F1 Glossary

Accident Data Recorder A 'black box' designed to record the loads experienced by an F1 car in an accident. Data can be accessed by the FIA for use in safety research. Active Suspension A computer controlled system used to maintain the car's ride height at the ideal level at all times. Such systems were banned at the end of the 1993 season, along with other electronic driver aids in use at the time. Aerodynamic Balance A state of equilibrium between the downforce on the front wheels and the downforce on the rear wheels. Too much pressure at the front causes oversteer, too much at the back understeer. Aerodynamic Efficiency A term used to describe the relationship between the downforce a car generates, and the cost in terms of drag and hence straightline speed. Airbox The large opening above and behind a driver's head, which forces air into the engine trumpets. Aquaplaning A description of what a driver experiences when his car completely loses contact with the road surface when running in extremely heavy rain. Apex The point on the inside of a corner which a driver clips with his wheels when running on the ideal line. Armco The brand name of a crash barrier company which has been adopted as a general term. Autoclave A giant oven used by teams in the manufacture of carbonfibre chassis and components. Barge Board A vertical piece of aerodynamic bodywork mounted on small stalks, just behind the front wheels. Its purpose is to direct the airflow around the cockpit in as efficiently as possible. Blistering A description used when tyres become so worn that small holes appear in the tread, usually in excessively hot weather. This is less common since grooved tyres were been introduced. Bottoming A term used by drivers to describe the effect of the car hitting the ground over bumps or under braking. Brake Balance A control a driver can use to switch the percentage of braking power applied to the front and rear of the car. CAD/CAM Shorthand for 'computer-aided design/computer-aided manufacture', a process used by teams to design and develop their cars, and which has superceded the traditional drawing board. Carbon Fibre Material used for the construction of chassis, bodywork, suspension and other F1 car components. The first such chassis was built in 1981, by McLaren. Centre of Gravity

The point around which the weight of that car is evenly distributed or balanced. For neutral handling as well as good road holding, the centre of gravity of an F1 car should be near the middle and as low as possible. Centre of Pressure The point on which all the aerodynamic forces of an F1 car are concentrated. For neutral handling, the centre of pressure should be near the middle of the car. Chicane A combination of tight bends designed to slow the cars at what would otherwise be a fast and dangerous corner. They began to appear on F1 tracks in the 1970s. Computational Fluid Dynamics (CFD) Computer systems that allow designers to predict the airflow around a new design before they cross-reference their findings with data gathered from testing wind tunnel models. Constructor A term often used in place of the word team. The drivers' World Championship began in 1950, and the constructors' equivalent was introduced in 1958. Crash Testing A process which all new F1 designs have to undergo before the start of the season, under the supervision of the FIA. These crash tests include simulated front, rear and side impacts, plus a simulated roll. Diffuser A shaped piece of bodywork found underneath the gearbox and between the rear wheels. It plays a crucial part in controlling the airflow below the car, and thus has a direct effect on handling. Downforce The downwards pressure created by the car's aerodynamics as it moves through the air. The more downforce a car has, the more grip it will have in the corners. The term became common in the late seventies. Drive through Penalty A penalty applied to a driver during a race, often for an offence such as passing under yellow flags. The driver has to pass through the pit lane within the prescribed speed limit, but does not have to stop. See also STOP AND GO PENALTY. End Plate The vertical panel attached to the side of a wing. Those at the front are carefully shaped to control the airflow around the front wheels. Engine Mapping A process used to adjust an engine's performance characteristics electronically. Drivers can select different maps with a control in the cockpit. FIA The Federation Internationale de l'Automobile is the governing body of motor sport worldwide. In past years it has also been known as the CSI and FISA. Its main offices in Paris and Monaco, and it is currently run by its elected President, Max Mosley. Flat Spot A patch of severe wear created on a tyre when a driver spins or locks up his brakes. It can lead to a vibration because the tyre is no longer perfectly round. FOM Formula One Management is the organisation overseen by Bernie Ecclestone and which works in conjunction with the FIA to run the commercial side of the sport, notably controlling the worldwide TV rights. Footprint The contact patch between the tyre and the track surface. This has been reduced since the introduction of grooves in 1998, but will be increased again by a return to slick tyres in 2009.

