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Ferrari S.p.A. (/fəˈrɑːri/; Italian: [ferˈraːri]) is an Italian luxury sports car manufacturer based in Maranello, Italy. Founded in 1939 by Enzo Ferrari (1898–1988), the company built its first car in 1940, adopted its current name in 1945, and began to produce its current line of road cars in 1947. Ferrari became a public company in 1960, and from 1963 to 2014 it was a subsidiary of Fiat S.p.A. It was spun off from Fiat's successor entity, Fiat Chrysler Automobiles, in 2016. The company currently offers a large model range which includes several supercars, grand tourers, and one SUV. Many early Ferraris, dating to the 1950s and 1960s, count among the most expensive cars ever sold at auction. Owing to a combination of its cars, enthusiast culture, and successful licensing deals, in 2019 Ferrari was labelled the world's strongest brand by the financial consultency Brand Finance.[6] As of May 2023 Ferrari is also one of the largest car manufacturers by market capitalisation, with a value of approximately US$52 billion.[7] Throughout its history, the company has been noted for its continued participation in racing, especially in Formula One, where its team, Scuderia Ferrari, are the series' single oldest and most successful. Scuderia Ferrari have raced since 1929, first in Grand Prix events and later in Formula One, where since 1952 they have fielded fifteen champion drivers, won sixteen Constructors' Championships, and accumulated more race victories, 1–2 finishes, podiums, pole positions, fastest laps and points than any other team in F1 history.[8][9] Historically, Ferrari was also highly active in sports car racing, where its cars took many wins in races like the Mille Miglia, Targa Florio and 24 Hours of Le Mans, as well as several overall victories in the World Sportscar Championship. Scuderia Ferrari fans, commonly called tifosi, are known for their passion and loyalty to the team. History Main article: History of Ferrari Early history Three Scuderia Ferrari cars in 1934, all Alfa Romeo P3s. Drivers, left to right: Achille Varzi, Louis Chiron, and Carlo Felice Trossi. Enzo Ferrari, formerly a salesman and racing driver for Alfa Romeo, founded Scuderia Ferrari, a racing team, in 1929. Originally intended to service gentleman drivers and other amateur racers, Alfa Romeo's withdrawal from racing in 1933, combined with Enzo's connections within the company, turned Scuderia Ferrari into its unofficial representative on the track.[10] Alfa Romeo supplied racing cars to Ferrari, who eventually amassed some of the best drivers of the 1930s and won many races before the team's liquidation in 1937.[10][11]: 43  Late in 1937, Scuderia Ferrari was liquidated and absorbed into Alfa Romeo,[10] but Enzo's disagreements with upper management caused him to leave in 1939. He used his settlement to found his own company, where he intended to produce his own cars. He called the company "Auto Avio Costruzioni", and headquartered it in the facilities of the old Scuderia Ferrari;[1] due to a noncompete agreement with Alfa Romeo, the company could not use the Ferrari name for another four years. The company produced a single car, the Auto Avio Costruzioni 815, which participated in only one race before the outbreak of World War II. During the war, Enzo's company produced aircraft engines and machine tools for the Italian military; the contracts for these goods were lucrative, and provided the new company with a great deal of capital. In 1943, under threat of Allied bombing raids, the company's factory was moved to Maranello. Though the new facility was nonetheless bombed twice, Ferrari remains in Maranello to this day.[1][11]: 45–47 [12] Under Enzo Ferrari Ferrari's factory in the early 1960s: everything in its production line was handmade by machinists, who followed technical drawings with extreme precision.[13] Much of this work is now done by industrial robots.[14] In 1945, Ferrari adopted its current name. Work started promptly on a new V12 engine that would power the 125 S, which was the marque's first car, and many subsequent Ferraris. The company saw success in motorsport almost as soon as it began racing: the 125 S won many races in 1947,[15][16] and several early victories, including the 1949 24 Hours of Le Mans and 1951 Carrera Panamericana, helped build Ferrari's reputation as a high-quality automaker.[17][18] Ferrari won several more races in the coming years,[8][19] and early in the 1950s its road cars were already a favourite of the international elite.[20] Ferrari produced many families of interrelated cars, including the America, Monza, and 250 series, and the company's first series-produced car was the 250 GT Coupé, beginning in 1958.[21] In 1960, Ferrari was reorganized as a public company. It soon began searching for a business partner to handle its manufacturing operations: it first approached Ford in 1963, though negotiations fell through; later talks with Fiat, who bought 50% of Ferrari's shares in 1969, were more successful.[22][23] In the second half of the decade, Ferrari also produced two cars that upended its more traditional models: the 1967 Dino 206 GT, which was its first mass-produced mid-engined road car,[a] and the 1968 365 GTB/4, which possessed streamlined styling that modernised Ferrari's design language.[26][27] The Dino in particular was a decisive movement away from the company's conservative engineering approach, where every road-going Ferrari featured a V12 engine placed in the front of the car, and it presaged Ferrari's full embrace of mid-engine architecture, as well as V6 and V8 engines, in the 1970s and 1980s.[26] Contemporary Enzo Ferrari died in 1988, an event that saw Fiat expand its stake to 90%.[28] The last car that he personally approved — the F40 — expanded on the flagship supercar approach first tried by the 288 GTO four years earlier.[29] Enzo was replaced in 1991 by Luca Cordero di Montezemolo, under whose 23-year-long chairmanship the company greatly expanded. Between 1991 and 2014, he increased the profitability of Ferrari's road cars nearly tenfold, both by increasing the range of cars offered and through limiting the total number produced. Montezemolo's chairmanship also saw an expansion in licensing deals, a drastic improvement in Ferrari's Formula One performance (not least through the hiring of Michael Schumacher and Jean Todt), and the production of three more flagship cars: the F50, the Enzo, and the LaFerrari. In addition to his leadership of Ferrari, Montezemolo was also the chairman of Fiat proper between 2004 and 2010.[30] After Montezemolo resigned, he was replaced in quick succession by many new chairmen and CEOs. He was succeeded first by Sergio Marchionne,[30] who would oversee Ferrari's initial public offering and subsequent spin-off from Fiat Chrysler Automobiles,[31][32] and then by Louis Camilleri as CEO and John Elkann as chairman.[33] Beginning in 2021, Camilleri was replaced as CEO by Benedetto Vigna, who has announced plans to develop Ferrari's first fully electric model.[34] During this period, Ferrari has expanded its production, owing to a global increase in wealth, while becoming more selective with its licensing deals.[35][36] Motorsport Main article: Scuderia Ferrari For a complete list of Ferrari racing cars, see List of Ferrari competition cars. Since the company's beginnings, Ferrari has been involved in motorsport. Through its works team, Scuderia Ferrari, it has competed in a range of categories including Formula One and sports car racing, though the company has also worked in partnership with other teams. Grand Prix and Formula One racing Further information: Grand Prix racing history of Scuderia Ferrari and Ferrari Grand Prix results A Ferrari F2004 Formula One car, driven by Michael Schumacher. Schumacher is one of the most decorated drivers in F1 history. The earliest Ferrari entity, Scuderia Ferrari, was created in 1929 — ten years before the founding of Ferrari proper — as a Grand Prix racing team. They were affiliated with automaker Alfa Romeo, for whom Enzo had worked in the 1920s. Alfa Romeo supplied racing cars to Ferrari, which the team then tuned and adjusted to their desired specifications. Scuderia Ferrari were highly successful in the 1930s: between 1929 and 1937 they fielded such top drivers as Antonio Ascari, Giuseppe Campari, and Tazio Nuvolari, and won 144 out of their 225 races.