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Scuderia Ferrari

Scuderia Ferrari is the name for the Gestione Sportiva, the division of the Ferrari automobile company concerned with racing. The racing team has competed in numerous classes of motorsport since its formation in 1929. Currently the team races in Formula One only, under the team name "Scuderia Ferrari". The Scuderia and Ferrari Corse Clienti also manage the racing activities of numerous Ferrari customers and private teams in other categories of motorsport.

Scuderia Ferrari is statistically the most successful F1 team in history (with a record of 15 drivers' championships and 16 constructors' championships won). It is also the oldest surviving team, having competed since 1948. The team is one of the most popular in motorsport, with a great number of supporters known as tifosi.

Ferrari are the reigning Formula One Constructors' title holders. The team's current drivers are Felipe Massa and Kimi Räikkönen, and its test drivers are Luca Badoer and Marc Gené. Michael Schumacher is a technical advisor to the team and was indicated to be a temporary driver while Felipe Massa recovered from an injury, however Schumacher later declined to drive due to worries in regards to a neck injury he received in a motorcycle accident. The seat was instead given to Badoer from the European Grand Prix.

Early history


Originally founded by Enzo Ferrari in 1929 to enter amateur drivers in various races, in 1933 Scuderia Ferrari became the acting racing team of Alfa Romeo. In October 1939 Enzo Ferrari left Alfa when the racing activity stopped and 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 Ferrari cars. World War II put a temporary end to racing, and after the war, Ferrari constructed the 12-cylinder, 1.5 L Tipo 125, the first racing car to bear the Ferrari name. Ferrari entered the Formula One World Championship on its formation in 1950.

Headquarters

The Scuderia Ferrari team is based in Maranello, Italy, adjacent to Ferrari's road car factory. The team owns and operates a test track on the same site, the Fiorano Circuit built in 1972, which has been used for testing road and race cars.

Formula One

[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. [3] 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 it entered (six World Championship events and five non-Championship races), but Ferrari broke their streak in 1951 when rotund driver José Froilán González took first place at the 1951 British Grand Prix.

After the 1951 Formula One season the Alfa team withdrew from F1, causing the authorities to adopt the Formula Two regulations[citation needed] due to the lack of suitable F1 cars. Ferrari entered the 2.0 L 4-cyl Ferrari Tipo 500, which went on to win almost every race in which it competed in the 1952 Formula One season with drivers Ascari, Giuseppe Farina, and Piero Taruffi; Ascari took the World Championship after winning six consecutive races. In the 1953 Formula One season, Ascari won only five races but another world title; at the end of that season, Juan Manuel Fangio beat the Ferraris in a Maserati for the first time.

The 1954 Formula One season brought new rules for 2.5 L engines; Ferrari's new car, designated the Ferrari Tipo 625, could barely compete against Fangio with the Maserati and then the Mercedes-Benz W196 which appeared in July. Ferrari had only two wins, González at the 1954 British Grand Prix and Mike Hawthorn at the 1954 Spanish Grand Prix. In 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.

In the 1961 Formula One season, with new rules for 1500 cm³, the team kept Hill, von Trips and Ginther, and débuted another Chiti designed car, the Ferrari 156 based on the Formula 2 car of 1960, which was dominant throughout the season. Ferrari drivers Hill and Von Trips competed for the championship. Giancarlo Baghetti joined in midseason and became the first driver to win on his debut race (the 1961 French Grand Prix). However, at the end of the season, von Trips crashed at the 1961 Italian Grand Prix and was killed, together with over a dozen spectators. Hill won the championship.

At the end of the 1961 season, in what is called "the walk-out", car designer Carlo Chiti and team manager Romolo Tavoni left to set up their own team, ATS. Ferrari promoted Mauro Forghieri to racing director and Eugenio Dragoni to team manager.
Phil Hill driving for Ferrari at the 1962 German Grand Prix.
Lorenzo Bandini driving for Ferrari at the 1966 German Grand Prix.

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.

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.

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 Rodríguez, brother of Ricardo (who had been killed at the end of 1962), to drive the new cars. Surtees won two races and Bandini one; the Ferrari was slower than Jim Clark's Lotus but its vastly superior reliability gave Surtees the championship and Bandini fourth place. In the last two races in North America, the Ferrari 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.

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.

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

[edit] 1970s
Niki Lauda driving for Ferrari at the 1976 German Grand Prix.

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.

After three poor years, Ferrari signed Niki Lauda in 1974, and made the momentous decision to pull out of sportscar racing to concentrate upon F1. However, poor reliability with the 312B3 kept them from taking victory that year.

The new Ferrari 312T, developed fully with Niki Lauda, introduced in 1975 brought Ferrari back to winning ways, Niki taking the drivers' crown and Ferrari the constructors'.

In 1976 Lauda crashed 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 six weeks after his accident). Lauda scored points in the races following his severe crash, but voluntarily withdrew from the season-ending Grand Prix at Fuji after two laps because of heavy rain, and James Hunt won the title by a single point.

In 1977 Lauda, having come back from his near fatal crash the previous year, took the title again for Ferrari (and the team won the Constructors' Championship), overcoming his more fancied, and favoured, team mate. His relations with the team, especially the team manager Mauro Forghieri continued to deteriorate, and he decided finally to leave for Brabham.

In 1978, Ferrari raced with Carlos Reutemann and Gilles Villeneuve, and while they managed to produce a solid car it, like everyone that year, was outclassed by the ground effect Lotus 79.

