Current Ferrari

Ferrari

FIA Entry: Scuderia Ferrari Marlboro
Drivers Car 5: Fernando Alonso
Car 6: Felipe Massa
Engine: Ferrari V8
Chairman: Luca di Montezemolo
Team Principal: Stefano Domenicali
Technical Director: Aldo Costa
Race Engineer Car 5: Andrea Stella
Race Engineer Car 6: Rob Smedley

Stats as of end 2010 Season

First Entered: 1950
Races Entered: 813
Race Wins: 215
Pole Positions: 205
Fastest Laps: 224
Driver World Championships: 15
Constructor World Championships: 16

Team History

Ferrari are the only team to have taken part in the F1 World Championship since it's inception in 1950. They are synonymous with F1 and, for many, the reason why they follow the sport. Ferrrai fans, or Tifosi, have clubs across the World and can be see supporting their beloved red cars from China to Brazil.

Pre-War

Enzo Ferrari founded Scuderia (Italian for Stable) Ferrari in 1929 as the race entrants for Alfa Romeo. In 1938 Alfa decided to create their own race team and Scuderia Ferrari became part of the Alfa Course team. Disagreeing with the decision Enzo Ferrari was dismissed. As part of his contract he wasn't allowed to enter motor sport under his own name for 4 years. Ferrari started to build his own car in 1939 but the start of WWII meant the Ferrari factory was used for other purposes

Before the World Championships

The first racing Ferrari was the Tipo 125 with a 12 cylinder 1.5 litre engine developed in 1947. This was the first car to bear the now legendary Ferrari name. In 1948 the 125 F1 was built with a supercharged version of the 12 cylinder engine which won 5 Grands Prix in 1949.

The 1950's

Ferrari missed the first race of the first World Championship season with their first entry being at Monaco with the 125 F1. The first V12 powered Ferrari appeared at the Belgian Grand Prix that year and Ascari finished 5th.

Ferrari's first F1 win came at the British Grand Prix in 1951 with the Tipo 375 in the hands of Froilan Gonzales. With F1 run to F2 regulations in 1952 and '53, causing the withdrawal of Alfa Romeo, Ferrari dominated and Alberto Ascari in the Tipo 500, with a 4 cylinder 2 litre engine, won the Drivers World Championship both years.

1954 saw the introduction of the 2.5 litre formula and Ferrari had new competition from Maserati, Lancia and Mercedes. The new Mercedes team were too strong and Ferrari could only manage two races wins.

Ferrari only won one race in 1955 and for 1956 used chassis bought from the now defunct Lancia team. With Mercedes withdrawal Fangio moved to Ferrari and duly won his 3rd consecutive championship. Still using the ageing Lancia chassis in in 1957 Ferrari failed to win a race. 1958 saw Mike Hawthorn win the Drivers Championship in the new 246 Dino, named after Enzo Ferrari's recently deceased son. Ferrari missed out to Vanwall in the inaugural year of the Constructors Championship.

1959 saw Tony Brooks, in the Top 246 just miss out on the Drivers Championship to Jack Brabham in a rear engined Cooper.

The 1960's

Slow to react the the obvious advantages of the rear engined cars Ferrari continued with the 246 in 1960 and only managed a single victory.

For 1961 engines sizes were limited to 1.5 litres and Ferrari entered their first rear engined car, the Tipo 156. Based on the previous years F2 car Phil Hill took the Drivers Championship and Ferrari their first Constructors title. With little development to the 156 Ferrari failed to win a race in 1962.

In a season dominated by Jim Clark and Lotus, John Surtees put Ferrari back in the winners circle in 1963 with a win Germany following the introduction of the "Aero" 156 semi-monocoque car. With 3 wins in 1964 Surtees won the Drivers titles by a single point from Graham Hill in the last race of the season and Ferrari took their 2nd constructors title.

