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.
 
Hard to say what Elkann will do. Stefano Domenicali is immensely intelligent man. He would be also immensely successful man, bar his tenure with Ferrari F1. My bet is that dark smudge on his professional life it eats him, and he is probably considering it as unfinished business. From psychological point of view that would be fair speculation. His return I would see as an improvement on organizational structure.

Mattia Binotto of course cannot manage technical improvement through the season, manage next season development, negotiate future arrangements, and be father to everyone in Maranello for rest of the day. I am hoping Elkann will clarify soon what the deal is, but as of now, something is missing.
 
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Elkann:
Ferrari do not spend money on advertising but rather depend on the success of their Formula 1 team to do the promo work for the brand, which also happens to be the most successful team in the top flight.

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This is interesting approach, and certainly different from RBR, Daimler, and Renault. It may also explain why position at the front is more for them than just sporting pride. Several years ago In Tokyo I saw Williams advertising in very expensive banking area - Marunouchi. Not sure what they were trying to accomplish. (Maybe BMW had something to do with that, despite that letters WILLIAMS were overwhelmingly screaming at passers by.)
 
March is on: (Budget is working, hey.)
Camilleri said this week: "In 2018 we achieved our best result since we last won the championship, and for 2019 the goal is to win.
"I repeat that in 2019 our goal is the world championship title, so there will be an increase in investment to reach that goal."
 
When in doubt throw money at it. It’s such a pity all the teams can’t do it. However I thought there was some sort of Budget cap, or did I dream that.
 
Cursory scan of Binotto's professional life suggests, that he is more than qualified on technical side, he is well liked as a manager, however he might be neither qualified, experienced, or free to negotiate commercial conditions in the interest of Ferrari team past current Concorde Agreement, a reason why I was expecting Domenicali to step in to close the gap. Since Dome-strategy seems off the table, logical complement would be then Louis Camilleri (a cigarette-man) will step in, which knocks air out of me. I am afraid unless you have been with the sport for a few cycles, then you are simply not attuned in art of possible, essential, and nice to have, but not essential. Risk is that he will really agree to something without having enough racing experience to analyze correctly potential impact of those decisions. Anything, but not again that silly 2014 in répète. Risk is huge.
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Ferrari's spending goes up as the Italian economy collapses.
There are numerous reasons for their underperforming economy, however Ferrari is doing well, and they alone are responsible how they handle their own cash. Italy and Greece have different outlook on life, and energy one exerts in business. When compared to productivity in Germany or Japan, so yes, they have usually lower productivity output, however they are superb and brilliant in so many other areas, its hard to argue with them.
 
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https://multi-cdn.motorsport.tv/oxa...ry/15/f1_ferrarilaunch_2019.mp4/playlist.m3u8

Let's hope Sebastian gets the chance to fight for wins, as his partner will. Through the show Vettel was a man on the outside, whereas Leclerc on the inside. I do not want to read too much into that, and I hope it was just positional mishap, rather than confirmation of things to come.

BIG QUESTION - in 2020
- Sebastian retires (forced out)
- Sebastian will continue with Ferrari
- Sebastian will replace Bottas and shall drive next to Hamilton
- Sebastian will not drive for RBR (Dr. Marko is not keen managing 2 Alpha males)
 
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You’re a bit previous aren’t you Izumi . 2019 racing hasn’t even got under way. Sebastian may be WDC by the end of the year.
I will be happy to be wrong, but I have uneasy feeling that a decision has been made, and 2019 will be for Sebastian last year in a red car, even if he should win a championship by a large margin (which will be not easy). I think Ferrari has decided to groom Leclerc for 2020 championship, and Seb doesn't fit into that equation.
Ferrari is under pressure from Italian media, who are asking for Alonso's return. I do not think that will happen, but regardless who will be nominated, I think Sebastian will be ousted. Brass body language was just terrible in telling during unveiling the new contender. Right or wrong, Seb is being blamed for loss of WDC in past two years.
 
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I was gonna say that I don't think we'll see Hammy and Seb driving for the same team at the same time. But, perhaps it's not the maddest idea.
 
Izumi this all depends on vettel & leclerc. because vettel has the talent. if it wasnt for his brain fade in Singapore 17 & Monza 18 (to be fair teams brain fade suzuka 18) we could easily be talking about vettel as a 5 or 6 time world champion not Lewis & this could be inspiration to push on. but if leclerc gets the beating of him in opening races, which is potentially possible as he is quality. ive been nothing but continually impressed for 2 years ive watched him. then you can see vettel looking for a way out to mercedes in 2021 not 2020.

Because it just works Personally & business wise. because hamilton expressed his desire for driving for ferrari at some point, Ferrari must admire his talent as especially 2018 he not the car was factor for championship also mercedes would love german of vettel talent to drive for them. so could see a 2021 partnership of vettel with Ocon or Russell
 
I still object to the Singapore 2017 crash being referred to as 'brain fade'. 99 times out of 100 Vettels move off the start line would have been the right one. All the top drivers do they exact same thing it was just on this occasion Verstappen had filled that gap on the inside - something Vettel would have had no way of knowing. It was a racing incident.

However the headline "unfortunate collision* doesn't get as many clicks as "stupid moron messes up" and therefore it enters into memory as a Vettel error.

By the way I'm quite aware I've has this rant on more than one occasion.
 
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I still object to the Singapore 2017 crash being referred to as 'brain fade'. 99 to this times out of 100 Vettels move off the start line would have been the right one. All the top drivers do they exact same thing it was just on this occasion Verstappen had filled that gap on the inside - something Vettel would have had no way of knowing. It was a racing incident.

However the headline "unfortunate collision* doesn't get as many clicks as "stupid moron messes up" and therefore it enters into memory as a Vettel error.

By the way I'm quite aware I've has this rant on more than one occasion.
I actually agreed with you RasputinLives . Switch name Vettel with some other name, and I have no doubt we would have a different story in headlines. At least that's what I think.
In Germany we have enountered the same nonsense. Verstappen, from all people, said it was just bad luck, and that could have happened to anyone on the grid. Wolff later on said the same about that incident, yet it is Vettel again who is made to be some kind of clumsy bumbling ninny. Sure, facts are there, he spun, there is no dispute over that, but like with historical books of any kind, interpretation why it happened differs from mouth to mouth, computer to computer. F1 media of course...forget it. Kimi reached level of disgust with them to such heights when he ended up on number of occasions refusing to be interviewed, something we can see increasingly in number of sports.

Talking about good drivers having out - Prost once spun in flooded Brazil race, and I doubt anyone hold it against him. Sh*** sometimes happen even to good people, and life goes on.
 
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