Scuderia Ferrari

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Scuderia Ferrari

Full name	Scuderia Ferrari Marlboro[1][2]
Base	Maranello, Italy
Team principal/s	Jean Todt
Technical director	Mario Almondo
Race drivers	5. Felipe Massa 6. Kimi Räikkönen
Test drivers	Luca Badoer Marc Gené
Chassis	F2007
Engine	Ferrari 056
Tyres	Bridgestone
World Championship Career
Debut	1950 Monaco Grand Prix
Latest race	2007 Australian Grand Prix
Races competed	742
Constructors' Championships	14 (1961, 1964, 1975, 1976, 1977, 1979, 1982, 1983, 1999, 2000, 2001, 2002, 2003, 2004)
Drivers' Championships	14 (1952, 1953, 1956, 1958, 1961, 1964, 1975, 1977, 1979, 2000, 2001, 2002, 2003, 2004)
Race victories	193
Pole positions	184
Fastest laps	194
2006 position	2nd (201 points)

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 Ferrari is Italian for "Ferrari Stable", though the name is liberally translated as "Team Ferrari."

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 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 Jean 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.

Contents 1 Logo 2 History 2.1 1929-1950 2.2 1950s 2.3 1960s 2.4 1970s 2.5 1980s 2.6 1990s 2.7 2000s 2.7.1 2006 Season 2.7.2 2007 Season 3 Sponsorship 4 Records 5 Former F1 drivers 6 References 7 External links

[edit] Logo

The logo is the "Cavallino rampante" (rampant little horse), a black stallion in yellow field. The "Cavallino rampante" has often brought about curiosities as to its origination, the black horse on its back two legs is very similar to the coat of arms for the city of Stuttgart, Germany, the home of Porsche, long hailed as Ferrari's main competitor. The stallion is also the centerpiece in the Porsche logo. The stallion was the battle-mark of Francesco Baracca, a famous World War I aircraft pilot who died during the war. Baracca was said to have adopted the symbol from one on the plane of a German pilot he shot down, who was from Stuttgart. (Stuttgart means stud farm, in German, hence the symbol). Enzo Ferrari's brother, Alfredino, was a member of Baracca's ground crew (Enzo Ferrari's father, brother were all named Alfredino. Vehicles built by Ferrari using V6 engines are all known as Dinos, in honor of Ferrari's son, who died at the age of 24)

Baracca's mother gave it to Enzo Ferrari for their friendship after Baracca's death. Enzo adapted it for its racing team, adding the Italian Tricolore of red white and green at the top of the shield with the letters S and F for Scuderia Ferrari. "Rampante" is an Italian word that refers to an animal with four legs standing on posterior legs while with the forelegs are rising up and forward - like a lion attacking. It's a symbol of strength, vitality and power.

Modena is a city and a province in the region of Emilia-Romagna in Italy. Maranello, the town where Enzo Ferrari established his "Scuderia", is in this province. Enzo Ferrari also lived there during his youth.

[edit] History

[edit] 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 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.

[edit] 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, Gonzalez 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.

[edit] 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 1500cm³, the team kept Hill, von Trips and Ginther, and debuted 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.

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 Rodriguez, 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 Rodriguez replaced Ickx; at the end of the year Amon left the team.

[edit] 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.

After three poor years, Ferrari signed Niki Lauda in 1974 with him winning the drivers championship easily the next year in the Ferrari 312T. 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, handing the championship to James Hunt. In 1977, Lauda took the title again for Ferrari (and the team won the costrucutors' championship), before leaving due to mutual lack of confidence.

In 1978, Ferrari raced with Carlos Reutemann and Gilles Villeneuve. Jody Scheckter replaced the Argentinian in 1979, and the team won both titles again with Scheckter.

[edit] 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. Four wins by René Arnoux and Patrick Tambay won the team another constructors' title in 1983.

In 1982 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.

On August 14, 1988, Enzo Ferrari died at the age of 90. Fiat's share of the company was raised to 90%. 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.

[edit] 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.

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 before going on to challenge Jacques Villeneuve for the 1997 title. However Michael was disqualified from the 1997 standings for swerving into the path of Villeneuve who was trying to overtake him in the final race, which would have cost Schumacher the championship he lost anyway. 1998 was another successful year for the Scuderia, as once again Schumacher was challenging for the championship until the final race before losing out to Mika Häkkinen. The Belgian Grand Prix saw dramatic crashes that year, including Schumacher hitting Coulthard while lapping him in the wet.

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. The leg injury of Michael 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.

[edit] 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.

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.

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 (Ferrari); Schumacher eventually won the championship by 2 points from Räikkönen, surpassing Fangio's record.

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.

[edit] 2006 Season

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. 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 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 Kimi Räikkönen third.

At the United States Grand Prix, in Indianapolis, the Ferrari's of Michael Schumacher and Felipe 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 Fernando Alonso finished second with Felipe Massa taking third.

At the Hockenheimring in Germany Räikkönen took pole position. 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 and Nick Heidfeld passed him easily. When Heidfeld passed Schumacher he collided with the BMW Sauber retired in 9th, promoting Massa to 8th. When Robert Kubica's car was disqualified, Schumacher was promoted to 8th place and gained a Championship point.

In Hungary we saw the first wet race of the season, and the Michelin advantage was obvious from the start. Alonso drove a dominating race and secured a massive lead over the Bridgestone runners, only to retire with a broken wheel nut at the late stages of the race. Schumacher had meanwhile fought himself to what looked like a 2nd or 3rd place, but gambled by not changing to dry tyres and had to retire 3 laps from the finish after a collision with Nick Heidfelt of the BMW team.

