Scuderia Ferrari

The Scuderia Ferrari , founded in 1929, is since 1947 the branch in charge of engagement in competition of the cars of the mark Ferrari. Nowadays, Scuderia Ferrari exclusively centred its activity on the championship of the world of Formule 1, of which it is the most prestigious stable.

History

1929-1947: birth of Scuderia

Pilot for the account of Alfa Romeo since 1920, Enzo Ferrari quickly takes conscience of his own limits, and sees himself gradually in charge by Alfa of missions which milked with the operation of the team of race. In 1929, it founds Scuderia Ferrari, of which the ambition is in the beginning to make run the customers of Alfa Romeo. But quickly, Scuderia Ferrari becomes the official armed wing of Esparto in competition.

In 1938, Enzo Ferrari is scrambled with Alfa Romeo which seeks to take the control of Scuderia Ferrari and finds its independence. In 1940, it makes build the 815 Sport (which by respect of a non-competition clause with Alfa does not bear the name Ferrari) then in 1947, it establishes the Ferrari mark. Quite naturally, Scuderia Ferrari is reactivated to engage in competition the models of the mark.

1947-1951: first years and the first successes

In 1947, the Italian pilot Franco Cortese offers to Ferrari his first victory in competition, in a test of the sport type. Then, in 1948, Scuderia Ferrari makes its beginnings in Formule 1 (at one period or let us recall it, the championship of the world does not exist yet). After encouraging beginnings, F1 Ferrari trustent successes in 1949 (in the notable absence of the surpuissantes Alfa Romeo). Scuderia also is essential this year on the 24 hours of Mans.

In 1950, the championship of the world of Formula 1 is created, and Ferrari takes share logically there. It is advisable however to note that, obviously not very conscious of the historical range of the event, Enzo Ferrari and its men are absent from disputed inaugural Grand Prix with Silverstone. This day, Scuderia is committed in Belgium in a test of Formule 2 with the premiums of arrival more enticing. It is only with GP of Monaco that Ferrari carries out its official beginnings in championship of the world. This ignition retard does not change large thing with the fate of the championship, so much Ferrari are dominated by Alfa Romeo (of return after their sabbatical year of 1949), much more powerful (one will speak about a variation of 85 horses). Irony of the history, the design of Alfetta 158, had been initiated pre-war period by Enzo Ferrari itself, when Scuderia Ferrari was in load of the sporting program of Alfa Romeo. With like better result its second place in Monaco, Ascari finishes only 5th championship.

In 1951, if Alfetta progressed, Ferrari, on its side reduced the variation, and only 35 horses now separate the cars from the two teams. At the beginning of the season, Ferrari manage to badger Alfetta, primarily thanks to their pilot high-speed motorboat Alberto Ascari. The inexorable rise to power of Ferrari at the same time finds its dedication at the time of the GP of Great Britain 1951, where Jose Froilán González offers to the mark with the horse pulled up its very first victory in championship of the world, putting fine at nearly 5 years of invincibility of Alfetta. Not forgetting what Ferrari owes at Alfa Romeo, Enzo Ferrari will have these words remained famous to comment on the victory as of his and the defeat of Esparto: “it is as if I had killed my mother.” While offering two new victories to Ferrari, Ascari is placed in strong position to conquer the world title, but at the time of the ultimate sleeve of the season in Spain, a bad choice of tires on behalf of the men of Scuderia allows Fangio and Alfa to gain the championship.

1952-1953: absolute domination

At the end of 1951, the withdrawal of Alfa Romeo leaves Ferrari without adversary with its height, and the passage to the regulation Formule 2 initiated by the International Sporting Commission with an aim of returning the championship of the more accessible world changes nothing there. With six consecutive victories, Alberto Ascari flies over the championship and gains the world title. It is also the first world title of Ferrari (title " pilote" only since the championship of the manufacturers of Formula 1 will be created only in 1958). As for the only GP which has escaped in Ascari (the test of opening in Switzerland), it was gained by Piero Taruffi, one of its team-members.

The championship 1953 begins on the same bases for Ferrari with Ascari which flies of success in success, but gradually, the domination of Scuderia is threatened by Maserati of the ghost Fangio (which had been absent the former season due to wound). For Rheims, one needs all the audacity of the young British recruit Mike Hawthorn to preserve the invincibility of the pulled up horse and to come to end from Fangio. But in Monza, at the end of season, Fangio fall Ferrari finally succeeds in making, which thus does not manage to republish its " Large Chelem" former season. This defeat is nevertheless without consequence for Ascari, ensured of long time to gain its second consecutive world title.