Formation Lap The final warming-up lap before the start of the race. Also known as parade lap. Fuel Cell An alternative term for fuel tank. F1 cars use specially developed flexible 'bag tanks' which are virtually impregnable in the case of an accident. Gravel Trap An area of small stones designed to slow a car when it spins off. Grooved Tyres Introduced for the 1998 season, grooved tyres were an easy way of keeping a check on grip levels by reducing the amount of rubber applied to the road. See also CONTACT PATCH. Ground Clearance The distance from the track surface to the lowest part of the chassis. Also known as ride height. HANS Also known as a Head And Neck Support device, the HANS system is a piece of carbon material worn on the drivers shoulders and to which his helmet is attached by straps. Its role is to protect the drivers neck in a heavy accident. Installation Lap The first lap during a practice session, during which drivers take it relatively easy to ensure everything works properly. After this lap they go back to the pits to have their cars checked by their crew. Kevlar A synthetic material used in the manufacture of chassis and bodywork parts. Left Foot Braking A technique first used in rallying which allows a driver to keep his right foot poised on the throttle while using the left for slowing the car. It has become common in F1 as the clutch pedal has been phased out. Lollipop A sign on a pole used by a chief mechanic to show a driver where to stop in the pitlane. When it is lifted the driver is free to leave the pits. Marbles A nickname for the debris which builds up just off the 'clean' racing line of a circuit. Usually it consists mostly of small pieces of rubber that have been thrown off by the tyres. Marshal Officials who stand at the trackside and either wave flags to warn drivers, or assist if there is an accident or spin.

Medical Centre The on-site hospital which every Grand Prix circuit has to have. They are regularly inspected by the FIAs medical staff to ensure that they are up to standard. Monocoque An alternative name for chassis. Nomex The brand name of a fire resistant material used in the manufacture of drivers' overalls, gloves, boots and underwear. Nose A general description of the front bodywork of an F1 car.

Oversteer The situation a driver experiences when the back of the car begins to slide. To counter it this he has to turn the steering wheel into the skid, thus applying 'opposite lock'. Paddle A hand control located behind the steering wheel. Paddles can be used to operate the clutch and to change gears up or down. Paddock The area behind the pits where team trucks and motorhomes are parked. Personnel gain access to the F1 paddock via an electronic turnstyle which automatically checks passes. Parade Lap See: Formation Lap. Pit Board A sign system used to signal information to a driver as he passes the pits. Radio communication has yet to make this method obsolete. Pits A row of garages where the teams prepare their cars during the race weekend. The road between the garages and the track itself is known as the pit lane. Plank See: Skid Block. Pole Position The place on the front of the grid awarded to the driver with the best qualifying time. Pop-off Valve A pressure relief valve used to limit the power of turbocharged engines in 1986-'88. Qualifying A session on Saturday afternoon which determines the grid positions for Sundays race. The session is divided into three 15 minute sessions, with the slowest teams eliminated at the end of each session. Ride Height See: Ground Clearance. Roll Bar A suspension component which connects the left and right suspension and allows them to act in harmony. Also sometimes used to describe the hoop above a driver' head designed to protect him in an accident. Safety Car A high performance road car which is used to slow down the field in the case of a major accident or bad weather. Safety Car Start In extreme weather conditions the race can be started with the cars running behind the safety car until the track is deemed safe. Races are also re-started behind a safety car after suspensions. Scrutineering A checking process cars go through before and after a Grand Prix in order to ensure that they fully comply with the technical rules. Shakedown A term usually used to describe the first test a brand new car undergoes, in order to make sure its basic functions are working satisfactorily. Also used to describe short test sessions undertaken before newly rebuilt cars are taken to the next race. Sidepod

The section of bodywork either side of the driver's cockpit. Sidepods contain the radiators and also act as a cushioning device in the event of a heavy accident. Skid Block (Plank) A rectangular panel (30cm wide and 1cm deep) fitted underneath the car as means of controlling the ride height during the race. If after the race more than 10% is worn off, the car will be disqualified. Skirt A plastic strip used to seal the gap from the bodywork to the road in the area between the wheels. No longer allowed, they were an integral part of 'ground effect' cars from 1977-81. Slick A completely smooth dry weather tyre. Slicks were in use between 1970 and 1997, but were superceded by grooved tyres in an attempt to curt cornering speeds from 1998. However, they are due to return in 2008 and new examples were tested by teams in December 2007. Splash-and-Dash A nickname for a quick pitstop for fuel near the end of the race, usually required because of a miscalculation by the team. Sporting Code / Regulations The official terms for the FIA rules that govern how a race weekend is run. Starter The FIA official who has the job of overseeing the start of a GP and the countdown procedure which precedes it. The job has been carried out by Charlie Whiting for many years. Steward A senior FIA official who makes judgements on possible rule infractions. There are three stewards at each GP, including one from the host nation and one permanent steward who travels to every race. Stop-and-Go Penalty A punishment given to a driver during a race for an offence such as jumping the start, or speeding in the pitlane. The driver has to return to his pit, wait for a specified time (usually 10 seconds) before leaving. The team is not allowed to touch the car during such a stop. See also drive through penalty.

