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  • Scuderia Ferrari - Formula 1




    Ferrari history

    Scuderia Ferrari is the name for the Gestione Sportiva, the division of the Ferrari automobile company concerned with racing. Though the Scuderia and Ferrari Corse Clienti continue to manage the racing activities of numerous Ferrari customers and private teams, Ferrari's racing division has completely devoted its attention and funding to its Formula One team, Scuderia Ferrari. Scuderia is Italian for "Stable", and Ferrari is the name of its founder. The prancing horse was the symbol on Italian World War I ace Francesco Baracca's fighter plane, and became the logo of Ferrari after the fallen ace's parents, good friends with Enzo Ferrari, asked him so, to continue his tradition of sportsmanship, gallantry and boldness.

    Scuderia Ferrari was founded in 1929, and raced for Alfa Romeo until 1939. Ferrari first competed in F1 in 1948 (the team's first F1 car was the Tipo 125 F1), making it the oldest and arguably the most successful team left in the championship. The team's current drivers are Felipe Massa and Kimi Räikkönen, who has signed on to Ferrari for a three-year contract with the retirement of Michael Schumacher after the 2006 season, and its test drivers are Luca Badoer and Marc Gené. The team principal is Jean Todt, with Stefano Domenicali as sporting director, and its technical director is Mario Almondo. Both men are newly promoted following the promotion of Todt and the departure of Ross Brawn, although Todt will remain as team principal for at least 2007. The team's numerous and ardent Italian fans have come to be known as tifosi, though the team also has a vibrant international following.

    On February the 18th 1898 Enzo Ferrari was born in Modena. After being forced to leave school after the death of his father, he went on to work in the Modeno Fire Brigades workshop as a turning instructor. After serving his country in World War I, in 1918 he started to work as a test driver in Turin. He soon moved to Milan to work for CMN (Costruzioni Meccaniche Nazionali) as a racing driver and a test driver. In 1919 he made his racing debut in the Parma - Berceto race, later that year he also entered the Taraga Florio race. 1920 saw Enzo move to the racing team Alfa Romeo, at this team he formed a strong relationship which lasted over 20 years, his career progressed from a test driver to a race driver to a sales assistant and he eventually he was to be the Director of the Alfa Racing Division until 1939.

    Scuderia Ferrari were founded in Modeno in 1929, the main purpose this company was to organize racing for its members. This was the beginning of a strong involvement in motor racing, this led to the creation of the official racing team and the Scuderia was to become a division of Alfa Romeo, Scuderia Ferrari took overall control of the racing team in 1933. 1940 saw the end of the Scuderia's connection with Alfa Romeo, the company then went on to establish itself as an independent organization to be called "Auto Avio Costruzioni Ferrari" the company worked for the national Aviation Company in Rome.

    During World War II in 1943 the Ferrari workshop moved base from Modeno to Maranello and began to produce grinding machines for ball bearings. The workshop had to be rebuilt in 1946 after being bombed during the war, this was also the year that the company started to design and build the first Ferrari. In 1960 the business was turned into a joint stock company in which Fiat became a 50-50 partner in 1969.


    1963 saw Enzo build his his Istituto Professionale per l'Industria e l'Artigianato, this was a training school based in Maranello. The Fiorano test track was to follow in 1972. During 1947-1988 Enzo went on to lead Ferrari to win over 5,000 races all over the world, this also brought the Scuderia 25 world titles. Ferrari's first world championship grand prix win came in the 1950 British Grand Prix with Argentine Froilan Gonzalez at the wheel. Ferrari took its first world championship victory with Alberto Ascari in 1952

    Enzo Ferrari died in Modena on August 14 1988. After the death of Enzo Ferrari, Scuderia Ferrari struggled to come to terms with the loss of its founder. The team was dragged down with internal politics marring the performances on the track. Despite a good run with Mansell and Prost the team soon became un-competitive. The turning point for Ferrari was the signing of the current world champion Michael Schumacher and Ross Brawn in 1996, since then the team has re-found it's racing history and are now back at the front of the grid.

    1996 was a year for building for the future and in 1997 and 1998 Ferrari lost out on the title's only in the final race of the season. 97 will be remembered from the Jerez incident in which Michael Schumacher tangled with title rival Jacques Villeneuve handing the Williams driver the title. In 1998 it was Mika Hakkinen in the McLaren who took the title on the final day of the season after Schumacher's Ferrari stalled on the grid at Suzuka.

    In 1999 a Schumacher driver's title looked on the cards until a leg breaking accident at Silverstone ruled him out of the title battle, it was left to Eddie Irvine to take the fight to Hakkinen and fight he did, the title again went to the final race of the season but not even the return of Michael Schumacher could prevent Hakkinen taking the crown once again, Ferrari however took victory in the constructor's championship.

    2000 was a turning point for Ferrari's fortunes, another tough battle with McLaren was won in style with a fine end of season comeback which saw Michael Schumacher win the final four races of the season to secure both titles for Ferrari. And in 2001 the success would be repeated, this time Ferrari had less of a challenge and Schumacher had wrapped up another title long before the season was over.

    In 2002 Ferrari launch the F2002 and it will be a car that is long remembered in the history of the Scuderia. The F2002 simply dominated the season after making a delayed debut in Brazil. Schumacher won the driver's title quicker than any other driver before and Ferrari won by a record margin of points. However this success caused the FIA to worry about the sport becoming boring and in 2003 they were to introduce a raft of changes to try and slow down Ferrari and keep the title's competitive.

    The changes to F1 in 2003 did at least stop Ferrari running away with the title's once again, but they did not stop the winning streak from continuing. Schumacher once again took the driver's title this time fighting off a double challenge from Montoya and Raikkonen. Ferrari took their 5th straight victory in the constructor's title and put another notch on their domination of the sport in this period of time.

    2004 would see Ferrari continue to dominate F1, after the tough battle in 2003 many expected Ferrari's winning run to come to an end at the hands of their Michelin shod rivals, but the F2004 was simply the class of the field as Ferrari went on the rampage once again similar to 2002 where nobody had an answer to their pace. Ferrari were so far ahead of the rest they stopped developing the chassis in the summer to work on the 2005 car, thus allowing their rivals some hope as they caught up with the champions towards the end of the season, but by then it was all done and dusted and the team sealed yet another double championship win, with 15 wins from 18 races.

    Team Statistics (up to the end of 2004)

    Debut: Monaco 1950
    Drivers' titles: 14
    Constructors' titles: 14
    Starts: 1574
    Wins: 182
    Pole positions: 178
    Points: 4188.5

    The Emblem

    "The story of the prancing horse is simple and fascinating. The horse was painted on the fuselage of the fighter plane flown by Francesco Baracca, a heroic Italian pilot who died on Mount Montello: the Italian ace of aces of the First World War. In 1923, when I won the first Savio circuit, which was run in Ravenna, I met Count Enrico Baracca, the pilot's father, and subsequently his mother, Countess Paolina. One day she said to me, "Ferrari, why don't you put my son's prancing horse on your cars; it would bring you luck." I still have Baracca's photograph with the dedication by his parents, in which they entrusted the emblem to me. The horse was black and has remained so; I added the canary yellow background because it is the colour of Modena." - Enzo Ferrari

    Year By Year

    1951: First Grand Prix win in Britain.
    1952: Alberto Ascari World Champion with six wins
    1953: Alberto Ascari World Champion with five wins
    1956: Juan Manuel Fangio World Champion with three wins
    1958: 2nd in Constructor's Championship with 40 points
    1959: 2nd in Constructor's Championship with 32 points
    1960: 3rd in Constructor's Championship with 22 points
    1961: 1st in Constructor's Championship with 40 points
    1962: 5th in Constructor's Championship with 18 points
    1963: 4th in Constructor's Championship with 26 points
    1964: 1st in Constructor's Championship with 45 points
    1965: 4th in Constructor's Championship with 26 points
    1966: 2nd in Constructor's Championship with 31 points
    1967: 4th in Constructor's Championship with 20 points
    1968: 4th in Constructor's Championship with 32 points
    1969: 5th in Constructor's Championship with 7 points
    1970: 2nd in Constructor's Championship with 55 points
    1971: 4th in Constructor's Championship with 33 points
    1972: 4th in Constructor's Championship with 33 points
    1973: 6th in Constructor's Championship with 12 points
    1974: 2nd in Constructor's Championship with 65 points
    1975: 1st in Constructor's Championship with 72.5 points
    1976: 1st in Constructor's Championship with 83 points
    1977: 1st in Constructor's Championship with 95 points
    1978: 2nd in Constructor's Championship with 58 points
    1979: 1st in Constructor's Championship with 113 points
    1980: 10th in Constructor's Championship with 8 points
    1981: 5th in Constructor's Championship with 34 points
    1982: 1st in Constructor's Championship with 74 points
    1983: 1st in Constructor's Championship with 89 points
    1984: 2nd in Constructor's Championship with 57.5 points
    1985: 2nd in Constructor's Championship with 82 points
    1986: 4th in Constructor's Championship with 37 points
    1987: 4th in Constructor's Championship with 53 points
    1988: 2nd in Constructor's Championship with 65 points
    1989: 3rd in Constructor's Championship with 59 points
    1990: 2nd in Constructor's Championship with 110 points
    1991: 3rd in Constructor's Championship with 55.5 points
    1992: 4th in Constructor's Championship with 21 points
    1993: 4th in Constructor's Championship with 28 points
    1994: 3rd in Constructor's Championship with 71 points
    1995: 3rd in Constructor's Championship with 73 points
    1996: 2nd in Constructor's Championship with 70 points
    1997: 2nd in Constructor's Championship with 102 points
    1998: 2nd in Constructor's Championship with 133 points
    1999: 1st in Constructor's Championship with 124 points
    2000: 1st in Constructor's Championship with 170 points
    2001: 1st in Constructor's Championship with 179 points
    2002: 1st in Constructor's Championship with 221 points
    2003: 1st in Constructor's Championship with 158 points
    2004: 1st in Constructor's Championship with 262 points
    2005: 3rd in Constructor's Championship with 100 points
    2006: 2nd in Constructor's Championship with 201 points
    Last edited by boskovic; 21-10-2007, 19:40.

