Ferrari F1

Scuderia Ferrari F1 is the most famous and legendary Formula 1 team. For many, Formula 1 is associated with Ferrari. Ferrari has the largest army of fans, which in Italian style is called tiffozi. Tiffosi differ from other fans in that the victory of the red cars is important for them first, and after that they look at the pilot who added Ferrari gain victory. Ferrari is the only team that took part in all world championships.

History of famous team

The founder of the team was the legendary Enzo Ferrari. Ferrari was not particularly lucky racer – his highest achievement remained second place in Targa Florio in 1920. Therefore, realizing that high-profile successes did not shine for him, nine years later Enzo decided to establish his own team. It was precisely as the head of his own Scuderia Ferrari that he became famous throughout the world, having received the nickname Commendator for his authoritarian, uncompromising and tough but fair leadership style.

After the war, in 1946, Ferrari decided to build their cars. A year later, in May 1947, he picked up courage and announced two aspirated Ferrari-12s for Farina and Franco Cortese at the race in Piacenza. Farina had an accident still in training, and Cortese, having gone to the start of the race, also did not go far. The next Ferrari start in the Grand Prix took place only a year later – May 16, 1948 – and ended just as badly: in Monaco, the Russian émigré Prince Igor Trubetskoy defeated his Formula 2 Ferrari-166. Colombo, equipped with a 12-cylinder 1.5-liter engine with a compressor, was a success. “One hundred twenty-five” first started on September 5, 1948 in the Italian Grand Prix in Turin, and on October 24, Farina won the Grand Prix of Lake Gard at her wheel. The following year, Ferrari won five victories: Askari excelled in the Grand Prix of Switzerland and Italy and in the British BRDC International Trophy, Villoresi – in the Grand Prix of Zandvoort, and Englishman Peter Whitehead won in Brno.

Also in 1949, the CSI FIA decided to hold the Formula 1 world championships since 1950. Naturally, Enzo Ferrari could not accept such a challenge, especially since his main rivals Alfa-Romeo and Maserati were about to take part. At the first Grand Prix championship at Silverstone Ferrari, however, did not come, noting its debut in the world championship a week later – in Monaco. Here the factory team was represented by Villoresi, Askari and Frenchman Raymond Sommer, who took sixth, seventh and ninth places in the qualification. For Villoresi, the race ended with an axle breakdown, and Ascari and Sommer arrived at the finish line second and fourth. It seems to be an excellent result for the first race, but do not forget that two pilots of Alfa-Romeo (Farina and Fagoli) got off at the beginning of the race, and the third one – to the winning Fangio – Askari lost a whole circle, and Sommer – three!

The fight between “stallions from Maranello” and “Milan snakes” could hardly take place on an equal footing – it was obvious. In an effort to improve the situation, Ferrari motor mechanic Aurelio Lampredi set to work, already on a non-compressor engine. In Spa Ascari brought at the start an intermediate result of this work – a 3.3-liter Ferrari-275 – and finished fifth on it. At the extraordinary Grand Prix of Nations in Switzerland, he started on a Ferrari-340 (4.1 l), and, finally, in Monza – on a Ferrari-375, which had a full-fledged atmospheric engine with a working volume of 4493 cm3 of the 4500 allowed by the regulations. At the Italian Grand Prix, Alberto finished second, taking the car from his partner Dorino Serafini during the race, and, according to the then existing rules, points were divided in half between the two pilots. It was the three points given away to Serafini that didn’t give Ascari the Talbot rider Louis Rosier in the World Championship, and Alberto finished the season in fifth position with 11 points.

Scuderia Ferrari began 1951year with several victories in the off-race, and the world championship from the second place of its new pilot Piero Taruffi in Bremgarten. Then Ascari and Villoresi took second and third places in Spa and repeated this result in Reims, where Ascari shared points with Argentinean Froilan Gonzalez. Now Ferrari-375 and Alfa-Romeo-159 have become worthy rivals. The strengths of the 375 were lower fuel consumption and better acceleration dynamics. The day when they should have gained the upper hand should have come very soon.


Now for Ferrari opened up now unlimited possibilities. They were connected, however, no longer with the 375th – the 1952 and 1953 championships should have been held in the Formula 2 class, the regulations of which provided for a maximum working volume of 2000 cm3. The first car of the Ferrari Formula 2 was the model 166, where two liters of displacement was terribly stupidly distributed between twelve very small cylinders – the orthodox Enzo tried to be faithful to the 12-cylinder scheme in everything. Fortunately, the sane Lampredi managed to convince the stubborn boss that you can cut the number of cylinders three times and not only lose nothing, but even win on it. Grumbling to his mind, the Commendatore agreed, and in 1951 the four-cylinder Ferrari-500 appeared, literally smashing all rivals a year later – Gordini, Cooper, Connaught and their ilk. In Bremgarten, the victory was on the account of Taruffi, but only because Askari was absent: he unsuccessfully tried to conquer the New World, at the Ferrari-375 Special participating in the Indy 500, while nominally included in the World Cup offset. Returning to his native European tracks, Alberto won all the remaining six races and, naturally, became the world champion, taking a total of 53.5 points (of which 36 went to offset). Farina, who went under the banner of Ferrari this season, was second, but for him the same figures were only 27 and 24 – so great was the advantage of Ascari. The third and fourth places were also taken by the Ferrari drivers: Taruffi and Rudi Fisher, speaking for the private Ecurie Espadon, and Villoresi, who became the third in the last two stages, took the eighth place. Of the 192 points scored that year, 120.5 were taken at Ferrari, and the rest of the marks were the best French Gordini with 17 points.

