“Enzo Ferrari was going to build a whole empire, and I did not doubt for a second that ultimately it would be so.” Rene Dreyfus, French racer. In Formula 1, nothing is eternal: new tracks take out the old ones, riders and leaders come and go, champions change, teams change: nothing forever except Formula 1 and Ferrari.
Ferrari F1 history
Ferrari is the only team that took part in all seasons of the Royal races, starting from the founding of the championship in 1950. Over the years, Scuderia has become a symbol of royal racing. Ferrari is important for Formula 1, and Formula 1 is important for Ferrari – this is true. Anyone even the most titled racer wants to be behind the wheel of a red car, they don’t get sick for any team as they do for Ferrari.
Who is older: Formula 1 or Scuderia Ferrari: of course, Ferrari. The legendary team appeared long before the first stage of the World Cup in 1950. In 1929, not too lucky rider Enzo Ferrari founded a team, which in the future was to overshadow the success of more than one rider. In motor racing, especially in F-1, it rarely happens that the team draws more attention from others than the drivers who support it. But Ferrari is just that rare case but more on that later.
Up to 1946, the Scuderia racers performed on Alfa-Romeo cars, often ahead of the formidable Mercedes-Benz and Auto Union, but after quarrels with the Italian company, Enzo Ferrari decided to start developing racing cars of his own production. “The first pancake came out lumpy” – in 1947, the team completely failed. Only at the end of next year, Giuseppe Farina at Ferrari 125 October 24, 1948 won the Grand Prix of Lake Garda. It was the first full victory of the Scuderia Ferrari in the Grand Prix. The following year brought as many as five victories to the team of Enzo Ferrari, which was preparing for a new challenge – in 1950, the Formula 1 World Championship was supposed to start. Could Enzo then think that in half a century the name of his team would be on the lips of the whole world, and would be considered an inseparable part of the Royal races? It may well be worth quoting the words of the French rider Rene Dreyfus: “Enzo Ferrari was going to build an entire empire, and I had no doubt that, ultimately, that would be so.”
Global change: Ferrari F1 drivers history
New Ferrari-158, whose engine developed 210 liters, was finally ready for the season of 1964, and in the first half of the season, Certos managed to mark the second place in Zandvoort and the third – in Brands Hatch. Ferrari was quite able to compete with BRM, but not with Lotus – Clark won three of the first five Grand Prix. And only when Jim started to pursue constant problems, the Certificate had a good chance. Like a year ago, he won at the Nurburgring, and in Austria, at the airport Zeltweg, defeated Bandini. In Monza, Certs achieved the second victory in the season, and then became the second at Watkins Glen, where both car teams carried the white and blue colors of the North American Racing Team. The reason for this unusual phenomenon was the refusal of ACI (Automobile Club of Italy) to help Ferrari to homologize the FIA model 250LM to participate in the sports car championship. Having flared up, Enzo said that his cars would never start again on Italian soil and would forever change their color to something else. The white-blue Ferrari did not last long – until the start of the next championship, when Enzo was a little cold and rejected his decision; however, the NART colors still appeared several times in the North American Grand Prix in 1965 and 1969.
Before the last stage in Mexico, Certes was second in the World Cup with 34 points, five points behind Hill, and winning four against Clark. These three pilots contested the championship victory, but if Clark only needed a victory in Mexico City, the second place was for Certificate, then Hill was only the third. After the start, he came out on this third place and intended to stay on it until the finish, but at the half of the distance he flew off the track, properly followed by Bandini. The incident is interpreted in different ways: they consider it as a normal racing incident, and a manifestation of “command tactics.” After the passing of the lead Clark, Bandini was second, with Certes third. With such a finish, the title would have gotten to Hill (who, by the way, not forgetting the Mexican incident, sent Bandini for the New Year book of the rules of the road), but by order of the team on the last lap Bandini missed the Certificate ahead, and finished second, became the world champion and brought Ferrari in addition and the Cup of designers.
The composition of the team in the Grand Prix was also interesting: Mexican Pedro Rodriguez, Ricardo’s older brother, spoke at the old 156B (he became the sixth), Certes drove the proven 150th, and Bandini was driven behind a Ferrari-1512 with a 12-cylinder 220 liter boxer engine. with., which first appeared in training in the Grand Prix of Italy. The following year, the team focused on this model. By the beginning of the 1965 season, five additional forces were able to squeeze out of the engine, but the characteristics of the torque curve were far from ideal. He performed both at 1512 and 158, depending on the track, but did not achieve much in 1965: second place in Kyaly remained the best among his four successful finishes. Between the Italian and American stages, John was in a severe accident in the Can-Am series, and was replaced by Rodriguez, who managed to become the fifth in Mexico. Bandini as well as Certes finished the race in the six with the best result second place in Monaco four times. The fight for the champion title and the Constructors’ Championship did not work out: the fifth and sixth places were Certis and Bandini in the World Championships and the fourth in the Constructors Cup.
Despite the rather average performances in the championship in 1965, the next season Ferrari began the absolute favorite. The new Formula 1 came into effect, according to which the maximum working volume increased to 3 liters. Most teams could not find a suitable three-liter engines, and Ferrari, which already had a suitable 12-cylinder engine for racing sports cars, looked like an island of well-being in a sea of anxiety and unrest. However, only Certiz went to start in Monaco at 312 – they prepared a transition model 246 for the Bandini (1512 chassis with a 2.4-liter V6 engine for the Tasman series). Lorenzo became the second in Monaco, and in Belgium – the third and headed the championship table. Certiz held the best race in Belgium in his career: score parfait in the pouring rain in the Ardennes but very soon, before the next stage, Il Grande John, having a row with Dragoni, left for Cooper. He was replaced by the Englishman Mike Parks, who in his first race for Ferrari became the second and repeated this result in Monza, where another Ferrari pilot, Scarfiotti, won. Bandini no longer shone and took only two sixth places. And that was all: in addition to the unexpected take-off of Brabham, the team was knocked down by workers’ strikes in Italy, because of which she missed the British Grand Prix and Mexico, and the endless problems with Dunlop tires, which they first tried to replace with Goodyear, and then, with the Italian Grand Prix, the team switched to Firestone. As a result, the three pilots Scuderia settled on the border of the top ten, however, moving his team to second place in the Cup of designers. Thanks to several successful races in Cooper, as if in retaliation for Dragoni, the certificates became the second.
In the offseason in Maranello paid much more attention to the engine than the improvement of the chassis. If at the beginning of 1966 V12 developed 320 l and in the end – 380, then by the beginning of the new championship, the power was raised to 390 liters at 10,000 rpm But according to this indicator, the Italian engines still lost to the new Ford-Cosworth-DFV (more than 400 hp.), Thanks to which Lotus came to the forefront of the rival Brabham. Thus, Ferrari had to play only a minor role: four third places at the stages of the world championship and two wins in the extraordinary Grand Prix of Syracuse and the Daily Express Trophy became the highest achievements of the team pilots that season. Much more he was remembered not by this, but by two tragic incidents – the death of Bandini in Monaco and the severe accident of Parks in Belgium, after which he left the race. Scarfiotti, who had occupied Bandini for some time, left Maranello in the middle of the season.