  • #2
    Re: Scuderia Ferrari - Formula 1

    History

    1929-1950
    Scuderia Ferrari was founded by Enzo Ferrari in 1929 as a sponsor for amateur drivers in various races, though Ferrari himself had raced a bit in Fiat cars before that date. The idea came about on the night of November 16 at a dinner in Bologna, where Ferrari solicited financial help from Augusto and Alfredo Caniato, textile heirs, and wealthy amateur racer Mario Tadini. He then gathered a team which at its peak included over forty drivers, most of whom raced in various Alfa Romeo 8C cars; Enzo himself continued racing, with moderate success, until the birth of his first son Dino in 1932.

    In 1933 Alfa Romeo experienced economic difficulties, and most Alfa racing was then done by Scuderia Ferrari. In 1935 Enzo Ferrari and Luigi Bazzi built the Alfa Romeo Bimotore which wore the Ferrari blazon on its flank. In 1935 Alfa Corse became active again. Ferrari managed numerous established drivers (notably Tazio Nuvolari, Giuseppe Campari, Achille Varzi and Louis Chiron) and several talented rookies (such as Tandini, Guy Moll, Carlo Maria Pintacuda, and Antonio Brivio) from his headquarters in Viale Trento e Trieste, Modena, Italy, until 1938, at which point Alfa Romeo made him the manager of the factory racing division, Alfa Corse. In 1939 he left Alfa upon learning of the company's intention to buy him out and absorb the Scuderia; his company became Auto Avio Costruzioni Ferrari, which manufactured machine tools. The deal with Alfa included the condition that he not use the Ferrari name on cars for four years.

    Despite his agreement with Alfa, Ferrari immediately began work a racecar of his own, the Tipo 815 (eight cylinders, 1.5 L displacement). The 815s, designed by Alberto Massimino, were thus the first true Ferrari cars, but after Alberto Ascari and the Marchese Lotario Rangoni Machiavelli di Modena drove them in the 1940 Mille Miglia, World War II put a temporary end to racing and the 815s saw no more competition. Ferrari continued to manufacture machine tools (specifically oleodynamic grinding machines); in 1943 he moved his headquarters to Maranello, where in 1944 it was promptly bombed.

    Rules for a Grand Prix World Championship had been laid out before the war but it took several years afterward for the series to get going; meanwhile Ferrari rebuilt his works in Maranello and constructed the 12-cylinder, 1.5 L Tipo 125, which competed at several non-championship Grands Prix. The car made its debut in the 1948 Italian Grand Prix with Raymond Sommer, and achieved its first win at the minor Circuito di Garda with Giuseppe Farina.

    1950s
    Ferrari debuted in the Formula One World Championship in the 1950 Monaco Grand Prix with the 125 F1, sporting a supercharged version of the 125 V12, and two experienced and successful drivers, Alberto Ascari and Gigi Villoresi. The company later switched to the large-displacement naturally-aspirated formula for the 275, 340, and 375 F1 cars. The Alfa Romeo team dominated the 1950 Formula One season, winning all eleven events, but Ferrari broke their streak in 1951 when rotund driver José Froilán González took first place at the 1951 British Grand Prix. Ferrari also won the 1950 and 1951 Mille Miglia sports car races, but was drawn into a lengthy litigation when Ascari crashed through a barrier and killed a local doctor.

    After the 1951 Formula One season the Alfa team withdrew from F1, causing the authorities to adopt the Formula Two regulations due to the lack of suitable F1 cars. Ferrari entered the 2.0 L 4-cyl Ferrari Tipo 500, which went on to win almost every race in which it competed in the 1952 Formula One season with drivers Ascari, Giuseppe Farina, and Piero Taruffi; Ascari took the World Championship after winning six consecutive races. In the 1953 Formula One season, Ascari won only five races but another world title; at the end of that season, Juan Manuel Fangio beat the Ferraris in a Maserati for the first time.

    The 1953 launch of the World Sportscar Championship also appealed to Enzo Ferrari, and the company launched a dizzying array of sports racers over the next three years. This included the traditional compact V12-powered 166 MM and 250 MM, the larger V12 290, 340, and 375 MM and 315, 335, and 410 S, the four-cylinder 500, 625, 750, and 860 Monzas, and the six-cylinder 118 and 121 LM. With this potent lineup, Ferrari was able to claim six of the first seven WSC titles: 1953, 1954, 1956, 1957, and 1958.

    The 1954 Formula One season brought new rules for 2.5 L engines; Ferrari's new car, designated the Ferrari Tipo 625, could barely compete against Fangio with the Maserati and then the Mercedes-Benz W196 which appeared in July. Ferrari had only two wins, González at the 1954 British Grand Prix and Mike Hawthorn at the 1954 Spanish Grand Prix. In 1955 Formula One season Ferrari did no better, winning only the 1955 Monaco Grand Prix with driver Maurice Trintignant. Late in the tragic 1955 season the Ferrari team purchased the Lancia team's D50 chassis after they had retired following Ascari's Death; Fangio, Peter Collins, and Eugenio Castellotti raced the D50s successfully in the 1956 Formula One season: Collins two races, Fangio won three races and the championship.

    In the 1957 Formula One season Fangio returned to Maserati. Ferrari, still using its aging Lancias, failed to win a race. Drivers Luigi Musso and the Marquis Alfonso de Portago joined Castellotti; Castellotti died while testing and Portago crashed into a crowd at the Mille Miglia, killing twelve and causing Ferrari to be charged with manslaughter.

    In the 1958 Formula One season, a constructor championship was introduced, and won by Vanwall. Carlo Chiti designed an entirely new car for Ferrari: the Ferrari 246 Dino, named for Enzo Ferrari's recently deceased son. The team retained drivers Collins, Hawthorn, and Musso, but Musso died at the 1958 French Grand Prix and Collins died at the 1958 German Grand Prix; Hawthorn won the World Championship and announced his retirement, and died months later in a road accident.

    Ferrari hired five new drivers, Tony Brooks, Jean Behra, Phil Hill, Dan Gurney, and occasionally Cliff Allison, for the 1959 Formula One season. The team did not get along well; Behra was fired after punching team manager Romolo Tavoni. Brooks was competitive until the end of the season, but in the end he narrowly lost the championship to Jack Brabham with the rear-engined Cooper.

    1960s
    1960 Formula One season proved little better than 1959. Ferrari kept drivers Hill, Allison and Wolfgang von Trips and added Willy Mairesse to drive the dated front-engined 246s and Richie Ginther, who drove Ferrari's first rear-engined car. Allison was severely injured in testing and the team won no race. A Ferrari did win 24 Hours of Le Mans, however, with Paul Frere and Olivier Gendebien driving.

    In the 1961 Formula One season, with new rules for 1500 cm³, the team kept Hill, von Trips and Ginther, and débuted another Chiti designed car, the Ferrari 156 based on the Formula 2 car of 1960, which was dominant throughout the season. Ferrari drivers Hill and Von Trips competed for the championship. Giancarlo Baghetti joined in midseason and became the first driver to win on his debut race (the 1961 French Grand Prix). However, at the end of the season, von Trips crashed at the 1961 Italian Grand Prix and was killed, together with over a dozen spectators. Hill won the championship. Ferrari also won Le Mans again, with Olivier Gendebien and Phil Hill driving.

    At the end of the 1961 season, in what is called "the walk-out", car designer Carlo Chiti and team manager Romolo Tavoni left to set up their own team, ATS. Ferrari promoted Mauro Forghieri to racing director and Eugenio Dragoni to team manager.


    Phil Hill driving for Ferrari at the 1962 German Grand Prix.


    Lorenzo Bandini driving for Ferrari at the 1966 German Grand Prix.

    For the 1962 Formula One season, Hill and Baghetti stayed on with rookies Ricardo Rodriguez and Lorenzo Bandini. The team used the 1961 cars for a second year while Forghieri worked on a new design; the team won no race. It did, however, continue to dominate at Le Mans, winning with the same team of Hill and Gendebien.

