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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 streets.[3] Constructors are awarded points based on the finishing position of each of their two drivers at each Grand Prix, and the constructor who accumulates the most points over each championship is crowned that year's World Constructors' Champion.[4] As of the 2025 Mexico City Grand Prix, there have been 172 Formula One constructors who have raced at least one of the 1,145 FIA World Championship races since the first such event, the 1950 British Grand Prix.[5][6]

Constructors are people or corporate entities which design key parts of Formula One cars that have competed or are intended to compete in the FIA World Championship. Since 1981, it has been a requirement that each competitor must have the exclusive rights to the use of certain key parts of their car; in 2018, these parts were the survival cell, the front impact structure, the roll structures and bodywork.[7]

Ferrari holds the record for the most Constructors' and Drivers' Championships won with sixteen and fifteen, respectively.[8][9] Ferrari also holds the record for the most wins by a constructor with 248,[10] the most pole positions with 254,[11] the most points with 10686,[12] and the most podiums with 836.[13] Ferrari has also entered more Grands Prix than any other constructor with 1121 entries and also maintains the record for the most Grand Prix starts with 1119.[14] The most recent constructor to make their debut was Racing Bulls, which debuted at the 2024 Bahrain Grand Prix.[15]

Terminology

[edit]

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 count statistics related to these entities.[16]

Constructors

[edit]
The Constructors' Championship trophy

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-Mercedes, Lotus-Climax etc.), with the name of the chassis constructor being placed before that of the engine constructor.[7][17] As both chassis and engine are included in the constructor name, chassis run with different engines are counted as two separate constructors and score points separately.[7] This occurred for the last time in the 1985 season when the Tyrrell team ran their chassis powered by both Ford and Renault engines, scored points with both engines and thus finishing 9th as Tyrrell-Ford and 10th as Tyrrell-Renault in the World Constructors' Championship.

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 the 1979 season points from all cars entered by each constructor have counted towards their championship total.

Teams

[edit]

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.

Before this time, constructors were free to sell their chassis to as many other teams as they liked. Brabham and Lotus chassis were used extensively by other teams during the 1960s and 1970s and several quite competitive privateer teams never built their own chassis. Rob Walker Racing Team was the most successful example, being responsible for the first victories in Formula One for both Cooper and Lotus. The concept of a "works" or "factory" team (i.e. the official team of the company producing the cars, as opposed to a customer team which buys them off the shelf) therefore applied to chassis in the same way as it does in rallying and sports car racing.

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 1978, the new Arrows team which had been established by former Shadow personnel was sued by Shadow on the grounds that the Arrows FA/1 car was a copy of Shadow's DN9 – a view upheld by the UK High Court, which placed a ban on Arrows racing the FA/1. There have been more recent cases with Ligier (1995), Sauber (2004), Scuderia Toro Rosso (2006–2007) and Super Aguri (2007–2008) where teams have been accused of using a chassis produced by another constructor (respectively Benetton, Ferrari, Red Bull Racing and Honda). No action was taken against any of these teams, the sporting authorities being satisfied in each case that the team owned the intellectual property to the chassis they raced.

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 World Drivers' Championship in the previous season – the winning driver taking the number 1 and his teammate the number 2, and the team that had previously had those numbers switching to the newly vacated ones. Between 1996 and 2013 the numbers were based on the teams' finishing positions in the Constructors' Championship from the previous season, with numbers 1 and 2 assigned to the defending champion and his teammate. During the period of 1974–1995 Tyrrell was the only team to keep the same numbers (3 and 4) every season. Since 2014, racing numbers have been assigned to drivers instead of teams.

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 notably regarding the BRM team in the 1971 and 1972 seasons. However, many teams during this period entered only two cars, e.g. Ferrari have entered no more than two cars (with one exception at the 1976 Italian Grand Prix in connection with Lauda's comeback)[19] every season since 1973. Since the 1985 season the FIA have required that teams enter no more than two cars for a race; during this season Renault became the last team to have entered three cars for a race at the 1985 German Grand Prix, but only two of their cars were eligible for championship points.

Team's nationality

[edit]

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 most current teams are based in the UK, only the teams licensed by the British National Sporting Authority - Aston Martin, Williams, and McLaren - represent Great Britain in Formula One.

Teams take the nationality of their parent National Automobile Club that issued their licence for the period of validity of that licence and the change of the nationality is allowed. Several teams changed their nationality during their competition in Formula One, some of them even twice (e.g. Shadow in 1976 from American to British,[22] Benetton in 1996 from British to Italian,[23] Red Bull in 2007 from British to Austrian,[24] Renault in 2011 from French to British and in 2016 back to French[25]). At the 1997 German Grand Prix Benetton became the only team to have achieved victories while racing under two different nationalities. The team's nationality, determined by a racing licence that a team holds, subsequently determines a national anthem played after a race on the podium in honour of a winning team following a national anthem played in honour of a winning driver.[b]

Before the arrival of sponsorship liveries in the 1968 season the team's nationality also determined the colour of a car entered by the team; thus, Italian teams' cars were rosso corsa red, French were bleu de France blue, and British (with several exceptions, such as cars entered by teams Rob Walker,[26] Brabham[27] and McLaren[28]) were British racing green. Since the licence is given to a team and not to a constructor,[29] privateer teams entering cars built by constructors from another country before the 1968 season painted cars in the national colour of their home country, e.g. the French Guy Ligier's privateer team entered cars painted in bleu de France blue in 1966 and 1967 seasons despite the fact that they were built by the British constructor Cooper.[30]

The fact that most teams are based in the UK has led to several mistakes occurred on official entry lists issued by or podium ceremonies organized by the FIA or race organisers, e.g. Wolf[31][32] racing under a Canadian licence, and Shadow (in 1973)[33] and Penske[34][35], both holding American licences, were all identified as British teams by official entry lists; the British national anthem was also played on the podium in honour of the Irish-licensed Jordan team and the Austrian-licensed Red Bull team when they achieved their maiden victories at the 1998 Belgian Grand Prix and 2009 Chinese Grand Prix respectively.[36][37]

Constructors for the 2025 season

[edit]
Correct as of the 2025 São Paulo Grand Prix

Note: Until 1965 a works team of every constructor was licensed in the country where it was in fact 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 Faenza) and Switzerland (Hinwil).[39]

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' Championships won; WDC = World Drivers' Championships won.