1954-1955: in the shade of star

After two seasons disputed under the regulation Formulates 2, the " vraie" Formulate 1 takes again its rights in 1954. To try to continue its domination in spite of the departure at Lancia of its pilot emblematic Alberto Ascari, Ferrari allows the luxury to design two new cars: 625, and 554, known as " Squalo". However, neither one nor the other will show with the height competition, incarnated in 1954 by Maserati, then especially starting from the GP of France, by Mercedes. The 2nd place with the general of Gonzalez (victorious of a race, just like Hawthorn) is only one cold comfort for Ferrari.

The situation worsens in 1955. Not only Ferrari are impotent vis-a-vis Mercedes (the firm with star was reinforced by the young British hope Stirling Moss, which forms with Fangio an almost unbeatable duet), but they also pain to follow the rate/rhythm of brilliant Lancia D50 d' Ascari and Castellotti. To that a financial position of most precarious is added, who makes fear for the future even mark. And the lucky victory of Maurice Trintignant in Monaco (it benefitted from a double abandonment of Mercedes, as of the famous dive of Ascari in water of the port) does not change anything with this report.

The state of Ferrari improves miraculeusement at the end of the year: also with most badly financially, and overpowered by the death of Ascari, Lancia withdrew themselves from F1, and grâcieusement (with a nudge in the right direction of the Italian government) yielded its D50 to Ferrari. With the announced withdrawal of Mercedes (gavé by 18 months of supremacy, but also touched by the 24 hours drama of Mans), here which for Scuderia Ferrari suddenly releases a horizon until there quite dark.

1956-1958: bitter titles

A few months only after to be announced dying woman, Scuderia approaches the championship in position of large favorite. Not only its two large adversaries of the former season were withdrawn, but it recovered some weapons more of them: D50 coming from Lancia, and Manual Juan Fangio coming from Mercedes. However, the combination of the best pilot of the world in the best stable of the plate will not lead to the discounted domination. Author of a first part of championship sometimes brouillone (in particular in Monaco) and especially very unlucky person, Fangio will be far from being irresistible. But in spite of the blows of glare of Moss on Maserati, the fight for the title remains internal in Scuderia and opposes Fangio to its young fellow-member Peter Collins, which will go even until voluntarily giving up his ultimate chances to be crowned, by spontaneously offering its car to Fangio (victim of a new mechanical breakage) during the ultimate handle of the championship with Monza.

Even if it joined again with the world title, Scuderia convinced only fairly in 1956, its advance on Maserati being proven weaker than envisaged, and D50 (whose design goes back to 1954) starting to show the weight of the years. And with the departure of its champion Fangio (who got along at all with Enzo Ferrari, reproaching him even for supporting young people the pilot of the team), precisely in direction of Maserati, the conservation of the title is announced quite difficult. This forecast will be checked throughout the season: in spite of their efforts, the young pilots Ferrari (of which the two large friends Hakes and Hawthorn) are impotent vis-a-vis Fangio again at the top of its Article the impotence of Ferrari reaches its roof at the time of the GP of Germany to Nurburgring, where strong of an advance of more than 35 seconds, Collins and Hawthorn are done mystified by intolerable Fangio. With the end of season in waterspout of Moss on its Vanwall, the year finishes even without the least victory for Ferrari, a first since 1950.

In spite of the joint withdrawals of Fangio and Maserati at the end of 1957, Scuderia appears in position of weakness to tackle the championship 1958. Finally become ripe, Vanwall of Tony Brooks and especially of Stirling Moss make figures of favorite. But although often in withdrawal of Moss in term of performance, Hawthorn will achieve one exemplary season of regularity and will gain the world title in extremis. The victory however has a bitter taste for Ferrari: during the year, Luigi Musso and Peter Collins (for whom Enzo Ferrari forever hidden a very paternal affection) found death in race. As for the new world champion Mike Hawthorn, very tested by these events, it decided to put a term at its career.