    Ferrari ran smaller lighter 156 cars for the 1963 Formula One season, this time with drivers Bandini, John Surtees, Willy Mairesse and Ludovico Scarfiotti. Surtees won the 1963 German Grand Prix, at which Mairesse crashed heavily, rendering him unable to drive again. Despite the team's lack of success in Formula One, it kept up its winning streak at Le Mans with Bandini and Scarfiotti at the wheel.

    The new 158 model was at last finished in late 1963 and developed into raceworthiness for the 1964 Formula One season, featuring an eight-cylinder engine designed by Angelo Bellei. Surtees and Bandini were joined by young Mexican Pedro Rodríguez, brother of Ricardo (who had been killed at the end of 1962), to drive the new cars. Surtees won two races and Bandini one; the Ferrari was slower than Jim Clark's Lotus but its vastly superior reliability gave Surtees the championship and Bandini fourth place. In the last two races in North America, the Ferrari were entered by private team NART and painted in the US-color scheme of blue and white, as Enzo protest against the Italian sporting authority. Ferrari's sports car department won Le Mans for the fifth time in a row, this time with drivers Jean Guichet and Nino Vaccarella.

    The 1965 Formula One season was the last year of the 1.5 L formula, so Ferrari opted to use the same V8 engine another year together with a new flat-12 which had debuted at the end of 1964; they won no races as Clark dominated in his now more reliable Lotus. Surtees and Bandini stayed on as drivers, with odd races for Rodriguez, Vaccarella and Bob Bondurant. Entered by private Ferrari team NART, Jochen Rindt and Masten Gregory won the 1965 Le Mans 24 Hours, Ferrari's sixth in a row, though it would prove to be its last victory at that race.

    For the 1966 Formula One season with new rules, the Ferrari 312 of Surtees consisted of a 3.0 L version of the 3.3 L V12 which they had previously used in Ferrari P sports car racers, mounted in the back of a rather heavy F1 chassis. Bandini drove a Tasman Series 2.4 L V6 car early in the season. Surtees won one race, the 1966 Belgian Grand Prix, but departed after a row with manager Eugenio Dragoni; he was replaced by Mike Parkes. Scarfiotti also won a race, the 1966 Italian Grand Prix at Monza, with an improved 36-valve engine.

    In the 1967 Formula One season, the team fired Dragoni and replaced him with Franco Lini; Chris Amon partnered Bandini to drive a somewhat improved version of the 1966 car. At the 1967 Monaco Grand Prix Bandini crashed and suffered heavy injuries when he was trapped under his burning car; several days later he succumbed to his injuries. Ferrari kept Mike Parkes and Scarfiotti, but Parkes suffered career-ending injuries weeks later at the 1967 Belgian Grand Prix and Scarfiotti temporarily retired from racing after witnessing his crash.

    The 1968 Formula One season was better; Jacky Ickx drove with one win in France and several good positions, which gave him a chance at the World Championship until a practise crash in Canada, and Amon led several races but won none. At the end of the season, manager Franco Lini quit and Ickx went to the Brabham team. During the summer of 1968, Ferrari worked out a deal to sell his road car business to Fiat for $11 million; the transaction took place in early 1969, leaving 50% of the business still under the control of Ferrari himself.

    During 1969 Formula One season Enzo Ferrari set about wisely spending his newfound wealth to revive his struggling team; though Ferrari did compete in Formula One in 1969, it was something of a throwaway season while the team was restructured. Amon continued to drive an older model and Pedro Rodríguez replaced Ickx; at the end of the year Amon left the team.

    1970s
    In 1970 Jacky Ickx rejoined the team and won the Austrian, the Canadian and the Mexican Grand Prix to become second in the driver championship.

    The 1970s were the last decade Ferrari entered as a works effort in sports car racing. After an uninspired performance in the 1973 F1 World Championship, Enzo Ferrari stopped all development of sports cars in prototype and GT racing at the end of the year, although, Enzo planned to pull out of F1, that year which was the year of the last "official" Targa Florio road race Enzo regarded as more important to him.


    Niki Lauda driving for Ferrari at the 1976 German Grand Prix

    After three poor years, Ferrari signed Niki Lauda in 1974, and made the momentous decision to pull out of sportscar racing to concentrate upon F1. However, poor reliability with the 312B3 kept them from taking victory that year.

    The new Ferrari 312T, developed fully with Niki Lauda, introduced in 1975 brought Ferrari back to winning ways. Niki taking the drivers' crown and Ferrari the constructors'.

    In 1976 Lauda was also on course to win the title for Ferrari until his crash at the German Grand Prix. Carlos Reutemann was hired as a replacement, so with Clay Regazzoni driving the other car, Ferrari had to run three cars in the 1976 Italian Grand Prix when Lauda returned unexpectedly soon (only 6 weeks after his accident). Lauda scored points, but retired from the last race in Japan in heavy rain, thus allowing James Hunt to take the title by just a single point.

    In 1977 Lauda, having come back from his near fatal crash the previous year, took the title again for Ferrari (and the team won the costrucutors' championship), overcoming his more fancied, and favoured, team mate. His relations with the team, especially the team manager Mauro Forghieri continued to deteriorate, and he decided finally to leave for Brabham.

    In 1978, Ferrari raced with Carlos Reutemann and Gilles Villeneuve, and while they managed to produce a solid car it, like everyone that year, was outclassed by the ground effect Lotus 79.

    Jody Scheckter replacing the Lotus bound Argentinian in 1979, took the title, supported by Gilles Villeneuve (who dutifully followed the South African home at Monza, having been ordered to do so), won the last World Drivers' Championship in a Ferrari until Michael Schumacher many years later. The car was a compromise ground effect design due to the configuration of the Ferrari wide angle V12, which was overtaken in due course by the extremely successful Williams FW07, but not before racking up the necessary points to take both title that year.

    1980s
    After finally having a competitive car and two fast drivers that competed against each other, team leader and favorite driver of Enzo Ferrari, Gilles Villeneuve died in a crash during qualifying at the 1982 Belgian Grand Prix, while Didier Pironi suffered career-ending injuries before the 1982 German Grand Prix. Ferrari first called up Patrick Tambay, in place of the late Villeneuve, and later Mario Andretti in an effort to protect Pironi's lead in the championship, but to no avail. In that same year the Formula One works moved partially out of the original Maranello factory into its own autonomous facility, still in Maranello but directly next to the Fiorano test circuit.

    Four wins by René Arnoux and Patrick Tambay won the team another constructors' title in 1983, but neither driver being consistent enough to challenge for the drivers' title. Patrick Tambay took an especially emotional victory at San Marino in front of the Tifosi.


    Michele Alboreto was Alain Prost's main challenger for the Championship in 1985.

    Michele Alboreto was hired for 1984 following his impressive victory the previous year driving a Cosworth powered Tyrrell.

    In 1985 Michele Alboreto ran Alain Prost very close for the championship.

    On August 14, 1988, Enzo Ferrari died at the age of 90. Fiat's share of the company was raised to 90% with Enzo's only remaining son, Piero Ferrari, inheriting the remaining share from his father. A week after Enzo's death, Gerhard Berger and Michele Alboreto completed a historic 1-2 at the Italian Grand Prix, the only time a team other than McLaren won a Grand Prix in the 1988 season. Berger dedicated the win in memory of the late Enzo Ferrari.

    1989 saw the end of turbo-charging in Formula 1. The formula was from this date for 3.5litre normally aspirated engines of no greater than 12 cylinders, which was a direct consequence of lobbying by Ferrari for the previous few years - they went so far as to construct an Indy car (which the factory refer to as the Ferrari CART) as a threat to the organizers that if they did not get what they wanted, namely banning turbos, they would take their toys to a different arena. Due to the expected extreme high revs, and consequent narrow power band, expected of the new motors technical director John Barnard insisted upon the development of a revolutionary new gear-shifting arrangement - the paddle operated semi-automatic gearbox. In pre season testing it proved extremely troublesome, with newly arrived driver Nigel Mansell being unable to compete more than a handful of laps, but nonetheless they managed a debut win at the opening round in Brazil. Horrendous unreliability lead to Berger being unable to score a point until a run of podiums at Monza, Estoril and Jerez including a win at Estoril. Mansell scored a memorable win at Budapest where he overtook world champion Ayrton Senna for the win after qualifying far down the field in fourteenth. He then dedicated the race to the memory of Enzo Ferrari as the win came a year after his death.
    Last edited by boskovic; 21-10-2007, 19:42.

    Comment


    • #3
      Re: Scuderia Ferrari - Formula 1

      1990s

      The 1990s started in a promising way with Alain Prost winning 5 races and pushing Ayrton Senna to the controversial final race, where a collision forced him to settle for second. After that it was a rapid downhill slide with no wins in 1991, 1992 or 1993, with Prost leaving calling the car a "truck". Gerhard Berger and Jean Alesi did salvage some pride by winning a race each in 1994 and 1995. One of the reasons for this failure was the fact that Ferrari's famous V12 engine was no longer competitive against the smaller, lighter and more fuel efficient V10s of their competitors.


      Jean Alesi driving for Ferrari at the 1995 Canadian Grand Prix.


      Michael Schumacher at the 1997 German Grand Prix during his second year with Ferrari.