Constructor Engine Licensed in Based in Seasons Races Entered Races Started Drivers Total Entries Wins Points Poles FL Podiums WCC WDC Antecedent teams
Alpine Renault France United Kingdom 2021–present 111 111 5 222 1 535 0 1 6 0 0 United Kingdom Toleman (1981–1985), United Kingdom/Italy Benetton (1986–2001), France/United Kingdom Renault (2002–2011, 2016–2020), United Kingdom Lotus (2012–2015)
Aston Martin Mercedes United Kingdom United Kingdom 1959–1960,
2021–present 		117 116 7 233 0 578 0 3 9 0 0 Republic of Ireland Jordan (1991–2005), Russia Midland (2006), Netherlands Spyker (2007), India Force India (2008–2018), United Kingdom Force India (2018), United Kingdom Racing Point (2019–2020)
Ferrari Ferrari Italy Italy 1950–present 1121 1119 83 2368 248 10686 254 264 836 16 15 —
Haas Ferrari United States United States
United Kingdom
Italy 		2016–present 211 211 9 422 0 377 1 3 0 0 0 —
McLaren Mercedes United Kingdom United Kingdom 1966–present 995 991 52 2059 203 7713.5 175 182 555 10 12 —
Mercedes Mercedes Germany United Kingdom[c] 1954–1955,
2010–present 		338 338 13 688 131 8088.5 143 115 308 8 9 United Kingdom Tyrrell (1970–1998), United Kingdom BAR (1999–2005), Japan Honda (2006–2008), United Kingdom Brawn (2009)
Racing Bulls Honda RBPT Italy Italy
United Kingdom 		2024–present 45 45 4 90 0 128 0 1 1 0 0 Italy Minardi (1985–2005),
Italy Toro Rosso (2006–2019)
Italy AlphaTauri (2020–2023)
Red Bull Racing Honda RBPT Austria[d] United Kingdom 2005–present 415 414 13 830 127 8203 110 101 294 6 8 United Kingdom Stewart (1997–1999), United Kingdom Jaguar (2000–2004)
Sauber/
BMW Sauber/
Kick Sauber[e] 		Ferrari  Switzerland[f]  Switzerland
United Kingdom 		1993–2018, 2024–present 510 507 34 992 1 931 1 5 27 0 0 Switzerland Alfa Romeo (2019–2023)
Williams Mercedes United Kingdom United Kingdom 1978–present 848 847 49 1613 114 3748 128 134 314 9 7 —

Former constructors

[edit]

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 won; WDC = Drivers' Championships won.

