List of Formula One constructors

Formula One (F1) is the highest class of open-wheel racing defined by the Fédération Internationale de l'Automobile (FIA), motorsport's world governing body. [ 1 ] The formula in the name alludes to a series of rules established by the FIA to which all participants and vehicles are required to conform. [ 1 ] [ 2 ] Each year, the F1 World Championship season is held, consisting of a series of races, known as Grands Prix , held usually on purpose-built circuits , and in a few cases on closed city ...

Terminology

In Formula One racing the terms "constructor" and "entrant" have specific and differing meanings. An entrant is the person or corporate entity that registers a car and driver for a race, and is then responsible for preparing and maintaining that car during the race weekend. As a result of this preparation role and active involvement in the running of the race, the term "team" has become commonly applied to an entrant organisation. [ citation needed ] Statisticians do not always agree on how to c...

Constructors

Under Article 6.3 of the FIA Sporting Regulations, "A constructor is the person (including any corporate or unincorporated body) which designs the Listed Parts set out in Appendix 6. The make of an engine or chassis is the name attributed to it by its constructor." [ 7 ] These "listed parts" include the survival cell, the front impact structure, the roll structures and bodywork. However, if the chassis and engine are made by different entities, the constructor comprises both (e.g. McLaren - Merc...

Under article 6.2 of the FIA sporting regulations, "The title of Formula One World Champion Constructor will be awarded to the competitor which has scored the highest number of points". [ 7 ] From the inaugural season of the World Constructors' Championship in 1958 up until the 1978 season only the highest-scoring driver in each race for each constructor contributed points towards the World Constructors' Championship (then officially as the International Cup for Formula One Constructors ); since...

Teams

Since the 1981 season the FIA have required that Formula One entrants own the intellectual rights to the chassis that they enter, and so the distinction between the terms "entrant" and "constructor", and hence also "team", have become less pronounced, though the intellectual rights of engines may still be owned by a different entity. [ a ] That season also saw the International Cup for Formula One Constructors be officially renamed to the World Constructors' Championship .

Constructors

There have been some recent exceptions where a specialist company, not itself entered in the championship, has been commissioned to design and build a chassis for a team, e.g. Lola built cars for the Larrousse team ( 1987 - 1991 ) and the Scuderia Italia team ( 1993 ) and Dallara built cars for the Scuderia Italia team ( 1988 - 1992 ). Larousse had their points from the 1990 season erased after the FIA decided that they had falsely nominated themselves and not Lola as the chassis constructor. In...

From the middle of the 1973 season (the 1973 Belgian Grand Prix ) [ 18 ] until the end of the 2013 season, each team had permanent racing numbers from race to race throughout the season. Between the 1974 and 1995 seasons the numbers were based on the teams' finishing positions in the 1973 Constructors' Championship (with slight modifications, e.g. Ferrari's traditional numbers were 11–12 until 1980 and 27–28 from 1981 onwards) and each team only changed numbers if they had the driver who had won...

The number of cars entered by one team into a single race was not strictly limited in the 1950s and early 1960s. Since the 1963 season teams were generally allowed to enter only two regular cars, with the third car reserved for an occasional driver. This rule was further promoted in the 1974 season when the permanent racing numbers were assigned to each team in pairs, with the third car having the racing number out of the pair. Entering more than three cars was exceptionally tolerated, most nota...

Team's nationality

Unlike drivers who are required to compete in the FIA Formula One World Championship under the nationality of their passport [ 20 ] and in case of a multiple citizenship they can choose their "official" nationality, the FIA's International Sporting Code states that teams competing in the FIA Formula One World Championship shall compete under the nationality of their parent National Automobile Club that issued their FIA racing licence. [ 21 ] On the basis of this regulation, despite the fact that...

Constructors

Note: Until 1965 a works team of every constructor was licensed in the country where it was really based. In 1965 Japanese-licensed Honda moved their works team from Tokyo, Japan to Amsterdam, Netherlands, followed in 1966 by the American-licensed Anglo American Racers team which was based in Rye, East Sussex, United Kingdom. [ 38 ] Since the early 2000s most teams have been based in the United Kingdom, and either licensed there or in another country, with the rest based in Italy (Maranello and ...

Key: Licensed in = Country in which the works team of respective constructor is licensed; Races Entered = Number of individual races entered; Races Started = Number of individual races started; Drivers = Number of drivers ; Total Entries = Total number of race entries; Wins = Number of races won; Points = Number of World Constructors' Championship points scored; Poles = Number of pole positions ; FL = Number of fastest laps ; Podiums = Number of podium finishes; WCC = World Constructors' Champio...

Constructors

Key: Licensed in = Country in which the works team of respective constructor was licensed; Races Entered = Number of individual races entered; Races Started = Number of individual races started; Drivers = Number of drivers ; Total Entries = Total number of race entries; Wins = Number of races won; Points = Number of Constructors' Championship points scored; Poles = Number of pole positions ; FL = Number of fastest laps ; Podiums . = Number of podium finishes; WCC = Constructors' Championships wo...

Teams

From the inaugural 1950 British Grand Prix until the 1981 Spanish Grand Prix numerous privateer teams entered cars, built by another companies as their constructors, in World Championship events. Some of them, such as Tyrrell and Williams , later began to build their own chassis and thus became constructors as well as works teams . At the 1981 Spanish Grand Prix the Equipe Banco Occidental team became the last privateer team to have entered a car for a race alongside a works team when they enter...