1959-1964: revolutions

Beyond the Hawthorn-Moss duel, the season 1958 was marked by the emergence of a technical solution brought to revolutionize Formula 1: positioning with the back of the engines. But Enzo Ferrari looks at this evolution with a certain scorn and delivers on the subject a concise formula of which it has the secrecy: “it is not the carriage which draws ox”. For 1959, its main concern is to reconstitute its team of pilot, decimated during the season 1958. Thus, it engages Phil Hill (one of the leaders of Ferrari in Endurance, and of an invaluable help for Hawthorn at the end of the season), the impetuous French Jean Behra, and especially the British Peter Brooks, often with his advantage the former seasons at Vanwall. The trio thus made up has beautiful pace, but Ferrari are unrelentingly dominated by the back engine Cooper-Climaxes. Ferrari must only with the talent of Brooks and the particular aspect of the layouts of Rheims and the AVUS to sign two victories and to finish in flattering a second place with the championship of the world, far from Jack Brabham. Internal environment did not resist these bad results, as the dismissal of Behra proves it during the year, culprit to have slapped its sport director Romolo Tavoni after an abandonment in Rheims.

Ferrari persisting in the way of the front engine, the season 1960 is even more painful. Besides the only victory of the season, taken down with Monza by Phil Hill (only full-time pilot of the team) holds more anecdote since the British stables had decided boycotted test, in reaction with the will of the organizer to make dispute the race on the long version of the circuit (including/understanding the race track) to support Ferrari. All the remainder of the season will have been only one long martyrdom for Scuderia Ferrari, which conscious of its delay, all the same decided in the course of season to develop F1 with back engine, controlled by Richie Ginther.

The power struggle between Ferrari and the stables British (taken along by Cooper and Lotus) change brutally with orée of the season 1961. The championship is indeed marked by driving change of the regulation, the authorized maximum cubic capacity being increased to 1.500 cm ³. Ferrari, which finally adopted the principle of the back engine, prepared this lawful turning perfectly (as of the end of the former season, the German pilot Wolfgang von Trips, controlled Ferrari 1,5 L), while the British, showing a certain lack of pragmatism, spent all their winter to be tried in vain to convince the legislator to give up his reform project. On the track, the results are without call, and in spite of the heroic resistance of Stirling Moss on its Lotus private of Walker Racing, the championship is reduced quickly to a duel between the two principal Ferrari pilots who are Phil Hill and Wolfgang von Trips. It is alas in worst ways than the two men are decided between, Von Trips being victim with Monza of a fatal accident which offers the title to Hill.

Scuderia Ferrari is given the responsability during the winter to waste the advantage taken on the British teams while being embourbant in an internal quarrel. Dissatisfied with the ingérance Mrs Ferrari in the life of the team, the sport director Romolo Tavoni and especially the chief technical officer Carlo Chiti claquent the door to go themselves from there to found their own team (ATS, which will be a fiasco). Because of the movements generated by this scission, the development of Ferrari 156 is strongly slowed down, which competition makes profitable to take again the ascending one, and in particular Lotus, which left a revolutionist F1 monoshell. Completely submerged, Ferrari make figuration throughout the year, involving at the end of the season the departure for ATS of the pilots Phil Hill and Giancarlo Baghetti. The palace revolution of winter 1961/1962 will have on the other hand had a consequence of size, that to allow the arrival the technical direction of Mauro Forghieri, which will be affirmed like one of the most important characters of the history of Scuderia.

After having missed the revolution of the engine postpones in 1959, Ferrari is confronted in 1963 with its delay with the level of the frame, a field in which the monoshell (or the semi-monocoque one) replaces the traditional tubular frames. It is only at the end of the year (with the appearance of Ferrari 156 " Aero") that Scuderia is put at the last style. The effects are felt immediately since the old driver motorcylcist John Surtees asserts himself on Monza, putting an end to two years of failure for the Reds. The return in form of Scuderia is confirmed in 1964, where Surtees manages to be involved in the fight for the title opposing Graham Hill to Jim Clark. At the end of the year, at the wheel of a car raising the blue and white colors of the NART (consequence of an estrangement between Ferrari and the Italian federation about the homologation of the 250 LM of Sport category), and at the end of a scenario with suspense at the time of the GP of Mexico, Surtees takes down the title.

1965-1973: many difficulties

As too often, Ferrari does not manage to confirm in 1965 the acquired title the former season. Embourbée in its choices of motorization (V8 or Flat 12?), the team misses her season completely and does not gain only one success.

