Scuderia Ferrari

## Ferrari *as a Formula One engine manufacturer*

**Scuderia Ferrari** is the racing division of luxury Italian auto manufacturer Ferrari and the racing team that competes in Formula One racing. The team is also known by the nickname "**The Prancing Horse**" (Italian: *il Cavallino Rampante* or simply *il Cavallino*), in reference to their logo. It is the oldest surviving and most successful Formula One team, having competed in every world championship since the 1950 Formula One season.

The team was founded by Enzo Ferrari, initially to race cars produced by Alfa Romeo. By 1947 Ferrari had begun building its own cars. Among its important achievements outside Formula One are winning the World Sportscar Championship, 24 Hours of Le Mans, 24 Hours of Spa, 24 Hours of Daytona, 12 Hours of Sebring, Bathurst 12 Hour, races for Grand tourer cars and racing on road courses of the Targa Florio, the Mille Miglia and the Carrera Panamericana. The team is also known for its passionate support base, known as the *tifosi*. The Italian Grand Prix at Monza is regarded as the team's home race.

## History

Scuderia Ferrari was founded by Enzo Ferrari in 1929 to enter amateur drivers in various races. However, Ferrari himself had raced in CMN (Costruzioni Meccaniche Nazionali) and Alfa Romeo cars before that date. The idea came about on the night of 16 November at a dinner in Bologna, where Ferrari solicited financial help from textile heirs Augusto and Alfredo Caniato 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; Ferrari himself continued racing, with moderate success, until the birth of his first son Dino in 1932. The prancing horse blazon first appeared at the 1932 Spa 24 Hours in Belgium on a two-car team of Alfa Romeo 8C 2300 Spiders, which finished first and second.

In 1933 Alfa Romeo experienced economic difficulties and withdrew its team from racing. From then, the Scuderia Ferrari became the acting racing team of Alfa Romeo when the factory released to the Scuderia the up to date Monoposto Tipo B racers. In 1935 Enzo Ferrari and Luigi Bazzi built the Alfa Romeo Bimotore, the first car to wear a Ferrari badge on the radiator cowl. Ferrari managed numerous established drivers (notably Tazio Nuvolari, Giuseppe Campari, Achille Varzi and Louis Chiron) and several talented rookies (such as Tadini, 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. Alfa Romeo had bought the shares of the Scuderia Ferrari in 1937 and transferred, from 1 January 1938, the official racing activity to Alfa Corse whose new buildings were being erected next to the Alfa factory at Portello (Milan). The Viale Trento e Trieste facilities remained active to assist the racing customers.

Enzo Ferrari disagreed with this policy change and was dismissed by Alfa in 1939. In October 1939, Enzo Ferrari left Alfa when the racing activity stopped and founded Auto Avio Costruzioni Ferrari, which also manufactured machine tools. The agreement with Alfa included the condition that he would not use the Ferrari name on cars for four years.

In the winter of 1939–1940, Ferrari started work on 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 it was bombed in November 1944 and February 1945.

Rules for a Grand Prix World Championship had been established before the war, but it took several years afterwards for the series to become active. 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.

After the four-year condition expired, the road car company was called Ferrari S.p.A., while the name SEFAC (***S**ocietà Per Azioni **E**sercizio **F**abbriche **A**utomobili e **C**orse*) was used for the racing department.

### Headquarters

The team was based in Modena from its pre-war founding until 1943, when Enzo Ferrari moved the team to a new factory in Maranello in 1943, and both Scuderia Ferrari and Ferrari's road car factory remain at Maranello to this day. The team owns and operates a test track on the same site, the Fiorano Circuit built in 1972, which is used for testing road and race cars.

### Identity

The team is named after its founder, Enzo Ferrari. *Scuderia* is Italian for a stable reserved for racing horses and is also commonly applied to Italian motor racing teams.