      In 1996, Ferrari made a landmark decision in its history by hiring two-time defending world champion Michael Schumacher for an astronomical salary of around $30 million a year. Schumacher also brought with him the nucleus of his hugely successful Benetton team, mainly in the form of Ross Brawn (technical director) and Rory Byrne (chief designer). Teaming up with Jean Todt (team principal), they set about rebuilding the Scuderia. After Berger and Alesi, who were sent to Benetton in exchange, the traditional V12 had to go also, in favour of a more modern V10 engine, as the rules reduced the capacity from 3500cc to 3000 anyway. At the same time, Eddie Irvine from Jordan was hired.

      While these huge changes did result in a very unreliable car, Schumacher did manage to score 3 wins in the 1996 season, all of which were memorable. In torrential conditions at Spain, after almost stalling and dropping to ninth, Schumacher went on to win the race by a comfortable margin to Jean Alesi. Following this, Ferrari had 2 incredibly embaressing retirements at France and Canada, both before the races had even started. However, at Spa-Francorchamps Schumacher used right timed pit-stops to fend off the Williams of Jacques Villeneuve. Following that, at Monza, Schumacher scored a momentous win in front of the tifosi. As reliability greatly improved the Ferrari became the second strongest looking package in the hands of Schumacher ending with a strong fight with the Williams on champion Damon Hill for the win at Suzuka.

      For 1997, the increased reliability of the previous year's development, the F310B, lead to some very strong performances when faster cars, notably the McLaren Mercedes of David Coulthard and Mika Hakkinen, retired. Schumacher took memorable wet weather wins at Monaco and Belgium to force the obviously superior Williams Renault of Jacques Villeneuve to a last round title fight. However, Schumacher was disqualified from the 1997 standings for swerving into the path of Villeneuve who had just made a lunge down the inside of the Dry Sac corner of the Jerez circuit.

      Following the dramatic 1997 season, Ferrari came out with an all new car to fit the new regulations for 1998. Although being a competitive package, the McLaren-Mercedes MP4/13 was stronger and won the opening race at Melbourne, whilst Schumacher suffered an engine retirement. Following another McLaren 1-2 at Brazil, Schumacher made a controversial pass on Coulthard to win the Argentinian race. He went on to win another five races that season including three in a row at Canada, France and England. The Hungarian Grand Prix was won after a tactical master-stroke by Brawn decided to make the car run a 3-stop strategy as opposed to McLaren's 2. Schumacher then went on to lead Irvine home to a Ferrari 1-2 at Monza for the first time since the memorable 1988 race after Enzo Ferrari's death. Despite a strong package, the Ferrari of Schumacher lost out to McLaren's Mika Hakkinen at Suzuka after he stalled on the front row then suffered a mid-race puncture. Irvine was fourth in the championship with Ferrari second in the constructors title.

      Irvine had been forced to play second fiddle to Schumacher, losing out on points and positions in order to place Schumacher higher in the Drivers' Championship, in the rare occasions when he was in front, notably Suzuka 1997 which lead critics to remark "So Irvine can drive!". The leg injury of Michael Schumacher in 1999 reversed the roles however. It appeared to be the year Ferrari would regain the championship with Ferrari winning 3 of the first 4 races of the season. While Ferrari did win the constructor crown that year, a crash at the Silverstone Circuit in the British Grand Prix resulted in Schumacher breaking a leg and missing 7 races of the season, and being replaced by Mika Salo. The new championship challenger was Eddie Irvine, who once again took the Ferrari challenge to the final round in Japan before missing out to Häkkinen who also scored more points in the races where Schumacher had taken part.

      2000s
      In 2000 Schumacher had a close battle with rival Mika Häkkinen of McLaren but won the championship in the Ferrari F1-2000, winning 9 races out of 17 that year. He was Ferrari's first driver champion in 21 years, since Jody Scheckter in 1979. Teammate Rubens Barrichello finished 4th in the championship, taking his maiden win at the German Grand Prix at the Hockenheimring after Schumacher was taken out in the first corner and Barrichello qualified 18th.

      In 2001 Schumacher won the World Championship with 4 races to go, having claimed 9 victories. Teammate Barrichello finished 3rd in the championship. This was the first year in which the notorious A1-Ring incident occurred, where Barrichello was told to let Schumacher through for 2nd place by team boss Todt, to the consternation of the FIA, fans and media.

      In 2002, Schumacher and Ferrari dominated F1, the Ferrari duo winning 15 out of 17 races (Schumacher 11, Barrichello 4), a record at the time. However, their run was tainted by a second A1-Ring incident. In a replay of 2001, Barrichello was asked to give way to Schumacher, except this time for the win. An embarrassed Schumacher then pushed Barrichello to the top step of the podium, and was subsequently fined $1 million by the FIA for interfering with podium procedures. This debacle eventually led to the banning of team orders. Schumacher matched Juan Manuel Fangio's record of 5 world championships, set back in the 1950s.


      Then Ferrari driver Rubens Barrichello in 2002.


      Michael Schumacher driving for Ferrari at the 2005 Canadian Grand Prix.

      In 2003, Ferrari's domination of F1 was brought to a halt at the first race, the Australian Grand Prix, where for the first time in 3 years, there was no Ferrari driver on the podium. Rivals McLaren had an early lead in the championship, but Ferrari closed the gap by the Canadian Grand Prix. However, their other rivals Williams won the next 2 races and the driver championship went down to the wire at the last race, the Japanese Grand Prix, between Kimi Räikkönen (McLaren) and Michael Schumacher; Schumacher eventually won the championship by 2 points, surpassing Fangio's record. In 2003, F1 magazine reported that Ferrari's budget was $443,800,000.[3]

      2004 saw a return of Ferrari's dominance. Ferrari teammates Schumacher and Barrichello finished first and second respectively in the driver championship, and Ferrari easily wrapped up the constructors championship. Schumacher won 13 of the 18 races, and 12 of the first 13 of the season -- both F1 records. Barrichello won two of the other races.

      2005 saw a change of fortune for the previously dominant Ferrari. The team's practice of starting a new season with a modified version of the previous year's car (F2004M) pending full development of their new car (F2005) was one of the main causes for a poor start to the season. While this worked well in previous years, it seems Ferrari underestimated both the full effect of the new 2005 regulations and the pace of development of other teams (particularly McLaren and Renault who started the year with brand new cars). Alarmed by poor performances in Australia and Malaysia the new F2005 was rushed into service in Bahrain (the introduction was previously scheduled to be race 5 in Barcelona). This move saw Schumacher retire for the first time due to mechanical failure since Hockenheim 2001 ending a run of 59 Grands Prix without technical failure.

      Another factor was the poor relative performance of the team's Bridgestone tyres, which failed to give performance for single lap qualifying and were not as durable as their Michelin rivals during races. However, the tyres provided for San Marino Grand Prix were more competitive, and the Bridgestone tyres supplied for the United States Grand Prix allowed the three Bridgestone teams to race, while the seven Michelin teams were forced to retire due to Michelin's advice that the tyres would not last the race distance.

      Near the end of the 2005 season, Rubens Barrichello announced that he was leaving the team at the end of the year and joining the Honda F1 team. Barrichello's departure was partly due to his dissatisfaction with his continued "Number 2" status at Ferrari. At the 2005 Monte Carlo Grand Prix Schumacher forced his way past Barrichello (on a track where overtaking is highly difficult and dangerous) near the end of the race. This only netted the German one extra point during a season where Ferrari were uncompetitive. In response, Ferrari named former Sauber-Petronas driver Felipe Massa as Barrichello's replacement for the following season.

      2006 Season
      With the "one set of tyres per race" rule no longer in use, Ferrari, after a poor 2005 and a troubled start to 2006, were again close contenders for both Drivers' and Constructors' titles by the latter part of the 2006 season. Unlike some recent seasons, they started 2006 with their new car, the 248 F1.

      At the Bahrain Grand Prix Schumacher finished second, with Massa further down the order. At the Malaysian Grand Prix problems with the engine's piston rings meant that both drivers had to change their engines, Massa needing two changes (a ten-position penalty at the start of the race is enforced for an engine change prior to a legal engine change). In Australia, they scored no points, with both drivers crashing out of the race.

      At the San Marino Schumacher took pole position in qualifying and won the race. At the European race, Schumacher won again, the first time this season the same engine won two consecutive races. At the Spanish Grand Prix Fernando Alonso won, with Schumacher finishing second.

      At Monaco Schumacher's qualifying times were deleted for stopping his car during the qualifying session. Schumacher started from the back of the grid but finished fifth for four points. At Silverstone Schumacher finishing second from third place on the grid. The podium of the 2006 Canadian Grand Prix in Montreal was: Alonso as race winner, Michael Schumacher second, and Räikkönen third.

      At the United States Grand Prix, in Indianapolis, the Ferrari's of Schumacher and Massa were dominant all weekend. Ferrari achieved its first one-two (both of the team's cars finishing in the top two positions) since the same race 12 months beforehand. At the French Grand Prix with a second consecutive one-two in qualifying. In the race Alonso finished second with Massa taking third.