[11][10] Ferrari returned to Grand Prix racing in 1947, which was at that point metamorphosing into modern-day Formula One. The team's first homebuilt Grand Prix car, the 125 F1, was first raced at the 1948 Italian Grand Prix, where its encouraging performance convinced Enzo to continue the company's costly Grand Prix racing programme.[37]: 9  Ferrari's first victory in an F1 series was at the 1951 British Grand Prix, heralding their strong performance during the 1950s and early 1960s: between 1952 and 1964, the team took home six World Drivers' Championships and one Constructors' Championship. Notable Ferrari drivers from this era include Alberto Ascari, Juan Manuel Fangio, Phil Hill, and John Surtees.[8] Ferrari's initial fortunes ran dry after 1964, and they began to receive their titles in isolated sprees.[9] Ferrari started to slip in the late 1960s, when they were outclassed by teams using the inexpensive, well-engineered Cosworth DFV engine.[38][39] The team's performance improved markedly in the mid-1970s thanks to Niki Lauda, whose skill behind the wheel granted Ferrari a drivers' title in 1975 and 1977; similar success was accomplished in following years by the likes of Jody Scheckter and Gilles Villeneuve.[9][40] The team won another Constructors' Championship in 1983.[8] Following another drought in the 1980s and 1990s, Ferrari saw a long winning streak in the 2000s, largely through the work of Michael Schumacher. After signing onto the team in 1996, Schumacher gave Ferrari five consecutive drivers' titles between 2000 and 2004; this was accompanied by six consecutive constructors' titles, beginning in 1999. Ferrari were especially dominant in the 2004 season, where they lost only three races.[8] After Schumacher's departure, Ferrari won one more drivers' title — given in 2007 to Kimi Räikkönen — and two constructors' titles in 2007 and 2008. These are the team's most recent titles to date; as of late, Ferrari have struggled to outdo recently ascendant teams like Red Bull and Mercedes-Benz.[8][9] Ferrari Driver Academy Main article: Ferrari Driver Academy Ferrari's junior driver programme is the Ferrari Driver Academy. Begun in 2009, the initiative follows the team's successful grooming of Felipe Massa between 2003 and 2006. Drivers who are accepted into the Academy learn the rules and history of formula racing as they compete, with Ferrari's support, in feeder classes such as Formula Three and Formula 4.[41][42][43] As of 2019, 5 out of 18 programme inductees had graduated and become F1 drivers: one of these drivers, Charles Leclerc, came to race for Scuderia Ferrari, while the other four signed to other teams. Non-graduate drivers have participated in racing development, filled consultant roles, or left the Academy to continue racing in lower-tier formulae.[43] Sports car racing A 312 P, driven by Jacky Ickx, during Ferrari's final year in the World Sportscar Championship. Aside from an abortive effort in 1940, Ferrari began racing sports cars in 1947, when the 125 S won six out of the ten races it participated in.[15] Ferrari continued to see similar luck in the years to follow: by 1957, just ten years after beginning to compete, Ferrari had won three World Sportscar Championships, seven victories in the Mille Miglia, and two victories at the 24 Hours of Le Mans, among many other races.[19] These races were ideal environments for the development and promotion of Ferrari's earlier road cars, which were broadly similar to their racing counterparts.[44] This luck continued into the first half of the 1960s, when Ferrari won the WSC's 2000GT class three consecutive times and finished first at Le Mans for six consecutive years.[45][46] Its winning streak at Le Mans was broken by Ford in 1966,[46] and though Ferrari would win two more WSC titles — one in 1967 and another in 1972[47][48] — poor revenue allocation, combined with languishing performance in Formula One, led the company to cease competing in sports car events in 1973.[23]: 621  From that point onward, Ferrari would help prepare sports racing cars for privateer teams, but would not race them itself.[49] In 2023, Ferrari reentered sports car racing. For the 2023 FIA World Endurance Championship, Ferrari, in partnership with AF Corse, fielded two 499P sports prototypes. To commemorate the company's return to the discipline, one of the cars was numbered "50", referencing the fifty years that had elapsed since a works Ferrari competed in an endurance race.[50][51] The 499P finished first at the 2023 24 Hours of Le Mans, ending Toyota Gazoo Racing's six-year winning streak there and becoming the first Ferrari in 58 years to win the race.[52] Other disciplines From 1932 to 1935 Scuderia Ferrari operated a motorcycle racing division, which was conceived as a way to scout and train future Grand Prix drivers. Instead of Italian motorcycles, the team used British ones manufactured by Norton and Rudge. Though Ferrari were successful on two wheels, winning three national titles and 44 overall victories, they were eventually pushed out of the discipline both by the obsolescence of pushrod motorcycle engines and broader economic troubles stemming from the Great Depression.[53][54] Ferrari formerly participated in a variety of non-F1 open-wheel series. As early as 1948, Ferrari had developed cars for Formula Two and Formula Libre events,[55] and the company's F2 programme led directly to the creation of the Dino engine, which came to power various racing and road Ferraris.[26] The final non-F1 formula in which Ferrari competed was the Tasman Series, wherein Chris Amon won the 1969 championship in a Dino 246 Tasmania.[56] At least two water speed record boats have utilized Ferrari powertrains, both of them 800kg-class hydroplanes from the early 1950s. Neither boat was built by or affiliated with Ferrari, though one of them, Arno XI, had its engine order approved directly by Enzo Ferrari. Arno XI still holds the top speed record for an 800kg hydroplane.[57][58] Race cars for other teams This section needs additional citations for verification. Please help improve this article by adding citations to reliable sources in this section. Unsourced material may be challenged and removed. Find sources: "Ferrari" – news · newspapers · books · scholar · JSTOR (October 2023) (Learn how and when to remove this template message) Throughout its history, Ferrari has supplied racing cars to other entrants, aside from its own works Scuderia Ferrari team. In the 1950s and '60s, Ferrari supplied Formula One cars to a number of private entrants and other teams. One famous example was Tony Vandervell's team, which raced the Thinwall Special modified Ferraris before building their own Vanwall cars. The North American Racing Team's entries in the final three rounds of the 1969 season were the last occasions on which a team other than Scuderia Ferrari entered a World Championship Grand Prix with a Ferrari car.[59] Ferrari supplied cars complete with V8 engines for the A1 Grand Prix series, from the 2008–09 season.