Founded and based in Maranello, Emilia-Romagna, since 1947. The only team to have competed in every Formula One season.
Ferrari has never changed its name. It's been everyone else who had to adapt.
Seventy-six years. Fifteen champions. More stories than time to tell them.
1950s: Ascari and the Early Dominance
Ferrari was not the first entry into the 1950 season — but it quickly became the dominant force. Alberto Ascari won back-to-back championships in 1952 and 1953, driving a Ferrari 500 so well-prepared it was functionally untouchable by the supercharged competition. Enzo Ferrari's obsession was total: the car came first, the driver second, the team third, and everything else was irrelevant. This philosophy produced championships and disasters in roughly equal measure across the next seven decades. Mike Hawthorn narrowly won the 1958 title — by a single point — in what was also the year Peter Collins and Luigi Musso both died in Ferrari machinery.
1960s: Surtees, Identity Crisis, and the British Invasion
The 1960s were complicated for Ferrari. British constructors — Cooper, Lotus, BRM — had changed the architecture of the racing car entirely, moving the engine to the rear. Ferrari resisted, then adapted, then built beautifully competitive mid-engined machinery. John Surtees won the 1964 championship — the only man to win world titles on both two and four wheels — before having a spectacular falling-out with Enzo. Ferrari's history is full of spectacularly talented men having spectacular falling-outs with Enzo Ferrari. It happened enough to become its own narrative thread.
1970s: Lauda, Regazzoni, and the Crash
Niki Lauda arrived at Ferrari in 1974 and transformed the team's engineering culture. He was disciplined, systematic, and technically demanding in a way that forced the organisation to function differently. He won in 1975. In 1976, at the German Grand Prix at the Nürburgring, his Ferrari caught fire in the accident at Bergwerk. He was given the last rites on the racetrack. He returned six weeks later, face still raw, and nearly won the championship anyway. James Hunt took the title by a single point. Lauda won again in 1977, then left for Brabham, citing a loss of confidence in the team's management. He was right.
1979–1983: Scheckter, Villeneuve, and the Turbo
Jody Scheckter won the 1979 championship in the Ferrari 312T4. His teammate Gilles Villeneuve was the fastest driver in the world in 1979 and arguably never won the championship he deserved. His death at Zolder qualifying in 1982 — a collision with Jochen Mass's slow March — remains one of the sport's most mourned moments. Ferrari introduced turbo power in 1981 with the 126C. The cars were fast and fragile. Didier Pironi, who had controversially taken victory from Villeneuve at Imola 1982 in defiance of team orders, was paralysed in a qualifying accident at Hockenheim that August. Ferrari's 1982 season is the sport's most emotionally brutal.
1990s: The Long Wait
The 1980s ended without a title. The 1990s deepened the drought. Alain Prost won 21 races for Ferrari between 1990 and 1991 and none of them were enough. Gerhard Berger, Jean Alesi, Eddie Irvine, and Rubens Barrichello all drove brilliantly for the Scuderia without a championship. Jean Alesi's lone win — at Montreal 1995, on Schumacher's birthday — is one of the sport's most emotionally pure moments. Ferrari was the team everyone wanted to beat, the team everyone wanted their driver to sign for, and the team that hadn't won a championship in over a decade.
1996–2004: The Schumacher Era
Michael Schumacher signed in 1996. Ross Brawn came as technical director. Rory Byrne as designer. It took four years. Between 2000 and 2004, Ferrari won five consecutive Drivers' Championships and six consecutive Constructors' Championships. The F2004 won fifteen of eighteen races. It was the most dominant single-season performance in Formula One history at the time. Schumacher won 72 races for Ferrari. The dynasty ended as suddenly as it arrived: the 2005 regulations made Michelin-shod cars so superior that Bridgestone runners couldn't compete. Ferrari won one race in 2005.
2005–2022: Räikkönen, Near-Misses, and the Vettel Years
Räikkönen won Ferrari's last Drivers' Championship in 2007 by a single point, the narrowest margin possible. The 2008 Constructors' title followed — Ferrari's last. Alonso joined in 2010 and came agonisingly close in 2010, 2012, and 2013 without winning. Vettel's four-year stint from 2015 produced outstanding drives and zero championships, latterly in a car that simply wasn't good enough. Leclerc arrived in 2019 and won two races in his first season, including back-to-back victories at Spa and Monza. The 2022 season looked like a genuine championship challenge until a sequence of strategic errors, reliability failures, and driver mistakes destroyed the campaign.
2025–: Hamilton Arrives, History Is Made
Lewis Hamilton signed for Ferrari in February 2024 in the most consequential transfer in the sport's recent history. He arrived as the driver with more wins than anyone who has ever lived. His first Ferrari win came at the 2026 Spanish Grand Prix — win number 106, Ferrari's 244th race victory, and the end of 686 days between Hamilton wins. Barry didn't know whether to be happy about Ferrari winning or complicated about it being Hamilton. Kat had the telemetry. Gary updated the model immediately.
The team that built the sound, the feel, and the politics of Formula One.
