This fast sport is easier to understand than to try. Take a look at just what is needed to make the sport as popular as it is...
A dictionary defines aerodynamics as 'a branch of mechanics that deals with the motion of gases, especially air and their effects on objects in the flow'. As such, a modern Formula One car has every single bit of its surface considered for aerodynamic effects, right from the shape of the suspension links to that of the driver's helmet.
The central principles of Formula One aerodynamics is to create the maximum amount of downforce for the minimal amount of drag, or turbulence created when the flow of air separates from the body. The wings on the race car operate on exactly the same principle as airplane wings, except in the reverse: where race cars use their wings to create downforce, planes use their wings to create lift. A Formula One car is capable of developing 3.5g, three and a half times its own weight lateral cornering force thanks to aerodynamic downforce.
At different circuits the profile, or configurations, may be different. Monaco and Monza, for instance, have two hugely different configurations; Monaco's tight and slow circuit requires agressive wing profiles, while Monza, a high speed circuit, has its cars deprived of all the wing possible so that it runs on reduced drag and increased speed on the long straights.
Braking is one of the most important tests of a Formula One driver's skill: too much braking causes the brakes to overpower the available levels of grip from the tyre, but too little will cause the driver to miss the ideal racing line.
An F1 car has disc brakes like every ordinary road car, however Formula One cars use carbon fibre composite brake discs that are light weight and can operate under high temperatures. Each weighs about 1.5kgs against the 3.0kgs of a similar sized steel disc and glows deep yellow when very hot.
According to the technical regulations of Formula One, a car should have a twin circuit hydraulic braking system with two separate reservoirs for the front and rear wheels, that is the driver faces a complete circuit failure, he can still brake through the second circuit.
The safety of the driver is of immense consideration when building a Formula One car. The "monocoque" structure, which is usually referred to as the "tub", incorporates the cockpit of the car and is the most prominent component of the car's structure, with the engine and the front suspension mounted directly to it.
The monocoque is constructed from carbon fibre. The interiors are a strong, light honeycomb structure with a high density woven laminate on the exterior panels. Hundreds of separate carbon fibre components are bonded together using very powerful adhesives and then baked at high temperatures.
The constantly evolving technical regulations by the FIA have emphasised the importance of safety requirements. The past few years have seen a number of accidents where the drivers have survived, with the credit going to the strength of the survival cell.
Turn in, apex, and exit are the three stages a racing car takes in cornering. Turn in is simply turning the car towards the corner. The apex is also called the clipping point and is the neutral point in cornering that happens approximately two thirds from the entry of the corner. The last stage is the exit where the driver steers back the car.
The vital aspects in understanding cornering are oversteer and understeer. Oversteer is when the back end of the car loses adhesion and tries to overtake the front and understeer is when the front end breaks free first.
The grip levels are reduced on a wet or a dirty track, and also on subtle changes in the slopes of roads. Drivers who consistently judge the limits they can take cars under cornering are considered to be the most successful.
The drivers need to go through a period of conditioning to be strong enough to last for the complete duration of the race. The tub or the cockpit of the car heats up and puts a lot of strain on the body - by the end of the race a driver could easily shed close to 3kgs of their body weight!
Swimming, running and cycling are some cardio vascular training methods used to better for physical endurance, but muscle tone is also crucial to withstand cornering forces. To build up this strength drivers use specially designed 'rigs' that are not available with conventional gym equipment.
Drivers also regulate their diet by being careful with their intake of carbohydrates and protein. During race weekends they eat food rich in carbohydrate, such as pasta, to give them stamina for the race and also drink large amounts of water to avoid dehydrating through sweating. The nutrition of the driver and control of diet is similar to that of track and field athletes.
The helmets and clothing of a Formula One driver are designed to adapt to the extreme conditions of racing. Helmets protect the head from major impacts and the clothing, including gloves, suits, underwear and boots reduce the risk of burns in the event of fire.
Today the clothing is made of fireproof materials, including Nomex, a man-made fibre that can withstand high temperatures. The overalls are multi layered, but are also lightweight. There are two large straps that are so strong that they can pull the driver and the seat together from the car.
The gloves are also fireproof, but to ensure the driver can have the greatest feel and grip of the steering wheel, they are made of very thin material. The soles of the drivers shoes are also made of the same material to allow the driver to sense movement in the brakes and accelerator.
Formula One engines are designed to balance power and durability, with FIA regulations governing power output and stipulating engines must last two race weekends.