[60] The car was designed by Rory Byrne and is styled to resemble the 2004 Ferrari Formula one car. Ferrari currently runs a customer GT program for a racing version of its 458 and has done so for the 458's predecessors, dating back to the 355 in the late 1990s. Such private teams as the American Risi Competizione and Italian AF Corse teams have been very successful with Ferrari GT racers over the years. This car, made for endurance sportscar racing to compete against such racing versions of the Audi R8, McLaren MP4-12C, and BMW Z4 (E89) has proven to be successful, but not as successful as its predecessor, the F430. The Ferrari Challenge is a one-make racing series for the Ferrari 458. The FXX is not road legal and is therefore only used for track events. Road cars This section has multiple issues. Please help improve it or discuss these issues on the talk page. (Learn how and when to remove these template messages) This section needs additional citations for verification. (September 2023) This section may contain an excessive amount of intricate detail that may interest only a particular audience. (September 2023) For a complete list, including future and concept car models, see List of Ferrari road cars. 166 Inter Touring Berlinetta The first vehicle made with the Ferrari name was the 125 S. Only two of this small two-seat sports/racing V12 car were made. In 1949, the 166 Inter was introduced marking the company's significant move into the grand touring road car market. The first 166 Inter was a four-seat (2+2) berlinetta coupe with body work designed by Carrozzeria Touring Superleggera. Road cars quickly became the bulk of Ferrari sales. The early Ferrari cars typically featured bodywork designed and customised by independent coachbuilders such as Pininfarina, Scaglietti, Zagato, Vignale and Bertone. The original road cars were typically two-seat front-engined V12s. This platform served Ferrari very well through the 1950s and 1960s. In 1968 the Dino was introduced as the first two-seat rear mid-engined Ferrari. The Dino was produced primarily with a V6 engine, however, a V8 model was also developed. This rear mid-engine layout would go on to be used in many Ferraris of the 1980s, 1990s and to the present day. Current road cars typically use V8 or V12 engines, with V8 models making up well over half of the marque's total production. Historically, Ferrari has also produced flat 12 engines. For a time, Ferrari built 2+2 versions of its mid-engined V8 cars. Although they looked quite different from their 2-seat counterparts, both the GT4 and Mondial were closely related to the 308 GTB.[citation needed] Ferrari entered the mid-engined 12-cylinder fray with the Berlinetta Boxer in 1973. The later Testarossa (also mid-engined 12 cylinders) remains one of the most popular and famous Ferrari road cars of all time. The company has also produced several front-engined 2+2 cars, culminating in the recent V12 model Lusso and V8 models Roma, Portofino and Lusso T. The California is credited with initiating the popular current model line of V8 front-engined 2+2 grand touring performance sports cars.[citation needed] Starting in the early 2010s with the LaFerrari, the focus was shifted away from the use of independent coach builders to what is now the standard, Ferrari relying on in-house design from the Centro Stile Ferrari for the design of all its road cars. Current models Model Calendar year introduced Current model Vehicle description Introduction Update/facelift 812 Superfast 2017 2017 – Front mid-engine, rear-wheel-drive grand tourer. Monza SP1 2019 2019 – Limited production single-seater sports car, part of the new Icona range. Monza SP2 2019 2019 – Limited production two-seater sports car, part of the new Icona range. F8 2019 2019 – Mid-engine sports car that replaced the Ferrari 488. SF90 Stradale 2019 2019 – Mid-engine, plug-in hybrid sports car. Roma 2020 2020 – Grand tourer sports car. 296 GTB 2022 2022 – Mid-engine, plug-in hybrid sports car. Daytona SP3 2022 2022 – Limited production mid-engine sports car, part of the new Icona range. Purosangue 2022 2023 – Ferrari's first SUV; uses the same platform as the Roma. Customisation In the 1950s and 1960s, clients often personalized their vehicles as they came straight from the factory.[61] This philosophy added to the mystique of the brand. Every Ferrari that comes out of Maranello is built to an individual customer's specification. In this sense, each vehicle is a unique result of a specific client's desire. Ferrari formalized this concept with its earlier Carrozzeria Scaglietti programme. The options offered here were more typical such as racing seats, rearview cameras, and other special trim. In late 2011, Ferrari announced a significant update of this philosophy. The Tailor Made programme allows clients to work with designers in Maranello to make decisions at every step of the process. Through this program almost any trim, any exterior color or any interior material is possible. The program carries on the original tradition and emphasizes the idea of each car being unique.[61] Supercars Mythos Enzo Ferrari The 1984 288 GTO may be considered the first in the line of Ferrari supercars. This pedigree extends through the Enzo Ferrari to the LaFerrari. In February 2019, at the 89th Geneva International Motor Show, Ferrari revealed its latest mid-engine V8 supercar, the F8 Tributo.[62] Ferrari SF90 Stradale is the first-ever Ferrari to feature PHEV (Plug-in Hybrid Electric Vehicle) architecture which sees the internal combustion engine integrated with three electric motors, two of which are independent and located on the front axle, with the third at the rear between the engine and the gearbox.[63] Concept cars and specials Ferrari has produced a number of concept cars, such as the Mythos. While some of these were quite radical (such as the Modulo) and never intended for production, others such as the Mythos have shown styling elements that were later incorporated into production models. The most recent concept car to be produced by Ferrari themselves was the 2010 Millechili. A number of one-off special versions of Ferrari road cars have also been produced, commissioned to coachbuilders by wealthy owners. Recent examples include the P4/5[64] and the 612 Kappa. Ferrari Special Projects The Special Projects programme, also called the Portfolio Coachbuilding Programme, was launched in 2008 as a way to revive the tradition of past one-off and limited production coachbuilt Ferrari models, allowing clients to work with Ferrari and top Italian coachbuilders to create bespoke bodied models based on modern Ferrari road cars.[65][66] Engineering and design is done by Ferrari, sometimes in cooperation with external design houses like Pininfarina or Fioravanti, and the vehicles receive full homologation to be road legal.[66] Since the creation of Ferrari's in-house styling centre in 2010 though, the focus has shifted away somewhat from outside coachbuilders and more towards creating new in-house designs for clients.[67][68] The first car to be completed under this programme was the 2008 SP1, commissioned by a Japanese business executive. The second was the P540 Superfast Aperta, commissioned by an American collector.[66] The following is a list of Special Projects cars that have been made public: Name Picture Year Based on Commissioned by Notes SP1 2008 F430[69] Junichiro Hiramatsu[69] Design by Leonardo Fioravanti, inspired by the 1998 F100 concept by Fioravanti.[69] P540 Superfast Aperta 2009 599 GTB[70] Edward Walson[70] Inspired by a similarly gold-painted and open-topped one-off built by Carrozzeria Fantuzzi on a Ferrari 330 LMB chassis.[66][70] Design by Pininfarina Superamerica 45 2011 599 GTB[71] Peter Kalikow[71] Rotating targa top;[71] design by Ferrari Styling Centre SP12 EC 2012 458 Italia[72] Eric Clapton[72] Designed by Ferrari Styling Centre and Pininfarina, in homage to the 512 BB.[72] SP30 2013[73] 599 GTO[73] Cheerag Arya[73] SP FFX 2014 FF[74] Shin Okamoto[74] Design by Pininfarina[74] Ferrari F12 TRS 2014 F12berlinetta[75] — Barchetta body, inspired by the Ferrari 250 Testa Rossa. Design by Ferrari Styling Centre.[75] Ferrari SP America 2014 F12berlinetta Danny Wegman[76] Design by Pininfarina Ferrari 458 MM Speciale 2016 458 Speciale[77] — Design by Ferrari Styling Centre.[77] SP275 RW Competizione 2016 F12tdf Rick Workman[78] Inspired by the 1964 275 GTB/C Speciale. Design by Pininfarina in collaboration with Ferrari Styling Centre.[79] J50 2017 488 Spider — Design by Ferrari Design Center team in Maranello directed by Flavio Manzoni.[80] SP38 2018 488 GTB — Inspired by the F40 and 308.[81] SP3JC 2018 F12tdf John Collins[82] Designed by the Ferrari Styling Centre. Two matching cars ordered, one in LHD, the other in RHD with different liveries.