      At the Hockenheimring in Germany Räikkönen took pole position in his last German Grand Prix for McLaren (he was signed by Ferrari for 2007). However in the race both Ferrari 248F1's overtook Räikkönen at the first round of pit stops, and subsequently Schumacher went on to win. At the Hungarian GP Massa qualified 2nd and Schumacher 11th due to a 2 second penalty from Saturday practice. At the start of the wet race the Ferraris initially struggled. Later in the race Schumacher continued to drive on intermediate tyres while other drivers on dries like Pedro De La Rosa (who replaced Juan Pablo Montoya at McLaren following his return to Chip Ganassi Racing Stateside for other racing duties) and Nick Heidfeld passed him easily. When Heidfeld passed Schumacher he collided with the BMW Sauber of Robert Kubica, and retired in 9th, promoting Massa to 8th. The subsequent disqualification of Kubica gave Massa 7th and Schumacher 8th, with two and one championship points, respectively.

      At Turkey, Massa achieved his first ever pole and victory. What looked like a Ferrari 1-2 was disrupted by a caution which came out after Vitantonio Liuzzi's spin at Turn 1. Ferrari chose to stack Schumacher in the pits behind Massa (each team can use only one pit box, and cannot pit both cars at once). Renault were able to pit Alonso and he rejoined in second place. The three finished in this order.

      At Monza, Schumacher scored a win in Ferrari's home Grand Prix, while Massa's solid fourth-place run was spoiled late when he ran over debris left behind by the failure of Alonso's Renault V-8, puncturing a tyre and forcing him to pit, which left him mired in ninth place at the finish. Despite Massa not being able to score any points, the combination of Schumacher's win, Alonso's DNF, and a mediocre fourth-place finish for Giancarlo Fisichella allowed Ferrari to pull ahead of Renault in the World Constructors Championship for the first time in the 2006 season.

      Following the race at Monza Ferrari announced Schumacher's retirement effective at the end of the 2006 season and that Räikkönen, whom they had signed months before, will replace him in 2007.

      At the Chinese Grand Prix Ferrari and the other Bridgestone-running teams again suffered in wet conditions. However, Schumacher managed to qualify ahead of Michelin drivers and seven places ahead of the next Bridgestone car. Despite taking pole position and setting the fastest lap, a poor tyre choice by Renault and a pit stop error allowed Schumacher to beat Alonso, his main rival for the Championship.

      At the Japanese Grand Prix, Ferrari again showed superiority in the qualifying stages, lapping up to 1.4s faster than the nearest competitors. Massa qualified 1st and Schumacher 2nd. Alonso capitalised on Massa's early puncture and took 2nd place. However, on lap 34 Schumacher suffered his first in-race engine failure since 2000, forcing him to retire. Alonso won the race and opened a 10-point lead in the driver's championship with only one race to go. Massa finished 2nd, but with Renault's Fisichella in 3rd place.


      Felipe Massa driving for Ferrari at the 2006 Brazilian Grand Prix.

      At the Brazilian Grand Prix, Ferrari showed a stunning performance with the Renault team playing it safe in order to avoid any break downs in their cars. qualifying was a mixed bag for Ferrari with Massa clinching pole position but Schumacher suffering a fuel pressure problem in the last session of the qualifying which left him unable to put in even a single lap in this session. Schumacher ended up at 10th on the grid with Massa on pole, Räikkönen 2nd, Trulli of Toyota 3rd and the championship leader Alonso at a comfortable 4th. The race itself was a dramatic one, with Schumacher making up 4 places in the first few laps, and then a safety car period followed. Once the race restarted Schumacher suffered a tyre puncture while trying to over take the Renault of Fisichella. This puncture virtually ended Schumacher's bid for the race lead and any hope of winning the 2006 Drivers' title. The final result saw the first victory for a Brazilian driver in home soil since Ayrton Senna in 1993. With Massa finishing 1st, Alonso 2nd, clinching the Drivers' title, followed by Honda's Jenson Button, who finished 3rd after putting in an impressive performance from 14th on the grid. Schumacher, after a stunning drive from the back of the grid (following his puncture), ended up 4th, but with Fisichella finishing 6th the Ferraris lost the Constructors title too.
      Last edited by boskovic; 21-10-2007, 19:44.

      Comment


      • #4
        Re: Scuderia Ferrari - Formula 1

        2007 Season


        F2007

        The 2007 car was secretively unveiled on January 14, 2007 with a ban on photographers, and testing continued the next day, with many tests outside of Europe in order to evade sponsorship bans because of their Marlboro sponsorship. Over the course of pre-season testing, the F2007 and its drivers have improved considerably and have headed the timing sheets at multi-team tests on various occasions. Kimi Räikkönen won the inaugural race of the 2007 season in a Ferrari F2007 at Albert Park becoming the first Ferrari driver to win on his début since Nigel Mansell. After a disappointing Malaysian Grand Prix, the team recovered to finish first and third in Bahrain, with Massa taking his first victory of the season. Since then, however, the team has fallen behind McLaren and its drivers Fernando Alonso and Lewis Hamilton in both championships.

        The Salzburger Nachricht newspaper has quoted Luca Colajanni on the team's disappointing performance. The Ferrari PR manager claimed the team's factory owned wind tunnel was badly damaged in a testing accident, when a steel sheet conveyor belt, representing the road under the down-scaled F1 car replica, broke up at high speed and splattered debris at various instruments. Although the Ferrari team had received prior warning from F1 analysts to secure the use of an alternative, backup testing facility and/or invest more in computer simulations, such advice would appear not to have been not heeded. The Ferrari team may not introduce new aerodynamic refinements to its cars until the wind tunnel is rebuilt, which will take several weeks. Meanwhile, the Scuderia remains severely handicapped against McLaren. With the tunnel now rebuilt and a new aerodynamic package (notably adjustments to the front wing) the cars are seemingly on par with the McLarens, after rigorous testing at Silverstone Ferrari are predicted to be strong in Europe in upcoming races. It has been reported[1] that a major aero upgrade is due for the upcoming event at Fuji. Recently they have resolved the problem of the front tyres not heating up quickly enough. On the 8 July, Kimi Räikkönen dominated the British Grand Prix at Silverstone with Massa coming 5th after stalling on the lights, he was placed 22th in the pit-lane and made a unbelievable come back mainly down to his one stop strategy.

        Ferrari went to the European GP with arguably the fastest car, Kimi claimed pole position with Felipe third. At the start of the race, rain hit the track causing many cars to slide around because they weren't on intermediate tyres, this cause everyone to go and change in the pits, Kimi was heading for the pits when he veered off and continued on track by himself, leaving Felipe to pit, to stop a pile up and allowing Alonso who was in second place to take the lead. When Kimi came out of the pits, he re-joined third, and began to hound Alonso down by 0.5secs per lap, while Felipe was leading the way by a long margin. Around Lap 30, Kimi retired with hydraulic problems, leaving Felipe the sole remaining Ferrari, he led the way for the majority of the race, but on the last 5 laps, he was overtaken by Alonso, due to the fact that rain had hit the track in the last 7 laps, after Felipe pitted for wet tyres, he experienced large vibrations through the car which caused him to be extra cautious, he ended the race second, and 11 points a drift in the driver's championship to leader Lewis Hamilton.

        The following Hungarian Grand Prix was riddled with scandal within the McLaren team. The team technicians forgot to fuel the car of Felipe Massa who was forced to start the race 14th, at a track where overtaking is very difficult. Kimi was going to start the race fourth, but following Fernando Alonso's relegation, he was moved up to third. He was also able to pass BMW's Nick Heidfeld going into the third turn. He would remain second till the end of the race, though challenging leader Hamilton on occasion. Felipe Massa came home 13th following a lacklustre performance.

        At the Chinese Grand Prix, Ferrari achieved its 200th Formula One victory, and 599th and 600th Formula One podium finishes, by Kimi Räikkönen and Felipe Massa, respectively.


        Espionage allegations
        Main article: 2007 Formula One espionage controversy

        On 3 July Nigel Stepney was dismissed by Scuderia Ferrari. Later the same day Ferrari announced it was taking legal action against Stepney and a McLaren engineer named by Autosport.com as Mike Coughlan; A Ferrari press release stated:

        "Ferrari announces it has recently presented a case against Nigel Stepney and an engineer from the Vodafone McLaren-Mercedes team with the Modena Tribunal, concerning the theft of technical information. Furthermore, legal action has been instigated in England and a search warrant has been issued concerning the engineer. This produced a positive outcome."

        On his return from holiday in the Philippines on July 5, Stepney was interrogated by the Italian police as part of the industrial espionage case. On 6 July Honda F1 released a statement confirming that Stepney and Coughlan approached the team regarding "job opportunities" in June 2007. Since the revelation of Coughlan's involvement in the affair McLaren provided a full set of drawings and development documents (estimated to be around 800 pages) to the FIA, detailing all updates made to the team's chassis since the incident occurred at the end of April.

        McLaren was eventually excluded from the 2007 Conctructors' Championship, in breach of Article 151(c) of the International Sporting Code, all but guaranteeing Ferrari the title. Ferrari won their 15th Constructors Title in Belgium the following weekend.