Constructor Licensed in Seasons Races Entered Races Started Drivers Total Entries Wins Points Poles FL Podiums WCC WDC
Alex von Falkenhausen Motorenbau Germany 1952–1953[g] 4 4 5 7 0 n/a 0 0 0 n/a 0
Automobiles Gonfaronnaises Sportives (AGS) France 1986–1991 80 32 10 124 0 2 0 0 0 0 0
Alfa Romeo Italy,
 Switzerland[h] 		1950–1951, 1979–1985, 2019–2023 214 214 23 443 10 199 12 16 26 0 2
Alfa Special[i] South Africa 1963, 1965 2 2 1 2 0 0 0 0 0 0 0
AlphaTauri Italy 2020–2023 83 83 6 166 1 309 0 2 2 0 0
Alta United Kingdom 1950–1952[j] 5 5 4 6 0 n/a 0 0 0 n/a 0
Amon New Zealand 1974 4 1 2 4 0 0 0 0 0 0 0
Andrea Moda Italy 1992 12 1 4 15 0 0 0 0 0 0 0
Apollon  Switzerland 1977 5 1 1 1 0 0 0 0 0 0 0
Arrows[k] United Kingdom 1978–2002 394 383 36 783 0 167 1 0 8 0 0
Arzani-Volpini Italy 1955 1 0 1 1 0 n/a 0 0 0 n/a 0
Aston Butterworth United Kingdom 1952 4 1 2 4 0 n/a 0 0 0 n/a 0
Automobili Turismo e Sport Italy 1963[l] 6 6 3 11 0 0 0 0 0 0 0
Auto Technisches Spezialzubehör (ATS) Germany 1977–1984 107 89 15 146 0 7 0 0 0 0 0
British American Racing[m] United Kingdom 1999–2005 118 116 7 236 0 227 2 0 15 0 0
Behra-Porsche Germany 1959–1960 4 2 4 4 0 0 0 0 0 0 0
Bellasi  Switzerland 1970–1971 6 2 1 6 0 0 0 0 0 0 0
Benetton[n] United Kingdom,
Italy[o] 		1986–2001 260 260 17 520 27 851.5 15 36 102 1 2
Boro Netherlands 1976–1977 8 6 4 8 0 0 0 0 0 0 0
Brabham United Kingdom 1962–1987, 1989–1992 403 394 39 995 35 843 39 41 124 2 4
Brawn GP United Kingdom 2009 17 17 2 34 8 172 5 4 15 1 1
British Racing Motors United Kingdom 1951, 1956–1977 208 197 71 559 17 385 11 15 61 1 1
British Racing Partnership United Kingdom 1963–1964 13 13 2 19 0 11 0 0 0 0 0
Bugatti France 1956 1 1 1 1 0 n/a 0 0 0 n/a 0
Caterham Malaysia 2012–2014 56 56 8 112 0 0 0 0 0 0 0
Cisitalia Italy 1952 1 0 1 1 0 n/a 0 0 0 n/a 0
Coloni[p] Italy 1987–1991 65 13 8 81 0 0 0 0 0 0 0
Connaught United Kingdom 1952–1959 18 17 29 52 0 0 0 0 1 0 0
Connew United Kingdom 1972 2 1 1 2 0 0 0 0 0 0 0
Cooper Car Company United Kingdom 1950, 1952–1969 129 129 111 528 16 301 11 14 58 2 2
Dallara Italy 1988–1992 80 78 6 144 0 15 0 0 2 0 0
De Tomaso Italy 1961–1963, 1970 15 10 8 18 0 0 0 0 0 0 0
Eagle (Anglo American Racers) United States[49] 1966–1969 26 26 7 35 1 17 0 2 2 0 0
Eifelland Germany 1972 8 8 1 8 0 0 0 0 0 0 0
Emeryson United Kingdom 1956, 1961–1962 6 4 6 7 0 0 0 0 0 0 0
Eisenacher Motorenwerk East Germany 1953 1 1 1 1 0 n/a 0 0 0 n/a 0
Ecurie Nationale Belge Belgium 1962 1 1 1 1 0 0 0 0 0 0 0
Ensign United Kingdom 1973–1982 134 98 25 154 0 19 0 1 0 0 0
English Racing Automobiles United Kingdom 1950–1952 7 7 7 12 0 n/a 0 0 0 n/a 0
EuroBrun Italy[50] 1988–1990 46 15 5 76 0 0 0 0 0 0 0
Ferguson Research Ltd. United Kingdom 1961 1 1 2 1 0 0 0 0 0 0 0
FIRST Italy 1989 1 0 0 0 0 0 0 0 0 0 0
Fittipaldi Automotive (Copersucar) Brazil[51] 1975–1982 120 103 8 156 0 44 0 0 3 0 0
Fondmetal Italy 1991–1992 29 19 4 42 0 0 0 0 0 0 0
Force India[q] (Sahara) India 2008–2018 203 203 7 406 0 987 1 5 6 0 0
Forti Italy 1995–1996 28 23 4 54 0 0 0 0 0 0 0
Frank Williams Racing Cars[r] United Kingdom 1972–1976 61 56 25 112 0 6 0 0 0 0 0
Frazer-Nash United Kingdom 1952 4 4 2 4 0 n/a 0 0 0 n/a 0
Fry United Kingdom 1959 1 0 1 1 0 0 0 0 0 0 0
Gilby Engineering United Kingdom 1961–1963 6 3 2 6 0 0 0 0 0 0 0
Gordini France 1952–1956 33 33 23 101 0 n/a 0 1 2 n/a 0
Greifzu East Germany 1953 1 1 1 1 0 n/a 0 0 0 n/a 0
Hesketh United Kingdom 1974–1978 60 52 15 97 1 48 0 1 7 0 0
Hill United Kingdom 1975 11 10 6 21 0 3 0 0 0 0 0
HRT (Hispania Racing Team) Spain 2010–2012 58 56 8 116 0 0 0 0 0 0 0
Honda Japan 1964–1968, 2006–2008 88 88 8 154 3 154 2 2 9 0 0
HWM (Hersham and Walton Motors) United Kingdom 1951–1955 16 14 15 48 0 n/a 0 0 0 n/a 0
Jaguar[s] United Kingdom 2000–2004 85 85 8 170 0 49 0 0 2 0 0
JBW United Kingdom 1959–1961 6 5 1 6 0 0 0 0 0 0 0
Jordan[t] Ireland[53] 1991–2005 250 250 30 500 4 291 2 2 19 0 0
Kauhsen Germany 1979 2 0 1 2 0 0 0 0 0 0 0
Klenk Germany 1954 1 1 1 1 0 n/a 0 0 0 n/a 0
Kojima Japan 1976–1977 2 2 3 3 0 0 0 0 0 0 0
Kurtis Kraft United States 1950–1960 12 12 129 350 5 0 6 7 16 0 0
Lambo (Modena Team) Italy 1991 16 6 2 32 0 0 0 0 0 0 0