[83] Took 3.5 years to complete. Presented in 2018. P80/C 2019 488 GT3 — One-off track-only car inspired by the 330 P3, 330 P4 and the Dino 206 S. Omologata 2020 812 Superfast Design by Ferrari Design Center team in Maranello directed by Flavio Manzoni[84] BR20 2021 GTC4Lusso Fastback coupé instead of a shooting brake. Inspired by the 410 Superamerica and 500 Superfast[85] SP48 Unica 2022 F8 Tributo [86] KC23 2023 488 GT3 Evo [87] Bio-fuel and hybrid cars An F430 Spider that runs on ethanol was displayed at the 2008 Detroit Auto Show. At the 2010 Geneva Motor Show, Ferrari unveiled a hybrid version of their flagship 599. Called the "HY-KERS Concept", Ferrari's hybrid system adds more than 100 horsepower on top of the 599 Fiorano's 612 HP.[88] Also in mid-2014, the flagship LaFerrari was put into production. Naming conventions From the beginning, the Ferrari naming convention consisted of a three-digit unitary displacement of an engine cylinder with an additional suffix representing the purpose of a vehicle. Therefore, Ferrari 125 S had 1.5 L (1,496.77 cc) V12 engine with a unitary displacement of 124.73 cc; whilst S-suffix represented Sport. Other race cars also received names invoking particular races like Ferrari 166 MM for Mille Miglia. With the introduction of road-going models, the suffix Inter was added, inspired by the Scuderia Inter racing team of Igor Troubetzkoy. Popular at that time 166-series had 2.0 L (1,995.02 cc) engines with 166.25 cc of unitary displacement and a very diverse 250-series had 3.0 L (2,953.21 cc) of total displacement and 246.10 cc of unitary. Later series of road cars were renamed Europa and top-of-the-line series America and Superamerica. Until the early 1990s, Ferrari followed a three-number naming scheme based on engine displacement and a number of cylinders: V6 and V8 models used the total displacement (in decilitres) for the first two digits and the number of cylinders as the third. Thus, the 206 was a 2.0 L V6 powered vehicle, while the 348 used a 3.4 L V8, although, for the F355, the last digit refers to 5 valves per cylinder. Upon introduction of the 360 Modena, the digits for V8 models (which now carried a name as well as a number) refer only to total engine displacement. The numerical indication aspect of this name carried on to the F430; the F430's replacement, the 458 Italia, uses the same naming as the 206 and 348. The 488 uses the system formerly used by the V12 cars. V12 models used the displacement (in cubic centimetres) of one cylinder. Therefore, the famed 365 Daytona had a 4,390 cc (268 cu in) V12. However, some newer V12-engined Ferraris, such as the 599, have three-number designations that refer only to total engine displacement or boxer-style designations such as the [nominally] six-litre, V12 612. Flat 12 models used the displacement in litres for the first digit and the number of cylinders for the next two digits. Therefore, the 512 BB was five-litre flat 12 (a Berlinetta Boxer, in this case). However, the original Berlinetta Boxer was the 365 GT4 BB, which was named in a similar manner to the V12 models. Flagship models (aka "halo cars") use the letter F followed by the anniversary in years, such as the F40 and F50. The Enzo skipped this rule, although the F60 name was applied to a Ferrari Formula One car and is sometimes attached to the Enzo. Some models, such as the 1980 Mondial and 1984 Testarossa did not follow a three-number naming scheme. 612 Scaglietti Sessanta Edition Most Ferraris were also given designations referring to their body style. In general, the following conventions were used: M ("Modificata"), placed at the end of a model's number, denotes a modified version of its predecessor and not a complete evolution (see F512 M and 575 M Maranello). GTB ("Gran Turismo Berlinetta") models are closed Berlinettas, or coupés. GTS ("Gran Turismo Scoperta") this suffix can be seen in older spiders, or convertibles (see 365 GTS/4). Now the convertible models use the suffix "Spider" (spelt "i") (see F355 Spider, and 360 Spider). In more recent models, this suffix is used for targa top models (see Dino 246 GTS, and F355 GTS), which is an absolutely correct use of the suffix since "scoperta" means "uncovered". An increasing number of people tend to refer to GTS as "Gran Turismo Spyder", which creates the false assumption that Ferrari does not know the difference between "spyder" and "targa". The 348 TS, which is the only targa named differently, is an exception. GTO ("Gran Turismo Omologata"), placed at the end of a model's number, denotes a modified version of its predecessor. It designates a model that has been designed and improved for racetrack use while still being street legal. Only three models bear those three letters: the 250 GTO of 1962, the 288 GTO of 1984, and the 599 GTO of 2010. This naming system can be confusing, as some entirely different vehicles used the same engine type and body style. Many Ferraris also had other names affixed (like Daytona) to identify them further. Many such names are actually not official factory names. The Daytona name commemorates Ferrari's triple success in the February 1967 24 Hours of Daytona with the 330 P4.[89] Only in the 1973 Daytona 24 Hours, a 365 GTB/4 run by NART (who raced Ferraris in America) ran second, behind a Porsche 911.[90] The various Dino models were named for Enzo's son, Dino Ferrari, and were marketed as Dinos by Ferrari and sold at Ferrari dealers – for all intents and purposes they are Ferraris. In the mid-1990s, Ferrari added the letter "F" to the beginning of all models (a practice abandoned after the F512 M and F355, but adopted again with the F430, but not with its successor, the Ferrari 458). Identity The "Prancing Horse" Main article: Prancing Horse Tifosi flying Prancing Horse flags at the 2003 Italian Grand Prix. Ferrari's symbol is the "Prancing Horse" (Italian: Cavallino Rampante, lit. 'little prancing horse'), a prancing black horse on a yellow background. Minor details of its appearance have changed many times, but its shape has remained consistent: it is always presented either as a shield, with the Italian tricolour above the horse and the initials SF ("Scuderia Ferrari") below; or as a rectangle, replacing "SF" with the word "Ferrari" rendered in the company's trademark typeface.[91] Enzo Ferrari offered an account of the horse's origins. In his story, after a 1923 victory in Ravenna, the family of Francesco Baracca, a deceased flying ace who painted the emblem on his airplane, paid him a visit. Paolina de Biancoli, Francesco's mother, suggested that Ferrari adopt the horse as a good luck charm: he accepted the request, and the Prancing Horse was first used by his racing team in 1932, applied to their Alfa Romeo 8C with the addition of a canary yellow background — the "colour of Modena", Enzo's hometown.[91][11]: 43  The rectangular Prancing Horse has been used since 1947, when the Ferrari 125 S — also the first Ferrari-branded sports car — became the first to wear it.[91] Colour Main article: Rosso corsa A Ferrari 550 painted in rosso corsa. Both varieties of the Prancing Horse logo are present: the shield is located in front of the door, the rectangle is on the bonnet. The horse alone can also be found on the wheels, grille, and seats. For many years, rosso corsa ('racing red')[92] was the required colour of all Italian racing cars. It is also closely associated with Ferrari: even after livery regulations changed, allowing race teams to deviate from their national colours, Scuderia Ferrari continued to paint its cars bright red, as it does to this day.[93] On Ferrari's road-going cars, the colour has always been among the company's most popular choices: in 2012, 40 per cent of Ferraris left the factory painted red, while in the early 1990s the figure was even higher, at 85 per cent.[92][94] Some Ferrari vehicles, like the 288 GTO, have only been made available in red.[92] Although rosso corsa is the colour most associated with Ferrari,[92][95] it has not always been the colour of choice. Ferraris raced by privateers have run in a rainbow of colours, and one 250 GT SWB, used as a test mule for the 250 GTO, was a rare non-red factory-backed car: it raced in blue.