Why do F1 teams use DRS during races?

Drag Reduction System is used by Formula 1 teams during races to change the aerodynamic balance of the car and create clearer overtaking opportunities. The Fédération Internationale de l'Automobile introduced DRS as a sporting measure in 2011 to help following cars close the speed gap on straights and make more passes possible, addressing concerns about processional races and limited on-track passing. Andrew Benson, BBC Sport, documented the rule’s introduction and the sporting rationale behind it.

How DRS works on the car
DRS is a movable flap in the rear wing that opens under controlled conditions to reduce aerodynamic drag and, at the same time, reduce rear downforce. The effect is a measurable increase in top speed on a straight at the cost of cornering grip when the flap is open. The FIA’s technical guidance defines where and when the system may be activated during a race, and Charlie Whiting of the Fédération Internationale de l'Automobile outlined the one-second detection window used to determine when a pursuing driver is permitted to use DRS. Teams exploit this mechanic to give a driver a straight-line speed advantage sufficient to complete a pass into braking zones or to close tightly enough to attempt a maneuver.

Strategic, tactical, and circuit-dependent use
Teams plan race strategy around when and where DRS can be used. On tracks with long, fast straights such as Silverstone or Monza, DRS is significantly more effective because the aerodynamic gain translates into greater relative speed before the next braking zone. In tighter street circuits such as Monaco the narrow layout and low-speed corners make DRS less useful, so teams rely more on tyre strategy and qualifying position. Engineers such as Gary Anderson have explained in Autosport how setup compromises—wing angle, suspension tuning, and tyre choices—are adjusted to balance the benefit of DRS on straights against the need for stability through corners.

Consequences for racing, safety, and culture
The immediate consequence of DRS has been a rise in the number of passes that are at least partially assisted by the device, altering how drivers defend and how races unfold. Some critics argue DRS creates “artificial” overtakes, while proponents point to more varied race results and strategic battles. The system also has safety implications: opening the rear wing reduces downforce, so teams must ensure drivers are only exposed to that reduced grip in predictable, controlled zones. Race officials control activation zones and times to manage risk and fairness.

Beyond pure sport, DRS affects how teams allocate resources and develop aerodynamics; aerodynamic concepts that maximize the benefit of a DRS pass become part of car design and race-weekend setup. Culturally, the device has changed fan expectations about overtaking and has become part of racecraft taught to drivers from junior categories upwards. The technique remains a regulated compromise between encouraging action and preserving the aerodynamic complexity that defines modern Formula 1.