The deafening roars of yesteryear are gone, overtaking moves are fewer than we’d like, and the drivers don’t quite carry the same mythical aura they once did. Modern F1 cars are enormous, almost indistinguishable from one another, and while the halo is a lifesaving innovation, it’s hardly a design you’d put on a poster. Let’s face it—this isn’t the Formula 1 we all grew up idolizing.
But it’s still Formula 1. No other race car can match its sheer speed, sophistication, or efficiency. The drivers are the absolute best on the planet — certified by their FIA’s super license. F1 didn’t just stumble into being called “the pinnacle of motorsport.”
Here’s the kicker, though: Formula One is not the best because it has the fastest cars or the greatest drivers. The magic works the other way around. Formula 1 was built to be the top tier, and in doing so, it turned its cars and drivers into legends.
While 2020 marked Formula 1’s 70th anniversary — complete with a special 70th Anniversary Grand Prix at Silverstone — the story of F1 didn’t truly begin in 1950, as often claimed. The real start? 1946. But even that was just the moment the spark ignited, following nearly four decades of build-up.
Rewind to 1902, when the seeds of modern motorsport were planted during the planning of the third Gordon Bennett Cup. If you’re scratching your head, here’s a quick refresher: the Gordon Bennett Cup was the first truly international motor racing competition. And it wasn’t just a battle of drivers; it was a clash of nations, as cars raced not for individual glory but for the pride of their homeland.
So, while Formula 1 may wear the crown today, its roots go far deeper than most realize, stretching back to a time when national flags mattered more than podium finishes.
By 1901, during only its second edition, the Gordon Bennett Cup faced a problem. The performance gap between competing cars was enormous, and something had to be done to level the playing field. Enter 1902: representatives from the competing nations’ automobile clubs gathered in Paris — the cultural and commercial epicenter of the world at the time and the host city for that year’s race. Their mission? To create a set of regulations that would balance car performance by linking weight to power output.
This set of rules became known as the International Formula, and here’s the lightbulb moment: that’s why they’re called “formula cars” — built to adhere to a formula of performance specifications.
That gathering of clubs would later evolve into something much bigger. In 1904, it became the Association Internationale des Automobile Clubs Reconnus (AIACR) — the precursor to today’s FIA.
The Birth of the Grand Prix
Just two years later, Gordon Bennett decided he’d had enough of car racing. His beloved Cup was transformed into a ballooning competition instead. Why the sudden shift? Well, here’s the kicker: Bennett never actually drove a car. For him, motor racing was nothing more than a clever way to promote his newspaper, the New York Herald.
When the Gordon Bennett Cup disappeared, the Automobile Club de France (ACF) wasted no time stepping in. They created a new race, one so prestigious it was simply named the Grand Prix — “Big Prize.” Naturally, the cars competing in this marquee event would follow a formula devised by the ACF: the Grand Prix Formula. This set the stage for the association of the terms “Grand Prix” and “formula,” a pairing that has endured ever since.
The formula itself was remarkably straightforward: cars could weigh no more than 1,000 kilograms. That was it. Engine size? Unlimited. Power output? Go wild. Layout? Anything goes. The only rule was the weight cap, making it a free-for-all for engineers to push boundaries and chase outright speed.
While France had its Grand Prix, Germany and Italy weren’t far behind, each hosting their own prestigious races: the Kaiserpreis and the Targa Florio. These events were equally celebrated by the burgeoning motoring world, but there was a catch — neither followed the Grand Prix Formula. Instead, each had its own set of rules, creating a patchwork of regulations that made competing across borders anything but straightforward.
The Targa Florio, for example, required production cars with at least 10 units built. Weight limits depended on price: cars costing up to 15,000 francs had to stay under 1,000 kg, while those priced between 15,000 and 20,000 francs could weigh up to 1,300 kg. Meanwhile, the Kaiserpreis demanded cars with engines no larger than eight liters and a minimum weight of 1,175 kg.
This meant that a car designed for the Grand Prix could compete in the Targa Florio, or a Targa Florio car could enter the Kaiserpreis. But if a team wanted to tackle all three of Europe’s biggest races, they’d need at least two entirely different cars. It was a logistical and engineering headache — but one that laid the foundation for the global motorsport arms race to come.