Lancia Italy 1954–1955 4 4 4 10 0 n/a 2 1 1 n/a 0
Larrousse France 1993–1994 32 32 7 64 0 5 0 0 0 0 0
LDS South Africa 1962–1963, 1965, 1967–1968 5 5 3 8 0 0 0 0 0 0 0
LEC United Kingdom 1977 5 3 1 5 0 0 0 0 0 0 0
Leyton House[u] United Kingdom 1990–1991 32 30 3 64 0 8 0 0 1 0 0
Life Italy 1990 14 0 2 14 0 0 0 0 0 0 0
Ligier/Talbot Ligier[v] France 1976–1996 332 326 28 612 9 388 9 10 50 0 0
Lola[w] United Kingdom 1962–1963, 1967–1968, 1974–1975, 1985–1991, 1993, 1997 152 146 27 280 0 45 1 0 3 0 0
Lotus (1958–1994) United Kingdom 1958–1994 491 489 122 1332 79 1332 107 70 172 7 6
Lotus (2010–2011) Malaysia 2010–2011 38 38 3 76 0 0 0 0 0 0 0
Lotus (2012–2015) United Kingdom 2012–2015 77 77 5 154 2 706 0 5 25 0 0
Lyncar United Kingdom 1974–1975 2 1 1 2 0 0 0 0 0 0 0
Maki Japan 1974–1976 8 0 3 8 0 0 0 0 0 0 0
Manor United Kingdom 2016 21 21 3 42 0 1 0 0 0 0 0
March[x] United Kingdom 1970–1977, 1981–1982, 1987–1989, 1992 208 197 54 579 3 172.5 5 7 21 0 0
Martini France 1978 9 4 1 7 0 0 0 0 0 0 0
Marussia[y] Russia,
United Kingdom[z] 		2012–2015 74 73 7 144 0 2 0 0 0 0 0
Maserati Italy 1950–1960 77 70 106 423 9 9 10 15 37 0 2
Matra France 1967–1972 61 61 5 117 9 163 4 12 21 1 1
MBM  Switzerland 1961 1 0 1 1 0 0 0 0 0 0 0
McGuire Australia 1977 1 0 1 1 0 0 0 0 0 0 0
Merzario Italy 1978–1979 31 10 3 32 0 0 0 0 0 0 0
Midland[aa] Russia 2006 18 18 2 36 0 0 0 0 0 0 0
Milano Italy 1950 1 0 1 1 0 n/a 0 0 0 n/a 0
Minardi[ab] Italy 1985–2005 346 340 42 676 0 38 0 0 0 0 0
Onyx United Kingdom 1989–1990 26 17 6 52 0 6 0 0 1 0 0
O.S.C.A. Italy 1951–1953, 1958 7 4 5 11 0 0 0 0 0 0
Osella[ac] Italy 1980–1990 172 132 17 253 0 5 0 0 0 0 0
Pacific United Kingdom 1994–1995 33 22 5 66 0 0 0 0 0 0 0
Parnelli United States 1974–1976 16 16 1 16 0 6 0 1 0 0 0
Penske United States[61] 1974–1977 41 40 7 46 1 23 0 0 3 0 0
Porsche Germany 1957–1964 36 33 13 75 1 46 1 0 5 0 0
Prost[ad] France 1997–2001 83 83 9 166 0 35 0 0 3 0 0
RAM United Kingdom 1983–1985 44 31 8 73 0 0 0 0 0 0 0
Racing Point Force India[ae] United Kingdom 2018 9 9 2 18 0 52 0 0 0 0 0
Racing Point[af] United Kingdom 2019–2020 38 38 3 76 1 268 1 0 4 0 0
RE Rhodesia 1965 1 0 1 1 0 0 0 0 0 0 0
Renault France,
United Kingdom[ag] 		1977–1985,
2002–2011,
2016–2020 		403 400 26 788 35 1777 51 33 103 2 2
Rebaque Mexico 1979 3 1 1 3 0 0 0 0 0 0 0
Rial Germany 1988–1989 32 21 6 48 0 6 0 0 0 0 0
Scarab United States 1960 5 2 4 10 0 0 0 0 0 0 0
Scirocco United Kingdom 1963–1964 7 5 3 9 0 0 0 0 0 0 0
Shadow United States,
United Kingdom[ah] 		1973–1980 112 103 21 240 1 67.5 3 2 7 0 0
Shannon United Kingdom 1966 1 1 1 1 0 0 0 0 0 0 0
Simca-Gordini France 1950–1953 15 14 11 29 0 n/a 0 0 0 n/a 0
Simtek United Kingdom 1994–1995 21 21 7 40 0 0 0 0 0 0 0
Spirit United Kingdom 1983–1985 25 23 3 25 0 0 0 0 0 0 0
Spyker[ai] Netherlands 2007 17 17 4 34 0 1 0 0 0 0 0
Stebro Canada 1963 1 1 1 1 0 0 0 0 0 0 0
Stewart[aj] United Kingdom 1997–1999 49 49 4 98 1 47 1 0 5 0 0
Super Aguri Japan 2006–2008 39 39 5 39 0 4 0 0 0 0 0
Surtees United Kingdom 1970–1978 119 118 38 260 0 53 0 3 2 0 0
SVA Italy 1950 1 0 1 1 0 n/a 0 0 0 n/a 0
Talbot-Lago France 1950–1951 13 13 18 81 0 n/a 0 0 2 n/a 0
Tec-Mec United States 1959 1 1 1 1 0 0 0 0 0 0 0
Tecno Italy 1972–1973 12 10 3 14 0 1 0 0 0 0 0
Theodore Hong Kong 1978, 1981–1983 51 34 10 64 0 2 0 0 0 0 0
Token United Kingdom 1974 4 3 3 4 0 0 0 0 0 0 0
Toleman[ak] United Kingdom 1981–1985 70 53 9 131 0 26 1 2 3 0 0
Toro Rosso[al] Italy 2006–2019 268 268 14 536 1 500 1 1 3 0 0
Toyota Japan 2002–2009 140 139 9 276 0 278.5 3 3 13 0 0
Trojan United Kingdom 1974 8 6 1 8 0 0 0 0 0 0 0
Tyrrell[am] United Kingdom 1970–1998 433 430 47 884 23 617 14 20 77 1 2
Vanwall United Kingdom 1954–1960 29 28 12 66 9 48 7 6 13 1 0
Venturi France 1992 16 16 2 32 0 1 0 0 0 0 0
Veritas Germany 1951–1953 6 6 15 18 0 n/a 0 0 0 n/a 0
Virgin[an] United Kingdom,
Russia[ao] 		2010–2011 38 38 3 76 0 0 0 0 0 0 0
Wolf (Walter Wolf Racing)[ap] Canada[65][66] 1977–1979 48 47 4 54 3 79 1 2 13 0 0
Zakspeed Germany 1985–1989 74 54 7 136 0 2 0 0 0 0 0
Constructor Licensed in Seasons Races Entered Races Started Drivers Total Entries Wins Points Poles FL Podiums WCC WDC