The prancing horse was the symbol used on Italian World War I ace Francesco Baracca's fighter plane. It became the logo of Ferrari after the fallen ace's parents, close acquaintances of Enzo Ferrari, suggested that Ferrari use the symbol as the logo of the *Scuderia*, telling him it would 'bring him good luck'.

## Formula One

### 1940s

In May 1947, Ferrari constructed the 12-cylinder, 1.5 L Tipo 125, the first racing car to bear the Ferrari name. A Formula One version of the Tipo 125, the Ferrari 125 F1 was developed in 1948 and entered in several Grands Prix, when a World Championship had not yet been established.

### 1950s

In 1950, the Formula One World Championship was established, and Scuderia Ferrari entered in this first season. It is the only team to have competed in every season of the World Championship, from its inception to the current day.

In fact the Ferrari team missed the first race of the championship, the 1950 British Grand Prix, due to a dispute about the 'start money' paid to entrants, and the team debuted in the 1950 Monaco Grand Prix with the 125 F1, sporting a supercharged version of the 125 V12, and three experienced and successful drivers, Alberto Ascari, Raymond Sommer 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 won all eleven events it entered in 1950 (six World Championship events and five non-championship races), but Ferrari broke their streak in 1951 when José Froilán González took first place at the 1951 British Grand Prix.

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 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 the 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 ageing 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 Constructors' Championship was introduced and won by Vanwall. Carlo Chiti designed an entirely new car for Ferrari: the Ferrari 246 F1, with a V6 engine named after 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

The 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 Hill gave the team its lone win by heading a hollow podium sweep at Monza after top British teams, with the championship already decided, boycotted Italian organizers' decision to contest the race on a high-speed circuit which combined Monza's high-banked oval with the normal road course.

In the 1961 Formula One season, with new rules for 1500 cc, 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.

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.

For the 1962 Formula One season, Hill and Baghetti stayed on with rookies Ricardo Rodríguez and Lorenzo Bandini. Richie Ginther had left for BRM, leaving a big gap in the development of new models. The somewhat volatile Willy Mairesse took his place. The team used the 1961 cars for a second year while Forghieri worked on a new design; the team won no race. After a prolonged metalworkers' strike in Italy Ferrari missed two races. This, combined with the betrayal of the 1961 walk-out and various troubles arising from Enzo's refusal to accompany the team to the races (having his wife stand in for him instead) led to Enzo withdrawing from the last two races of the year. The drivers were free to drive for anyone, as long as it did not contradict the existing sponsor contracts with Dunlop, Shell, Marchal, and Ferodo.

There had been talk of a Gilera-Ferrari in late 1962, with technical drawings released but no car ever seen, using a transversely mounted eight-cylinder engine based on two Gilera four-cylinder motorcycle blocks combined. This came to naught, however, and Ferrari ran smaller lighter 156 cars for the 1963 Formula One season. This time the team depended on 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.

The new 158 model was at last finished in late 1963 and developed into race-worthiness 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's were entered by private team NART and painted in the US colour scheme of blue and white, as Enzo was protesting against the Italian sporting authority.

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 Rodríguez, Vaccarella and Bob Bondurant.

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 the 1969 Formula One season, Enzo Ferrari set about wisely spending his new-found 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, a new car and engine was produced for that season, the 312B. It had an all-new flat-12 engine, which was to be the engine used by the team for the next 10 seasons. Jacky Ickx re-joined the team and won the Austrian Grand Prix, the Canadian Grand Prix and the Mexican Grand Prix to become second in the Drivers' Championship. Clay Regazzoni made his debut that season and won the Italian Grand Prix, finishing third in the standings. Ferrari driver Pedro Rodríguez was killed in an Interseries sports car race at Norisring in Nuremberg, Germany, on 11 July 1971, at the wheel of a Ferrari 512M.