Despite the Ostend Formula’s attempt at unification, the Automobile Club de France (ACF) couldn’t resist doing things their own way. In 1909, they implemented a unique set of rules for the Grand Prix, only to face a backlash from manufacturers. The result? A full-scale boycott, leading to the cancellation of races in 1909 and 1910.
When the event finally returned in 1911, the turnout was dismal — so much so that the ACF had to rethink everything. Their solution for 1912? Scrap the rulebook entirely. That’s right: no rules. Teams were free to build whatever they wanted, run whatever they had, and race however they liked. Ironically, this anything-goes approach was formalized as Formula Libre.
The plan worked. The grid filled up, and the Grand Prix regained its status as the premier race of the year. But, unsurprisingly, the French quickly grew uneasy with the sheer speeds these unrestricted machines could achieve. By 1913, they reinstated a consumption cap — this time at 5 km/l — and returned to using their own bespoke rules.
In 1914, the AIACR stepped in once again, introducing a new formula that capped engine displacement at 4.5 liters. But just as this framework began to take shape, World War I erupted, bringing European motorsport to a grinding halt. The world would have to wait until 1919 to see Grand Prix racing rise from the ashes.
Meanwhile, in America
Despite the complexities of the Grand Prix regulations, the Americans embraced the challenge. In 1908, they hosted the inaugural American Grand Prix — the first race outside Europe to follow the French Grand Prix formula, including its piston area restrictions. It didn’t stop there; the Italians soon adopted the same rules for their Coppa Florio. This global adoption cemented the identity of these vehicles as “formula cars,” built to adhere to a specific set of regulations.
When World War I began in 1914, European motorsport ground to a halt. The Americans, however, faced no such interruption. They pressed on with their burgeoning racing scene, including the newly established Indianapolis 500. The event ran uninterrupted until 1917, when the United States finally entered the war.
When motorsport resumed in the United States in 1919, organizers adopted a new formula that had been in the works by the AIACR before the war. This regulation limited engine displacement to 4.9 liters (300 cubic inches). It provided a fresh start for American racing and laid the groundwork for a unified global approach.
By 1921, as Europe began to recover and racing returned to the continent, the Europeans embraced the American formula. This marked the beginning of a transatlantic relationship that would shape motorsport for decades to come. From shared regulations to technical exchanges, this intercontinental partnership thrived, influencing racing across both sides of the Atlantic well into the mid-1950s.
By this point, the term Grand Prix had taken on a life of its own. Races around the world — including the iconic Indianapolis 500 — were borrowing the prestigious name, often without adhering to any of the formulas established by the ACF. Yet many of these events were still contested by so-called “formula cars,” further muddying the waters.
It was clear that motorsport needed more structure. With the name Grand Prix becoming a catch-all for any major race, and varying rules spreading across continents, the time had come to set the record straight and bring order to the growing chaos.
The first World Championship
After nearly two decades of rivalry between the ACF and the AIACR over control of international racing regulations, clarity finally emerged in 1922. The AIACR established a dedicated sporting committee tasked with evaluating every aspect of motorsport — from technical specifications to race organization.
The result was a unified set of rules specifically designed for Grand Prix racing. This move not only solidified the AIACR’s authority but also provided a framework that brought consistency and legitimacy to the increasingly global phenomenon of Grand Prix events. It marked the beginning of a more structured era for motorsport, setting the stage for the evolution of racing as we know it today.
The new Grand Prix formula introduced by the AIACR in 1922 was a testament to motorsport’s rapid evolution. It limited engines to 2 liters, with or without supercharging, and set a minimum car weight of 650 kg. To address stability, the rear overhang could be no more than 1.5 meters — a seemingly generous allowance, but reasonable for the teardrop-shaped bodies of the era. Additionally, the combined weight of the driver and the mechanic (yes, two-person crews were still a thing) had to be at least 120 kg.