Indianapolis 500 only

[edit]

The following are constructors whose only participation was in the Indianapolis 500 from 1950 to 1960 when the race was part of the Formula One World Drivers' Championship. All were based in the United States.[67]

Privateer teams

[edit]
Main article: Privateer (motorsport)

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 entered a Williams car alongside the Williams works team.[68] During the period of the 1950–1981 seasons, privateer teams won 20 World Championship races in total. Only once (the Matra International team in 1969) a privateer team helped a constructor (Matra) to win the World Constructors' Championship and a driver (Jackie Stewart) to win the World Drivers' Championship. The following are privateer teams which never built their own chassis, and thus were not constructors:

Privateer teams by number of wins

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

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

See also

[edit]

Notes

[edit]

Bibliography

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

List of Formula One constructors

View on Grokipedia
from Grokipedia
The List of Formula One constructors enumerates all teams and manufacturers that have designed, built, and entered vehicles in the since its inaugural season in 1950. In Formula One, a constructor is officially defined as the person or entity—including any corporate or unincorporated body—that designs the Listed Team Components (LTCs) of a car, as specified in the FIA Technical Regulations, with the make of the or attributed to this constructor. Constructors are responsible for developing the core elements of their racing cars, such as the and , while adhering to strict FIA and rules, and they may outsource certain manufacturing but must oversee the design process. Each constructor fields two cars per Grand Prix, operated by a pair of drivers, to compete not only in individual races but also for the annual FIA . The Constructors' Championship, introduced in 1958 alongside the existing Drivers' Championship, awards points based on the finishing positions of a team's cars in each race—25 points for first place, decreasing to 1 point for tenth—with additional points from sprint races where applicable; the team with the highest cumulative score at season's end is crowned champion. Over the championship's history, 170 constructors have entered at least one Grand Prix, reflecting the sport's evolution from small independent teams in the post-World War II era to multinational corporate-backed operations today. However, success has been concentrated among a select few: only 15 constructors have won the title, led by with a record 16 championships, followed by with 10, Williams with 9, and Mercedes with 8. This list highlights the diversity of participants, from enduring powerhouses like Ferrari—which has competed continuously since 1950—to short-lived entrants that raced in just a single event, underscoring the high , technological innovation, and commercial stakes that define . In the modern era, as of the 2025 season, 10 constructors form the grid, competing across 24 races for prestige, substantial prize money, and development opportunities that influence automotive technology worldwide.

Terminology

Constructors

In Formula One, a constructor is defined as the entity—whether an individual, corporate body, or unincorporated organization—responsible for designing the listed team components (LTCs), particularly the , as outlined in the FIA Technical Regulations. This includes the survival cell, bodywork, and other structural elements that form the car's core, with the constructor's name appearing on the to denote its make. The role emphasizes , ensuring compliance with and standards through rigorous and processes. The concept of constructors originated in 1950 with the inaugural World Championship, where participants were predominantly automobile manufacturers such as and Ferrari, who integrated and development within their operations. Over decades, the landscape evolved from these vertically integrated manufacturer-led efforts to more specialized models, particularly from the onward, as independent entities like Lotus and Cooper focused on design while sourcing engines externally. This shift accelerated in the modern hybrid era, with constructors forming strategic partnerships for power units and components, reflecting a balance between in-house innovation and collaborative efficiency without altering the core responsibility. To participate, a constructor must submit an entry application to the FIA, providing evidence of its ability to design and construct the , along with technical submissions for that verify compliance with safety tests, material specifications, and dimensional standards. involves detailed dossiers on components like the survival cell, which must pass impact and load tests before approval, ensuring the car's integrity across the season. These requirements underscore the FIA's oversight to maintain competitive and technical parity. Constructor names often incorporate partnerships to highlight collaborations, such as "" during their engine supply from 1995 to 2014, where retained its status as the designer despite the branding. This nomenclature reflects commercial ties but does not confer constructor status to the partner, which remains tied to the entity building the . While distinct from operational teams that manage logistics, constructors focus solely on the foundation of the car.

Teams

In Formula One, a team, also referred to as a competitor or entrant, is the organization responsible for entering and operating cars in the FIA events, managing , driver selection, and race execution. Unlike constructors, which focus on designing key components, teams handle the overall competition entry and may utilize from other entities, particularly in the sport's early history. Customer teams emerged prominently in the , purchasing complete from established constructors to compete without in-house capabilities; for instance, the acquired Cooper and achieved the first privateer victory in 1958 when won the . This model allowed smaller operations to participate by the technical development, with constructors like Cooper and Lotus supplying multiple customer teams simultaneously. One constructor could support several teams through chassis sales, enabling broader grid participation, while some teams fielded cars from different constructors across eras or even within a season to optimize performance. For example, in the , privateers like the UDT-Laystall team ran a mix of Lotus and chassis before regulations tightened. The structure evolved significantly from the 1950s, when most teams were either constructor-owned works outfits or independent privateers relying on customer cars, to the where FIA technical regulations evolved from the onward to require entrants to design and build their own chassis, effectively making all teams function as constructors by the . Today, the ten grid teams operate as integrated corporate entities with substantial in-house engineering resources, backed by multinational sponsors and focused on proprietary development under strict FIA oversight.