[96][97] In a particularly noteworthy case from 1964, while protesting the FIA's homologation requirements, the company moved its racing assets to the North American Racing Team, an affiliated team based in the United States. As a result, Ferrari and the driver John Surtees won the 1964 Formula One season in American colours — blue, with a white racing stripe.[98][99] By the early 2010s, red had also become less common on Ferrari's road cars, fighting with newly popular colours like yellow, silver, and white.[94][95] Speaking to both the popularity of rosso corsa and the power of the Ferrari brand, Enzo Ferrari is reported to have once said the following: "Ask a child to draw a car, and he will certainly paint it red."[92] Brand image Ferrari meticulously manages its brand image and public perception: it goes to great lengths to protect its trademarks, and its customers are expected to honour its rules and guidelines when caring for their cars. The company is noted for its frequent and diverse lawsuits, which have centred around such subjects as the shape of the Ferrari 250 GTO's bodywork,[100] exclusive rights to model names (including "Testarossa" and "Purosangue"),[101][102] replica vehicles, and several unsanctioned owner modifications.[103] A pink Ferrari 360. Ferrari offers no pink paint from the factory, and has discouraged its customers from customising their cars in a manner contrary to the company's brand image. Ferrari aims to cultivate an image of exclusivity and refined luxury. To facilitate this, vehicle production is deliberately limited to below customer demand, and purchasers are internally ranked based on their desirability and loyalty.[104] Some cars may only be purchased by customers who have already owned multiple Ferraris,[105] and the company's most exclusive supercars, such as the LaFerrari, have wait lists many times in excess of total production, with only the most loyal customers selected to purchase one.[106] In 2015, the company's head of sales stated that the purpose of this strategy was to maintain the brand's value, and to "keep alive this [sic] dream that is called Ferrari."[104] Sometimes, Ferrari's desire to maintain its brand perception goes against the wishes of its clientele. In one case, the company sued the fashion designer Philipp Plein over "distasteful" Instagram posts featuring his personal 812 Superfast. The posts, which showcased two models in suggestive positions atop the car, were seen by Ferrari as "unlawfully appropriating" the Ferrari brand to promote Plein's clothing, and as being outside Ferrari's intended brand perception.[107] Furthermore, the company places restrictions on what owners may do with their cars: they are not allowed to undertake certain modifications,[103] and the company's right of first refusal contract, designed to discourage speculation and flipping, prohibits unauthorised sales within the first two years of ownership.[108][unreliable source?] Purchasers who break these rules are placed on a "blacklist", and may not be permitted to buy a Ferrari vehicle through official means.[109] These owner restrictions came to high profile in 2014, when the musician Deadmau5 was sent a cease and desist letter regarding his highly customised 458 Italia: the car, which he dubbed the "Purrari", possessed custom badges and a Nyan Cat-themed wrap, and was put up for sale on Craigslist.[103][110] Ferrari does encourage its buyers to personalise their cars, but only through official channels, which include its Tailor Made programme for bespoke trim packages and special coachbuilding initiatives for more demanding commissions.[111] The customisation options offered through these channels are extensive, though they are always in line with Ferrari's desired branding — for example, the company offers no pink paint for its cars. In 2017, the CEO of the company's Australasia branch commented that this and similar customisations are "against the company's ethos," and that such a stance is "a brand rule. No pink. No Pokémon Ferraris!"[112] Corporate affairs In 1963, Enzo Ferrari was approached by the Ford Motor Company about a possible buy out.[113] Ford audited Ferrari's assets but legal negotiations and talks were unilaterally cut off by Ferrari when he realized that the deal offered by Ford would not enable him to stay at the helm of the company racing program. Henry Ford II consequently directed his racing division to negotiate with Lotus, Lola, and Cooper to build a car capable of beating Ferrari on the world endurance circuit, eventually resulting in the production of the Ford GT40 in 1964. As the Ford deal fell through, FIAT approached Ferrari with a more flexible proposal and purchased controlling interests in the company in 1969. Enzo Ferrari retained a 10% share, which is currently owned by his son Piero Lardi Ferrari. Ferrari has an internally managed merchandising line that licences many products bearing the Ferrari brand, including eyewear, pens, pencils, electronic goods, perfume, cologne, clothing, high-tech bicycles, watches, cell phones, and laptop computers. Ferrari also runs a museum, the Museo Ferrari in Maranello, which displays road and race cars and other items from the company's history.[114][115] Formula Uomo programme In 1997, Ferrari launched a long term master planned effort to improve overall corporate efficiency, production and employee happiness. The program was called Formula Uomo and became a case study in social sustainability.[116] It took over ten years to fully implement and included over €200 million (2008) in investment.[117] Technical partnerships Ferrari has had a long-standing relationship with petroleum company Shell Oil from the late 1950s to the early 1970s, and currently since 1996. Shell develops and supplies fuel and oils to the Scuderia Ferrary's Formula One and World Endurance Championship teams, as well as Ducati Corse's MotoGP and World Superbike teams. The Shell V-Power premium gasoline fuel is claimed to have been developed with the many years of technical expertise between Shell and Ferrari.[118] Ferrari has had agreements to supply Formula One engines to a number of other teams over the years, and currently supply the Alfa Romeo and Haas F1 F1 teams. Sales history As of the end of 2019, the total of Ferrari built and sold cars in their whole company history is 219,062.[119] In October 2023, Ferrari started accepting payment in cryptocurrency for its vehicles in the US with intentions to expand the scheme to Europe in 2024. The cryptocurrency payments will be immediately traded into traditional currency to avoid price swings.[120] [121] Annual Ferrari sales to end customers (number of type-approved vehicles) Year Sales 1947[122] ‡3 1948[122] ‡5 1949[122] ‡21 1950[122] ‡25 1951[122] ‡33 1952[122] ‡44 1953[122] ‡57 1954[122] ‡58 1955[122] ‡61 1956[122] ‡81 1957[122] ‡113 1958[122] ‡183 1959[122] ‡248 1960[122] ‡306 1961[122] ‡441 1962[122] ‡493 1963[122] ‡598 1964[122] ‡654 1965[122] ‡619 1966[122] ‡928     Year Sales 1967[122] ‡706 1968[122] ‡729 1969[122] ‡619 1970[122] ‡928 1971[122] ‡1,246 1972[122] ‡1,844 1973[122] ‡1,772 1974[122] ‡1,436 1975[122] ‡1,337 1976[122] ‡1,426 1977[123] ‡1,798 1978[122] ‡1,939 1979[122] ‡2,221 1980[122] ‡2,470 1981[122] ‡2,565 1982[122] ‡2,209 1983[124] ‡2,366 1984[125] ‡2,856 1985[123] 3,051 1986[123] 3,663     Year Sales 1987[126] 3,942 1988[127] 4,001 1989[127] 3,821 1990[128] 4,293 1991[128] 4,487 1992[128] 3,384 1993[128] 2,345 1994[128] 2,671 1995[128] 3,144 1996[129] 3,350 1997[129] 3,581 1998[130] 3,652 1999[130] 3,775 2000[131] 4,070 2001[132] 4,289 2002[133] 4,236 2003[134] 4,238 2004[135] 4,975 2005[136] 5,409 2006[137] 5,671     Year Sales 2007[138] 6,465 2008[139] 6,587 2009[140] 6,250 2010[141] 6,461 2011[142] 7,001 2012[143] 7,318 2013[144] 6,922 2014[145] †7,255 2015[146] †7,664 2016[147] †8,014 2017[148] †8,398 2018[149] †9,251 2019[150] †10,131 2020[151] †9,119 2021[152] 11,115 2022[3] 13,221   ‡ Figure refers to units produced rather than to units sold. † Figure refers to units shipped rather than to units sold. Annual Ferrari sales to end customers (number of type-approved vehicles)  Recalls In January 2020, the Italian carmaker said it will recall 982 vehicles for passenger airbags due to the Takata airbag recalls.