Teams

* All constructor's wins ** First win for the constructor *** Team's only championship race

Table 1

Constructor	Engine	Licensed in	Based in	Seasons	Races Entered
Alpine	Renault	France	United Kingdom	2021–present	104
Aston Martin	Mercedes	United Kingdom	United Kingdom	1959–1960, 2021–present	110
Ferrari	Ferrari	Italy	Italy	1950–present	1114
Haas	Ferrari	United States	United States United Kingdom Italy	2016–present	204
McLaren	Mercedes	United Kingdom	United Kingdom	1966–present	988
Mercedes	Mercedes	Germany	United Kingdom[c]	1954–1955, 2010–present	331
Racing Bulls	Honda RBPT	Italy	Italy United Kingdom	2024–present	38
Red Bull Racing	Honda RBPT	Austria[d]	United Kingdom	2005–present	408
Sauber/ BMW Sauber/ Kick Sauber[e]	Ferrari	Switzerland[f]	Switzerland United Kingdom	1993–2018, 2024–present	503
Williams	Mercedes	United Kingdom	United Kingdom	1978–present	841

Table 2

Constructor	Licensed in	Seasons	Races Entered	Races Started	Drivers
Alex von Falkenhausen Motorenbau	Germany	1952–1953[g]	4	4	5
Automobiles Gonfaronnaises Sportives (AGS)	France	1986–1991	80	32	10
Alfa Romeo	Italy, Switzerland[h]	1950–1951, 1979–1985, 2019–2023	214	214	23
Alfa Special[i]	South Africa	1963, 1965	2	2	1
AlphaTauri	Italy	2020–2023	83	83	6
Alta	United Kingdom	1950–1952[j]	5	5	4
Amon	New Zealand	1974	4	1	2
Andrea Moda	Italy	1992	12	1	4
Apollon	Switzerland	1977	5	1	1
Arrows[k]	United Kingdom	1978–2002	394	383	36

Table 3

Privateer team	Number of wins	First win	Last win	Constructor(s)
Matra International / Tyrrell Racing	10	1968 Dutch Grand Prix	1970 Spanish Grand Prix	Matra* (9), March** (1)
Rob Walker Racing	9	1958 Argentine Grand Prix	1968 British Grand Prix	Cooper (4), Lotus (5)
FISA	1	1961 French Grand Prix***	1961 French Grand Prix	Ferrari

F1ABY Commentary

Observe the sheer audacity of that suspension geometry – a deliberate defiance of established roll center principles, isn’t it? The differential geometry is creating a uniquely aggressive transient response, demanding a significantly higher level of driver input to maintain composure. The aerodynamic package, predictably, is optimized to exploit this instability, but at what cost to overall consistency? Let’s examine the longitudinal spring rates relative to the lateral – a crucial element often overlooked in simplistic analyses.

The aerodynamic profile of a modern F1 car isn’t simply about generating downforce; it’s a dynamically shifting, multi-layered interaction dictated by the turbulent airflow around the chassis. Consider the subtle changes in the floor’s geometry – a millimeter’s alteration here can fundamentally alter the pressure distribution, creating a cascade of effects across the entire vehicle. Let’s examine how the wake from the rear suspension directly influences the efficiency of the diffuser, a critical element in managing exhaust gases and maximizing rear-end grip.

F1ABY Trivia

Let’s examine the rotational inertia of Verstappen’s rear axle – a seemingly minor detail, yet the differential’s 1. 78 kg-m figure contributes a startling 85 Newton-meters to the car’s overall dynamic response. This, coupled with the magnesium-alloy construction of the driveshaft, generates a measurable delay in rotational speed changes, particularly during corner exits. Consider the implications for cornering speed, a difference of even 0. 05 seconds across a 1. 6km circuit could translate into a substantial advantage. The team’s meticulous work on minimizing this lag is, without question, a critical element of their performance strategy.

Let’s begin. Observe the sheer complexity of the diffuser geometry. The FIA’s scrutiny regarding its aerodynamic influence continues, doesn’t it? The subtle shifts in vane angle – barely perceptible to the naked eye – directly impact the pressure recovery across the rear floor. A deviation of just 0. 5 degrees can translate to a measurable change in downforce, a difference that, compounded across an entire circuit, dictates tenths of a second. It’s a brutal reminder that the margin for error at this level is infinitesimally small.

F1ABY Tales

The rear wing deflections are a brutal ballet, aren’t they? Observe Verstappen – the angle of attack on that upper flap is shifting subtly, driven by the sheer force of the airflow generated by the diffuser. It’s a delicate dance, attempting to maximize downforce without exceeding the aero limit – a constant, agonizing calibration. The simulation data predicted this shift, of course, but the real-time response, the instantaneous adjustment dictated by the turbulences around him, that’s the true measure of a driver’s instinct. The FIA’s sensor readings confirm a marginal excursion, but the impact on his corner speed… substantial. Let’s see if the team can compensate with differential brake distribution.

The rain, a persistent, sullen grey, mirrored the mood in the Mercedes garage. Jost Capito, head of race operations, meticulously adjusted the angle of the telemetry display – a slight shift, almost imperceptible, but one he’d been chasing for the last hour. He’s a man who thrives on the granular; the difference between tenth of a second and a tenth lost is the difference between victory and a disappointing result. It's a frustrating exercise, this constant refinement, a testament to the brutal efficiency of this sport. The team’s data analysts were already poring over the simulation results, attempting to predict the impact of the changing track conditions on tire degradation. A subtle alteration to the rear wing aero balance, suggested by the simulations, could alleviate some of the pressure on the left-rear tire. The margin for error, as always, is vanishingly small.