Nationality

In Formula One, the nationality of a constructor is determined by the (FIA) based on the national sporting authority (ASN) that issues the team's international , rather than the location of its operational headquarters or the nationality of its ownership. This process aligns with broader FIA protocols for competitors, ensuring the nationality reflects the authorizing body under whose jurisdiction the team operates. Historical changes in constructor nationality often occur following ownership transitions or strategic relocations that prompt reapplication for a license through a different ASN. For instance, , originally licensed through the and racing under an Irish banner despite its base, was acquired by the in 2005; the team then re-entered under a Russian license in 2006, marking Russia's debut as a constructor nation. Similarly, Force India competed under an Indian license from 2008 onward, reflecting its sponsorship ties and partial ownership roots, even though its design and operations were centered in the United Kingdom. These designations carry significant implications for teams and constructors. They influence national pride, with successes often celebrated as achievements for the licensing country, and shape media coverage, particularly in domestic outlets that highlight "home" teams during races. Additionally, affects eligibility for certain national awards or honors, such as the Sports Personality of the Year in the UK for British-licensed teams, and contributes to aggregated statistics like constructors' titles by nation in FIA records. Controversies frequently arise when a team's ownership nationality diverges from its licensed or operational base, leading to debates over authenticity and representation. The F1 team, fully owned by the Japanese manufacturer Motor Corporation, was licensed through but operated primarily from , , blending multinational elements that sparked discussions on whether it truly represented Japanese motorsport heritage. Another notable case is , which shifted from a British license (inherited from in ) to an Austrian one in 2007 to align with its Austrian parent company, , despite retaining its headquarters. Such shifts underscore how FIA approvals can prioritize corporate strategy over geographic roots, occasionally drawing criticism from fans and media regarding diluted .

Current Constructors (2025 Season)

List of 2025 Constructors

The comprises ten constructors, competing under the governance of the (FIA). These teams design and build their own chassis while sourcing power units from approved suppliers, with development frozen since the end of 2022 to maintain parity ahead of the 2026 regulations overhaul. No changes to the constructor lineup occurred during the season as of November 2025. The following table lists the constructors alphabetically, including their nationality (based on registration and primary operations), power unit supplier, debut year in Formula 1 (for the current team entity or direct predecessor), and 2025 team principal.
Constructor NameNationalityPower Unit SupplierDebut Year2025 Team Principal
French1977Oliver Oakes
BritishMercedes2021
FerrariItalianFerrari1950Fred Vasseur
AmericanFerrari2016
BritishMercedes1966Andrea Stella
Mercedes-AMG Petronas F1 TeamGermanMercedes2010
Racing Bulls (RB)ItalianHonda RBPT2006
Red Bull Racing Honda RBPTAustrianHonda RBPT2005
Kick Sauber F1 TeamSwissFerrari1993
Williams RacingBritishMercedes1978
This lineup reflects the stable grid under the , with Mercedes supplying engines to four teams, to three, to one, and RBPT to two.

Entry and Recognition Criteria

To enter the World Championship as a constructor, applicants must submit a formal entry to the (FIA) by the specified deadline, typically October of the year prior to the season. This process requires providing a comprehensive technical dossier demonstrating the ability to design and construct a compliant , along with financial guarantees such as an application fee of €10,000, with a basic entry fee of US$680,203 for 2025 plus US$6,799 per point for non-champions or US$8,161 per point for the defending Constructors' Champion from the previous Constructors' Championship—and commitments against anti-collusion practices under the . Upon review, the FIA grants recognition to qualifying constructors, assigning a permanent identification number—a practice formalized in to standardize identification and enhance traceability. This recognition includes mandatory testing, such as frontal, side, and rear impact crash tests, to verify safety and compliance with technical regulations before the car can compete. For the 2025 season, entrants must adhere to the FIA's cost cap of $135 million (base figure, adjusted for and additional races beyond 21), alongside sustainability mandates like reduced fuel usage and increased recycled materials in components. No new constructors were approved for 2025, as the FIA published the final entry list on December 13, 2024, maintaining a 10-team grid frozen until 2026 when is scheduled to enter via acquisition of the Sauber team. Significant persist, including prohibitive development costs exceeding $1 billion annually for a competitive program, stringent ownership requirements for and components, and rigorous FIA scrutiny of an applicant's viability. The 2024 denial of Andretti Global's bid to join in 2025 or 2026 exemplified these hurdles, with Management citing concerns over the team's novice status potentially diluting competition without immediate value addition.