After three poor years, including a disastrous 1973 season which saw Ferrari failing to attend two races – the Dutch and German Grands Prix – for the first time since the team had started racing in Formula One, Ferrari signed Niki Lauda in 1974, and made the momentous decision to pull out of sportscar racing to concentrate upon F1. The same year Luca di Montezemolo was appointed Team Principal. Ferrari won the Spanish Grand Prix, the Dutch Grand Prix and the German Grand Prix, but Regazzoni lost the World Championship to Emerson Fittipaldi at the final race of the season, the United States Grand Prix.

The new Ferrari 312T, developed fully with Lauda and Regazzoni and designed by Mauro Forghieri, was introduced in 1975, and brought the team back to winning ways, Lauda won five races and took the drivers' crown, and Ferrari won the Constructors' Championship.

In 1976 Lauda was comfortably leading the championship when he crashed at the German Grand Prix, seriously injuring himself. Carlos Reutemann was hired as a replacement, and Ferrari fielded three cars in the 1976 Italian Grand Prix when Lauda returned unexpectedly soon (only six weeks after his accident). Lauda scored points twice in the races following his severe crash, but voluntarily withdrew from the season-ending Grand Prix at Fuji after two laps because of heavy rain, and James Hunt won the drivers' title by a single point, but Ferrari won the constructors' title for the second year in a row.

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 Constructors' Championship), overcoming his more fancied, and favoured, teammate Reutemann. His relations with the team, especially Forghieri, continued to deteriorate, and he decided finally to leave for Brabham at the end of the season.

In 1978, Ferrari raced with Reutemann and Gilles Villeneuve, and while they managed to produce a solid car, winning five races, it 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), and won the last World Drivers' Championship in a Ferrari until Michael Schumacher 21 years later. The car was a compromise ground effect design due to the configuration of the Ferrari wide-angle flat-12, which was overtaken in due course by the extremely successful Williams FW07, but not before racking up the necessary points to take both titles that year.

### 1980s

Ferrari and Jody Scheckter's 1980 title defence was unsuccessful, as the team's rivals made up ground at the expense of the reigning champions. The team scored a meagre total of eight points all season, and Scheckter elected to retire at its conclusion. For the 1981 season, Ferrari signed Didier Pironi to partner Gilles Villeneuve and also introduced its own turbo-charged engine, which provided more power in a more compact design than the previous normally aspirated, twelve-cylinder arrangement. The season was a distinct improvement on the last, Villeneuve winning the Monaco and Spanish Grands Prix, but a potential championship challenge was stymied by the difficult handling and extremely poor aerodynamics of the car. However, the lessons learnt from the team's first racing experience with a turbo car in F1 prepared it well for 1982.

Throughout the 1982 season, the Ferrari was the best package, in terms of a balance between speed and reliability. The year was, however, marred by the loss of both of Ferrari's drivers. Team leader and favourite driver of Enzo Ferrari, Villeneuve, died in a crash during qualifying at the Belgian Grand Prix, while Pironi suffered career-ending injuries before the German Grand Prix later in the season. 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. Ferrari did, however, win the Constructors' Championship. The 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 was consistent enough to challenge for the drivers' title. Patrick Tambay took an especially emotional victory at San Marino in front of the Tifosi, but left to join the Renault team at the end of the season. Michele Alboreto was hired for 1984 following his impressive performances during the previous year driving a Cosworth-powered Tyrrell. He won the Belgian Grand Prix, but the team's performance was not competitive enough to challenge the TAG-Porsche-powered McLarens of Niki Lauda and Alain Prost. In the following year, however, Alboreto was Prost's closest challenger for the championship, leading it at one stage before the team's competitiveness slumped in the final races. Arnoux, meanwhile, fell out with the team and was replaced by Stefan Johansson after the first race of the season. 1986 continued the disappointing trend of the previous season as neither Alboreto nor Johansson could win a race, and never looked like doing so. For 1987, Johansson moved to McLaren and was replaced by Gerhard Berger, who got the better of Alboreto as the season progressed and secured several podium finishes, although the team would finish a disappointing 4th behind Lotus. The team were more competitive in 1988, finishing second in the Constructors' Championship, but a long way behind McLaren, who now used the works Honda engines which had won the previous two Constructors' Championships.

