula One Championship

The DFV helped in making the UK domestic Formula One championship possible between 1978 and 1980. As in South Africa a decade before, second hand cars from manufacturers like Lotus and Fittipaldi Automotive were the order of the day, although some, such as the March 781, were built specifically for the series. In 1980, the series saw South African Desiré Wilson become the only woman to win a Formula One race when she triumphed at Brands Hatch in a Wolf WR3.^[204]