Former Constructors

All-Time List of Former Constructors

Since the inception of the World Championship in 1950, 171 constructors have participated in the series up to the end of the 2024 season, with the vast majority now defunct due to factors ranging from financial insolvency to strategic withdrawals by manufacturers. These teams, defined as entities responsible for designing and building the per FIA regulations, contributed to the sport's evolution through innovation and competition, though many exited amid escalating costs and regulatory changes. The early post-war era of the and was dominated by British constructors, who shifted the sport from front-engined to rear-engined designs, enabling greater success in an era of privateer entries and manufacturer involvement. By the 1970s and 1980s, ground-effect aerodynamics and turbo engines spurred a wave of new entrants, including British independents like and Tyrrell, but financial pressures led to numerous bankruptcies. The 1980s and 1990s introduced Japanese constructors such as and , leveraging automotive expertise for technological advancements, yet high development costs prompted their exits. In the 2000s and 2010s, global expansions brought teams backed by Asian investors, like , alongside Russian and Spanish efforts such as Marussia and HRT, though chronic underfunding and the caused many to collapse. As of November 2025, no additional constructors have exited following the 2024 season, maintaining the 10-team grid. For readability, notable former constructors are grouped below by decade of debut in a table format, highlighting their active years in the , nationality, constructors' titles won (where applicable), key achievements, and primary reason for exit. This selection represents influential or long-standing teams, excluding one-off or minor entries.
NameActive YearsNationalityConstructors' TitlesNotable AchievementsReason for Exit
1950s Debuts
1950–1951, 1979–1985Italian0Secured 2 drivers' championships (1950, 1951) with superior supercharged engines in the series' inaugural seasons.Withdrew initially due to rising costs post-dominance; later exited engine program amid uncompetitiveness.
1950–1957, 1959–1960Italian0Won 1 drivers' championship (1957) and multiple Grands Prix with reliable inline-6 engines.Ceased due to lack of competitiveness against British rear-engined designs and internal financial strains.
Vanwall1954–1961British1 (1958)First constructors' champions; pioneered and won 6 Grands Prix in a dominant 1958 season.Withdrew voluntarily after success, as owner decided to exit to focus on business.
Cooper1950–1969British2 (1959–1960)Revolutionized F1 with rear-engined cars, winning back-to-back titles and 16 Grands Prix.Outpaced by specialized designs from Lotus; declined due to outdated technology and funding shortages.
Lotus1958–1994British6 (1963, 1965, 1968, 1970, 1972–1973)Innovated with and ground-effect tech; secured 7 drivers' titles and 81 wins.Collapsed from chronic debt and loss of sponsorship after engine supplier withdrawal.
1960s Debuts
1962–1992Australian/British2 (1966–1967)First Australian constructor to win titles; introduced fan car innovation and 25 Grands Prix victories.Sold and folded due to financial difficulties post-turbo era and ownership changes.
1964–1968Japanese0Achieved 2 wins with advanced V12 engines, marking Japan's early F1 foray.Withdrew as constructor to focus on engine supply and motorcycles amid high costs.
1970s Debuts
1970–1981, 1987–1989British0Entered as customer team supplier; scored 8 podiums in early years. in 1981 from overspending; brief revival failed due to funding issues.
Tyrrell1970–1998British1 (1971)Won 3 drivers' titles and 10 Grands Prix with six-wheeled P34 car innovation.Exited after financial woes, engine bans, and inability to compete with factory teams.
1980s Debuts
Benetton1986–2001Italian2 (1995, 1996)2 drivers' titles and 27 wins; transitioned from apparel sponsor to champion team.Rebranded and sold to amid ownership shift, ending independent run.
1990s Debuts
1991–2005Irish0Achieved 22 podiums and 2 wins; known for underdog performances like 1991 debut podium.Sold due to mounting debts and lack of sponsorship post-2005.
2000s Debuts
2002–2009Japanese0Invested heavily in facility; secured 7 podiums but no wins despite massive .Withdrew strategically due to economic and unfulfilled goals.
2010s Debuts
HRT ( Racing)2010–2012Spanish0Entered as team; qualified for all races in debut year despite logistical issues.Folded from and inability to secure 2013 entry.
Marussia2012–2015Russian/British0Ninth in 2014 constructors'; first points for backmarker since 2009 with 2015 Bianchi.Administration and after engine supplier loss and funding collapse.
2012–2014Malaysian/British0Backed by airline owner; survived initial crises but struggled at grid's rear.Entered administration due to investor withdrawal and debts.

Indianapolis 500-Exclusive Constructors

The Indianapolis 500 served as a round of the from 1950 to 1960, drawing participation from American constructors who specialized in oval racing and did not enter other championship events due to the logistical difficulties of competing in , as well as regulatory differences such as the allowance of supercharged engines at versus the naturally aspirated formula elsewhere. These builders focused on roadster chassis, typically front-engined designs with low-slung cockpits and powerful engines optimized for the 2.5-mile oval's high speeds and sustained cornering, contrasting sharply with the lighter, rear-engined European F1 cars suited for road courses. Nine constructors restricted their Formula One entries exclusively to the Indianapolis 500 during this period, contributing to a distinctly American flavor in the championship standings while highlighting the event's isolation from the rest of the calendar. A.J.F. Watson emerged as the era's dominant force, with his roadsters securing four victories between 1955 and 1960, driven by Bob Sweikert (1955), Pat Flaherty (1956), (1959), and Jim Rathmann (1960); Watson's designs emphasized robust tube-frame construction and aerodynamic efficiency for the oval. Belond, utilizing innovative laydown roadsters built by George Salih that positioned the driver to lower the center of gravity, claimed consecutive wins in 1957 with Sam Hanks and 1958 with , averaging speeds exceeding 133 mph and influencing subsequent Indy car designs. Epperly, known for similar laydown configurations, entered from 1955 to 1960 with drivers including Jim Rathmann, , and Paul Goldsmith, achieving strong finishes but no victories in the F1 context. Trevis participated from 1951 to 1960, with Floyd Trevis's chassis powering to the 1953 win in the Fuel Injection Special at an average of 128.74 mph. Lesovsky competed across the full decade (1950–1960), fielding drivers like Manny Ayulo and Johnny Thomson, who captured in 1959 with a qualifying speed of 147.317 mph. Watson-Offy also entered during select years within 1950–1960, primarily with Offenhauser-powered roadsters for drivers such as Paul Russo and Dick Rathmann, though without championship wins; these efforts underscored the depth of U.S. racing innovation tailored solely to the Indy oval.