1966 are one pivotal year for the Formula 1, which inaugurates a new technical payment, the authorized maximum cubic capacity passing 1.500 cm ³ to 3.000 cm ³. As often in such circumstances, Scuderia is the team which appears best armed to face the news gives. Whereas the British stables hopelessly wonder towards which motorization to be turned, Ferrari to little count on its experiment in Endurance, where it aligns a V12 of 3,3 liters that it will be easy for him to adapt to F1. The world title tightens the arms to him, but Scuderia will manage to all to waste, by the fault of fights of influence. Having the largest doubts about the capacity of Surtees to return to the more high level after a serious accident which has occurred in Edge-Am at the end of the former season, the sport director Eugenio Dragoni estimates that it is preferable of miser on the other controls of the team, Lorenzo Bandini, which has the good taste to be Italian, which would give an additional dimension to its possible sacring. Quickly exédé by the operations of Dragoni, Surtees snap the door after its victory with the GP of Belgium. Deprived of that which in addition to being one of the best pilots of the world, is a true leader on the technical plan, made Scuderia of balance, while Bandini proves a little limited to endorse the costume of first pilot whom Dragoni had knitted to him. Except doubled the Scarfiotti - Parkes in Monza, the end of season transfers with the catastrople, and the world titles return to Jack Brabham and its Brabham-Repco stable. As for better insisting on the fiasco of the policy of Dragoni, Surtees (which joined Cooper-Maserati) gains the last GP of the season.

In 1967, Ferrari cannot count any more on the least technical advance, the British having gradually found their marks in the regulation 3 liters. The most spectacular effort relates to Lotus, which made conceive by Cosworth and with the financing of Ford a frightening V8 engine which will not be long in spreading in the group. In spite of the arrival of the promising New Zealand pilot Chris Amon, Ferrari quickly prove exceeded by the events. And the atrocious death of Lorenzo Bandini to the GP of Monaco does not do obviously anything to arrange the situation. Scuderia rectifies the head in 1968 somewhat, where the young recruit Belgian Jacky Ickx, victorious under the rain in Rouen and remarkable of regularity throughout the year manages to play the spoilsports with the championship. But it is only one fire of straw, as proves it the calamitous season 1969, during which the Reds register only 7 poor wretches points, with it is true only one committed car (for Amon then for P.Rodriguez). The year is especially remembered by the army maneuvers in slides: conscious that F1 is with revolving of its history with the arrival of powerful silent partners, including extra-sportsmen, Enzo Ferrari agree to yield 40% of Ferrari to the group FIAT, while obtaining that Scuderia preserves a relative autonomy.

In 1970, Scuderia, which exchanged its V12 for Flat 12 signs a innatendu return to the foreground, and Ickx, after a beginning of the season disturbed by preoccupations with a reliability, are affirmed like the strong man of the second part of championship. General classification, it fails finally on the heels of Jochen Rindt, crowned on a purely posthumous basis. But again, this return forms some proves to be only one fire of straw magré some scattered victories of Ickx (as well as Mario Andretti) in 1971 and 1972. In 1973, the things will go from evil in worse, obliging shareholder FIAT, very discrete since its appearance within Ferrari, to raise the voice and to imply themselves in the management of the team.

1974-1977: the Lauda years

To put an end to the long crisis in which Scuderia since the title of Surtees in 1964 is plunged, most spectacular of the decisions of Giovanni Agnelli is to impose on Enzo Ferrari the nomination of a sport director resulting from group FIAT, in fact Luca di Montezemolo. This last, in dialog of course with Enzo Ferrari, makes in its turn several decisions: the return to the technical direction of Mauro Forghieri (placardized at the end of 1972 following several failures but which remains the most brilliant brain of Scuderia), the return of Clay Regazzoni (he also isolated at the end of 1972) as well as the engagement of a young ignored pilot of the general public, the Austrian Niki Lauda. If the tifosi with pleasure greet the returns of Forghieri and Regazzoni, the arrival of Lauda leaves rather perplexed. In spite of two blows of glare in 1973 at BRM in Monaco and Nurburgring which were worth to him to be located by Enzo Ferrari, it is about a pilot who since the beginning of his career did not make watch of an exceptional brilliance. It is however him which will offer to Scuderia its more beautiful years since the Ascari era.

Since 1974, Lauda is affirmed like the new strong man of Formula 1. With 9 poles, he is incontestably the fastest pilot of the season, but a series of abandonments (certain ascribable in Ferrari, others with errors of its share) make him lose the contact with the championship. A little less shining but more regular, Regazzoni manages as for him to fight for the title until the ultimate sleeve of the season, but must be finally inclined vis-a-vis Emerson Fittipaldi. In 1975, having learned perfectly from its errors of the previous year, and profiting in the 312T from a frightening weapon, Lauda flies over the championship, and offers to Ferrari its first world title since 1964. After hardly more than 2 years spent to the head of Scuderia, Montezemolo can from go away, satisfied with completed work.

