F1 cars generate downforce using front and rear wings, plus a shaped underfloor that speeds up airflow beneath the car to create suction toward the track surface. Air passing over the wings is directed to push down on the car, similar to how an aeroplane wing works but flipped upside down. The floor and diffuser at the rear extract air efficiently, adding further downward force without relying on the wings alone.

Points are awarded to the top ten finishers in each race, with 25 points for first place down to 1 point for tenth. Points count toward both the Drivers’ Championship and the Constructors’ Championship, the latter combining both teammates’ scores across the season.

Grid penalties move a driver backward on the starting grid, usually for exceeding their allocation of power unit parts or for causing an avoidable collision in a previous session. Penalties are applied in the order they were issued, and if the total exceeds 15 places, the driver simply starts from the back of the grid instead. Penalties can also shuffle other drivers’ positions if several take penalties at the same race.

F1 drivers train their necks with resistance exercises, weighted head movements, and specialist machines that simulate the sideways forces experienced in corners. Strong neck muscles are essential because the helmet and head effectively feel far heavier than usual under high cornering G-forces, and a weak neck would tire quickly or risk injury. Many drivers also use platforms that tilt or spin to build the endurance needed for a full race distance.

F1 cars generate so much downforce at high speed that, in theory, they could produce more downward force than their own weight, meaning they could stick to a ceiling if one existed. This is often illustrated by the claim that an F1 car could drive upside down through a tunnel at somewhere around 150–200 mph, purely because of aerodynamic grip. It’s a fun demonstration of downforce rather than something ever tested in reality.