[153] If the inflator explodes, the airbag will spew metal shrapnel at passengers, which can cause severe injury.[153][154] Every car involved will get a new passenger-side airbag assembly, complete with a new inflator without the dangerous propellant.[153] On 8 August 2022, the company recalled almost every car it's sold in the US since 2005 over a potential for brake failure.[155][156] According to an NHTSA recall filing, 23,555 Ferrari models sold in America are fitted with a potentially faulty brake fluid reservoir cap that may not vent pressure adequately.[155] The fix is simple.[155] Stores and attractions Roughly thirty Ferrari boutiques exist worldwide, with two owned by Ferrari and the rest operating as franchises. The stores sell branded clothes,[157] accessories and racing memorabilia; some stores also feature racing simulators where visitors can drive virtual Ferrari vehicles. Clothing includes upscale and lower-priced collections for men, women, and children [158][159] There are also two Ferrari-themed amusement parks. Opened in 2010, Ferrari World Abu Dhabi is the first Ferrari-branded theme park in the world and boasts 37 rides and attractions. Located on Yas Island in Abu Dhabi, it is home to the world's fastest roller coaster - Formula Rossa, and a dynamic coaster with one of the world's tallest loop - Flying Aces.[160] Opened in 2017, Ferrari Land, located in PortAventura World resort, is the second such Ferrari-themed amusement park in the world, after Ferrari World Abu Dhabi. With 16 rides and attractions, it is home to Europe's fastest and highest vertical accelerator coaster - Red Force.[161] See also Companies portal flag Italy portal List of Ferrari road cars List of Ferrari engines Maranello (Modenese: Maranèl) is a town and comune in the province of Modena in Emilia-Romagna in Northern Italy, 18 km from Modena, with a population of 17,504 as of 2017. It is known worldwide as the home of Ferrari and the Formula 1 racing team, Scuderia Ferrari. Maranello was also home to coachbuilding firm Carrozzeria Scaglietti, owned by Ferrari. Ferrari SpA Maranello has been the location of the Ferrari factory since the early 1940s. During World War II, Enzo Ferrari transferred to Modena, ending its ownership of Alfa Romeo. Initially Ferrari's factory in Maranello was shared with Auto Avio Costruzioni, a machine tool manufacturing business started by Enzo to tide the company over while Alfa Romeo's ban on Enzo Ferrari making cars bearing the Ferrari name was in force. Maranello also houses the Museo Ferrari public museum, collecting sports and racing cars and trophies. Its new library opened in November 2011, and was designed by Arata Isozaki and Andrea Maffei.[3] Maranello is the starting point of the annual Italian Marathon, which finishes in nearby Carpi. Main sights Maranello's new town library was designed jointly by Andrea Maffei and Isozaki. The library opened in 2012.[4] The parish church of San Biagio was rebuilt in 1903. People Enzo Ferrari, car driver and founder of Ferrari (company) Umberto Masetti (4 May 1926 - 28 May 2006 Maranello), World Champion Grand Prix motorcycle racer Michael Schumacher, F1 racer and honorary citizen of Maranello Edinson Cavani, Uruguayan footballer of Italian descent from Maranello References  "Superficie di Comuni Province e Regioni italiane al 9 ottobre 2011". Italian National Institute of Statistics. Retrieved 16 March 2019.  "Popolazione Residente al 1° Gennaio 2018". Italian National Institute of Statistics. Archived from the original on 30 June 2019. Retrieved 16 March 2019.  "New Town Library in Maranello by Arata Isozaki and Andrea Maffei". Dezeen. 16 December 2012. Retrieved 26 January 2013.  Baglione, Chiara (June 2012). "Arata Isozaki, Andrea Maffei. Biblioteca Civica, Maranello". Casabella (814): 48–55. Twin towns Italy Ozieri, Italy, since 1986 Italy Ittireddu, Italy, since 1986 Italy Bultei, Italy, since 1986 Italy Burgos, Italy, since 1986 Italy Termini Imerese, Italy, since 1986 Enzo Anselmo Giuseppe Maria Ferrari Cavaliere di Gran Croce OMRI[1] (Italian: [ˈɛntso anˈsɛlmo ferˈraːri]; 20 February 1898[2] – 14 August 1988) was an Italian motor racing driver and entrepreneur, the founder of the Scuderia Ferrari Grand Prix motor racing team, and subsequently of the Ferrari automobile marque. He was widely known as Il Commendatore or Il Drake. In his final years he was often referred to as L'Ingegnere ("The Engineer") or Il Grande Vecchio ("The Grand Old Man"). Early life Enzo Ferrari was said to have been born on 18 February 1898 in Modena, Italy and that his birth was recorded on 20 February because a heavy snowstorm had prevented his father from reporting the birth at the local registry office; in reality, his birth certificate states he was born on 20 February 1898, while the birth's registration took place on 24 February 1898 and was reported by the midwife, whose name was Jacqueline D'Amico.[2] He was the younger of two children to Alfredo Ferrari and Adalgisa Bisbini, after his elder sibling Alfredo Junior (Dino). Alfredo Senior was the son of a grocer from Carpi, and started a workshop fabricating metal parts at the family home.[3] Enzo grew up with little formal education. At the age of 10 he witnessed Felice Nazzaro's win at the 1908 Circuito di Bologna, an event that inspired him to become a racing driver.[4] During World War I he served in the 3rd Mountain Artillery Regiment of the Italian Army. His father Alfredo, and his older brother, Alfredo Jr., died in 1916 as a result of a widespread Italian flu outbreak. Ferrari became severely sick himself during the 1918 flu pandemic and was consequently discharged from the Italian service. Racing career Ferrari in 1920 Following the collapse of this family's carpentry business, Ferrari searched for a job in the car industry. He unsuccessfully volunteered his services to Fiat in Turin, eventually settling for a job as test-driver for C.M.N. (Costruzioni Meccaniche Nazionali), a car manufacturer in Milan which rebuilt used truck bodies into small passenger cars. He was later promoted to race car driver and made his competitive debut in the 1919 Parma-Poggio di Berceto hillclimb race, where he finished fourth in the three-litre category at the wheel of a 2.3-litre 4-cylinder C.M.N. 15/20. On 23 November of the same year, he took part in the Targa Florio but had to retire after his car's fuel tank developed a leak.[5] Due to the large number of retirements, he finished 9th.[6] Drivers Enzo Ferrari (1st from left), Tazio Nuvolari (4th) and Achille Varzi (6th) of Alfa Romeo with Alfa Romeo Managing Director Prospero Gianferrari (3rd) at Colle della Maddalena, c. 1933 In 1920, Ferrari joined the racing department of Alfa Romeo as a driver. Ferrari won his first Grand Prix in 1923 in Ravenna on the Savio Circuit. 1924 was his best season, with three wins, including Ravenna, Polesine and the Coppa Acerbo in Pescara.[7] Deeply shocked by the death of Ugo Sivocci in 1923 and Antonio Ascari in 1925, Ferrari, by his own admission, continued to race half-heartedly. At the same time, he developed a taste for the organisational aspects of Grand Prix racing. Following the birth of his son Alfredo (Dino) in 1932, Ferrari decided to retire and to focus instead on the management and development of the factory Alfa race cars, eventually building up a raceteam of superstar drivers, including Giuseppe Campari and Tazio Nuvolari. This team was called Scuderia Ferrari (founded by Enzo in 1929) and acted as a racing division for Alfa Romeo. The team was very successful, thanks to excellent cars like the Alfa Romeo P3 and to the talented drivers, like Nuvolari. Ferrari retired from competitive driving having participated in 41 Grands Prix with a record of 11 wins. In this period the prancing horse emblem began to show up on his team's cars. The emblem had been created and sported by Italian fighter plane pilot Francesco Baracca. During World War I, Baracca's mother gave her son a necklace with the prancing horse on it prior to takeoff. Baracca was shot down and killed by an Austrian aeroplane in 1918.