By 1923, this formula was already shaping the sport, and the AIACR made another groundbreaking decision: to identify the year’s most important races and establish a World Championship of Grand Prix Constructors. The inaugural championship in 1925 featured four key events: the Indianapolis 500, the Belgian Grand Prix, the Italian Grand Prix, and the French Grand Prix.
Notably absent was Germany, whose storied Kaiserpreis had been a fixture in early motorsport. However, the nation was still banned from international competition as a consequence of World War I. This exclusion underscored the lingering political and social impacts on the world of racing, even as it began to unify under a global framework.
By the following season, Germany was back in competition, although the country still lacked its own Grand Prix. Instead, the championship calendar expanded to include the Grand Prix of the Royal Automobile Club (Great Britain) and the Gran Premio de San Sebastián — designated as the Grand Prix of Europe — in Spain. This six-race schedule became the standard for 1927, and Germany was slated to host its first Grosser Preis starting in 1928.
However, a series of cancellations derailed these plans. The French, Belgian, British, Spanish, and even German Grands Prix were all scrapped, leaving no championship in 1928 or 1929. The ripple effect was significant: manufacturers like Bugatti, once deeply invested in racing, began losing interest and sold off their competition cars.
Across the Atlantic, the story diverged. By 1930, the Indianapolis 500 decided to break away from European influence and adopt its own set of rules, signaling the first major split between American racing and the AIACR.
In response to the declining interest and fractured schedules, a new approach was needed. The solution? Launching a European Championship in 1931, complete with new races and regulations designed to rejuvenate Grand Prix racing and restore its prestige.
Formula Europe
With American participation off the table and a dwindling number of manufacturers and Grand Prix events in Europe, the AIACR took a bold step in 1931. They introduced the European Championship of Grand Prix Racing, shifting the focus from constructors to the drivers themselves. This was a strategic pivot to revive enthusiasm and attract competitors back to the grid.
To sweeten the deal, the AIACR returned to the Formula Libre format — an ironic choice given their earlier disputes with the French over its use. This meant complete freedom in car design, removing technical restrictions and allowing teams to push the boundaries of innovation.
But the changes didn’t stop there. The regulations also standardized the race format: every Grand Prix would last ten hours, and each car had to be shared by two drivers. This endurance-focused structure introduced a new dynamic to the sport, emphasizing teamwork and strategy while still leaving room for individual heroics. It was a turning point for Grand Prix racing, balancing innovation with tradition to ensure the sport’s survival during a challenging era.
The early 1930s marked a period of experimentation for Grand Prix racing. The European Championship’s debut in 1931 featured a calendar of just three races — the Italian Grand Prix, French Grand Prix, and Belgian Grand Prix. These iconic events remain part of the modern Formula 1 calendar, but back then, their extended ten-hour format hinted at an endurance racing flavor, perhaps compensating for the slim schedule.
In 1932, further changes arrived. The Formula Libre rules remained, but races were shortened to five to ten hours, and for the first time, single-seaters made their debut. This marked a pivotal moment in Grand Prix history, as the focus began to shift from multi-driver endurance contests to streamlined competition, both in car design and race strategy.
The constant tinkering was a clear sign that the AIACR was searching for the elusive “perfect formula” for its championship. By 1933, race formats evolved yet again: the minimum distance was set at 500 km, but no championship was held that year. The European Championship returned in 1935 with a groundbreaking new regulation: cars were limited to a maximum dry weight of 750 kg. Fuel type and volume were unrestricted, and cars had to be at least 85 cm wide, laying the groundwork for the high-speed, technical contests that defined the pre-war Grand Prix era.
These shifts reflected a sport in transition, grappling with its identity while planting the seeds for the modern spectacle we know today.
By the mid-1930s, the AIACR had finally achieved its vision of a robust, seven-race calendar. The Monaco Grand Prix, along with races in France, Belgium, Switzerland, Germany, Italy, and Spain, became the cornerstones of the championship. Yet, while the schedule looked strong, the competition was anything but balanced.
Germany’s government-funded racing program pumped an astounding 450,000 Reichsmarks into the development of its cars, leaving rivals struggling to keep up. Alfa Romeo, for all its pedigree, couldn’t compete — even with the legendary Tazio Nuvolari behind the wheel. The inaugural season of this new championship was a showcase of German engineering might. Rudolf Caracciola clinched the title in his Mercedes-Benz W25, a technological marvel with an inline-eight engine displacing 4.3 liters.