Well party to realize doubled in 1976, Lauda is stopped in its dash by a serious accident with the Nurburgring. In spite of its early return to the competition, it cannot prevent its rival James Hunt from being titrated. To the end of the year, and in spite of the world title of the manufacturers who remains in Maranello, environment more than is tended at Ferrari. Lauda reproaches Ferrari not for not having done everything to counter Hunt in its absence. It is true that the fixed price of Ferrari to the GP of Holland will have been at the very least favorable to Hunt. On its side, Enzo Ferrari implicitly reproaches Lauda for having cracked at the time of the ultimate handle of the championship in Japan. Besides while proposing to him to take the sporting position of director, it means to him clearly that it does not imagine it to find its level of competitiveness. Relegated in 1977 to the rank of second pilot (the appointed leader being Carlos Reutemann), Lauda is well quickly given the responsability to dissipate the doubts about it. Thanks to its great regularity (but also with three victories), it gains a second world title, and offers the luxury of claquer the door of Scuderia before the term of the season.

1978-1982: the Villeneuve years

Scuderia Ferrari, which remains at the end of 1977 out of three consecutive titles of the manufacturers is unable to carry out the master key of four in 1978. Brilliant but insufficiently reliable in 1977, Lotuses with ground effect (controlled by Andretti and Peterson) its irresistible in 1978. But with 4 successes, Carlos Reutemann does better than to resist the tornado black and gold. As for its new team-member, the young Inhabitant of Quebec Gilles Villeneuve, it will make forget thanks to a great victory at the end of the year a season overall difficult, but mainly justified by its lack of experience.

In 1979, Forghieri brings its answer to the phenomenon wing-because, while leaving a single-seater which precisely, is not true wing-because, the 312T4. Dominating as of its appearance with the GP of South Africa, the third sleeve of the season, it allows Gilles Villeneuve and Jody Scheckter (which replaced Reutemann) to dominate the championship, the greatest regularity of the South-African enabling him to take down the world title.

Overcome in 1979, Villeneuve thinks of being able to take its revenge in 1980, but it is without counting on the rout of Scuderia, completely overflowed by competition during the winter and which finishes the championship in the tenth place of the classification of the manufacturers. The failure of the 312T5 brings Scuderia quickly has to change strategy and to launch out in the way of the turbocompression, launched by Renault in 1977. Thus leaves in 1981 Ferrari 126C, first F1 Ferrari with turbo engine. Equipped with a surpuissant engine, the new weapon of Maranello however will suffer from a not very powerful frame. Paradoxically, it is on two of the circuits the least adapted a priori to qualities and the defects of its mounting (in fact Monaco and Jarama) that Villeneuve will take down its two only victories of the season, each time at the price of true numbers of equilibrists.

Having of a frame finally with the height, and an engine turbo become ripe, Ferrari approaches the season 1982 with the statute of favorite (divided with Renault), but in spite of the confirmation of the potential of the 126C2, the year will be summarized with a succession of dramas. With the tests of the GP of Belgium, still under the blow of the discussed arrival of the GP of San Marino where it had been beaten by its team-member Didier Pironi, Villeneuve is killed after having run up against the March of Jochen Mass which rolled to the idle. Then, with the tests of the GP of Germany, it is with the turn of Pironi, then comfortably at the head of the championship, to be victim of a serious accident. Raised with the crushed legs, it will control never again in Grand Prix. Thanks to the successful interims of Patrick Tambay (victorious in Germany) and of Mario Andretti (poleman and third in Italy, at the 42 years age), Scuderia manages all the same to take down the world title of the manufacturers.

1983-1989: stagnation

In 1983, Rene Arnoux joined Patrick Tambay. After a solid beginning of the season (marked in particular by a victory filled of emotion with Imola), Tambay returns in the row, while Arnoux, shining throughout the summer (5 podiums including 3 victories) is placed as a candidate at the world title vis-a-vis Alain Prost and Nelson Piquet. But in Kyalami, an engine broken reduced to nothing its ultimate hopes. 3rd and 4th of the championship of the pilots, Arnoux and Tambay to Scuderia a new world title manufacturers offer. Can one then imagine that it will be necessary to await the following during 16 years?