[8] In memory of his death, Ferrari used the prancing horse to create the emblem that would become the world-famous Ferrari shield. Initially displayed on Alfa Romeos, the shield was first seen on a Ferrari in 1947. Building Ferrari Alfa Romeo agreed to partner Ferrari's racing team until 1933, when financial constraints forced them to withdraw their support – a decision subsequently retracted thanks to the intervention of Pirelli. Despite the quality of the Scuderia drivers, the team struggled to compete with Auto Union and Mercedes. Although the German manufacturers dominated the era, Ferrari's team achieved a notable victory in 1935 when Tazio Nuvolari beat Rudolf Caracciola and Bernd Rosemeyer on their home turf at the German Grand Prix. In 1937 Scuderia Ferrari was dissolved and Ferrari returned to Alfa's racing team, named "Alfa Corse". Alfa Romeo decided to regain full control of its racing division, retaining Ferrari as Sporting Director. After a disagreement with Alfa's managing director Ugo Gobbato, Ferrari left in 1939 and founded Auto-Avio Costruzioni, a company supplying parts to other racing teams. Although a contract clause restricted him from racing or designing cars for four years, Ferrari managed to manufacture two cars for the 1940 Mille Miglia, which were driven by Alberto Ascari and Lotario Rangoni. With the outbreak of World War II, Ferrari's factory was forced to undertake war production for Mussolini's fascist government. Following Allied bombing of the factory, Ferrari relocated from Modena to Maranello. At the end of the war, Ferrari decided to start making cars bearing his name, and founded Ferrari S.p.A. in 1947. Alberto Ascari (left), Enzo Ferrari (centre) and Mike Hawthorn (right) in the box of the Monza Circuit in 1953 Enzo decided to battle the dominating Alfa Romeos and race with his own team. The team's open-wheel debut took place in Turin in 1948 and the first win came later in the year in Lago di Garda. The first major victory came at the 1949 24 Hours of Le Mans, with a Ferrari 166 MM driven by Luigi Chinetti and (Baron Selsdon of Scotland) Peter Mitchell-Thomson. In 1950 Ferrari enrolled in the newly born Drivers World Championship and is the only team to remain continuously present since its introduction. Ferrari won his first world championship Grand Prix with José Froilán González at Silverstone in 1951. Apocryphally, Enzo cried like a baby when his team finally defeated the mighty Alfetta 159. The first championship came in 1952, with Alberto Ascari, a task that was repeated one year later. In 1953 Ferrari made his only attempt at the Indianapolis 500. In order to finance his racing endeavours in Formula One as well as in other events such as the Mille Miglia and Le Mans, the company started selling sports cars. Ferrari's decision to continue racing in the Mille Miglia brought the company new victories and greatly increased public recognition. However, increasing speeds, poor roads, and nonexistent crowd protection eventually spelled disaster for both the race and Ferrari. During the 1957 Mille Miglia, near the town of Guidizzolo, a 4.0-litre Ferrari 335 S driven by Alfonso de Portago was traveling at 250 km/h when it blew a tyre and crashed into the roadside crowd, killing de Portago, his co-driver and nine spectators, five of whom were children. In response, Enzo Ferrari and Englebert, the tyre manufacturer, were charged with manslaughter in a lengthy criminal prosecution that was finally dismissed in 1961.[9] Deeply unsatisfied with the way motorsports were covered in the Italian press, in 1961 Ferrari supported Bologna-based publisher Luciano Conti's decision to start a new publication, Autosprint. Ferrari himself regularly contributed to the magazine for a few years.[10][circular reference] Many of Ferrari's greatest victories came at Le Mans (nine victories, including six in a row in 1960–1965) and in Formula One during the 1950s and 1960s, with the successes of Juan Manuel Fangio (1956), Mike Hawthorn (1958), and Phil Hill (1961). The Great Walkout Enzo Ferrari's strong personality and controversial management style became notorious in 1962. Following a rather weak title defence of Phil Hill's 1961 world title, sales manager Girolamo Gardini, together with manager Romolo Tavoni, chief engineer Carlo Chiti, sports car development chief Giotto Bizzarrini and other key figures in the company left Ferrari to found the rival car manufacturer and racing team Automobili Turismo e Sport (ATS). Based in Bologna, and financially supported by Count Giovanni Volpi, ATS managed to lure away Phil Hill and Giancarlo Baghetti from Ferrari, who responded by promoting junior engineers like Mauro Forghieri, Sergio Scaglietti and Giampaolo Dallara,[11] and hiring Ludovico Scarfiotti, Lorenzo Bandini, Willy Mairesse and John Surtees to drive his Formula One cars. The "great walkout" came at an especially difficult time for Ferrari. At the urging of Chiti, the company was developing a new 250-based model. Even if the car would be finished, it was unclear if it could be raced successfully. Ferrari's shakeup proved to be successful. The mid-engined Dino racers laid the foundation for Forghieri's dominant 250-powered 250 P. John Surtees won the world title in 1964 following a tense battle with Jim Clark and Graham Hill. The Dino road cars sold well, and other models like the 275 and Daytona were on the way. Conversely, ATS, following a troubled Formula One 1963 campaign, with both cars retiring four times in five races, folded at the end of the year.[12] In 1998, Tavoni declared in an interview that he and the remainder of Ferrari's senior figures did not leave on their own initiative, but were ousted following a disagreement with Ferrari over the role of his wife in the company. He said: "Our mistake was to go to a lawyer and write him a letter, instead of openly discussing the issue with him. We knew that his wife wasn't well. We should have been able to deal with it in a different way. When he called the meeting to fire us, he had already nominated our successors."[13] Merging with Fiat By the end of the 1960s, increasing financial difficulties as well as the problem of racing in many categories and having to meet new safety and clean air emissions requirement for road car production and development, caused Ferrari to start looking for a business partner. In 1969 Ferrari sold 50% of his company to Fiat S.p.A., with the caveat that he would remain 100% in control of the racing activities and that Fiat would pay a sizable subsidy until his death for use by his Maranello and Modena production plants. Ferrari had previously offered Ford the opportunity to buy the firm in 1963 for US$18 million ($172,056,522 in 2022 dollars [14]) but, late in negotiations, Ferrari withdrew once he realized that Ford would not agree to grant him independent control of the company racing department. Ferrari became a joint-stock company, and Fiat took a small share in 1965. In 1969, Fiat increased their holding to 50% of the company. In 1988 Fiat's holding rose to 90%. Following the agreement with Fiat, Ferrari stepped down as managing director of the road car division in 1971. In 1974, Ferrari appointed Luca Cordero di Montezemolo as Sporting Director/Formula One Team manager. Montezemolo eventually assumed the presidency of Ferrari in 1992, a post he held until September 2014. Clay Regazzoni was runner-up in 1974, while Niki Lauda won the championship in 1975 and 1977. In 1977, Ferrari was criticized in the press for replacing World Champion Lauda with newcomer Gilles Villeneuve.[15] Ferrari claimed that Villeneuve's aggressive driving style reminded him of Tazio Nuvolari.[16] These feelings were reinforced after the 1979 French Grand Prix when Villeneuve finished second after an intense battle with René Arnoux. According to technical director Mauro Forghieri, "When we returned to Maranello, Ferrari was ecstatic. I have never seen him so happy for a second place".