Meanwhile, Auto Union stunned the paddock with their radical design: a rear-engined single-seater powered by a monstrous 5.6-liter V16. Ferrari, running Alfa Romeo’s legendary P3s with 3.8-liter inline-eight engines, tried to keep pace but often found themselves outgunned.
The grid also featured a rich tapestry of challengers, including Maserati-backed Scuderia Subalpina, the resurgent Bugatti team, and Britain’s English Racing Automobiles (ERA). Beyond the factory teams, six privateers and independent drivers added to the diversity, each striving for a shot at glory.
In 1936, Auto Union dominated the racing world with a reduced championship calendar, which featured just four Grand Prix events — Monaco, Germany, Switzerland, and Italy. Despite the limited number of races, the season was a showcase of Auto Union’s brilliance. Bernd Rosemeyer, in his legendary Type C, managed to win every race except the first, underscoring the team’s absolute dominance in that era.
But the following year, the winds of change swept through the sport once again. In 1938, a major shift in the regulations was introduced: cars would now be required to conform to a 3-liter formula with supercharging. Alternatively, a 4.5-liter engine without a supercharger was also allowed. Along with the new engine specifications, the weight of the cars was adjusted according to engine capacity, with a minimum weight of 850 kg.
This shift marked a significant move towards more balanced competition, as teams now had to make choices between supercharged and naturally aspirated engines, each with its own set of advantages. The change in regulations laid the groundwork for the next phase in Grand Prix racing, where innovation and engineering prowess would determine who would rise to the top.
As the 1938 and 1939 seasons unfolded, the titanic rivalry between Auto Union and Mercedes-Benz continued to define Grand Prix racing. Rudolf Caracciola secured back-to-back championships at the wheel of the formidable Mercedes-Benz W154, a car that epitomized German engineering dominance with its supercharged V12 engine. Meanwhile, Auto Union remained a potent force, challenging Mercedes at every turn.
But just as motorsport reached new heights of sophistication and speed, history intervened. The outbreak of World War II in 1939 brought European racing to a screeching halt. While Grand Prix racing ceased on the continent, the sport found a lifeline across the Atlantic. In both North and South America — including Brazil — motorsport persisted through sporadic, standalone events. These races, however, lacked the cohesion of a championship and were primarily contested by local drivers with limited resources.
Even this fragment of racing continuity was short-lived. When the United States entered the war in 1942, motorsport activities were suspended entirely, leaving the tracks silent until the conflict ended in 1945.
Formula 1
When World War II finally ended, Europe’s racing circuits were quiet, and its most dominant motorsport force — Germany — was effectively sidelined. German manufacturers, once the powerhouses of Grand Prix racing, were in no condition to compete. Mercedes-Benz, despite having its formidable W154 cars, faced the daunting task of rebuilding its operations in a shattered economy. Auto Union, meanwhile, had suffered an even harsher fate. With its factories located in East Germany, the company was seized by the Red Army and effectively dismantled, leaving the iconic brand on the brink of extinction.
Adding to Germany’s woes, the nation was outright banned from international competition until 1950 as part of the post-war sanctions. This left the sport to rebuild itself without its pre-war titans. The absence of Mercedes and Auto Union created an opportunity for other manufacturers and teams to step into the spotlight, and as the dust settled, a new era of motorsport began to take shape — one that would redefine the very essence of Grand Prix racing.
The motorsport scene began to stir once again, with Italy and France at the forefront of its revival. The Italian manufacturers, particularly Alfa Romeo, resumed racing with their pre-war voiturette contender, the Alfa Romeo 158. This 1.5-liter supercharged marvel had been developed for the smaller and lighter voiturette category, a step down from the full-fledged Grand Prix formula. Maserati, too, returned to the fold, fielding their own 1.5-liter voiturette machines, reigniting their fierce rivalry with Alfa Romeo in a local racing scene eager to reclaim its glory.