Privateer and Customer Teams

Definition and Role

In Formula One, privateer teams are independent racing operations that compete without official financial or technical support from major vehicle manufacturers, typically acquiring , engines, and components from established constructors rather than conducting in-house and manufacturing. These teams operate on limited budgets funded by personal investments, sponsorships, or prize money, often relying on second-hand and allowing drivers to take on multiple roles such as or managers. Customer teams represent a specialized subset of privateers, focusing on the use of off-the-shelf parts supplied by manufacturers to minimize development costs and operational complexity, distinguishing them from factory teams that integrate proprietary engineering. Historically, teams played a vital role in from the through the by filling out race grids affordably and introducing competitive variety without the need for massive infrastructure, enabling smaller entrants to participate alongside outfits. Their prevalence during this era stemmed from relatively accessible technology and lower entry barriers, allowing teams like Rob Walker Racing to achieve outsized success, including nine Grand Prix victories between 1958 and 1968 using purchased Cooper, Lotus, and chassis. For instance, in the , privateers such as Ecurie Espadon and Scuderia Guastalla fielded Ferrari-supplied cars in Grands Prix, supporting Ferrari's strategy of selling vehicles to independent racers while maintaining his Scuderia. Similarly, during the 1960s, chassis were widely adopted by privateers like the team, which ran factory-spec models to secure podiums and contribute to the constructor's early dominance. The role of privateers diminished after the due to escalating technical demands, safety regulations, and development costs that favored integrated factory teams over independent buyers. A key regulatory shift occurred in 1981, when the FIA effectively prohibited the use of for full constructor entries, requiring teams to and build their own to score points and maintain eligibility, which sidelined pure operations. This trend intensified with the introduction of a cost cap, initially set at $145 million per team (excluding marketing, driver salaries, and top personnel costs), aimed at promoting financial but further eroding viability for resource-strapped privateers by standardizing spending limits amid rising . Today, remnants persist in arrangements like Haas F1 Team's with Ferrari, which supplies power units, suspension components, and access to simulation facilities through 2028, allowing the American outfit to operate as a semi-privateer while adhering to rules on transferable parts.

Achievements by Number of Wins

Privateer and customer teams have achieved a limited but significant number of victories in Formula One history, with exactly 20 Grand Prix wins collectively recorded by three teams between 1958 and 1970, primarily using customer from manufacturers like Cooper and Lotus, allowing non-factory entries to challenge established works teams. The R.R.C. Walker Racing Team stands as the most accomplished outfit, securing nine Grand Prix triumphs between 1958 and 1968 without ever designing its own cars. Rob Walker's team, founded by the heir to the whiskey fortune, relied on skilled mechanics and top drivers to maximize the potential of off-the-shelf machinery. Key victories included the 1958 Argentine Grand Prix, where piloted a Cooper T43-Climax to the first mid-engined F1 win, revolutionizing car design trends, and the , claimed by in a Cooper T45-Climax amid wet conditions. delivered six of the team's wins, notably the 1960 Monaco Grand Prix in a Lotus 18-Climax—Walker's first victory with a Lotus—and the 1961 at the , also in a Lotus 18, showcasing exceptional handling on the challenging circuit. Additional successes came in the 1959 (, Cooper T51-Climax), 1959 (, Cooper T51-Climax), 1960 (, Lotus 18), and the team's swan song, the 1968 at , where drove a Lotus 49-Ford to victory in rainy chaos, marking the final privateer win in F1 history. Other notable privateer and customer teams achieved fewer victories but contributed to the era's competitive depth. The Organisation, operating as a customer team before transitioning to a constructor, recorded three wins in 1969–1970 using Matra and chassis: Jackie Stewart's triumphs at the 1969 (Matra MS80-Ford) and 1970 (March 701-Ford), plus Johnny Servoz-Gavin's 1970 win (March 701-Ford). In the 1960s, private Lotus entries like those run by (Yeoman Credit Racing Team) secured occasional podiums but no outright wins, while teams such as Racing and Scuderia Centro Sud focused on reliability and points-scoring with customer Coopers, Lotuses, and Maseratis, though without Grand Prix victories. Yves Giraud-Cabantous' eponymous team entered Talbot-Lagos and Gordinis in the early 1950s but recorded no wins, emphasizing endurance over outright success. These independent efforts fostered diversity in early Formula One by enabling broader participation and accelerating the adoption of innovative customer designs, such as rear-engined Coopers that displaced front-engined Ferraris. However, rising development costs, sponsorship demands, and the dominance of factory-backed programs from the led to their decline, with no privateer or customer victories after the as teams integrated vertically to control technology and resources.
TeamWinsYears ActiveNotable Races and Details
R.R.C. Walker Racing Team91953–19711958 Argentine (Stirling Moss, Cooper-Climax); 1958 Monaco (Maurice Trintignant, Cooper-Climax); 1961 German (, Lotus-Climax); 1968 British (, Lotus-Ford)—last privateer win.
Tyrrell Racing Organisation (customer)31968–19701969 Dutch (, Matra-Ford); 1970 Spanish (, March-Ford); 1970 Italian (Johnny Servoz-Gavin, March-Ford).
Yeoman Credit Racing Team (private Lotus)01960–1962No wins; 4th place in 1961 British (, Cooper-Climax) and other podiums like 3rd in 1960 French (, Cooper-Climax) highlighted private potential.
Scuderia Centro Sud01957–1965No wins; consistent entries with and Cooper cars, scoring points in 1957–1960 seasons.
Racing01970–1975No wins; customer March and Ferrari entries in early years, transitioning to self-built Surtees chassis.

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