1952
Ferrari 500 — The Atmo Benchmark
In a year when the championship switched to Formula Two regulations, Ferrari arrived with a 2-litre naturally aspirated straight-four that was simply better developed than anything else. Ascari won all but one race. The car's reliability in an era of regular mechanical failures was its defining advantage. Ferrari had understood something Enzo never stopped believing: the car must finish first, then go fast.
1975
312T — The Flat-12 Ground Effect Pioneer
The Mauro Forghieri-designed 312T introduced a transverse gearbox that improved weight distribution and allowed wider exploitation of the emerging ground-effect principles. The flat-12 engine was lower than an inline unit, enabling undercar aerodynamics that would define the next generation of cars. Lauda won the title. The car sounded extraordinary — a fact Barry mentions more often than any technical specification.
1981
126C Turbo — Power Over Downforce
Ferrari's turbo-era challenger prioritised power over handling in its early iterations. The 126C2 produced somewhere north of 700bhp but was notoriously difficult to drive. Both drivers died in the 1982 season. The turbo programme continued regardless, eventually producing machinery competitive enough to reach the 1979 championship-winning level. Reliability, not pace, was the problem.
2000
F1-2000 — The Championship Machine
Ross Brawn, Rory Byrne, and Schumacher had spent four years building toward a championship. The F1-2000 was the result: technically orthodox but executed with a precision and reliability that the Bridgestone-McLaren partnership couldn't match on that particular year's tyres. Schumacher won his first Ferrari title at Suzuka. The following four seasons were even more dominant.
2022
F1-75 — The Reset That Nearly Worked
Ferrari's interpretation of the 2022 ground effect regulations was arguably the most aggressive of any top team. The F1-75 was genuinely the fastest car in the first half of the season — Leclerc won at Bahrain and Australia. Then the strategic errors began. Six separate incidents of strategic miscommunication, reliability failures, or driver mistakes destroyed a championship that was fully in reach. The post-mortem was extensive and not pretty.
Ferrari doesn't have controversies. Ferrari has episodes.
1982
San Marino GP: Pironi Takes Villeneuve's Win
Ferrari's two drivers had agreed before the race not to fight each other once they were running 1-2. Villeneuve was leading when Pironi passed him on the final lap and won. Villeneuve was furious. He said he would never speak to Pironi again. Two weeks later at Zolder qualifying, Villeneuve died in a collision with Jochen Mass. Pironi's serious injury at Hockenheim qualifying that August compounded a season of extraordinary tragedy. The team order that preceded all of it remains one of the sport's most debated decisions.
2002
Austria: Team Orders In Neon Lights
Barrichello was leading the Austrian Grand Prix, about to win, when he was instructed to let Schumacher through on the final straight. The manoeuvre was obvious to every spectator and television viewer. Schumacher looked uncomfortable on the podium. Barrichello looked broken. The FIA banned team orders the following year. The ban lasted until 2011 and was effectively unenforceable throughout.
2007
Spygate: The Documents That Shouldn't Have Left
Ferrari technical documents — 780 pages of intellectual property — were passed from Ferrari employee Nigel Stepney to McLaren designer Mike Coughlan. McLaren were fined $100 million and excluded from the Constructors' Championship. The Drivers' Championship, in which Hamilton was competing, was not affected. Ferrari's information had been used; the extent to which it benefited McLaren's car remains disputed. The case defined what theft means in Formula One.
2019
The Engine Agreement Nobody Talks About
The FIA investigated Ferrari's 2019 power unit following complaints from rival teams that the unit was generating more power than should be physically possible given the fuel flow regulations. The investigation was settled with a private agreement between Ferrari and the FIA whose terms were never disclosed publicly. Every other constructor protested. The FIA said the settlement was confidential. Ferrari said nothing. The 2020 Ferrari was dramatically slower. Nobody was surprised.
The Paddock Breakdown
Barry · Gary · KatGary Finch
15 drivers' titles, 16 constructors', 243 wins. The spreadsheet says they're the best. The 2022 strategies say otherwise.
The numbers are staggering. More wins than any other team. More championships than any other team. Present in every single season since 1950. But since 2008, Ferrari have won zero championships despite having — on multiple occasions — the fastest car. The 2022 strategic error rate was 3.2 critical mistakes per 22 races. That is not a number that wins championships. The Hamilton signing introduces a driver who has historically been among the best at extracting maximum results from suboptimal decisions. Gary's model gives Ferrari a 23% chance of winning the 2026 championship. For Ferrari that would be a long overdue return. For the rest of the grid it would be a good storyline. Gary likes good storylines when his fantasy team benefits.
Kat Moreno
Ferrari's technical problem for the last 15 years has been the same: incredible innovation, unreliable execution.
The 2022 Ferrari was one of the most technically aggressive cars of the ground effect era. The SF-75's concept was genuinely ahead of others in terms of how it loaded the tyres and managed the wake interaction at rear axle. The execution — reliability, strategy systems, communication protocols — was not at the same level. That gap between innovation and reliability has characterised Ferrari's recent era. The 2026 SF-26 has a known rear brake-by-wire calibration issue under fuel load that the team is managing manually. Hamilton's feedback on tyre behaviour is the most detailed they've had in years. If those two things converge — his input, their engineering response — the second half of this season could be very different.