Jody Scheckter replacing the Lotus bound Argentinian in 1979, took the title, supported by Gilles Villeneuve (who dutifully followed the South African home at Monza, having been ordered to do so), and won the last World Drivers' Championship in a Ferrari until Michael Schumacher twenty one years later. The car was a compromise ground effect design due to the configuration of the Ferrari wide angle V12, which was overtaken in due course by the extremely successful Williams FW07, but not before racking up the necessary points to take both title that year.

[edit] 1980s
Michele Alboreto was Alain Prost's main challenger for the Championship in 1985.
Gerhard Berger driving for Ferrari at the 1988 Canadian Grand Prix.

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

The year was, however, marred by the loss of both of Ferrari's drivers. Team leader and favorite driver of Enzo Ferrari, Villeneuve, died in a crash during qualifying at the Belgian GP, whilst Pironi suffered career-ending injuries before the German GP later in the season. Ferrari first called up Patrick Tambay, in place of the late Villeneuve, and later Mario Andretti in an effort to protect Pironi's lead in the championship, but to no avail. Ferrari did, however, win the constructors' championship. In that same year the Formula One works moved partially out of the original Maranello factory into its own autonomous facility, still in Maranello but directly next to the Fiorano test circuit.

Four wins by René Arnoux and Patrick Tambay won the team another constructors' title in 1983, but neither driver was consistent enough to challenge for the drivers' title. Patrick Tambay took an especially emotional victory at San Marino in front of the Tifosi, but left to join the Renault team at the end of the season. Michele Alboreto was hired for 1984 following his impressive performances during previous year driving a Cosworth-powered Tyrrell. He won the Belgian GP, but the team's performance was not competitive enough to challenge the dominant McLarens of Niki Lauda and Alain Prost. In the following year, however, Alboreto was Prost's closest challenger for the championship, leading it at one stage before the team's competitiveness slumped in the final races. Arnoux, meanwhile, fell out with the team and was replaced by Stefan Johansson after the first race of the season. 1986 continued the disappointing trend of the previous season as neither Alboreto nor Johansson could win a race, and never looked like doing so. For 1987, Johansson moved to McLaren and replaced by Gerhard Berger, who got the better of Alboreto as the season progressed and won the final two races of the championship as the car's form improved towards the end of the season. The team remained competitive into 1988, finishing second in the constructors' championship, but a long way behind McLaren, who once again dominated the season.

The 1988 season also witnessed the end of Enzo Ferrari's ownership of the team. On August 14, 1988, Enzo died at the age of 90. Fiat's share of the company was raised to 90% with Enzo's only remaining son, Piero Ferrari, inheriting the remaining share from his father. A week after Enzo's death, Berger and Alboreto completed an historic 1–2 at the Italian Grand Prix, the only time a team other than McLaren won a Grand Prix in the 1988 season. Berger dedicated the win in memory of the late Enzo Ferrari.

1989 saw the end of turbo-charging in Formula One. From this date, the formula was for 3.5 litre normally-aspirated engines of no greater than 12 cylinders, which was a direct consequence of lobbying by Ferrari for the previous few years. The team went so far as to construct an Indycar, the Ferrari 637, as a threat to the FIA that if they did not get what they wanted, namely the allowance of V12 engines under the revised formula, they could take part in another series. Due to the expected extreme high revs and consequent narrow power band expected of the new engines, technical director John Barnard insisted upon the development of a revolutionary new gear-shifting arrangement - the paddle-operated, semi-automatic gearbox. In pre season testing it proved extremely troublesome, with newly arrived driver Nigel Mansell being unable to compete more than a handful of laps, but nonetheless they managed a debut win at the opening round in Brazil. Horrendous unreliability led to Berger being unable to score a point until a run of podiums at Monza, Estoril and Jerez including a win at Estoril. Mansell scored a memorable win at Budapest where he overtook world champion Ayrton Senna for the win after qualifying far down the field in fourteenth. He then dedicated the race to the memory of Enzo Ferrari as the win came a year after the latter's death.

[edit] 1990s
After a title challenge in 1990, 1991 was bitterly disappointing for Ferrari and Alain Prost.
Jean Alesi driving for Ferrari at the 1995 Canadian Grand Prix.
Michael Schumacher at the 1997 German Grand Prix during his second year with Ferrari.
Schumacher's championship aspirations were ended by a leg-breaking accident in 1999. Eddie Irvine (pictured) stepped up to lead the team and only lost the drivers' title to Mika Häkkinen by two points, whilst Ferrari won its first constructors' championship since 1983.

The 1990s started in a promising way. Alain Prost replaced Gerhard Berger at Ferrari to partner Mansell for the season. As reigning world champion, Prost took over as the team's lead driver and was said to have played on Mansell's inferiority complex. Mansell recalls one incident where at the 1990 British Grand Prix, the car he drove didn't handle the same as in the previous race where had taken pole position, and later found out from team mechanics that Prost saw Mansell as having a superior car and had them swapped without Mansell knowing.[4] Prost won 5 races and pushed Ayrton Senna to the controversial final race, where a collision forced him to settle for second. A disgruntled Mansell left the team at the end of the season.

Mansell's replacement was Frenchman Jean Alesi, who had been impressive during the previous two years at Tyrrell. However, Ferrari had entered a downturn in 1991, partially as their famous V12 engine was no longer competitive against the smaller, lighter and more fuel efficient V10s of their competitors. Prost won no races, only getting onto the podium five times. He afterwards publicly criticized the team, described his car as harder to drive than "a truck"),[5] and was fired prior to the end of the season, right before the Australian Grand Prix.[6] Prost was replaced by Italian Gianni Morbidelli. The team won no races in 1991–1993.