Across the border in France, the automotive landscape was defined by larger, naturally aspirated machines. The Talbot and Delahaye marques, with their robust 4.5-liter engines, adhered to the pre-war 1938 Grand Prix regulations. These cars, built for endurance rather than outright speed, quickly became staples of the local racing circuits. Alongside other entries from various categories, they helped bring life back to French motorsport as early as 1945, setting the stage for a gradual resurgence of international competition.
The AIACR, now reformed as the Fédération Internationale de l’Automobile (FIA), took on the monumental task of reorganizing racing categories for the post-war era. Its International Sporting Commission, the same body that had unified Grand Prix regulations in 1922, was charged with shaping a new framework to bring order to the sport.
Acknowledging the cars already in existence, the FIA established Formula A as the pinnacle category. It would be contested by machines with naturally aspirated 4.5-liter engines or 1.5-liter supercharged power units — a direct continuation of the 1938 Grand Prix regulations. For smaller and less powerful cars, Formula B was created, offering a second tier of competition. Notably, the FIA opted to ban 3.0-liter supercharged engines, deeming them incompatible with the new direction.
Despite these efforts, the majority of races in 1946 were still run under Formula Libre rules, reflecting the transitional state of motorsport as teams adapted to the new regulations. Only one notable event adhered to the freshly minted Formula A guidelines: the Grand Prix of Turin. There, Achille Varzi piloted his Alfa Romeo 158 — a relic of the pre-war voiturette category — to a decisive victory, marking an early milestone in the new era of structured Grand Prix racing.
By 1947, motorsport was beginning to find its rhythm again. Four races stood out among the crowded calendar, harking back to the prestige of the Grand Prix of the 1920s and 1930s. These were the Grandes Épreuves — elite events contested by cars conforming to Formula A regulations. There were no championship or formal titles, just the honor of being regarded as the best driver of the year.
In 1947, the Grandes Épreuves consisted of the Swiss, Belgian, Italian, and French Grands Prix. A year later, in 1948, the Monaco Grand Prix joined the fold, replacing Belgium, with its iconic harbor-side circuit quickly cementing its place as a legendary venue. By 1949, the Belgian Grand Prix returned to the roster, and a fifth event, the British Grand Prix, was added. These races became the proving grounds for the top drivers and manufacturers, setting the stage for a new level of competition.
The FIA, meanwhile, was busy reshaping the structure of the sport. In 1950, it introduced a new category for smaller cars with engines limited to 500 cm³. This led to the establishment of Formula 3, complementing the existing categories. By this time, the informal nicknames Formula 1 and Formula 2 had become commonplace for Formula A and Formula B. Recognizing this, the FIA made it official: Formula A would henceforth be known as Formula 1, while Formula B became Formula 2.
This rebranding marked the birth of Formula 1 as we know it today — the top tier of single-seater motorsport, where legends are made and history is written. The groundwork was laid for the inaugural Formula 1 World Championship in 1950, the first truly global stage for drivers and teams to prove their mettle.
In 1950, motorsport entered a new era. The revered Grandes Épreuves, with their informal tradition of crowning the best driver of the year, were transformed into the inaugural Formula 1 World Championship for Drivers. It marked the first time that points and titles would be awarded in a globally unified competition, solidifying Formula 1 as the pinnacle of motorsport.
The calendar was ambitious yet rooted in tradition, featuring a mix of Grandes Épreuves like the Swiss, Belgian, French, and Italian Grands Prix, alongside a new crown jewel: the British Grand Prix at Silverstone, which served as the championship’s opening round. This marked the birth of a truly international series, blending heritage with forward-looking ambition.
But in this debut championship, drivers were the sole focus. Teams played a vital role, of course, but there was no formal recognition for manufacturers. It wasn’t until 1958 that a Constructors’ Championship was introduced, hearkening back to the interwar era of manufacturer supremacy. By then, the sport had evolved into a technological and competitive arms race, with teams vying for glory alongside their drivers.
The debut of Formula 1 as a championship in 1950 was more than a new chapter — it was the beginning of a global phenomenon. From its origins as a scattered series of elite races, Formula 1 had finally coalesced into the structured competition that continues to captivate the world to this day.