FIA regulations now require the use of 2.4 litre V8 engines that rev to 19,000 RPM. These high-revving machines consume a phenomenal 650 litres of air every second, making race fuel consumption typically around the 75 l/100 km (4 mpg) mark. Revving at such massive speeds equates to an accelerative force on the pistons of nearly 9000 times gravity.
In modern Formula One cars, the gearbox is highly sophisticated. Instead of the stick-shift found in most road cars, the driver selects gears via one of two paddles fitted behind the steering wheel. Most of the cars on the grid now run on seven speed units plus reverse gear, and change gear in less than half a second.
A number of coloured flags are used to communicate important messages to the drivers during the course of the race. To ensure a driver notes the flag, a special display on the steering wheel lights up with relevant flag colour.
Chequered Flag
Indicates the end of the race. It is waved first at the winner and then to every car that finishes the race.
Yellow Flag
This flag warns drivers to slow down in the event of a stranded car ahead. Slowing down and preparing to stop if necessary is indicated by waving two yellow flags.
Green flag
This indicates that it is clear for the driver to gain his speed and that the danger indicated by the yellow flag has been cleared
Red Flag
Waved due to poor track conditions or an accident to signal the race has been stopped.
Blue Flag
This flag indicates that a driver is followed by a faster car, or he is about to be lapped by a driver ahead.
Yellow and red striped flag
The driver is warned of a slippery track ahead.
Black with orange circle flag
This flag is accompanied by a car number. In the event of a mechanical problem the driver is warned and asked to return to the pits.
Half black, half white flag
This flag is accompanied by a car number. The driver is warned of unsporting behaviour.
Black flag
The black flag is also waved with a car number that signals the driver has to return to his pit as he has been excluded from the race.
White flag
A slow moving vehicle on the track is indicated by a white flag.
Many regulations have been introduced regarding the composition of fuel, but now there must be demonstrable links between the race and road fuel.
A mixture of 'non hydrocarbon' compounds are allowed in the fuel of modern Formula One car, however strong volatile power-boosting additives are banned. This is controlled by the FIA, who require a submission of the fuel blend for prior approval of composition and physical properties. This fuel is also tested at races, where the FIA's mobile testing laboratory compares a sample of the fuel tested before the season and the actual fuel used at the race.
The amount of fuel used differs with weather conditions and the demands of different circuits. For a typical season of Formula One, a team uses over 200, 000 litres of fuel testing and racing.
An integral part of a modern Formula One race strategy is refuelling at the pit stop. The rigs that pass fuel are designed to function quickly and safely. The hose acts as a 'sealed system', which helps vapour and air to be extracted while fuel is added. Refuelling requires team effort for quick operation: one person holds the heavy hose, while the other handles disengaging the nozzle and another stands by a fuel cut off switch that is next to the pump itself.
HANS stands for Head And Neck Support system and has been compulsory in F1 since 2003. It functions as a safety device to protect the neck and head from loadings during the rapid deceleration caused in an accident.
It does not require any electronic or power supply and caters as an entirely passive device. This safety device instead consists of a carbon fibre "collar" which is worn by the driver around his neck and fitted under his shoulder belts of the safety harness. The drivers helmet is then loosely connected to the collar by tethers and locked in place by the tightening safety harness.
HANS was invented in the mid 1980s by Dr Robert Hubbard, a biomechanical engineering professor at Michigan State University. The first HANS device went on sale in 1990, but it was not until Mika Hakkinen of Finland had a major accident in Adelaide in the mid 90s that the FIA conducted tests with DaimlerChrysler to develop the best way of protecting drivers' heads against accidents and impacts. 'Active' safety systems and the airbag system were also considered but the research was mainly shifted to HANS.
While testing this system the advantages of it became clearer. Figures suggested that HANS reduced head motion during impacts by about 44 percent, the force exerted on the neck by around 86 percent and acceleration or change in velocity by about 68 percent.
The construction of the helmet has gradually changed over the years, however the outer design may look similar to the ones worn by drivers in the 1980s and 70s.
In 1985 a Formula One helmet weighed close to 2kg but it increased during cornering and deceleration. This in turn risked a 'whiplash' type injury in major accidents. Today helmet manufacturers construct helmets in many separate layers to combine both strength and flexibility in large impacts. They are now reasonably lighter at around 1.25kg, with the inside made of a strong fibre-reinforced resin over carbon fibre similar to the material used to construct bullet-proof vests.
The visor of the helmet is flameproof and has tremendous visibility and excellent protection in the case of an impact. The insides are coated with anti-fogging chemicals to prevent it misting up in wet conditions. They also have several transparent tear off strips that can be removed during the course of a race if dust gathers on the visor.