        Sponsorship

        Marlboro has sponsored Ferrari since 1984 and has been title sponsor since 1997 (prior to which it was the title sponsor of McLaren). In September 2005 Ferrari announced they had signed an extension of their sponsorship arrangement with Marlboro (Philip Morris) until 2011. This comes at a time when tobacco sponsorship has become illegal in the European Union and other major teams have withdrawn from relationships with tobacco companies, for example McLaren ended their eight year relationship with West. In reporting the deal, F1 Racing magazine judged it to be a "black day" for the sport, putting non-tobacco funded teams at a disadvantage and discouraging other brands from entering a sport still associated with tobacco. The magazine estimates that in the period between 2005 and 2011 Ferrari will receive $1 billion from the agreement.

        Depending on the venue of races (and the particular national laws) the Marlboro branding will be largely subliminal in most countries (see image). The Taiwanese computer company Acer is one of their sponsors (until 2008). In December 2005 Vodafone announced that it was withdrawing its sponsorship of Ferrari in favour of title sponsorship of McLaren beginning in 2007. The Times said Ferrari were "stunned" by the decision. Vodafone's position on the car is assumed by Telecom Italia's broadband Alice brand.

        Other companies sponsoring Scuderia Ferrari include: Fiat (car group), Shell - Royal Dutch/Shell Group, Alice, Bridgestone, AMD, Martini, Acer, and several others among which Mubadala Development Company (an investment company owned by the Emirate of Abu Dhabi) also owner of 5% of Ferrari's stakes as of the 2007 season.

        Apart from sponsors, Ferrari have the following companies as official suppliers: Magneti Marelli, Mahle, IIR, SKF, Europcar, Iveco, NGK, Infineon, HN Meccanica, Puma, Sanbitter, Tata, Brembo, BBS, Selex, Sabelt, TRW Automotive, Microsoft (note: the sponsors/suppliers information is accurate for the 2007 season).

        Records

        2 Classic Ferrari F1 cars on the Homestead-Miami Speedway pit lane during the 2006 Ferrari Challenge

        The Ferrari team has achieved unparalleled success in Formula One. Ferrari cars and Ferrari drivers have also won the Mille Miglia 8 times, the Targa Florio 7 times, and the 24 hours of Le Mans 9 times. In F1, Ferrari has the unique distinction of owning nearly all significant records (as of the 2007 Chinese Grand Prix), including:
        Most constructor championships: 15
        Most driver championships: 14
        Most wins (all-time): 200
        Most wins (season): 15 (tied with McLaren)
        Most podiums (all-time): 600
        Most podiums (season): 29
        Most pole positions (all-time): 194
        Most points (all-time): 4,694.27
        Most points (season): 262
        Highest winning percentage: ~26% (for teams with at least 10 wins)

        In 2004, Ferrari also surpassed Ford as the most successful F1 engine manufacturer, with 182 wins (to Ford's 176 wins). Due to the availability of the Cosworth V8 to private teams, a total of 6,639 Ford-powered cars were entered between 1967 and 2004, compared to 1,979 starts for Ferrari and Petronas-badged engines during the same period.
        Last edited by boskovic; 21-10-2007, 19:36.

        Comment


        • #5
          Re: Scuderia Ferrari - Formula 1

          Season 2008



          The Ferrari F2008 is a Formula One motor racing car, which Scuderia Ferrari is using to compete in the 2008 Formula One season.

          The car was unveiled to the public on January 6, 2008. It features a new standard Electronic Control Unit (ECU), which is the electronic system that controls all the cars, produced by McLaren Electronic Systems. This was included to comply with the new regulations. The ECU also removes most of the driver aids used in previous seasons, including traction control, engine braking and electronically assisted starting system. It also makes the management of the differential, engine and gearchanges easier.[citation needed]

          The car also weighs more than last season's F2007 chassis due to rule changes which includes the gearbox which has to be used for four consecutive races, higher side protection around the drivers helmet etc.

          World champion Kimi Räikkönen gave the car its first shakedown at Ferrari's Fiorano test track on January 7th 2008.

          Kimi Raikkonen


          Felipe Massa
          Last edited by boskovic; 30-06-2008, 23:57.

          Comment


          • #6
            Re: Scuderia Ferrari - Formula 1

            The ferrari Drivers

            1947
            Cortese Franco
            Farina Nino
            Nuvolari Tazio
            Righetti Fernando
            Sommer Raymond

            1948
            Biondetti Clemente
            Bhanute Birabongse
            Cortese Franco
            Farina Nino
            Gonzalez Froilan
            Landi Francisco
            Nuvolari Tazio
            Pola Julio
            Righetti Fernando
            Sommer Raymond
            Sterzi Bruno

            1949
            Ascari Alberto
            Biondetti Clemente
            Bonetto Felice
            Cortese Franco
            Farina Nino
            Landi Chico
            Sommer Raymond
            Taruffi Piero
            Vallone Roberto
            Villoresi Luigi

            1950
            Ascari Alberto
            Serafini Dorino
            Sommer Raymond
            Vallone Roberto
            Villoresi Luigi

            1951
            Ascari Alberto
            Cortese Franco
            Gonzalez Froilan
            Landi Chico
            Serafini Dorino
            Stagnoli Antonio
            Taruffi Piero
            Villoresi Luigi

            1952
            Ascari Alberto
            Bordoni Franco
            Bracco Giovanni
            Farina Nino
            Scotti Piero
            Simon André
            Taruffi Piero
            Villoresi Luigi

            1953
            Ascari Alberto
            Carini Piero
            Farina Nino
            Hawthorn Mike
            Maglioli Umberto
            Marzotto Giannino
            Marzotto Paolo
            Villoresi Luigi

            1954
            Ascari Alberto
            Farina Nino
            Froilan Gonzalez
            Hawthorn Mike
            Maglioli Umberto
            Manzon Robert
            Marzotto Giannino
            Marzotto Paolo
            Marzotto Vittorio
            Piccard François
            Piotti Luigi
            Rosier Louis
            Sergio Sighinolfi
            Taruffi Piero
            Trintignant Maurice
            Villoresi Luigi

            1955
            Bucci Clemar
            Castellotti Eugenio
            Farina Nino
            Frere Paul
            Gonzalez Froilan
            Hawthorn Mike
            Hill Phil
            Maglioli Umberto
            Manzon Robert
            Marzotto Paolo
            Schell Harry
            Sighinolfi
            Taruffi Piero
            Trintignant Maurice

            1956
            Castellotti Eugenio
            Collins Peter
            De Portago Alfonso
            Fangio Juan Manuel
            Gendebien Olivier
            Hamilton Duncan
            Hermann Hans
            Hill Phil
            Kimberly Jim
            Musso Luigi
            Pilette André
            Schell Harry
            Simon André
            von Trips Wolfgang
            Wharton Ken

            1957
            Castellotti Eugenio
            Collins Peter
            De Portago Alfonso
            Evans Tommy
            Gendebien Olivier
            Hawthorn Mike
            Hill Phil
            Lewis-Evans Stuart
            Masten Gregory
            Morotti Olinto
            Musso Luigi
            Perdisa Cesare
            Severi Martino
            Taruffi Piero
            Trintignant Maurice
            von Trips Wolfgang

            1958
            Collins Peter
            Frere Paul
            Gendebien Olivier
            Hawthorn Mike
            Hill Phil
            Munaron Gino
            Musso Luigi
            Seidel Wolfgang
            von Trips Wolfgang

            1959
            Allison Cliff
            Behra Jean
            Brooks Tony
            Cabianca Giulio
            Daigh "Chuck" Charlie
            Da Silva Ramon
            Gendebien Olivier
            Gurney Dan
            Hill Phil
            Scarlatti Giorgio
            von Trips Wolfgang

            1960
            Allison Cliff
            Frere Paul
            Gendebien Olivier
            Ginther Richie
            Hill Phil
            Mairesse Willy
            Rodriguez Pedro
            Rodriguez Ricardo
            Scarfiotti Lodovico
            Scarlatti Giorgio
            von Trips Wolfgang

            1961
            Baghetti Giancarlo
            Gendebien Olivier
            Ginther Richie
            Hill Phil
            Mairesse Willy
            Rodriguez Pedro
            Rodriguez Ricardo
            Tavano Fernand
            von Trips Wolfgang

            1962
            Baghetti Giancarlo
            Bandini Lorenzo
            Gendebien Olivier
            Hill Phil
            Mairesse Willy
            Parkes Mike
            Rodriguez Pedro
            Rodriguez Ricardo
            Scarfiotti Lodovico

            1963
            Bandini Lorenzo
            Maglioli Umberto
            Mairesse Willy
            Parkes Mike
            Scarfiotti Lodovico
            Surtees John
            Vaccarella Nino

            1964
            Bandini Lorenzo
            Guichet Jean
            Maglioli Umberto
            Mairesse Willy
            Parkes Mike
            Scarfiotti Lodovico
            Surtees John
            Vaccarella Nino

            1965
            Baghetti Giancarlo
            Bandini Lorenzo
            Biscaldi Giampiero
            Bondurant Bob
            Casoni Mario
            Guichet Jean
            Parkes Mike
            Rodriguez Pedro
            Scarfiotti Lodovico
            Surtees John
            Vaccarella Nino

            1966
            Baghetti Giancarlo
            Bandini Lorenzo
            Bondurant Bob
            Guichet Jean
            Parkes Mike
            Scarfiotti Lodovico
            Surtees John

