Yes, they have duct tape.
But that's where the similarities with workbenches everywhere end - this is fancy, black Formula One-approved duct tape, after all.
To use the word 'garage' to describe the area where F1 teams work on their cars seems wrong, somehow. Atelier might be more appropriate, or clinic.
It's as clean as the average intensive-care ward, and as carefully organized as a library.
And an F1 team of engineers and mechanics in full swirl is something to behold.
The Force India racing team allowed The Globe and Mail to watch a practice session for the Canadian Grand Prix from their garage and for a 50-cent tour of their facilities.
One enters by the back of the paddock and into a hallway - F1 teams have custom-branded movable partitions to wall the garage off and create a laboratory feel.
"It's a little more cramped here than on other stops on the circuit," smiled a team official.
To the left, a room with piles and piles of tires on wheeled carts, each clad in warming covers featuring neon identification strips (right rear, left front and so forth). Some are plugged into battery packs.
To the right, a spacious area with spare engine blocks and gearboxes - they're made out of carbon-fibre and look like something out of a NASA lab.
There are also a pair of small trailers called igloos.
One contains a store of "consumable" parts, like screws and bushings, the other has hydraulics and gearbox components (there's another area nearby for carbon-composite parts).
Back into the hallway, you jog quickly to the left and into an ante-room with a wall of headphones (to protect against the din) and radio packs - each is personalized, there are 45 to 50 team members around at any given moment - and then out into the garage.
On this day, the Force India engineers are paying special attention to driver Adrian Sutil's rear wing. They're also spending a lot of time tinkering with teammate Tonio Liuzzi's aerodynamic set-up.
Force India, who sit sixth out of 12 teams in the constructors' standings, are also fiddling with their version of "F-duct" technology - a scoop that alters airflow to lessen the downforce that glues the cars to the road. Force India's is called switchable rear wing, or SRW in the team's argot, the Circuit Gilles-Villeneuve demands lower downforce than other courses.
The garage itself is sparkling; the gleaming cars (official model name: VJM03) are separated by refrigerator-sized fuel containers. Computer screens line the exterior walls.
The cars are hooked up to overhead pods, which provide a hardwire link to the millions of dollars in computer gear required to get an F1 car race-ready.
Nearby, a half-dozen telemetry experts and performance engineers are shoehorned into a partitioned area, eyes riveted to a bewildering array of screens.
From here, they'll monitor everything from tire wear to safety equipment to minute changes in g-forces - hundreds of variables in total.
As the clock counts down to the beginning of practice, activity picks up; Liuzzi (shortish, cinematically handsome) is the first to wedge himself into his car, then comes Sutil (tall, regal bearing).
The high-pitched whine of electric starters is followed by the full-throated animal sound of an F1 car roaring to life.
After a few laps, Liuzzi comes in, and the smell of warm rubber and hot brake pads invades the garage. Sutil arrives next.
As Liuzzi's main mechanic Richard Wrenn, a burly Englishman, directs traffic - "get me a one-mil, please" - a mechanic bashes on a carbon cowling to jar a bolt loose.
On Sutil's side of the garage, two technicians make minute adjustments to his rear wing. In the end, they will replace his nose cone and rear spoiler; the original ones are carried out gingerly, the parts are unique, fragile, and expensive.
The other thing that happens a lot in an F1 garage is polishing - the cars' exterior surfaces are continually being sprayed with rubbing compound and wiped clean.
With an almighty growl, the cars return to the track and all eyes swivel to the screens that show the telemetry data and a video feed of the course.
At one point, Sutil leaves twin skid marks on the floor of the garage - they are quickly scrubbed away.
After a few more stops and adjustments the 90-minute session is over.
"Our performance seems reasonable, and with one or to improvements that we can make for tomorrow I think we can be competitive in qualifying and on Sunday," chief engineer Dominic Harlow said afterward.
Just before the drivers return to be extricated from their cockpits and have their cars dismantled, a silver-haired mechanic carefully brushes all the dust and grit off the floor.
It wouldn't do to have grime in a garage.