Popular driver Gerhard Berger returned to Ferrari in 1993 to help it out of the doldrums. That year, Berger was instrumental in hiring Jean Todt as team principal, laying the foundations for the team's future successes. With the Ferrari 412T, Gerhard Berger and Jean Alesi proved the car's competitiveness throughout the two seasons, with a brace of podium places and four pole positions. Bad luck limited the number of wins to one each for both Berger (1994 German Grand Prix) and Alesi (1995 Canadian Grand Prix), particularly Alesi who was in a position to win at Monza and the Nürburgring in 1995, but the car was a solid and competitive proposition.

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 resulted in a very unreliable car, Schumacher did manage to score 3 wins in the 1996 season, all of which were memorable. In torrential conditions at Spain, after almost stalling and dropping to ninth, Schumacher went on to win the race by a comfortable margin to Jean Alesi. Following this, Ferrari had 2 incredibly embarrassing retirements at France and Canada, both before the races had even started. However, at Spa-Francorchamps Schumacher used right timed pit-stops to fend off the Williams of Jacques Villeneuve. Following that, at Monza, Schumacher scored a momentous win in front of the tifosi. As reliability greatly improved the Ferrari became the second strongest looking package in the hands of Schumacher ending with a strong fight with the Williams of champion Damon Hill for the win at Suzuka.

For 1997, the increased reliability of the previous year's development, the F310B, lead to some very strong performances when faster cars, notably the McLaren Mercedes of David Coulthard and Mika Häkkinen, retired. Schumacher took memorable wet weather wins at Monaco and Belgium, combined with outstanding drives at France and Japan, to force the slightly superior Williams Renault of Jacques Villeneuve to a last round title fight. However, Schumacher was disqualified from the 1997 standings for swerving into the car of Villeneuve who had just made a lunge down the inside of the Dry Sac corner of the Jerez circuit.

Following the dramatic 1997 season, Ferrari came out with an all new car to fit the new regulations for 1998. Although it was a competitive package, the McLaren-Mercedes MP4/13 was most often stronger. Schumacher won six races that season including three in a row at Canada, France and Great Britain. The Hungarian Grand Prix was won after a tactical master-stroke by Brawn decided to make the car run a 3-stop strategy as opposed to McLaren's 2. Schumacher then went on to lead Irvine home to Ferrari's first 1–2 at Monza since the memorable 1988 race after Enzo Ferrari's death. Schumacher lost the title to McLaren's Mika Häkkinen at Suzuka after he stalled on the front row then suffered a mid-race puncture. Irvine was fourth in the championship with Ferrari second in the constructors' title.

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, notably Suzuka 1997 which lead critics to remark "So Irvine can drive!". The leg injury of Michael Schumacher 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.

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 World Driver's Champion in 21 years, since Jody Scheckter in 1979. Teammate Rubens Barrichello finished fourth in the championship, taking his maiden win at the German Grand Prix at the Hockenheimring after Schumacher was taken out in the first corner and Barrichello qualified 18th.

In 2001 Schumacher won the World Championship with four races to go, having claimed nine victories. Teammate Barrichello finished third 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 second 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). 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 five world championships, set back in the 1950s.
Then Ferrari driver Rubens Barrichello in 2002.
Michael Schumacher driving for Ferrari at the 2005 Canadian Grand Prix.

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; Schumacher eventually won the championship by two points, surpassing Fangio's record. In 2003, F1 magazine reported that Ferrari's budget was $443,800,000.[7]

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.

[edit] 2005 Season
Main article: 2005 Formula One season

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 withdraw 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 managed his way past Barrichello with a breathtaking manoeuvre (on a track where overtaking is highly difficult and dangerous) near the end of the race. Ferrari named former Sauber-Petronas driver Felipe Massa as Barrichello's replacement for the following season.

[edit] 2006 Season
Main article: 2006 Formula One season

With the 'one set of tyres per race' rule no longer in use, 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. 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 (a ten-position penalty at the start of the race is enforced for an engine change prior to a legal engine change). In Australia both drivers crashed 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. At the Spanish Grand Prix Fernando 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 (on a track where overtaking is highly difficult and dangerous). At both Silverstone and Canada Schumacher finished second. At the United States Grand Prix the Ferraris of Schumacher and Massa were dominant all weekend, finishing the race first and second. At the French Grand Prix Schumacher was first, followed by Alonso and Massa.

At the Hockenheimring in Germany Räikkönen took pole position, however in the race both Ferraris overtook Räikkönen at the first round of pit stops and Schumacher went on to win. At the Hungarian GP Massa qualified second and Schumacher eleventh due to a two 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 dry tyres like Pedro de la Rosa and Nick Heidfeld passed him easily. When Heidfeld passed Schumacher he collided with the BMW Sauber of Robert Kubica, and retired in ninth, promoting Massa to eighth. The subsequent disqualification of Kubica gave Massa seventh and Schumacher eighth.

At Turkey, Massa achieved his first ever pole and victory. Having locked out the front row, Ferrari lost a potential 1-2 when the safety car appeared early in the race, forcing them to pit both cars at the same time, meaning Schumacher had to queue behind Massa, allowing Alonso to get ahead. Schumacher pressurized the Spaniard late in the race but was unable to overtake, missing out on second place by less than a tenth of a second. This left Schumacher twelve points behind Alonso with four races remaining. The race was therefore disappointing from Ferrari's championship perspective, despite Massa's win, although they closed to within two points of Renault in the Constructor's Championship.