[17] The Modena Autodrome In the early 1970s, Ferrari, aided by fellow Modena constructors Maserati and Automobili Stanguellini, demanded that the Modena Town Council and Automobile Club d'Italia upgrade the Modena Autodrome, the reasoning being that the race track was obsolete and inadequate to test modern racing cars. The proposal was initially discussed with interest, but eventually stalled due to lack of political will. Ferrari then proceeded to buy the land adjacent to his factory and build the Fiorano Circuit, a 3 km track still in use to test Ferrari racing and road cars.[18] Final years After Jody Scheckter won the title in 1979, the team experienced a disastrous 1980 campaign. In 1981 Ferrari attempted to revive his team's fortunes by switching to turbo engines. In 1982, the second turbo-powered Ferrari, the 126C2, showed great promise. However, driver Gilles Villeneuve was killed in an accident during the last session of free practice for the Belgian Grand Prix in Zolder in May. In August, at Hockenheim, teammate Didier Pironi had his career cut short in a violent end over end flip on the misty back straight after hitting the Renault F1 driven by Alain Prost. Pironi was leading the driver's championship at the time; he would lose the lead and the championship by five points as he sat out the remaining five races. The Scuderia went on to win the Constructors Championship at the end of the season and in 1983, with driver René Arnoux in contention for the championship until the very last race. Michele Alboreto finished second in 1985 but the team would not see championship glory again before Ferrari's death in 1988. The final race win for the team he saw was when Gerhard Berger and Alboreto scored a 1-2 finish at the final round of the 1987 season in Australia. Racing and management controversies Ferrari's management style was autocratic and he was known to pit drivers against each other in the hope of improving their performance. Some critics believe that Ferrari deliberately increased psychological pressure on his drivers, encouraging intra-team rivalries and fostering an atmosphere of intense competition for the position of number one driver. "He thought that psychological pressure would produce better results for the drivers," said Ferrari team driver Tony Brooks. "He would expect a driver to go beyond reasonable limits... You can drive to the maximum of your ability, but once you start psyching yourself up to do things that you don't feel are within your ability it gets stupid. There was enough danger at that time without going over the limit." According to Mario Andretti, "[Ferrari] just demanded results. But he was a guy that also understood when the cars had shortcomings. He was one that could always appreciate the effort that a driver made, when you were just busting your butt, flat out, flinging the car, and all that. He knew and saw that. He was all-in. Had no other interest in life outside of motor racing and all of the intricacies of it. Somewhat misunderstood in many ways because he was so demanding, so tough on everyone, but at the end of the day he was correct. Always correct. And that’s why you had the respect that you had for him."[19] Enzo Ferrari (left) with Ilario Bandini in 1964 Between 1955 and 1971 eight Ferrari drivers were killed driving Ferrari racing cars: Alberto Ascari, Eugenio Castellotti, Alfonso de Portago, Luigi Musso, Peter Collins, Wolfgang von Trips, Lorenzo Bandini and Ignazio Giunti. Although such a high death toll was not unusual in motor racing in those days, the Vatican newspaper L’Osservatore Romano described Ferrari as being like the god Saturn, who consumed his own sons. In Ferrari's defence, contemporary F1 race car driver Stirling Moss commented: "I can't think of a single occasion where a (Ferrari) driver's life was taken because of mechanical failure." In public Ferrari was careful to acknowledge the drivers who risked their life for his team, insisting that praise should be shared equally between car and driver for any race won. However, his longtime friend and company accountant, Carlo Benzi, related that privately Ferrari would say that "the car was the reason for any success."[20] Following the deaths of Giuseppe Campari in 1933 and Alberto Ascari in 1955, both of whom he had a strong personal relationship with, he chose not to get too close to his drivers, out of fear of emotionally hurting himself. Later in life, he relented his position and grew very close to Clay Regazzoni and especially Gilles Villeneuve.[21][22] Personal life Enzo Ferrari spent a reserved life, and rarely granted interviews. He seldom left Modena and Maranello and never went to any Grands Prix outside of Italy after the 1950s. He was usually seen at the Grands Prix at Monza near Milan and/or Imola, not far from the Ferrari factory, where the circuit was named after the late Dino.[23] His last known trip abroad was in 1982 when he went to Paris to broker a compromise between the warring FISA and FOCA parties. He never flew in an aeroplane and never set foot in a lift.[24] He married Laura Domenica Garello (c. 1900–1978) on 28 April 1923,[25] and they remained married until her death. They had one son, Alfredo "Dino", who was born in 1932 and groomed as Enzo's successor, but he suffered from ill-health and died from muscular dystrophy in 1956.[26] Enzo had a second son, Piero, with his mistress Lina Lardi in 1945. As divorce was illegal in Italy until 1975, Piero could only be recognized as Enzo's son after Laura's death in 1978. Piero is currently the vice chairman of the Ferrari company with a 10% share ownership.[27] Ferrari was made a Cavaliere del Lavoro in 1952, to add to his honours of Cavaliere and Commendatore in the 1920s. He also received a number of honorary degrees, including the Hammarskjöld Prize in 1962, the Columbus Prize in 1965, and the De Gasperi Award in 1987. He was posthumously inducted into the International Motorsports Hall of Fame (1994) and the Automotive Hall of Fame (2000). Death Ferrari died on 14 August 1988 in Maranello at the age of 90, of leukemia. Because he was a private person, and because he feared popular protests due to the fact that Ferrari's team had been beaten by McLaren in every race of the 1988 season so far, Enzo expressed the wish for his death to be reported in the media only on 16 August, the day after his burial (witnessed only by his family) on 15 August. He witnessed the launch of the Ferrari F40 shortly before his death, which was dedicated as a symbol of his achievements. In 2002 Ferrari began production of the Ferrari Enzo, named after its founder. The Italian Grand Prix was held just weeks after Ferrari's death, and the result was a 1–2 finish for Ferrari, with the Austrian Gerhard Berger leading home Italian and Milan native Michele Alboreto; it was the only race that McLaren did not win that season. Since Ferrari's death, the Scuderia Ferrari team has remained successful. The team won the Constructors' Championship every year from 1999 to 2004, and in both 2007 and 2008. Michael Schumacher won the World Drivers' Championship with Scuderia Ferrari every year from 2000 to 2004, and Kimi Räikkönen won the title with the team in 2007. Racing record Grand Prix wins Year Grand Prix Location Car 1923 Italy Savio Circuit Ravenna Alfa Romeo RL TF 1924 Italy Savio Circuit Ravenna Alfa Romeo RL SS Italy Polesine Circuit Polesine Alfa Romeo RL SS Italy Coppa Acerbo Pescara Alfa Romeo RL TF In popular culture The 2003 film Ferrari was based on his life. He is portrayed by Sergio Castellitto. Augusto Dallara played Enzo in a bit part in the 2013 film Rush. In the November 2019 film Ford v Ferrari, Ferrari is portrayed by Italian actor Remo Girone. Gabriel Byrne played Enzo Ferrari in the 2022 film Lamborghini: The Man Behind the Legend. The upcoming 2023 film Ferrari is based on his life. He is played by Adam Driver, who replaced Christian Bale and Hugh Jackman, also considered for the role.[28][29] In April 2015, Robert De Niro also declared his interest in playing Enzo Ferrari in a biopic.[30][31] A popular joke among fans of association football holds that German footballer Mesut Özil is the reincarnation of Enzo Ferrari. Özil bears a striking resemblance to Ferrari, and was born two months after Ferrari's death.[32]
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