The 1988 season also witnessed the end of Enzo Ferrari's ownership of the team. On 14 August 1988, 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. Just over a month after Enzo's death, Nigel Mansell would win for Ferrari at the Portuguese Grand Prix, just one of two times a team other than McLaren-Honda won a Grand Prix in the 1988 season. Mansell dedicated the win to the late Enzo Ferrari.

1989 saw the end of turbo-charging in Formula One. From this date, the formula was for 3.5-litre normally aspirated engines of no greater than 12 cylinders, which was a direct consequence of lobbying by Ferrari for the previous few years. The team went so far as to construct an Indycar, the Ferrari 637, as a threat to the FIA that if they did not get what they wanted, namely the allowance of V12 engines under the revised formula, they could take part in another series. Due to the expected extreme high revs and consequent narrow power band expected of the new engines, 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, the experimental system proved extremely troublesome, with Mansell being unable to compete more than a handful of laps, but nonetheless they managed wins at Germany, Hungary and Portugal. Mansell again dedicated the race to the memory of Enzo Ferrari as the win came a year after the latter's death.

### 1990s

1988 World Drivers' Champion Ayrton Senna left McLaren to partner Berger at Ferrari for the 1990 Formula One season. Senna assumed the role of lead driver, much helped by Berger's close friendship with the Brazilian. Senna would immediately impress and while many expected McLaren would again comfortably win the championship, Senna soon led the championship, winning his home race for the first time in 7 attempts. Between the Mexican Grand Prix and Italian Grand Prix, Senna would not stand on the top step only once, finishing second at the French Grand Prix. Senna would secure the title at round 13 of 17, the Scuderia's first drivers' title since 1979. Later in the season they would secure the Constructors' Title, their first since 1983. In 1991, Michael Andretti, son of Ferrari legend Mario, would be signed on a two-year deal to partner Senna. While Senna and Andretti would secure five wins in 1991 they would finish third in the standings behind McLaren and Williams. The 1992 Ferrari enjoyed less success and while there were wins (three), the team were a distant third to McLaren and Williams.

For 1993, Senna and Andretti would move on, and would be replaced by the 1990 World Champion Joey Davies and a returning Gerhard Berger.

## Formula One record

### Engine Use Summary

#### By Constructor

 Cooper
 De Tomaso

### Season-by-season record

*The drivers noted are works Ferrari drivers only (no private-only entrants).*

*Includes rounds raced under the* North American Racing Team *entrant.*

*Drivers' champions in **bold**.*

Notes

* \* – Season still in progress.

### Wins

*For full list, see Scuderia Ferrari/Race Wins*

#### Milestone wins

 10
 25
 50
 75
 100

### Ferrari driver Grand Prix count

Notes

* \* – Season still in progress.

## Notes

1. ↑ Ferrari.

**1958**: Vanwall
**1959**: Cooper-Climax
**1961**: **Ferrari**
**1962**: BRM
**1963**: Lotus-Climax
**1964**: **Ferrari**
**1965**: Lotus-Climax
**1966**: Brabham-Repco
**1967**: Brabham-Repco
**1968**: Lotus-Ford
**1969**: Matra-Ford
**1971**: Tyrrell-Ford
**1972**: Lotus-Ford
**1973**: Lotus-Ford
**1974**: McLaren-Ford
**1975**: **Ferrari**
**1976**: **Ferrari**
**1977**: **Ferrari**
**1978**: Lotus-Ford
**1979**: **Ferrari**
**1981**: Williams-Ford
**1982**: **Ferrari**
**1983**: **Ferrari**
**1984**: McLaren-TAG
**1985**: McLaren-TAG
**1986**: Williams-Honda
**1987**: Williams-Honda
**1988**: McLaren-Honda
**1989**: McLaren-Honda
**1991**: McLaren-Honda
**1992**: McLaren-Ilmor