In 1984, the great Italian hope Michele Alboreto replaces Tambay, condemned by its second half of season in half-tone. Quickly, the Italian shows himself with the height of his reputation birth by taking the ascending one on Arnoux and by taking down a great victory in Belgium. But overall, Ferrari are very far from the McLaren of Prost and Lauda. In 1985, Ferrari (without Arnoux, brutally dismissed at the conclusion of the first Grand Prix for reasons which remains mysterious to date, and replaced by Stefan Johansson) find all their glare and Alboreto, author of two victories, at the head passes even the course of the semi-season of the championship in front of Prost. But brutally, Ferrari lose performance and reliability, and Alboreto must let escape the championship. The stable confirms its sudden regression in 1986, where Alboreto (passably démotivé) and Johansson glanent only some places of honor.

In 1987, the joint arrival of the Austrian hope Gerhard Shepherd and of the engineer starized John Barnard revival somewhat Scuderia, which buckles one season hitherto unspecified by two consecutive victories. Progress of Ferrari remains in spite of very insufficient competing with into 1988 McLaren-Honda of the duet Prost- Senna. It is during this dull period that Scuderia deplores the death of its founder Enzo Ferrari, on August 14th, 1988. Like a homage, less than one month later, benefitting from the single forgery not of the season from McLaren, Shepherd and Alboreto signs on the layout of resounding doubled Monza one. In spite of some great hits of glare of the new recruit Nigel Mansell, the season 1989 confirms the stagnation of the team.

1990-1992: the break, then the bérézina

For the season 1990, Ferrari manages to recruit Alain Prost. The arrival of triple French world champion coincides with the exit of very successful Ferrari 641, last work of Barnard before his departure at Benetton. Author of a beginning of mitigated championship marked nevertheless by a victory with Brazil over the grounds of his large rival Senna, Prost flies over the estival GP, and signs three consecutive victories (including one famous on the circuit of Mexico City, after being party of the 13th place on the grid, and having missed its departure in addition) which place it at the head general classification. The continuation is more difficult since Senna sounds the alarm clock of McLaren, takes again the hand with the championship, and makes sure of the world title after having voluntarily éperonné Prost at the beginning of the GP of Japan.

The promising winter tests of the duet Prost- Alesi (this last having replaced Mansell) lets forecast one season 1991 pennies the sign of revenge for Scuderia. But the first Grand Prix quickly douchent the optimism of before season. Worse, the lack of competitiveness of the red single-seaters revives the tensions of the end of former season and involves the team in the storm. In May, the sport director Cesare Fiorio, criticized more and more by Prost, is made dismiss. The day before the ultimate sleeve of the season, it is with the turn of Prost to be transfered, pretexting Scuderia of the declarations considered to be offensive of the French pilot, which, victim of a failure of his power-assisted steering to the GP of Japan, had indirectly compared his car with a truck. A few weeks later, the President of Ferrari, Piero Fusaro, are in his turn unloaded by the direction of FIAT, and replaced by a ghost, Luca di Montezemolo, which will be fixed like first mission of making return Alain Prost, in vain.

The arrival of that which had given Scuderia on the rails at the end of 1973 is nevertheless too late to influence the fate of the season 1992, which will be a true disaster. From an abnegation of every moment, Alesi will obtain some places of honor including two podiums, while the Italian hope Ivan Capelli will sink completely.

1993-1995: important reorganizations

At the end of 1992, John Barnard returns to the technical direction of Ferrari. Its arrival has been accompanied by that of another ghost, Gerhard Berger, for 3 years at McLaren. But principal recruitment is that in June 1993 of Jean Todt, then director of Peugeot Sport, at the position of director of the sporting management of Scuderia. Of a strict point of sight sportsman, the season 1993 is hardly better than the season 1992.

It is only in 1994, with the first true creation of Barnard since his return (it had been able too tardily to have any influences on the program 1993), that the reorganizations initiated by Montezemolo then Todt start to make their effect. With the 412T2, the Ferrari pilots again manage to aim the podiums regularly, while Berger takes down even a victory with the GP of Germany. It is about the first victory of Ferrari at the end of almost 4 years of failure. The return in the shape of Ferrari is confirmed in 1995, with the victory of Jean Alesi in Canada, victory accompanied by many services of great quality on behalf of the men in red. To accelerate the rectification of Scuderia, Jean Todt in fact includes/understands nevertheless that it is necessary to stick the services of the best pilot of the plate, Michael Schumacher.

1996-2006: the Schumacher years

For its first season at Ferrari, Schumacher is not able to defend its world titles acquired with Benetton, the fault with a car which misses performance and of reliability. He manages all the same to sign several blows of glare, whose most resounding place under the rain of Barcelona has, where he takes down his first victory in red. With leaving the summer, it also signs two very important victories (in Belgium and Italy) which make it possible to consolidate the place of Todt, then threatened after a series of cuisantes defeats.

