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.
 
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
Truth to be said, I am under impression that Hamilton stated in the past that he has no desire ever to sit in "that red" car, and he is happy where he is. Maybe relevant Memo announcing change is somewhere unopened in my Mail box.
 
He may be a multiple WDC but not in a Ferrari and he's had a few goes at it in a Ferrari and not succeeded, I would suggest that if Leclerc starts amassing more points that Vettel then the priority will change quickly, and it only may take two races
 
If memory serves me, it was always like that. Once I remember over winter next to a fireplace an interview in form of quiet conversation with J. Todt was about his tenure with Ferrari, and who is or isn't number 1 driver. His explanation was plausible to my ears. Drivers are free to race initially, he didn't specify how many races, but as season progresses, a driver with greater chance to reach WDC, begins to get more attention and some minor privileges (new parts, etc.). Accumulated points was not enough. Situational analysis has to be conducted, and decision made how much driver is accountable for results on the track.

Over years perhaps some fans didn't know that, others know about it but chose to ignore it. I fall into a group who knew this for quite a while, and chose to believe that this strategy remains in place even today, although Arri might have violated this tradition to small extend last year. From friendship he wanted Kimi to win Monza as good bye present. Needles to say it didn't go well with Vettel.
 
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RasputinLives in both of them incidents he was thinking far too short term & not enough long term. in Singapore in 1 off race or title decider I would have probally agreed. it was a move he had to make to keep the lead of the grand prix & just became unlucky of circumstance. but vettel had no need to make such drastic move he was on pole his rival was in a struggling 5th he was on verge of turning around a 3pt deficit to a 12 pt advantage with 6 races to go. even I could see as clear as day before it had started raining. it was of upmost importance that vettel got through the 1st corner clean, even if it meant short term pain in 2nd. but no he was too impatient & broke the famous racing rule you cant win it at the 1st corner but you can certainty lose it & after that race where vettel should've had a 12pt lead, becoming a favourite to win a 5th title Ferrari 1st in a decade. Ferrari faced a 28pts gap & it all steadily unravelled to point where lewis was able to coast with 3 races to spare

same in Italy Ferrari 1-2 on their home turf, just easily beaten Mercedes last time out, momentum was with Ferrari it was obvious that he wouldve had the race pace to win that race & then with momentum they go into Singapore 1 of their favourite track with the chance to go level at the very least with victory with lewis in championship with just 6 races remaining but no again his impatience shone through. I have to have it on the 1st lap even though there are 52 laps & 1 or 2 pit stops left. does a ridiculous move that was never going to work
 
Hindsight often brings wisdom.

but it wasnt hindsight. i said on the Saturday that verstappen can stick 1 up the inside on race day. because if vettel has any sense he will jump out of the way

there are so many times that vettel impatience has cost him & blame verstappen rightly for the same issues 1st 6 races of 2018 but forgive vettel for same issues
 
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In the incident you are taking about he would not have even seen Verstappen. He would have just seen Kimi. So he pulled across to prevent Kimi going down the inside. He would have had no idea Verstappen was the other side of Kimi and therefore Kimi wouldn't have been able to move over. F1 car mirrors don't show hellicopter views. He assesses the situation off the start line and did what most drivers usually do in that situation. 99 time out of a hundred he would have been right. That's not brain fade that's just odds not being in his favour.
 
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Fans voted SF90 most beautiful from all new racers on display. Winning vote won by slight margin, but nonetheless red car gets the nod. What's interesting, Mr. Binotto was excusing matte color as weight saving strategy (glossy thingy adds weight to the car), so they didn't do it. Looks like Maranello boys were really at it over winter. Reminds me of Lexus being assembled with bolts that have core removed, again, as weight saving process. I do not care much about color, but I am pleased and impressed over that kind of attention to the detail.
:thinking:
 
Can a pot of paint really make that much difference?
Ferrari's Binotto sees 'heavier' 2019 cars 1.5s slower

"Eliminating the shiny element gives us a few hundred grammes," he revealed. "[It] may not sound like much, but when you push everything to the limit even this has an effect."

Ferrari is by no means the first to make this sort of change to their car's design in pursuit of saving a few hundredths of a second. Red Bull likewise moved to a matte finish paint in 2016.
 
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DATE: 2019-02-18 CET: 06:16
Vettel "will run" first day (and sleeping in cockpit), Leclerc next day, which is better, I think. There is usually very little action on Monday, as systems have to be tested, etc. This was a good job for junior, however as it happened, and I do not want to keep score, but for start - advantage Leclrec.
I.
 
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DATE: 2019-03-01 CET: 08:05
Why Sebastian Vettel at last has Red Bull at Ferrari
Pressure, real or perceived, is ON!

Luckily Seb is not usually reading "news" about himself, however Ferrari fans have a lot to cheer for going into opening round. Rivals are probably unmoved, hoping Mercedes will tighten "screws" shortly. Well, this year its not just Sebastian and the "other one". Le Clerc, Verstappen and maybe several others cannot be discarded either. Its going to be tight in the first corner.
I.
 
I thought the point of the matte paintwork was all about airflow not weight saving.
Our dear friend Meph had a very interesting hypothesis about matt surfaces and benefits to airflow, he got all scientific on it and it really did make a lot of sense as he'd done some very detailed research.
 
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