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.
 
Shame that we don't have a time machine because we don't know if Kubica will ever be the same. So, I wouldn't even put Kubica in the mix right now until I see how he does against Petrov.
 
The difference is that Kimi didn't care. Let's leave him out of the mix. If Kimi really wanted to be in F1, he would be. Lord only knows just how fast he was when he cared to be.
 

RasputinLives

Leave me alone I'm on Smoko
Contributor
Nothing. I would do nothing. Ferrari need to know how good one is against the other for reasons to do with more than just the near term. If Rosberg comes good then he'll win the World Championship another year.

Did it ever occur to you that Alonso might not be the best driver in F 1?

If he isn't, then wouldn't Ferrari want to know?

If I were team manager, I would!

This is exactly my opinion on this too Ray - However you've twice posted threads saying Mclaren should favor Lewis over Jenson - and were in mass support for Webber being told to stay behing Vettel. So really you're contradicting yourself.

The point I'm trying to make is I think your intense dislike for Ferrari clouds what you're saying
 
This is exactly my opinion on this too Ray - However you've twice posted threads saying Mclaren should favor Lewis over Jenson - and were in mass support for Webber being told to stay behing Vettel. So really you're contradicting yourself.

The point I'm trying to make is I think your intense dislike for Ferrari clouds what you're saying

No. I was also in favour of Webber not following those orders. I actually agreed with RBR calling those orders AND I also agreed with Webber disobeying. As long as he didn't make contact.

Further, I only wanted McLaren to call HAM - BUT for Hungary (and only if Vettel was behind) in order to try to reduce the points gap. The reason being that HAM was 25 points better placed and because BUT, basically, himself threw in the towel after Germany. Futher, McLaren already know that HAM is faster...they've got 1 and a half years worth of data.

In the case of a new pairing of Alonso - Rosberg at Ferrari, the reason i'd let them race it out in Season 1 is for the purposes of finding out who's faster.

It's simple.
 

RasputinLives

Leave me alone I'm on Smoko
Contributor
So I'm assuming then Ray that if Alonso was to beat Rosberg hands down in the first season and then half way through the second season Rosberg started coming back and was taking points of Alonso and hindering his title challenge that you'd issue team orders for Rosberg to let Alonso through?
 
It would depend on the WDC Table. Things like how far Rosberg was from the WDC leader...And I would do it for the one race to see the points situation after the race.

So yes, for that one race - and depending on how far behind Rosberg was in the Title Points - I would try to look at it as a Team Order finish.

Then if, for whatever reason, Alonso didn't look like a realistic shot any more after that one race, i'd open it up again.
[So, if Alonso's shot wasn't realistic, why hinder Rosber's progress. Right?]

Right now, i'd leave Hamilton/Button open again because Vettel increased his lead over Hamilton and Hamilton doesn't look like a realisitic enough shot anymore.
[So, since Hamilton doesn't look like a realistic bet anymore, why hinder Button. Right?]

Fair?
 

Sarinaide

Banned
From reports throughout the week Ferrari still think that they can make a challenge, I guess the optimism is a good thing that may keep the techs/machanics motivated to produce a better car.

I would imagine that the upgrades for Spa will include aero packages that are downforce orientated. Hopefully this will allow the car to get the tyres up to temperature quicker, as long as giving the security that the rear is not wanting to step out all the time. It will be interesting commeth the 28th as to whether Ferrari will legitimately challenge in the second half.
 

RasputinLives

Leave me alone I'm on Smoko
Contributor
It would depend on the WDC Table. Things like how far Rosberg was from the WDC leader...And I would do it for the one race to see the points situation after the race.

So yes, for that one race - and depending on how far behind Rosberg was in the Title Points - I would try to look at it as a Team Order finish.

Then if, for whatever reason, Alonso didn't look like a realistic shot any more after that one race, i'd open it up again.
[So, if Alonso's shot wasn't realistic, why hinder Rosber's progress. Right?]

Right now, i'd leave Hamilton/Button open again because Vettel increased his lead over Hamilton and Hamilton doesn't look like a realisitic enough shot anymore.
[So, since Hamilton doesn't look like a realistic bet anymore, why hinder Button. Right?]

Fair?

So for being 6 points more you now say Hamilton's chance at the championship is not realistic? interesting.

Fair enough Ray - I just think you're heavily critical of the Ferrari Massa situation yet in actual fact you'd be doing exactly the same thing if you were in charge (other than you'd kick Massa out and out Rosberg in to try and prove Alonso isn't that great). I just think you're very quick out the box to criticse all things Ferrari and connecting with Ferrari yet very quick to suggest for other teams to do similar things
 
Vettel is only 6 points more in front of Hamilton than he was after Germany.

Our brains work differently. We see things differently.

1. The points swing at Hungary was 16. Hamilton was on his way to 25 with Button taking points off Vettel who would have taken 15. That would have been a 10 point gain on Vettel. Instead he lost 6. That's a material swing...and I see it as a 16 points swing against Lewis.

2. Further, Jenson threw in the towel basically after Germany as he was 25 behind Lewis. Well, he's changed his mind since winning and now he's 12 behind Lewis.

So, you have to respect Jenson's view on it and, therefore, you can't just give Hamilton Number 1 status for he next race. The dynamics intra-team are different now. Jenson's changed his mind about the title challenge. I may not agree with him...but, as team manager, i would have to respect it.

3. Lastly, there were 225 points up for grabs after Germany. There's 200 now up for grabs.

All 3 factors work in Vettel's favour and, in all good conscience, it would be wrong to make Jenson the Number 2 at Spa because of the above 3 factors.

As I said, our minds work differently.

You tend to see things as 6 points behind. I'm looking at what could have been and see it as a 16 points swing...And i'm also looking at what Jenson is saying now vs what he was saying before.

Bottom line is that the16 points swing at Hungary, Vettel-Hamilton, doesn't work nearly as well for Lewis.

Winning the race from Button would have changed things much more because the gap to the two teammates would have gone to 32.
 

RasputinLives

Leave me alone I'm on Smoko
Contributor
So I look at the facts and you just look at what you think might happen?

as long as we're clear ;)

But surely Vettel would have been expected to beat Button in that situation so does that make it a 7 point swing to Hamilton?

but hang on.......no.......coz Vettel started on pole but Hamilton started second so although Seb lost 7 points Hamilton lost 6 - so its a 1 point swing to Hamilton right? or an 18 point swing against Liuzzi? not sure.

woulda shoulda coulda

Hamilton is now 6 points further behind with 1 less race to go. Its not a massive difference so interesting you should think it now makes his challenge 'unrealisic"
 
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