            1967
            Amon Chris
            Bandini Lorenzo
            De Adamich Andrea
            Hawkins Robert Paul
            Klass Gunther
            Parkes Mike
            Scarfiotti Lodovico
            Stewart Jackie
            Sutcliffe Peter
            Williams Jonathan

            1968
            Amon Chris
            Baghetti Giancarlo
            Bell Dereck
            Brambilla Ernesto
            Casoni Mario
            De Adamich Andrea
            Ickx Jacky
            Redman Brian

            1969
            Amon Chris
            Andretti Mario
            Bell Dereck
            Brambilla Ernesto
            Piper David
            Regazzoni Clay
            Rodriguez Pedro
            Schetty Peter

            1970
            Amon Chris
            Andretti Mario
            Bell Dereck
            Giunti Ignazio
            Ickx Jacky
            Merzario Arturo
            Oliver
            Peterson Ronnie
            Regazzoni Clay
            Rodriguez Pedro
            Schetty Peter
            Surtees John
            Vaccarella Nino

            1971
            Andretti Mario
            Giunti Ignazio
            Ickx Jacky
            Merzario Arturo
            Redman Brian
            Regazzoni Clay

            1972
            Andretti Mario
            Galli Nanni
            Ickx Jacky
            Marko Helmut
            Merzario Arturo
            Munari Sandro
            Pace Carlos
            Peterson Ronnie
            Regazzoni Clay
            Schenken Tim

            1973
            Ickx Jacky
            Merzario Arturo
            Pace Carlos
            Redman Brian
            Reutemann Carlos
            Schenken Tim

            1974
            Lauda Niki
            Regazzoni Clay

            1975
            Lauda Niki
            Regazzoni Clay

            1976
            Lauda Niki
            Regazzoni Clay
            Reutemann Carlos

            1977
            Lauda Niki
            Reutemann Carlos
            Villeneuve Gilles

            1978
            Reutemann Carlos
            Villeneuve Gilles

            1979
            Scheckter Jody
            Villeneuve Gilles

            1980
            Scheckter Jody
            Villeneuve Gilles

            1981
            Pironi Didier
            Villeneuve Gilles

            1982
            Andretti Mario
            Pironi Didier
            Tambay Patrick
            Villeneuve Gilles

            1983
            Arnoux René
            Tambay Patrick

            1984
            Alboreto Michele
            Arnoux René

            1985
            Alboreto Michele
            Arnoux René
            Johansson Stefan

            1986
            Alboreto Michele
            Johansson Stefan

            1987
            Alboreto Michele
            Berger Gerhard

            1988
            Alboreto Michele
            Berger Gerhard

            1989
            Berger Gerhard
            Mansell Nigel

            1990
            Mansell Nigel
            Prost Alain

            1991
            Alesi Jean
            Morbidelli Gianni
            Prost Alain

            1992
            Alesi Jean
            Capelli Ivan
            Larini Nicola

            1993
            Alesi Jean
            Berger Gerhard

            1994
            Alesi Jean
            Berger Gerhard
            Larini Nicola

            1995
            Alesi Jean
            Berger Gerhard

            1996
            Irvine Eddie
            Schumacher M

            1997
            Irvine Eddie
            Larini Nicola
            Morbidelli Gianni
            Schumacher M

            1998
            Schumacher M
            Badoer Luca
            Irvine Eddie

            1999
            Salo Mika
            Badoer Luca
            Irvine Eddie
            Schumacher M

            2000
            Badoer Luca
            Barrichello Rubens
            Schumacher M

            2001
            Schumacher M
            Badoer Luca
            Barrichello Rubens

            2002
            Badoer Luca
            Barrichello Rubens
            Burti Luciano
            Schumacher M

            2003
            Badoer Luca
            Barrichello Rubens
            Massa Felipe
            Schumacher M

            2004
            Schumacher M
            Badoer Luca
            Barrichello Rubens

            2005
            Schumacher M
            Barrichello R
            Badoer Luca
            Gene M

            2006
            Schumacher M
            Massa F
            Badoer Luca
            Gene M

            2007
            Massa F
            Raikkonen K
            Badoer Luca

            Comment


            • #7
              Re: Scuderia Ferrari - Formula 1

              Ferrari Facility

              The Wind Tunnel
              The wind tunnel comprises of a steel air-duct in which an artificial air-flow is created, the air flow runs at controlled speeds. Inside the Ferrari wind tunnel the air-flow is produced by a 5 m diameter fan, this fan has to absorb 2000 kW of power.

              The Ferrari plant is one of the best, it has been equipped with some of the most advanced systems available for collecting and analysing both analogical and digital data and for the measurement of forces. A special device enables the team to control the wind speed, direction and turbulence.

              The scale model simulates, through a complex system, every kind of movement (roll, yaw, pitch, steer and dynamic motions) and contains over 300 individual sensors. The Ferrari wind tunnel is capable of testing car models from 65% of full size to a full size car.

              Test Model Dimensions - car model of up to 65% of full size can be tested - full size cars can be tested (with or without rolling road).

              Working Section Configuration - 12 sq. m. working section for model tests - alternative working section for scale 1:1 tests.

              Circuit Type - Singled closed return with sophisticated devices for airflow quality control.

              Wind Speed - model scale: tests up to 250 Kph - real car: tests up to at least 150 Kph.

              Fan - fan diameter: more than 5 m P - power demand: over 2000 kW.

              Temperature Control - The tunnel has a climate control system to allow tunnel air temperature to be controlled to better than 0.5 degrees C.

              Soundproofing - The wind tunnel has been completely soundproofed. Maximum outside noise levels are below 45dB. With the tunnel working, noise levels in our office area are less than the office air conditioning system.

              Rolling Road System - A sophisticated Rolling Road System, synchronised with the wind speed, is installed to minimise the boundary layer problem under the vehicle.

              Model Control - Computer model control allows us to simulate many model position: roll, yaw, pitch, steer and dynamic motion.


              FIORANO
              In 1972 Enzo Ferrari's dream of a dedicated test track was realised with the building of the Fiorano track close to the factory at Maranello. The tracks main purpose is to test the latest F1 and GT racing cars, the team mechanics also use the track to practice the events of a race-simulated pit stop.

              The layout of the track is typical to that of a regular road. It has a tortuosity index of 1.24, with 1,661 meters of bends and 1,339 meters of straight. The length of the standard course is 3,000 meters, extended to 3,021 meters by the new chicane built in 1992. The average speed for the course is over 160 km/h, with peaks of more than 290 km/h.

              The amount of straight road and bends was designed to solve specific problems: a balance between right and left bends, bends with a differentiated radius, from 13.71 to 370 meters; bends with different features having one or more centres. Although convinced that it was impossible to repeat bends typical of other racetracks, the designers did try to include elements that resembled the salient features of some European courses. Bend no. 1 is used to assess car behaviour when braking hard. Bends 2 and 9 (sharp bends to left and right) to verify brakes when turning into the bend and engine elasticity when leaving it.

              The next two equal radius bends, 4 and 5, were designed to verify centrifugal effects on fuel supply and handling between left and right. The uphill slope, with its 6.5% incline as from bend 6, and the straight between bends 6 and 7, with a number of ups and downs including a first hump, a dip and another hump, were designed to highlight variations in stability during car trajectory transients. The road between curves 10 and 14 was intended to highlight overall car performance, particularly from an aerodynamic viewpoint. Chicane 15 provides a good indication of engine and chassis behaviour during acceleration, particularly relating to drive.

              The circuit benefits from having a computerised system that sends all the technical information from the car direct to the pits, this includes details on speed, lap times and all host of technical information to aid in the development of the car. The circuit is covered by 10 fixed cameras to aid the team in seeing just what is happening on the track.

              In the pits the team has access to the television, timing and computer control room, Safety at the track is extremely high, with a dedicated fire truck and fire posts, along with the track's own emergency ambulance. The track is completely fenced off from the public, but this does not deter the passionate Tifosi from watching behind the fence in the hope of seeing the cars going round the circuit.




              MUGELLO
              Ferrari being Ferrari one dedicated test track is simply not good enough, so what do they do they get themselves another one. Fiorano may be the best known for Ferrari testing but the Mugello circuit plays host to many Ferrari test sessions throughout the season.

              The Mugello racetrack originates from an old road circuit that ran for over 66km. The first race to be held at Mugello was held way back in 1914. Racing at the track was soon interrupted by World War One.

              After the was the track saw it's greatest moments in it's long history especially in the sixties after the famous 'Mille Miglia' road race disappeared. The names who have raced at the circuit still echo around the track. Campari, Brilli Peri, Ascari, Emilio Materassi are among the names. Enzo Ferrari won the race in 1921 in an Alfa Romeo.

              At the end of the sixties the track had to be closed for safety reason, but on 23rd of June 1974 the circuit was reopened with a F5000 race.

              Ferrari bought the race track in 1989 and have greatly remodelled the track since the purchase. Today the track off course plays host to Ferrari test days but it also has the World Road Racing Championship, the ITC International Touring Car Championship, the World Superbike Championship along with the FIA GTI Championship.