On average each team in the FIA Formula One World Championship travels close to 160,000km a year between races and test sessions. The logistical effort has gone beyond merely getting people and equipment in place.
For European races, most of the equipment, including the race cars, tools and spare parts, travels by road on custom-made articulated lorries.
For all the non European 'flyaway' races the logistical effort is more complicated, with some equipment being sent by sea and some by air.
The logistical efforts required to transport the team and their equipment will increase with the ascendency of the number of races outside Europe.
Formula One races today must have medical representatives present that can rapidly take action in the event of an accident. Paramedics and doctors are stationed at key points around the track, with specialist medical teams with high powered cars stationed within easy reach of any track incident.
Ambulances, MedEvac helicopters and medical extraction teams are also present at the event with equipment to remove a casualty stuck in the car. A medical centre is also available at each circuit with a helicopter landing pad to allow the casualty to be transferred to hospital if required. Dr Gary Hartstein is the FIA's medical chief.
Race control is responsible for monitoring and supervising all the stages of practice, qualifying and race sessions.
The FIA race director and three race stewards make sure the race is safe, legal and on schedule. To do so, the race control unit make use of CCTV (closed circuit television system) to locate problems and take action quickly.
Additional information is accessible by the FIA race director. He will have access to data such as the pit lane speed trap, contact with relevant personnel about marshal posts, safety car, medical response car and the medical centre. Deployment of the safety car and other important instructions are under the responsibility of the race control unit.
When a driver breaks rules or sporting code of racing, it is the duty of the race control unit to discipline the drivers.
In order to win races a team's strategy is vital. When Formula One reintroduced fuelling stops in the late 90s, increasly complicated race strategies followed.
In order to race with lower fuel load - and hence go faster - cars need to make more frequent pit stops, however a disadvantage of more pit stops means the driver loses around 30secs per stop.
The safety car is sent out when an incident on the track needs clearing, but the race director does not feel it necessary to stop the race. When the safety car is deployed it picks up the leader of the field, with the pack running behind in race formation until the obstacle has been cleared.
Mercedes Benz has been the supplier of safety cars since 1996. The current model for a safety car is a CLK 63 AMG that has been modified to reduce its weight and improve braking response, however even with its 481 bhp output from its V8 engine its only still little more than half the power of a current Formula One car.
Bernd Maylander, an experienced racer who has driven in the tough German Touring Car Championship (DTM), has been given the responsibility of piloting the Formula One safety car. His experience makes sure that speeds are still high enough to allow the race cars to function correctly.
A safety car is always ready to be dispatched at just seconds notice by race control as it is on standby in the pitlane throughout a Grand Prix. From the time the race controller decides to deploy the safety car, it immediately joins the track and from that moment no other car may enter the pitlane and overtaking is not allowed.
The pitlane reopens when the correct race order has been restored. All through this process a 'safety car' board is on display to drivers as they cross the start-finish line. This information is also relayed from the pitlane over radios
An exact procedure is followed when the race controller orders the safety car to leave the track. The safety car turns off its orange flashing lights at the start of its final lap. Competitors remain behind in formation knowing fully that at the start of the next lap they will be racing again. The safety pulls off into the pits at the end of the lap and as they cross the line the race is back on
Different elements go into producing the best performance in a Formula One car and suspension is a critical interface between all those elements.
In Formula One cars, the spring and damper rates are very firm unlike in road going cars. In the event of an impact or hitting bumps, the impacts are defused as quickly as possible. During the impact, in order to avoid an oscillating force from building up, the shock absorbers are released and the spring absorbs the energy of the impact.
In 1990, a regulation was introduced banning any kind of electronic intervention on "active" suspension of all Formula One cars.
Track testing is used to find numerous improvements and fine tune minute details of the cars.
The manpower and logistics involved in a modern Formula One team's testing program is vast. Most big constructors have separate testing teams in addition to the actual racing team and test at FIA approved tracks mainly in Europe.
2007 brought about Grand Prix Fridays that also serve as a test day with teams permitted to run an extra test driver, though the number of cars per session is still limited to two.
Formula One's most exciting moment is considered to be at the start as it can significantly determine finishing position: a bad start can ruin the day's race whereas a good start can lead to a podium finish.
Before the start of the race proper, the drivers complete one lap of the track at relatively low speed – this is called the 'formation lap'. This is a challenging test for the driver in pole position as he has to tactfully control the pace of the formation lap to work some heat into his tyres, but also to make sure that he does not complete the lap too fast and be left sitting on the grid for a long time as other cars take their positions behind him.
The race controller initiates the start sequence once all the cars have halted on the grid and the medical cars and course cars are also in position. The race is underway when the final red light goes out.