At the end of 1996 and at the beginning of 1997, the reorganization of Scuderia continues. The chief technical officer John Barnard, judged ingérable by Todt, is replaced by Ross Brawn, with which Schumacher had collaborated O how much effectively at Benetton. Little time afterwards, Brawn is joined by the originator Rory Byrne, also old from Benetton. At the time of the season 1997, in spite of a single-seater lower than the Williams, Schumacher manages to play the world title vis-a-vis Jacques Villeneuve, making in particular profitable its skill under the rain (as in Monaco or in France). But at the time of the ultimate sleeve of the season, to Jerez, it is made guilty of a litigious operation on Villeneuve which not only sends it to finish its race in a sand vat, but in addition to being displaced championship by the is worth some to him TRUSTED.

Ferrari nourishes great ambitions for 1998, with first F1 conceived by the Brawn-Byrne tandem (been able to too late have a real influence on the single-seater of 1997, work of Barnard), but runs up against remarkable McLaren-Mercedes. Victorious in Argentina, in England, in Hungary then in Italy, Schumacher manages nevertheless to remain in contact with Mika Hakkinen with the championship. But with two successes of row at the end of the season, the Finn takes down the title.

Hakkinen-Schumacher revenge, so much expected for 1999, is brutally stopped at semi-season, when the German breaks the leg in an accident with the GP of Great Britain, which is worth to him to remain distant several weeks from the circuits. Author of a solid beginning of the season (whose victory with the GP of opening to Melbourne), Eddie Irvine, the lieutenant of Scuderia, takes over then and is replaced in the race with the title thanks to two consecutive victories in Austria then in Germany (where it profits from the assistance of Mika Salo, the substitute of Schumacher, which yields the victory to him). With the GP de Malaisie, before last sleeve of the season, it gains a fourth victory this time with the assistance of Schumacher of which it was the race of re-entry, which enables him to take again the head of the championship. Doubled Ferrari is however called into question in the hours which follow the race: the technical police chiefs consider illegal the side deflectors of Ferrari and pronounce their disqualification. Declared victorious (it had finished 3rd) Hakkinen finds itself in fact crowned world champion on the green carpet Scuderia Ferrari makes call of the sanction, and obtains win a few days later in front of the Court of call of TRUSTED. This very discussed decision makes it possible Irvine to recover its victory, like its points in advance over Hakkinen at the time to approach the last GP of the season. But demolishes by Hakkinen in Japan, it must be satisfied with the second final place. The beautiful overall behavior of Scuderia makes it possible all the same the latter to gain the world title of the manufacturers, his first since 1983.

The duel Ferrari-McLaren continues in 2000. Abused during the summer, Schumacher seems a time duty to incline itself again with the championship. But dominating at the end of the season, it gains the four last sleeves of the championship and becomes the first pilot with being world champion at the wheel of Ferrari since Jody Scheckter in 1979. This first title in red is the first of long series for Schumacher and Ferrari which will exert on F1 a domination as the discipline had never known some.

In 2001, Schumacher signs 9 victories and is titrated as of the GP of Hungary in August. The superiority of Ferrari is even brighter in 2002, with 15 victories in 17 races, and a title acquired by Schumacher as of the GP of France at the beginning of July. But the way in which Scuderia manages its domination is only variously appreciated. With the GP of Austria, it creates even the scandal while forcing Rubens Barrichello to yield the victory to Schumacher, the Brazilian one being carried out with only a few meters of the finishing line. During second half of season, other arranged ends of the road (this time at the profit of Barrichello as in Hungary, Italy and especially in Indianapolis) will not do anything for the image Formula 1.

The season 2003 is marked by the alarm clock of the competition, mainly helped by the excellent behavior of the tires Michelin, while Ferrari makes confidence with the Japanese manufacturer Bridgestone. Author of one of an unmethodical beginning of the season, Schumacher begins again himself in spring, but knows a difficult summer, which makes it possible competition (in particular Juan Pablo Montoya on Williams and especially Kimi Räikkönen on McLaren) to remain with the contact with the championship. From return to the more high level starting from Monza, Schumacher must await the ultimate sleeve of the season, in Japan, to secure a fourth consecutive world title.

The domination of Ferrari begins again of more beautiful in 2004, in proportions similar to those of 2002. McLaren, Renault and Williams sign some isolated performances, but with 15 victories out of 18 races (including 13 for only Schumacher), the world titles fall quickly into the escarcelle one from Scuderia.