Clark and Lotus dominated again in 1965 and Ferrari couldn't compete against the British Garagerists. The new 3 litre engine regulations for 1966 proved more successful and John Surtees won in Belgium and Mexico to take 2nd place in the Drivers Championship. The Tipo 312 didn't do well for Ferrari in 1967 with a highest position of 3rd. Jacky Ickx managed a single win for the Scuderia in 1968 at the French Grand Prix. Continuing with the 312 into 1969 Ferrari again had a barren year.

The 1970's

With Ickx back at Ferrari for 1970 and a with B spec version of the 312 Ferrari won four races, three for Ickx and one for young Swiss driver Clay Regazzoni, in his début year in F1. Ickx finished 2nd in the Drivers Championship to Jochen Rindt, F1's first posthumous World Champion, and Ferrari managed the same position in the constructors title race.

Ickx and Mario Andretti won races in 1971 but the season was dominated by Jackie Stewart and his Tyrrell car. Ickx won a single race in 1972 but, as the team continued with the 312B, they were outpaced but Lotus and Tyrrell in 1973.

A young Austrian driver by the name of Niki Lauda was partnered with Regazzoni for 1974 and the team regrouped under the leader ship of Luca di Montezemolo. Lauda won his first race, and Ferrari’s first win since 1972, in Spain. Lauda won again in Holland and Regazzoni in Germany to place Ferrari 2nd in the constructors championship.

Ferrari’s decision to sign Lauda was justified in 1975 as he won the Drivers with some ease, taking 5 race wins. Regazzoni also won the Italian Grand Prix and Ferrari won the Constructors title.

Lauda missed out on the drivers title by a single point to James Hunt in 1976. His season was "interrupted" by an horrific crash at the German Grand Prix at Nurburgring which nearly cost the Austrian his life. Astonishingly Lauda only missed two races but retired at the last race of the season believing the soaking conditions to dangerous to race in. Ferrari won the constructors title.

Lauda was Champion again in 1977 but left the team before the end of the season unhappy at the team's decision to run a 3rd car for Gilles Villeneuve at the Canadian Grand Prix.

For 1978 Ferrari paired Villeneuve alongside Argentine driver Carlos Reutemann. The 312T3, with it's flat 12 engine, wasn't ideal for the new "wing" car technology but Reutemann still managed 4 race wins and Villeneuve took a début win at his home race in Canada.

Reutemann was replaced by Jody Scheckter for 1979 and with the 312 now in T4 guise won the Driver Championship with 4 wins. Villeneuve contributed a further 3 races victories and Ferrari ran away with the Constructors title.

The 1980's

Struggling on with their flat 12 engine for 1980 Ferrari had a dreadful season with 5th place being the best the could manage. Scheckter retired from F1 at the end of 1980 and was replaced by French driver Didier Pironi.

Ferrari moved into a new era in 1981 and introduced a V6 turbo powered car. Although the engine produced plenty of power the 126CK chassis was not quite as good but, in Villeneuve’s hands, Ferrari took two races wins including Monaco, the first for a turbo car in the modern era.

1982 saw a new car designed by Harvey Posthelthwaite which gave their drivers a chassis which could match the engine. However it proved to be a tragic season with Villeneuve losing his life in qualifying at the Belgium Grand Prix and Pironi having an accident which would end his career during practice in Germany. Finishing the season with replacement drivers Patrick Tambay and Mario Andretti, Ferrari won the constructors title.

For 1983 Ferrari had an all French driver line up with Rene Arnoux joining Tambay. Tambay won one race and Arnoux 3 giving Ferrari a 2nd consecutive Constructors title. Michele Alboreto joined Arnoux at Ferrari for 1984 and managed a solitary win at the Belgian Grand Prix.

Arnoux was dismissed from the team after only 1 race in 1985 and was replaced by Swede Stefan Johansson. Alboreto was leading the Drivers championship at the half way point of the season but unreliability cost him the title as he failed to finish the last 5 races of the season.