At Monza, Schumacher scored a win at Ferrari's home Grand Prix, closing to within two points of Alonso in the Driver's Championship. Massa lost a potential fourth place when he ran over debris left behind by the failure of Alonso's Renault V8, puncturing a tyre and forcing him to pit, which left him in ninth place at the finish. Despite Massa not scoring 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, would 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 in sixth place, 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 Alonso, his main rival for the Championship. This allowed Schumacher to draw level on points with Alonso, and lead the championship by virtue of having won more races. Despite this, the combination of Renault's 2-3 finish and Massa failing to score after retiring due to a collision with Red Bull Racing's David Coulthard meant that Ferrari lost the lead of the Constructor's Championship to Renault, albeit by a single point.

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 first and Schumacher second. However, in the race Alonso capitalised on Massa's early puncture and took second place. On lap 37 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 second.
Felipe Massa driving for Ferrari at the 2006 Brazilian Grand Prix.

At the Brazilian Grand Prix Massa claimed pole position. Schumacher suffered a fuel pressure problem in the last qualifying session which left him unable to put in even a single lap in this session. Schumacher ended up tenth on the grid and the championship leader Alonso at a comfortable fourth. The race itself was a dramatic one, with Schumacher making up four places in the first few laps, and then a safety car period followed. Once the race restarted Schumacher suffered a puncture while trying to overtake 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 first, Alonso second, clinching the Drivers' title, followed by Honda's Jenson Button, who finished third after putting in an impressive performance from fourteenth on the grid. Schumacher, having come from the back of the field (following his puncture), finished fourth and set the fastest lap on the penultimate lap of his career, but with Fisichella finishing sixth Ferrari lost the Constructors' title too.

2007 Season
Ferrari launced a new car, the F2007 for the 2007 season. Kimi Räikkönen won the inaugural race of the 2007 season at Albert Park, becoming the first Ferrari driver to win on his début since Nigel Mansell. Ferrari attracted some criticism for running a moveable floor system in Melbourne, later confirmed to be illegal by the FIA after a rule clarification, though no punishment was applied.[8][9][10] After a disappointing third for Räikkönen and fifth for Massa in the Malaysian Grand Prix, the team recovered to finish first and third in Bahrain, with Massa taking his first victory of the season. Massa won again at the Spanish Grand Prix but Räikkönen retired with a hydraulic failure. This left Ferrari second in the constructors' championship and Massa and Räikkönen third and fourth respectively in the drivers championship despite having won three of the first four races.

However, Ferrari would play second fiddle to McLaren for the next few races, scoring just 22 points from the Monaco, Canadian and United States Grands Prix. McLaren scored 48 points in the same period. This left Ferrari 35 points behind McLaren in the constructors' championship, and Räikkönen and Massa 19 and 26 points respectively behind championship leader Lewis Hamilton. After seven races, it looked as though Ferrari's championship hopes could already be over.

Luca Colajanni, the Ferrari PR manager, claimed this lack of pace was due to the team's wind tunnel was badly damaged in a testing accident, leaving the team unable to introduce new aerodynamic refinements to its cars until the wind tunnel was rebuilt, which took several weeks.[citation needed] With the tunnel rebuilt and a new aerodynamic package (notably adjustments to the front wing) the cars was seemingly on par with the McLarens. Ferrari scored a 1–2 at the French Grand Prix (Räikkönen winning ahead of Massa) followed by a dominant win for Räikkönen at the British Grand Prix at Silverstone with Massa coming fifth after stalling at the start of the race, consequently having to start in 22nd place.
Kimi Räikkönen won the 2007 British Grand Prix for Ferrari.
Felipe Massa and Räikkönen led the field away at the 2007 Brazilian Grand Prix, the race at which the championship was decided.
Räikkönen celebrates his race win and 2007 Drivers' Championship at the 2007 Brazilian GP.

At the European Grand Prix Räikkönen claimed pole position with Massa third. Early rain in the race caused the teams to change to intermediate tyres. Massa emerged in first, Alonso second and Räikkönen third. On lap 34, Räikkönen retired with hydraulic problems. In the last few laps Massa was overtaken by Alonso and finished the race second, and 11 points adrift in the driver's championship to leader Lewis Hamilton.

At the controversial Hungarian Grand Prix McLaren was stripped of its 15 constructors' championship points. The Ferrari team forgot to fuel the car of Felipe Massa who was forced to start the race fourteenth, at a track where overtaking is regarded as very difficult. Räikkönen finished the race second with Felipe Massa thirteenth. At the Turkish Grand Prix Massa took pole with Räikkönen third. Räikkönen passed Lewis Hamilton into the first corner. Massa and Räikkönen pulled away from the field and the two battled it out for the win. Massa prevailed, staying ahead of Räikkönen at both pitstops and winning.

The next race was Ferrari's home race in Italy, but the McLarens took a 1–2 in qualifying with Massa third and Räikkönen fifth, after a crash in practice. Räikkönen got ahead of Nick Heidfeld at the start, moving up into fourth. Massa was third until he retired with hydraulic failure. Räikkönen was sent on a one-stop strategy and so when the McLarens stopped for a second time, Räikkönen was second between Fernando Alonso and Hamilton. However, Hamilton passed Räikkönen after a few laps, and Räikkönen had to settle for third.

At the Belgian Grand Prix the qualifying went well, Ferrari taking their first 1–2 of the season, Räikkönen on pole with Massa second. Räikkönen maintained the lead during the pitstops and won, with Massa second. The 1–2 gave Ferrari the constructors' championship as a result of McLaren's disqualification.