Street Circuit A track based entirely or in large parts on public roads, usually with the barriers running close to the edge of the track. In 2008 Valencia and Singapore join Monaco on the F1 calendar. T-Car An alternative name for the spare car each team brings to a race. Its most usual role is as a substitute if a race car is damaged at the start of a red-flagged event, and cannot be fixed in time for a re-start. However, the use of safety cars has made such scenarios very rare. Team Manager A team member with day-to-day responsibility for organising logistics, specifically during trips to races. In the past the team manager would have controlled race strategy from the pit wall, but this is no longer the case, and it is largely an administrative role. Team Principal The man who acts as a figurehead for the team and looks after its interests in its dealings with the FIA and FOM. In the past team principals were very often also the owners of the team, but now most are hired employees. Tear-Off Strip

A thin film of plastic that can be ripped off a helmet visor during a race, revealing another clean layer below. Drivers will normally start a race with three or four tear-offs on their visor, to ensure a clear view for as long as possible. Technical Director Usually the team member with overall responsibility for overseeing the team who design and develop the cars, although the role can be different in different teams. Technical Regulations The branch of the FIA rules that focuses on to what specifications the cars are designed and built. Telemetry The process of sending data from a moving car to banks of monitors in the pits, where engineers can see how the chassis and engine are behaving in real time. Test Team A group of mechanics and engineers employed by a team to concentrate on preparing cars for testing, and who do not attend Grand Prix as part of the actual race teams. Often test team mechanics graduate to the race team, which is seen as a more prestigious role. Third Driver The third driver is officially nominated as the reserve driver who undertakes testing duties and can step in if one of his colleagues is injured or taken ill. Teams may also employ additional test drivers. Timed Practice A term used to differentiate practice sessions on Friday and Saturday morning of a Grand Prix from the qualifying session held on Saturday afternoon. Times are recorded but do not count towards grid positions. Traction Control An electronic means of reducing wheelspin when a driver pressed the throttle. Such devices were banned at the end of 1993, as it was felt they were an unnecessary aid to driving. It later returned but was banned again at the end of the 2007 season. Transponder An electronic device that sends data from the car to the pits. Turning Vane See: Barge Board. Tyre Compound A term used to describe the 'ingredients' used to manufacture tyres. In general a 'hard' compound is more durable, and a 'soft' compound gives more grip and is faster. The ideal racing tyre combines both characteristics. Tyre Warmer An electric blanket used to bring tyres up to operating temperature before they are fitted to a car. Temperature has a critical effect on the behaviour of tyres, and hence the car's handling. Understeer A term used to describe the handling of a car whose front wheels tend to 'push' straight on rather than follow the direction of the steering wheel. Some drivers prefer their cars to have a strong understeer characteristic in faster corners, but it loses a lot of time in slow corners and chicanes. Undertray An alternative name for the floor of a racing car. It is aerodynamically shaped at the rear. Wheelbase The distance between the front and rear 'axle' lines. Teams can make a huge difference to handling by adjusting this figure, either by redesigning the suspension or by adding a 'spacer' to increase the gap between the engine and gearbox.

Wind Tunnel A facility used by teams for aerodynamic testing of cars and parts, usually with 50-60% scale models. Winglet A nickname for supplementary small wings, usually found at the rear of the sidepods. They are now banned in order to prevent teams from finding extra downforce. Wishbone A triangular shaped suspension component. Each corner of a car has a pair of upper and lower wishbones.

Aerodynamics 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 aggressive 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. Brakes 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. Cockpit / Safety 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. Cornering 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. Driver fitness 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

F1 Glossary - Detailed

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. Drivers clothing 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. Engine/gearbox 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. Flags 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. Fuel 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 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. Helmets

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. Logistics 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 ascendancy of the number of races outside Europe. Medical 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 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. Race strategy In order to win races a team's strategy is vital. When Formula One reintroduced fuelling stops in the late 90s, increasingly 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. Safety Car

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 Suspension 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. Testing 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. The Race Start 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.