Ferrari failed to win a race in 1986. For 1987 Gerhard Berger took Johansson's seat and and proved his worth by winning the last two races of the season. Berger won the Italian Grand Prix in 1988 and was the only driver, other than Prost and Senna in McLaren's, to win a race that year.

Nigel Mansell was singed to partner Berger in 1989 and won the opening race of the season. He won again in Hungary and Berger won in Portugal but the Ferrari cars were outclassed by the McLaren machines.

The 90's

1989 World Champion joined Mansell at Ferrari for 1990. Prost and Senna diced for the drivers title through to the Japanese Grand Prix where his hoped were ended when Senna drove into him as they braked for the first corner on the first lap.

Mansell Left Ferrari in 1991 to be replaced by Jean Alesi. Ferrari failed to win a race and Prost's criticism of the team resulted in him being replaced for the last race of the season by Gianni Morbidelli.

1992 to 1995 were lean times for Ferrari win only two wins, Berger in Germany 1994 and Alesi Canada 1995 before double World Champion Michael Schumacher joined the team from Benetton for 1996.

The Schumacher Era

Schumacher won 3 races for Ferrari in 1996 and in 1997 was joined by ex-Benetton engineers Rory Byrne and Ross Brawn. It proved to be an astonishingly successful partnership. Between 1997 and 2006, when Schumacher retired, they dominated the sport. From 149 races Schumacher won 63, took 51 poles, 43 fastest laps and 98 podiums. Schumacher won 5 five successive Drivers Titles between 2000 and 2004 and the team took the Constructors Title from 1999 to 2004.

During his time at Ferrari he was partnered by Eddie Irvine, '96 to '99, Rubens Barrichello, 2000 to 2005, and Felipe Massa for his final season. The period wasn't without controversy as Schumacher had a clause in his contract classifying him as Number 1 driver and on a number of occasions his team mates were required by the team to move aside and let Schumacher gain a higher place resulting in a change to the regulations by the FIA outlawing team orders.

Schumacher retired at the end of 2006 having placed 3rd and 2nd in the Driver title race to Fernando Alonso in 2005 and 2006.

From 2006

Kimi Raikkonen took on the task of filling Schumacher's place in the team for 2007 and duly won the Drivers Title and Ferrari the Constructors. 2008 saw Felipe Massa lose out on the title to Lewis Hamilton as Hamilton took the 5th place he needed two corners from the end of the last race of the season. Ferrrai had the consolation of the Constructors Championship.

Raikkonen and Massa raced together in 2009 and Raikkonen took a single win at the Belgian Grand Prix. Massa was injured in a freak accident at the Hungarian race and his place was taken by Luca Badoer and Giancarlo Fischella. The replacement drivers showed the short comings of the Ferrari 056 chassis and were some distance behind Raikkonen in the races they competed in.

Double World Champion Fernando Alonso took Raikkonen's place for 2010 and, like Mansell in 1989, won a place in the hearts of Ferrari supporters by winning his first race. With 5 wins through the season, including Ferrari’s home race in Italy, he was challenging for the title through to the final round but could only manage 7th in Abu Dhabi losing out on the title to Sebastien Vettel by 4 points.

2011 sees Ferrari continue with Alonso and Massa as their drivers and have named their car the F150th Italia to celebrate the 150th anniversary of Italy's foundation as a nation.
 
Incubus

Ferrari is the most politically run team in F1 that is a fact. It is not run like an organisation more like a political party where you've got too many chiefs and managers

Prost was a master politician where he initially always gets every team behind but he subsequently always has a bad fall out when things start to go wrong . So swapping cars behind your teammate's back is not politics then?

1996 Benetton was the 2nd best car on the grid definitely and the Ferrari that year was terrible . My point is Alesi did better than Capelli because he handled the political environment better but he actually wasted his career at Ferrari because when he moved to Benetton he was not winning races like everyone expected him to . So at Ferrari he was not developed properly as a racing driver.