In Reims, Maserati Fangio and Gonzalez still left Askari behind them, but the victory was again won by Ferrari: young Englishman Mike Hawthorne won the new acquisition of Enzo. The title of champion was in Askari in his pocket after seven of the Grand Prix of nine. At the last stage in Monza, Fangio still won – but only after the incident shortly before the finish, in which Askari flew off the track, and Farina drove off the road and lost time. Shake the rule of the Ferrari-500 for two years, no one could.

Two years of Formula 2 and the equally overwhelming advantages of Ferrari were left behind: since 1954, the new Formula 1 came into effect, according to which the maximum working volume increased to 2500 cm3. A slight difference with the old two-liter engines made it possible not to develop new engines, but to redo old ones. Having squandered up to 2.5 liters of pyatostok engines and installing them on six slightly upgraded chassis, the Ferrari got the model 625. At the same time, Lampredy was also working on a brand new car, which received an index of 555 and featured fuel tanks located between the front and rear axles. Because of this, the car received wide rounded sides, and the riders called it squalo – “shark” (the improved model that appeared later was called supersqualo almost officially). The car turned out to be still rather unfortunate, its engine often overheated, and therefore the “shark” was not popular with pilots who preferred to perform on fairly outdated, but much more reliable Ferrari-625. The team’s chances of defending the positions won in the two previous years were very, very small. It was in the debut of two new teams scheduled for 1954: Lancia and Mercedes-Benz. Their cars, the design of which was started from scratch, contained many innovations and were much more perfect than Ferrari, and the best pilots of those years, Fangio and Askari, were supposed to fly them. Both new teams were supposed to appear on the slopes only in July, at the French Grand Prix, and therefore it was very important for Ferrari to create at least some handicap in the first two stages of the championship. It didn’t work out: Fangio, who was allowed by the German employers to do the Argentine and Belgian stages behind the wheel of a Maserati, easily won both races. True, the second places both times went to the Ferrari pilots Farina and Trintignu, and in Buenos Aires Gonzalez added another one for the best lap to four points for third place, but still trying to secure a dozen extra points was hopelessly missed. What to say about the Grand Prix of France, where for the first time came the Mercedes-Benz-W196. (The Lancia-D50 debut was postponed.) In Reims, Fangio and Kling brought in a private Ferrari, Robert Manzon, in third place a whole circle; and on this podium, Manzon was obliged only to immediately the third pilot of the Mercedes-Benz – Herrmann. And if then at Silverstone Gonzalez and Hawthorne managed to take the first two places, it was only because Fangio, Kling and Herrmann had problems with the orientation of their cars with closed body wheels on a winding road. For the German Grand Prix, the W196 version with open wheels was ready, and Fangio won this race and the next one on it, while Gonzalez, Hawthorne and Trintygnan at Ferrari were again content with second and third places. Even in Monza, where frantic tiffosi damn the Germans and wanted Enzo to win, Fangio was again ahead of everyone. Hawthorne was second, Trintignan and Umberto Maloli shared third place, and Gonzalez showed the best lap, but only fifth.

And only in Spain, at the final stage, Ferrari managed to win again – again, only thanks to the problems of the silver arrows and Lancia that debuted here. Fangio had a bad injection system, and he was only third, and Askari quickly got off. As a result, Hawthorne crossed the finish line first at 555 and came in third in the World Championships, ahead of Trrintian. Gonzalez was second in the individual competition, beating Hawthorne 0.5 points. But to call the “Pampas bull” the vice-champion of the world somehow does not turn the language: the Argentinian took a total of 26.64 points, of which 25.14 credits, and Fangio – 57.14, of whom 42 went to the standings. Maranello, already unhappy, was still worsened by numerous articles in the press, where malicious journalists, glorifying the German team, at the same time sent a lot of hairpins to Ferrari, comparing Ferrari-625 with office bills trying to compete with the calculator – Mercedes-Benz-W196. And next year everything got worse: Fangio and Moss won five stages at Mercedes-Benz, leaving only one to Ferrari – in Monaco, where both of them went off. A good lesson to the “ferrarist” Fangio taught at the Grand Prix of Argentina, which opened the season, where in terrible heat alone drove his car to a victorious finish, while the Ferrari drivers constantly followed each other behind the wheel: Farina, Trintignan and Gonzalez were in second place , and on the third – Farina, Trintignan and Maloli.

The only team that could really compete with Mercedes-Benz was Lancia. But on May 26, its leader, Ascari, died in Monza on tests, and Gianni Lancia dismissed the team. For two months nothing was heard about her, until on July 26 Lancia announced the transfer of all the property of her Ferrari team – this was the only chance for Italy to defend its honor from the onslaught of the Teutonic power of the silver arrows. The “legacy” of Gianni Lianci also included the famous designer Vittorio Jano, the author of the Lancia-D50 and the pre-war Alfa-Romeo, and the young pilot Eugenio Castellotti.