At the Japanese Grand Prix the McLarens took 1–2 in qualifying with Räikkönen third ahead of Massa. The start was under the safety car in treacherous conditions, and both drivers, unlike the rest of the field, were on intermediate tyres. Massa spun on these tyres and Nick Heidfeld went ahead of him. Massa then passed Heidfeld under the safety car to keep his place. Ultimately both drivers pitted under the safety car for wets, and were 20th and 21st at the back, with the McLarens first and second. Finally the race started in a standing start, and Massa collided with Alexander Wurz while trying to pass him, taking Wurz out while Massa had to rejoin after a spin and was 10 seconds away from the field. Massa was then given a drive-through penalty for passing Heidfeld under the safety car. After that, the Ferraris charged up the order, as they were also refueled during the stops for wets and did not have to stop when the others did. Räikkönen did stop for fuel again at the right time, as Alonso brought out the safety car after crashing into a wall. This left Massa (who did not pit) in fifth and Räikkönen in ninth. This became third and seventh when Mark Webber and Sebastian Vettel collided behind the safety car, putting both out. Räikkönen then passed Nick Heidfeld, Giancarlo Fisichella and David Coulthard to take fourth. Massa was forced to pit for a splash and dash, dropping down to seventh. Räikkönen challenged Heikki Kovalainen for second but could not make it and was third. Massa took sixth by passing Robert Kubica on the last lap.

Going into the Chinese Grand Prix, Massa was already out of the title race, but Räikkönen still stayed in it, five points behind Alonso and seventeen points behind Hamilton with two races to go. Hamilton took pole while Räikkönen was second and Massa was third. The race was in damp conditions but nothing changed at the start. During the first round of stops, Hamilton and Massa used the same wet tyres but Räikkönen and Alonso changed into a new set. Räikkönen then passed Hamilton while Alonso passed Massa at the same time, as Hamilton and Massa were felling the effects of grained tyres. Massa pitted early, but Hamilton stayed out late in the hope that it would rain. It did not, and Hamilton got beached in the pit lane gravel trap while trying to enter the pits. Räikkönen won ahead of Alonso and Massa to keep his championship hopes alive.

The last race of the season, the Brazilian Grand Prix, was in Massa's hometown in Brazil. Räikkönen was seven points behind Hamilton and three points behind Alonso going into the race. In qualifying, Massa took pole with Hamilton second, Räikkönen third and Alonso fourth. At the start, Räikkönen took second while Hamilton dropped back to eighth after going into the gravel. He was up to seventh but then dropped to the back of the field in 18th after a gearbox glitch cost him around 20 seconds. The battle for the win was between Massa and Räikkönen with Alonso third. Massa kept the lead during the first round of stops but Räikkönen was able to get ahead of him in the second round. Behind, Hamilton had already charged his way up to seventh but was lapped. Räikkönen won the race and the championship, ten points compared to Alonso's six and Hamilton's two in the race enabling him to get a point ahead of both with Massa finishing second to make it the team's fourth 1–2 finish.

[edit] 2007 Espionage allegations
Main article: 2007 Formula One espionage controversy

On 3 July Nigel Stepney was dismissed by Scuderia Ferrari.[11] Later the same day Ferrari announced it was taking legal action against Stepney and a McLaren engineer named by Autosport.com as Mike Coughlan;[12] A Ferrari press release stated:
“ Ferrari announces it has recently presented a case against Nigel Stepney and an engineer from the Vodafone McLaren-Mercedes team with the Modena Tribunal, concerning the theft of technical information. Furthermore, legal action has been instigated in England and a search warrant has been issued concerning the engineer. This produced a positive outcome.[13] ”

On his return from holiday in the Philippines on July 5, Stepney was interrogated by the Italian police as part of the industrial espionage case.[14] On 6 July Honda F1 released a statement confirming that Stepney and Coughlan approached the team regarding "job opportunities" in June 2007.[15] Since the revelation of Coughlan's involvement in the affair McLaren provided a full set of drawings and development documents (estimated to be around 800 pages) to the FIA, detailing all updates made to the team's chassis since the incident occurred at the end of April.[15]

McLaren was eventually excluded from the 2007 Constructors' Championship, in breach of Article 151(c) of the International Sporting Code, all but guaranteeing Ferrari the title.[16] Ferrari won their 15th Constructors' Title in Belgium the following weekend.

At the end of the season Ferrari would have finished one point ahead of McLaren and hence won the constructors' title on merit.

This takes into consideration that McLaren was docked the 15 constructors' points they would have earned at Hungary, as a penalty for a qualifying pit incident; prior to that McLaren had a 27 point lead over Ferrari.

[edit] 2008 Season

After the end of the 2007 seaon, Ferrari President Luca Cordero di Montezemolo announced team's new structure, with Jean Todt departing the team principal role and moving up to his senior role as CEO of the company, Stefano Domenicali will be taking over as team principal as Ross Brawn declined a return following his sabbatical (later on the same day being announced as the new Team Principal of Honda F1), Aldo Costa as technical director and Mario Almondo as Operations Director.[17] It had been reported that this completed a shift in Ferrari personnel where the older foreign leadership was replaced with a new one comprised mostly of Italians.[18]
Main article: 2008 Formula One season

On 6 January, Scuderia Ferrari launched the Ferrari F2008.

On the 2008 Season's first race the Australian Grand Prix Kimi Räikkönen suffered a fuel pressure problem which forced him to stop on the entrance of pit lane preventing engineers from repairing the car. He started in 16th place on the grid. Massa qualified in fourth place. During the twenty-fifth lap, Felipe Massa collided with Red Bull Racing's David Coulthard, putting the Scotsman out of the race on the spot and forcing Massa to pit into retirement. Räikkönen retired several laps before the end of the race through engine failure, but was classified eighth overall, having completed over 90% of the race distance, and thus received one point. It was Ferrari's worst performance in a season-opening race since they drew a blank in the 1992 South African Grand Prix.
Kimi Räikkönen driving for Ferrari at the 2008 Canadian Grand Prix.
Felipe Massa driving for Ferrari at the 2008 Canadian GP.