Both Brawn and Byrne were responsible for the 1996 car and still with the team. There was a lot of races where Alesi could have and should have won but he did not convert his chances such as Argentina , Monaco , Monza to name a few


Belatedly Flavio Briatore admitted that they had try and focus on 2 drivers being Alesi and Berger whereas previously Schumacher was the sole focus

1997 Benetton was terrible or really the drivers could not lock its potential consistently enough. Probably partly due to Byrne and Brawn leaving for Ferrari as Schumacher wanted because John Barnard would not move to Italy

I agree with James Hunt who said Alesi picked the worst option when he signed 3 contracts back in 1990


Alonso's time that's been do to death even he had enough of the way things were done at Ferrari to decide to leave

I never mentioned Hamilton vs Button in this thread but to say Hamilton was driven out by the politics at Mclaren is absurd. That's usually started when Button gets the better of Hamilton and all sorts of conspiracy theories come out
 
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Bottas no longer being on Ferrari's radar wouldn't be surprising from a purely logical point of view.
Massa was paired with Alonso and almost always outpaced. Kimi then rejoined Ferrari and was actually further behind him than Massa. Now Felipe is paired with Bottas, so Bottas would have had to consistently trounce Massa for Ferrari to consider him, and he's currently not doing that at all.

Of course in reality simple logic doesn't quite work. Well, especially not with Ferrari anyway.
 
Incubus

Bottas did miss one race this season but Massa has not been blown away for an old man ! It just seems to a turnaround as rumours that Ferrari offered $15m for Bottas a few weeks before

I am just finding it difficult to judge Bottas given Williams have gone backwards but Massa has been closer and Felipe has been getting more of the bad luck in terms issues with reliability

It will be interesting to see if Ferrari can prize away Ricciardo and how Vettel would react but have no qualms about Hulkenberg in the other seat and about time
 
Olivier If you use Translate function in Google Chrome .. it headlines Ferrari deal for Bottas

Ricciardo meanwhile acknowledges that Ferrari are interested but it is unlikely he will leave Red Bull due to his contract but if there is any team who in F1 are prepared to pay out ludicrous money to buy out driver's contracts its Ferrari
 
Things must have changed then. Jean Todt wanted Alonso when he was under contract with Minardi; Todt would not pay to break the contract but said that Ferrari would take Alonso if he paid to break the contract.
 
Bill Boddy Todt vowed he would never sign Alonso as long as he was in charge of Ferrari for his refusal to break the contract. Have to say Alonso was very mature to see that he would have been wasting his years being No 2 to Schumacher

I was referring to the time when they bought out the contracts of Jean Alesi and Eddie Irvine back in the 90's. It surprises that a team with the amount of money Ferrari were paying Schumacher at the time did not think it was worth buying out Alonso's contract which probably does not even make up 10% of it unless they did learn their lesson in getting burned when paying for Alesi

I can't really see Kimi staying since there appears to an article every week about his position
 
I wonder what people's views are on the possibility that Ferrari have circumnavigated the rules on development by sharing facilities with Hass on whom there are no development restrictions? Other teams were suspicious when Ferrari arrived at Spain with a raft of new developments. Though no rule has been broken , the spirit of the rules may have been. To placate the other teams the FIA sent an investigator , one Mr Budkowski....who used to work for Ferrari:thinking:. He found nothing amiss.

Ferrari/Haas: the loophole - Formula 1 - Motor Sport Magazine
 
The way to win at motorsports is to be what's known as a rules lawyer - all rules have some interpretive wiggle room. The best teams find the loophole that the governing body finds least objectionable, and exploit it. Possibly the most valuable lesson I learned from my father being team manager in a Formula Ford team.
 
The late great Colin Chapman was always looking for that unfair advantage. It's been part of F1 for a long long time. I don't see it getting Ferrari right up close to Mercedes this season but anything that could return a little competition to the front of the grid gets my vote.
 
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