              Through forests and green areas the track runs for over 5,000m. Facilities at the circuit have been built to the highest specifications. Elevated viewing areas allow spectators to have a great view of the action on track. Ferrari test session attract a lot of attention and although a lot are behind closed doors there are days when the Tifosi are allowed through the gates to see the Scuderia test.

              The track is equally divided between straight sections and turns. 15 turns make up a lap at Mugello with 9 right handers.

              Due to the varied nature of the circuit containing straights, chicanes and ups and downs it makes an idea place to test all aspects of a Formula One car especially the engine and the aerodynamics. The Ferrari team make ideal use of this when they regularly test at Mugello.

              Safety at Mugello is of the highest standards, with 24 camera's lined to closed circuit TV the marshal's are in constant touch with the action. The track's medical centre is fully operational and all staff trained to the high standards required for such a track.

              Between Fiorano and Mugello Ferrari spend a lot of time, so if you are ever in the area and hear a sweet sound you may just may get a glimpse of the Red cars in action.

              The Ferrari Factory
              Enzo Ferrari founded Scuderia Ferrari, in viale Trento e Trieste in Modena in 1929, with the purpose of helping members compete in motor races. In Alfa Romeo cars racing activities, continued until 1938. Two years later, Enzo Ferrari split with Alfa Romeo and founded Auto Avio Costruzioni Ferrari, in the old Scuderia Ferrari headquarters, to manufacture machine tools.

              A promise of non-competition did not deter (which prevented Enzo Ferrari from building cars using his own name for four years), the company from beginning to study and design a racing car. The first racing car was an 8- cylinder 1500 cc open car known as the 815, two of these cars were built to take part in the 1940 Mille Miglia. World War II put an end to racing activities.

              In 1943 the workshops moved from Modena to Maranello.

              After the war, the company changed its name to Ferrari and went on to design the 125 Sport, a 12-cylinder, 1500 cc car which Franco Cortese drove on the Piacenza circuit on May 11, 1947. The car made a good debut and led the race on the last lap but had to retire. Two weeks later in Cortese the 125 Sport won the Rome Grand Prix.

              Since then, the company's cars have been driven by the best drivers, they have won over 5,000 events on race tracks and road tracks, the name of Ferrari is now a racing legend. The most important achievements have been 9 Formula 1 Drivers' World titles, 14 Manufacturers' World titles, 8 Formula 1 Constructors' World Championships, 9 wins at the Le Mans 24 Hours race, 8 at the Mille Miglia, 7 at the Targa Florio, and, up to the end of 1999, 125 wins in Formula 1 Grand Prix's.

              Enzo Ferrari sold 50% of the company to the Fiat Group in 1969, this was to meet growing market demand, The Fiat investment increased to 90% in 1988.

              Evolution of the Company name
              September 1939: Auto Avio Costruzioni, owned by Enzo Ferrari
              16 October 1957: Auto Costruzioni Ferrari
              23 May 1960: Società Esercizio Fabbriche Automobili e Corse - SEFAC S.p.A.
              13 November 1965: Ferrari S.p.A. Esercizio Fabbriche Automobili e Corse
              23 June 1989: Ferrari S.p.A.

              Contact Ferrari
              Scuderia Ferrari Marlboro
              Ferrari S.p.A.
              Caselle Postale 589
              Via Emilia 1163
              I-41100 Modena, Italy

              Members of the Board of Directors
              Chairman and Managing Director: Luca Cordero di Montezemolo
              Vicechairman: Piero Ferrari

              Racing Management
              General Director: Jean Todt
              Technical Director: Ross Brawn
              Engine Director: Paolo Martinelli
              Director of Formula 1 racing activities: Stefano Domenicali
              Maserati Corse and Corse Clienti Ferrari: Claudio Berro
              Motor Sport Press: Luca Colajanni

              Track and Technical Management
              Technical Director: Ross Brawn
              Chief Designer: Rory Byrne
              Direzione Industriale: Mario Almondo
              Electronics: Roberto Dalla
              Chief Race Engineers: Luca Baldisserri
              Test Team Manager: Luigi Mazzola
              Race Technical Manager: Nigel Stepney
              Race Engineer Car no. 1: Chris Dyer
              Race Engineer Car no. 2: Gabriele Delli Colli
              Test Team Engineer: Massimo Atzori
              Chief mechanic car no. 1: Francesco Barletta
              Chief mechanic car no. 2: Alessandro Palermo
              Chief mechanic spare car: Giuseppe Rizzo
              Chief mechanic Test Team: Gianni Petterlini

              Engine management
              Engine Director: Paolo Martinelli
              Design and Development: Gilles Simon
              Race engines Manager: Mattia Binotto
              Test engines Manager: Noel Cavey
              Customer Teams (Sauber): Stefano Govoni
              Engine research: Giorgio Quattrini

              Facilities
              Maranello e Modena (bodyworks only) Total area 252,000 sq. m, 94,000 sq. m of which are covered. About 2,000 employees.

              Gestione Sportiva (Racing Department)
              Until 1981 Ferrari racing car were built at Maranello. In 1982 a plant was built next to the Fiorano test track specifically for the design and production of Formula 1 cars. Racing car components are also manufactured in the main plant, particularly in the Composite and Foundry and Ges Mechanic Departments.

              The Fiorano track
              The Fiorano track was built in 1972 in an area adjacent to the plant. The original circuit, which still exists, measured 3 km, but a variant introduced in 1996 (a fast bend to replace a sharp corner at the end of the pit straight) shortened the total length by 24 meters. It is equipped with closed circuit television, electronic timing and telemetry, and it is used for tests and trials on Formula 1 and GT cars.

              Mugello
              In 1988 Ferrari bought the Mugello international racetrack near Florence, renovating the structure, track and facilities for tests and races. Today Mugello is one of the loveliest circuits in the world, and it hosts top level car and motorbikes events, ad well as being chosen by several manufacturers as an ideal setting for their development tests. The course is 5,245 meters long. Both Fiorano and Mugello tracks belong entirely to Ferrari S.p.A.
              Last edited by boskovic; 21-10-2007, 20:01.

              Comment


              • #8
                Re: Scuderia Ferrari - Formula 1

                wah lengkap jg nich infonya , mudah mudahn Kimmi Raikonen jadi Juara DUnia , GO ferrari

                Comment


                • #9
                  Re: Scuderia Ferrari - Formula 1

                  Wah, mantappp
                  GRP 4 u

                  -tam2-

                  Comment


                  • #10
                    Re: Scuderia Ferrari - Formula 1

                    mudah2an malem ini ferrari berjaya di interlagos,,

                    Comment


                    • #11
                      Re: Scuderia Ferrari - Formula 1

                      Hurrrrrrrrrrrayyyyyyyyyyyyyyyyyyyyy,,,

                      Comment


                      • #12
                        Re: Scuderia Ferrari - Formula 1

                        FerrariWIN!!!
                        F1 2007 CHAMPIONSHIP


                        Comment


                        • #13
                          Re: Scuderia Ferrari - Formula 1

                          Cheers.. I'm a big fan of Ferrari...

                          Comment


                          • #14
                            Re: Scuderia Ferrari - Formula 1

                            Salam kenal sebagai penggemar setia Ferrari, dan thanks atas dibuatnya thread Scuderia Ferrari - Formula 1 yang cukup lengkap, kalau bisa sih diartikan ke bahasa indonesia, pertama kali saya mendukung Ferrari, ketika saya masih SD, sekitar tahun 1996, dimana pada saat itu, Legenda Hidup Formula 1, Michael Schumacher baru pindah ke Ferrari, dan sejak saat itu saya selalu setia mendukung Ferrari serta Michael Schumacher, mudah-mudahan di masa yang akan datang, ada pembalap asal Jerman yang memperkuat Ferrari lagi, saya melihat Sebastian Vettel sangat cocok untuk memperkuat Ferrari di masa yang akan datang, karena cara mengemudikan mobilnya di lintasan basah, mengingatkan saya terhadap Michael Schumacher, dan kebetulan sama-sama dari Jerman. Thanks

                            Comment


                            • #15
                              Re: Scuderia Ferrari - Formula 1

                              Hi, gw jg fans Ferrari nih.. Scara gw demen warna merah.. Xixixixi..

                              Demennya dari kapan ye? dari kecil deh..

                              Well, dari dulu emang yang pasti gw tunggu menang itu pasti Schumi deh.. Kl perlu gw pake doain dl..

                              But jaman sdh berganti.. Skrg jujur ga pny pijakan siapa yg musti menang, tp ttp ngarep Ferrari di depan..

                              Sempet ketar-ketir pas AMD jadi sponsor Ferrari(call me Intel fanboy), tapi ya pada akhirnya desktop di rumah pake AMD juga, yah sudah.. He3.. Toh BMW taon ini lmyn bagus performanya..

                              Oiye yang paling gw respect dari tim Ferrari, mereka sangat enjoy akan kemenangan mereka.. Lagu kebangsaan Itali aj gw salut mereka semangat banget nyanyinya(liat kmrn kan? ), pdhl yg menang di podium kan cmn 2 orang(juara ma wakil tim).. Tp kerasa banget THE TEAM WINS, not just a driver win..

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