At the Malaysian Grand Prix, Kimi Räikkönen won the team's first race of the season. In qualifying, Massa had taken pole-position, with Räikkönen placed second. Massa took an early lead but was overtaken by his teammate at the first round of pit stops. It looked to be an easy 1–2 but Massa spun off into a gravel trap midway through the race and retired, with Räikkönen going on to win. Ferrari went to Bahrain confident, as they had tested there during the winter. Massa was quick in Q1 and Q2 but was pipped to pole by BMW's Robert Kubica, with Räikkönen fourth. The Brazilian took the lead at the start, with his team-mate following on to make a 1–2.

Round 4 saw the Spanish Grand Prix, where qualifying was dominated by Ferrari and McLaren. When it came to the race, the Ferraris shot out in front, with Räikkönen leading Massa to the finish. In the qualifying for the Turkish Grand Prix, Massa beat Hamilton to the pole position and on the Sunday Massa got away from the line well, holding his lead down to turn 1 with Hamilton and Räikkönen pushing from behind. Massa managed to hold onto his lead throughout the race, taking the win in Turkey for the third year in a row, with Hamilton leading Räikkönen home. Out of a possible 30 points in three races Massa had scored 28.

Monaco saw a race, in the early laps, between Hamilton and Massa, until Hamilton clipped a wall on the exit of the chicane, allowing Massa to secure his lead. Pit stop strategy for Hamilton, combined with a slow third pit stop for Massa, resulted in Massa dropping to third on the podium. When the Formula One calendar took them to North America at the Canadian Grand Prix, the Ferraris had a poor qualifying show followed by a tawdry race for Räikkönen when he was shunted from behind by Hamilton, who was in turn shunted by Rosberg, while waiting for the light at the end of the pit lane. Massa appeared to lack pace during the race, though he proceeded up the pack as other cars retired.

At the French Grand Prix Ferrari got a 1–2 in qualifying, and it stayed that way during the race until Kimi Räikkönen's exhaust broke, causing Massa to take the lead, and for him to hold up drivers he'd lapped. He eventually finished second.

The British Grand Prix took place in the wet, with Massa qualifying tenth and Räikkönen third. Massa spun five times during the race and Räikkönen three. Räikkönen finished fourth and Massa thirteenth. After this Massa, Räikkönen, and Lewis Hamilton were tied at 48 points.

At Hockenheim, Räikkönen qualified fourth and Massa second. Lewis Hamilton took a big lead in the first stint from Felipe Massa, but had the gap reduced in the first safety car period. Massa and Räikkönen pitted in when the safety car was out, but Hamilton pitted afterwards and lost his lead. Nelson Piquet, Jr. had jumped from seventeenth to second and was in front of Massa. Hamilton chased both down and won the race with Massa third and Räikkönen sixth. On the weekend of the Hungarian Grand Prix, Massa qualified third and Räikkönen sixth. Massa took the lead at the first corner and stayed roughly five seconds ahead of Hamilton for most of the race. Three laps before the end of the race Massa retired with engine failure from first place. Heikki Kovalainen won the race and Räikkönen finished third.

Over the Valencia weekend, Massa got pole position with Räikkönen fourth. Massa took the lead at the start and held it for the entire race, but Räikkönen dropped to fifth at the start. At his second pit stop Räikkönen left the pit box with the fuel hose still attached and injured a mechanic; he then retired two laps later with engine failure. At Massa's second pit stop, he was released alongside the Force India of Adrian Sutil and had to back off and let him pass. After the race Massa was fined 10,000 euros for unsafe release.

At the inaugural Singapore Grand Prix, Massa qualified on pole with Räikkönen third on the start grid. Massa led until the first pitstop proved a disaster when he drove off with the fueling rig still attached. The rigging snapped knocking a pit mechanic to the ground. Massa was then forced to stop at the end of the pit lane and wait for his mechanics to run from their garage at the entrance of the pit lane to where he was to remove his ripped off fueling rig, causing Massa to lose minutes of time and thus dropping of contention for the race. Video replay revealed the Ferrari mechanic operating the automatic pit light signal system suffering because of the pressure of a race. He was later seen crying because of his mistake. Räikkönen eventually crashed out four laps before the end of the Grand Prix with Massa finishing second-to-last.[19]

At the Japanese Grand Prix Räikkönen finished third, while Massa finished seventh. More importantly, Lewis Hamilton finished out of the points in twelfth, meaning that Massa closed to just five points behind Hamilton in the World Championship.

At the 2008 Chinese Grand Prix, it was a very different story. In qualifying Räikkönen was second and Massa was third with Hamilton on pole. Ferrari came second and third in the race, over 10 seconds behind the victor who was Hamilton. Massa was second, owing to Räikkönen letting him through because of the championship situation.

On 27 October 2008 Ferrari issued a statement saying that they would review their participation in Formula 1 at the end of the 2009 season because the FIA said for the 2010, 2011 and 2012 seasons they wanted to introduce standardised engines. Ferrari have been in Formula 1 since it began in 1950.