At Turkey, Felipe Massa achieved his first ever pole and victory. What looked like a Ferrari 1-2 was disrupted by the Safety Car which came out after Vitantonio Liuzzi's spin at Turn 1. Ferrari chose to stack Schumacher in the pits behind Massa. 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 tire 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 Fernando 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. Fernando 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.

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.

Michael Schumacher retired at the end of the season and Kimi Raikkonen is to replace him. Although Michael Schumacher has taken on the role of mentoring him. Felipe Massa will continue his seat after a brilliant year.

[edit] 2007 Season

The 2007 car was secretively unveiled on the 14th of January 2007. Photographers were banned. The car was tested the next day. 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 Raikkonen won the inaugural race of the 2007 season in a Ferrari F2007 at Albert Park becoming the first Ferrari driver to win on his debut since Nigel Mansell.

[edit] Sponsorship

Marlboro have sponsored Ferrari since 1985 and have been a title sponsor since 1997 (prior to which they sponsored 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). In return for increased investment in the team Marlboro will see their profile rise, with other sponsors (particularly Vodafone) taken out of the livery of the cars. The Taiwanese computer company Acer is one of their sponsors (until 2008). Vodafone's position on the car is replaced by Alice the Italian broadband provider.

[edit] Records

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 2004 Formula One season), including:

• Most constructor championships: 14
• Most driver championships: 14
• Most wins (all-time): 194
• Most wins (season): 15 (tied with McLaren)
• Most podiums (all-time): 553
• Most podiums (season): 29
• Most pole positions (all-time): 180
• Most points (all-time): 4,236
• Most points (season): 262
• Highest winning percentage: 23% (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 since 1967, compared to 1,979 starts for Ferrari and Petronas-badged engines.

[edit] Former F1 drivers

• Alberto Ascari (1950-1953)
• Juan Manuel Fangio (1956)
• Luigi Villoresi (1950-1953)
• José Froilán González (1951, 1954-1955, 1957, 1960)
• Giuseppe Farina (1952-1955)
• Peter Collins (1956-1958)
• Luigi Musso (1956-1958)
• Mike Hawthorn (1953-1954, 1957-1958)
• Alfonso de Portago (1956-1957)
• Phil Hill (1958-1962)
• Dan Gurney (1959)
• Wolfgang von Trips (1957-1958, 1960-1961)
• Richie Ginther (1960-1961)
• Ricardo Rodriguez (1961-1962)
• Lorenzo Bandini (1962, 1964-1967)
• Pedro Rodríguez (1961-1962)
• Chris Amon (1967-1969)
• Derek Bell (1968-1969)
• Jonathan Williams (1967)
• Ignazio Giunti (1970-1971)
• Clay Regazzoni (1970-1972, 1974-1976)
• Jacky Ickx (1968, 1970-1973)
• Niki Lauda (1974-1977)
• Carlos Reutemann (1977-1978)
• Gilles Villeneuve (1977-1982)
• Jody Scheckter (1979-1980)
• Didier Pironi (1981-1982)
• Mario Andretti (1971-1972, 1982)
• René Arnoux (1983-1985)
• Michele Alboreto (1984-1988)
• Stefan Johansson (1985-1986)
• Nigel Mansell (1989-1990)
• Alain Prost (1990-1991)
• Jean Alesi (1991-1995)
• Ivan Capelli (1992)
• Nicola Larini (1992, 1994)
• Gerhard Berger (1987-1989 and 1993-1995)
• Eddie Irvine (1996-1999)
• Mika Salo (1999)
• Rubens Barrichello (2000-2005)
• Michael Schumacher (1996-2006)

[edit] References

[edit] External links

• The official Ferrari website
• Ferrari 1 - The Internet's most popular Ferrari F1 enthusiasts community
• Ferrari's facilities at Maranello with Fiorano test track
• TheScuderia.net
• The Prancing Horse

Preceded by Cooper	Formula One Constructors' Champion 1961	Succeeded by BRM
Preceded by Lotus	Formula One Constructors' Champion 1964	Succeeded by Lotus
Preceded by McLaren	Formula One Constructors' Champion 1975-1977	Succeeded by Lotus
Preceded by Lotus	Formula One Constructors' Champion 1979	Succeeded by Williams
Preceded by Williams	Formula One Constructors' Champion 1982-1983	Succeeded by McLaren
Preceded by McLaren	Formula One Constructors' Champion 1999-2004	Succeeded by Renault

Ferrari Formula One cars v • d • e
40s		1950s										1960s										1970s
8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9
125		275 340 375		500		553 625	555 D50		801	412 246	256		156			158 1512		312				312 B					312 T
1980s										1990s										2000s
0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9	0	1	2	3	4	5	6	7	8	9
312 T	126 C				156/85	F1/86	F1/87		640	641	642/643	F92A	F93A	412T		F310/B		F300	F399	F1-2000	F2001	F2001 F2002	F2002B F2003-GA	F2004	F2004M F2005	248	F2007

Constructors and drivers competing in the 2007 Formula One championship
McLaren	Renault	Ferrari	Honda	BMW	Toyota	Red Bull	Williams	Toro Rosso	Spyker	Super Aguri
1 Alonso 2 Hamilton	3 Fisichella 4 Kovalainen	5 Massa 6 Räikkönen	7 Button 8 Barrichello	9 Heidfeld 10 Kubica	11 Schumacher 12 Trulli	14 Coulthard 15 Webber	16 Rosberg 17 Wurz	18 Liuzzi 19 Speed	20 Sutil 21 Albers	22 Sato 23 Davidson