TRUSTED enacts for the season a 2005 new payment and prohibits the changes of tires in race. Only team of point to develop the Bridgestone tires (while Michelin can count on several large stables), Scuderia attracts itself the ire of her adversaries while refusing to sign a bearing agreement on the reduction of the private tests. But this position does not avoid in Ferrari the fiasco: Bridgestone much less negotiates although Michelin the news gives technical, that from which suffers Ferrari throughout the year. Able to never mix with the fight for the championship opposing Räikkönen to Alonso, Schumacher takes down only one victory, with the GP of the United States, marked by the collective fixed price of the 14 competitors equipped with Michelin tires, following suspect burstings of the French tires during the tests.

In 2006, with the return of the changes of tires, Bridgestone and thus Ferrari colors find. The first part of season however is dominated by Alonso and Renault. It is necessary to wait the semi-season to see Ferrari (helped by the Nets progress of Bridgestone, but also by prohibition made with Renault use its system of absorber of vibrations), of return to the foreground. Intractable throughout the summer, Schumacher takes again in Alonso the head of the championship at the conclusion of the GP of China. But whereas the world titles tighten the arms to them, the men of Scuderia fall in the last straight line (driving break-in of Schumacher with Suzuka and troubles with repetition in Brazil) and fail of little behind Alonso and Renault.

2007: the revival

The end of the season 2006 marks for Scuderia Ferrari the end of the cycle more the brilliance of its history. With the departure with the retirement of Schumacher, the departure (provisional?) of Ross Brawn and the progressive catch of retreat of Jean Todt named with the high positions at Ferrari, a new flow chart is set up. In 2007 Scuderia Ferrari was repurchased by " P.N.C." international company. Pilot side, the hopes of Scuderia will rest from now on primarily on Kimi Räikkönen, always shouldered by Felipe Massa. And the Finn will sign pole-position and victory as of his first race at the reds, a first for a Ferrari pilot for more than 50 years! It should be noted that he is the first Ferrari pilot since Nigel Mansell in 1989, to gain its first Grand Prix disputed for Ferrari. Thereafter, Felipe Massa will affirm a time like the strong man of the stable, by taking down 3 pole-positions of sharpened starting from the Grand Prix of Malaysia and two victories. During 3 races, it will mark time vis-a-vis the competition of McLaren in spite of new a pole, then will be beaten by Räikkönen with the Grand Prix of France. Second half of the season will be a true race against the clock for Raikkonen which gains in the tread the Grand Prix of Great Britain returning thus to the pilot championship. The title manufacturer 2007 will be allotted to Scuderia on green carpet, all the points of the team Mc Laren being cancelled by TRUSTED following the business of espionage opposing Ferrari to Mc Laren. The championship controls will not be touched by this sad business and after one doubled in Turkey, a victory of Finnish in Belgium - on its circuit fetish, and a third place in Japan, Kimi Raikkonen is found has 17 points of the leader Lewis Hamilton has 2 races of the end. It gains in China whereas Hamilton gives up in the entry of the stands. Hamilton, Alonso and Raikkonen will be able all the 3 to thus claim with the pilot title before the departure of the last Grand Prix of Brazil. Scuderia, at the end of a perfect race places its pilots in the 2 first places and offers its 76éme doubled, Alonso and finishing Hamilon 3rd and 7th. With this 6th victory this year, Raikkonen becomes world champion of the pilots as of his first season at Ferrari with 110 points, that is to say 1 only point moreover with the championship that its 2 adversaries. Massed finishes in the 4th place of the championship, with 94 points.

Prize list with the F1 championship of the manufacturers

Prize list of the pilots of Scuderia F1 Ferrari

Single-seat models

Records Formulates 1 of them

Championship of the world of the manufacturers: 15
Championship of the world of the pilots: 15
Victories in GP (1950-2007): 201 (after the GP of Brazil 2007)
Victories in GP over one season: 15 (ex-aequo with McLaren)
Pilot on the podiums (1950-2007): 603 Pilot
on the podiums over one season: 29
Pole positions (1950-2007): 195
Better turns (1950-2007): 205
Points with the championship of the world: 3851,5
Points with the championship over one season: 262
Doubled in GP (1st and 2nd): 76 (after the GP of Brazil 2007)
Turns at the head: 12490
km at the head: 65166

External bonds

Official site of Scuderia Ferrari
Ferrarif1.fr - nonofficial Site
Ferrari-F1.net - nonofficial Site

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