At the last race of the season, the Brazilian Grand Prix the situation for Ferrari was: Felipe Massa was seven points behind Lewis Hamilton, meaning that Massa had to either finish first or second to win, and Hamilton had to be outside the top five. Massa qualified on pole, with Räikkönen qualified third, ahead of Hamilton. Massa led virtually the entire race, losing the lead only briefly during pit-stop sequences. Hamilton, meanwhile, raced conservatively in order to safely secure the necessary points. Going into the last few laps Massa led with Hamilton fifth. If the race stayed as it was Hamilton would win the Championship. Then, with three laps remaining, Hamilton, having made a mistake, was passed by Sebastian Vettel, moving Hamilton down to sixth. Felipe Massa, meanwhile, crossed the finish line and won the Grand Prix, and believed he had won the World Championship. Hamilton was still sixth as he came up to the second-to-last corner, but passed Timo Glock, who was struggling for pace with the rain that had been falling during the last few laps on the dry tyres, moving Hamilton into fifth. Hamilton crossed the line get fifth position and the World Championship. It took Massa, Räikkönen, and Ferrari's team and mechanics about 30 seconds to realise that Hamilton had won and not Massa.

[edit] 2008 Pit system

For 2008 Ferrari brought in a "traffic light" system to signal to their drivers when to leave the pits after a pit-stop. This system was introduced and used only by Ferrari; all other teams continued with the older "lollipop" system (although Honda did use a similar device in Friday practicing in the later races of the season). The traffic light system has red, orange and green lights and is programmed to automatically go green when the fuel hose is taken out of the car.[20] The lights could also be operated manually by pressing a button. At the 2008 Singapore Grand Prix the system had to be operated manually due to the large number of cars entering the pit lane during a caution period. During Felipe Massa's stop the mechanic controlling the system pressed the button too early, causing Massa to drive away with the fuel pipe still attached. After this incident Ferrari reverted to the old lollipop system for the remaining three races of the season.[20] They have returned to the lollipop system for the 2009 season with Ferrari team principal Stefano Domenicali commenting that "We need to stay calm so we've decided to go back to the old system."[20]

[edit] 2009 Season

With substantial changes to the Formula 1 regulations in 2009, Ferrari's F1 challenger – the Ferrari F60 – did not have a favourable start to the season at the Australian Grand Prix. After being off the pace of the superior Brawn GP team all weekend, Kimi Räikkönen and Felipe Massa (both retained from 2008) failed to finish the race, with Massa suffering reliability problems on lap 46 (adding to the disappointment of being even further off the pace due to an aggressive strategy being ruined by the safety car and running the low-enduring Super-soft tyre in the first stint of the race) and Räikkönen, who also ran the Super-soft tyres early on, spinning and breaking his front wing on lap 43, before also retiring 3 laps from the end, due to reliability issues.
Felipe Massa driving for Ferrari at the 2009 Turkish Grand Prix.

The Malaysian Grand Prix one week later saw no improvement from the team, again well off the pace of the leading cars. Räikkönen and Massa qualified 9th and 16th respectively. Although Massa's early exit from qualifying was down to a strategic error (the team thought he was safely through to Q2), the poor pace of the F-60 was shown when, on a similar fuel strategy to pole-position man Jenson Button (seen in post-qualifying release of car weights, which without fuel are limited to 600 kg), Räikkönen could only manage laps roughly 5-tenths of a second slower. In the race, it was widely expected that rain would hit the ciruit at some point during the 56 laps. With rain clouds looming, Räikkönen (who had been lapping 6th and 5th) and the team chose to take a gamble that rain would arrive within the next lap, and pitted to change to the extreme-wet tyre. The gamble didn't pay off, with Räikkönen losing 20 seconds per lap, before pitting again later when the rain did come. Massa meanwhile had a steady race, gaining positions until the rain hit. The rain continued, and the safety car was not enough to keep the race running, so the red flag was shown. As the race was running during the late afternoon-early evening, there was not enough time for the water to recede before darkness, and the race was abandoned. Massa's final position was 9th, with Räikkönen eventually classified 14th, despite effectively retiring during the red flag situation due to his car's KERS system being short-circuited due to the water.

The 3rd Grand Prix of the season was at China. Yet again the F-60 was several tenths off the pace of the leading cars (Red Bull and Brawn), and in another wet race, things did not go well. Massa retired from 3rd position on lap 21, after slowing and coming to a halt on the back straight due to electrical problems, and Räikkönen eventually finished 10th. The result confirmed that Ferrari had failed to score a single championship point after the three races of the season, the worst result since 1981.

In the fourth round of the Formula 1 World Championship in Bahrain, Kimi Räikkönen managed to finish the race in sixth place (after qualifying 10th), however, the result meant that 2009 became the worst start to a season so far in Scuderia Ferrari's history, as in the previous worst start in 1981, Didier Pironi finished fifth at the San Marino Grand Prix (fourth race of the year). Felipe Massa started 8th, but needed a new front wing and also had problems with his KERS system, eventually finished a lap down in 14th.

The team brought some aerodynamic developments at the Spanish GP, the fifth race of the season. The car was much faster in qualifying, allowing Felipe Massa to start fourth on the grid. In the race, he would have finished fourth if he had been given enough fuel at his final pit stop, instead having to slow dramatically to save fuel, helplessly allowing 2 cars past. He made it to the end of the race but only finished sixth. Räikkönen was again hit by reliability issues, and retired on lap 18 with a hydraulics failure.

The team made substantial improvement at the Monaco GP, the sixth race of the season. Kimi Räikkönen showed great raw pace to record the fastest time of the weekend in Q2 of the Qualifying session, and in Q3 (where competing cars have to carry race fuel), qualified 2nd, with Felipe Massa qualifying 5th. In the race, Räikkönen was overtaken at the start by Rubens Barrichello of Brawn GP, but held firm in 3rd place with Massa following in 4th. Both cars lapped in similar times throughout the 78 lap race to the two Brawn GP cars (who finished 1st and 2nd), however the unique nature of the Monte Carlo street circuit may have had a hand in their performance.

Indeed, the unique nature of the Monte Carlo street circuit had enhanced the F-60's performance, with the team finding themselves at a similar distance from the leading cars (Brawn GP) at the Turkish Grand Prix to the gap seen at Barcelona two races previous. After fairly competitive practice and qualifying sessions, Räikkönen and Massa had earnt grid slots of 6th and 7th respectively, only being roughly 4-tenths of a second behind. This gap in pace grew in race situations to 6-tenths of a second, and left Massa, before the leading Jenson Button coasted home, 46 seconds adrift in 6th position and Räikkönen (also before Button slowed) 57 seconds behind in 9th (with both eventually staying put and finishing 39 and 50 seconds behind respectively). The race result was disappointing for Ferrari, who had been expected to claw back even closer to Brawn GP, on a more conventional circuit which Istanbul is.

The following Grand Prix at Silverstone saw Felipe Massa qualify 4th on the grid and finished where he was behind the Red Bulls of Sebastian Vettel and Mark Webber and behind the Brawn of fellow Brazilian Rubens Barrichello. Kimi Räikkönen finished 8th behind Jarno Trulli of Toyota, championship leader Jenson Button of Brawn and Nico Rosberg of Williams.

Felipe Massa was injured in an accident during qualifying at the Hungarian Grand Prix, as he was knocked unconscious by a debris from Barrichello's car and subsequently crashed at high speed into the side barriers. He missed the race at the Hungarian Grand Prix. Some reports have said he could miss the rest of the season. Kimi Räikkönen went on to finish in second place to Lewis Hamilton in the McLaren. Seven-time Formula One champion Michael Schumacher was scheduled to replace Felipe Massa for the European Grand Prix in Valencia on 23 August, however, he was forced to withdraw due to a neck injury. He was replaced by 38 year old Luca Badoer.

On September 3rd, 2009, Giancarlo Fisichella was confirmed as Ferrari's replacement for Luca Badoer, given the fact that Felipe Massa would be unable to rejoin the team before the 2010 season.

[edit] Sponsorship
A Ferrari truck displaying Ferrari's Sponsors

The Ferrari Formula One team was resistant to sponsorship for many years, it was not until 1977 that the cars began to feature the logo of the Fiat group (which had been the owners of the Ferrari company since 1969). Until the 1980s, the only other companies whose logos appeared on Ferrari's F1 cars were technical partners such as Magneti Marelli and Shell.

The Ferrari formula one team has been sponsored by Marlboro since 1984. Marlboro has been the title sponsor since 1997, although its logo does not currently appear on the team's cars. 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 advertising of tobacco sponsorship has become illegal in the European Union and other major teams have withdrawn from relationships with tobacco companies, for example McLaren have 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.

In December 2005 Vodafone announced that it was withdrawing its sponsorship of Ferrari in favour of title sponsorship of McLaren beginning in 2007. The Times said Ferrari were "stunned" by the decision.[21] Vodafone's position on the car has been taken over by Telecom Italia's broadband Alice brand.

Other companies currently sponsoring Scuderia Ferrari include: Fiat (Fiat car brand, part of the Fiat car group which is the largest stakeholder (85%) in Ferrari), Shell - Royal Dutch/Shell Group, Alice, Bridgestone, AMD, Acer, and several others among which are Mubadala Development Company (an investment company owned by the Emirate of Abu Dhabi which also owns 5% of Ferrari shares as of the 2007 season) and Etihad Airways (until 2011). As part of the deal with Acer, they are allowed to sell Ferrari-badged laptops. On the other hand, in early 2009 semiconductor chipmaker AMD announced it had decided to drop their sponsorship of the team and is just waiting for its contract to expire after its former Vice President and Sales Executive (who was an avid fan of motorsports) had left the company.[22]

Apart from sponsors, Scuderia Ferrari currently have the following companies as official suppliers: Magneti Marelli, OMR, SKF, Europcar, Iveco, NGK, Puma, Tata Consultancy Services, Brembo, BBS, SELEX Communications, Technogym, Schuberth and Microsoft (note: the sponsors/suppliers information is accurate for the 2009 season).

[edit] Formula One results
Main article: Ferrari Grand Prix results
2 Classic Ferrari F1 cars on the Homestead-Miami Speedway pit lane during the 2006 Ferrari Challenge

The Ferrari team has achieved unparalleled success in Formula One. Ferrari cars and Ferrari drivers have also won the Mille Miglia eight times, the Targa Florio seven times, and the 24 hours of Le Mans nine times. In F1, the Italian team has the unique distinction of owning nearly all significant records (as of the 2009 European Grand Prix), including:

* Most constructor championships: 16
* Most driver championships: 15
* Most Grands Prix started (all-time): 787
* Most wins (all-time): 209[1]
* Most wins (season): 15 (shared with McLaren)
* Most podiums (all-time): 626
* Most podiums (season): 29
* Most one-two finishes (all-time): 79
* Most pole positions (all-time): 203
* Most points (all-time): 4,962.27
* Most points (season): 262
* Most fastest laps (all-time): 219
* Highest winning percentage: ~26% (for teams with at least 10 wins)
* Most F1 fatalities: 7 (4 race, 1 qualifying, 2 testing)

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 between 1967 and 2004, compared to 1,979 starts for Ferrari and Petronas-badged engines during the same period.

Team name and logo

Scuderia is Italian for a stable reserved to racing horses, and Ferrari refers to Enzo Ferrari, the founder of the company. The prancing horse was the symbol on Italian World War I ace Francesco Baracca's fighter plane, and became the logo of Ferrari after the fallen ace's parents, good friends with Enzo Ferrari, asked him so, to continue his tradition of sportsmanship, gallantry and boldness.