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Newsletter 60 – A ROAD CAR WITH AN F1 ENGINE


Vignale 250 Europa

This Vignale bodied Ferrari 250 Europa is powered by an engine that was designed for a Formula 1 car and wears bodywork made by a panel-beater, who quit his job at Pininfarina only five years earlier to start his own company. Car enthusiasts overuse the word “special”, but this car really is special! Of the 22 Europa’s built, this is the only one with this body.

Today, Ferrari is one of the most recognizable brands in the world, in 1953 however, the company was only six years old and the name was effectively unknown outside the realm of motor sport, and that’s a shame really, because they were making stuff like this.

Vignale 250 Europa side view

If you’ve never seen a Ferrari that looks like this, it’s hardly surprising. During this period, Ferrari almost never made the bodies of their cars themselves, instead, a number of coach builders designed and built the bodies, and this is one of two made by Vignale. Underneath this extraordinary coachwork is the first ever Ferrari 250, an iconic model that would become Ferrari’s first volume production series. At the time of manufacture though, it had more in common with the low production models that came before it.

Ferrari began to produce road cars as early as 1949, understanding that enthusiastic and wealthy owners would part with cash to drive a thoroughbred race car on the street, something which interested Enzo only so far as the “cash” component was concerned. His first love was racing, a profoundly expensive activity, and the sale of road cars to bankroll his motorsport obsession was an integral part of the Ferrari business in the early years. During this period, a variety of Italian coach builders like Bertone, Scaglietti, Pininfarina, Ghia and Zagato, designed and built bodies for Ferrari, so there were no standardized designs for what a Ferrari should look like. But even in this context, Vignale’s work stood out.

Old Ferrari's

In 1947, Ferrari’s first year of existence, they built three cars, followed by five more in 1948 and 21 in their third year. The majority of their early cars received clean, formal even sombre bodies, by touring or occasionally Pininfarina, but by 1950, Enzo had decided to transition a significant portion of the work to Vignale, a company which was only two years old, but had rapidly established itself as a builder of flamboyant, intricately decorated designs, which reflected the bold visions of the men behind it.

Vignale the man

Alfredo Vignale was a panel-beater who started his career at Stabilimenti Industrali Giovani Farina, as a teenager and founded his own firm in 1948 at the age of 33. Working together with designer Giovanni Michelotti, Vignale was incredibly prolific and creative, producing hundreds of bodies, including more than 150 for Ferrari, between 1950 and 1954. Despite this volume they never produced more than about a dozen of the same body design for any Ferrari. Many designs, like the 250 Europa, were produced in tiny numbers. As little as one, two or maybe three examples.

The mechanical bits designed and built by Ferrari were closely related, or in some cases, identical to the hardware used in their racing cars. Although the Ferrari company was only a few years old at this point, they had already earned a well-deserved reputation for making world-class sports cars. Before starting his own company, Enzo Ferrari had driven and ultimately managed Alfa Romeo’s legendary Grand Prix team and with the relationships and knowledge he built there, Ferrari’s own racing team was properly competitive from the beginning. The first car Ferrari built won on its second outing and the following year, 1948, a Ferrari won the Mille Miglia, a feat they would repeat for the next five years in a row. Their first Le Mans Victory followed in 1949 and so the Ferrari motorsport legend was already well established by the start of the 1950’s

collage of old black and white F1 cars

Ferrari road cars of this period evolved quickly, the first ones used 2-liter v12’s, designed by Colombo, which gave way to 2.3L and2.5L versions within three or four years. In 1953 Ferrari’s production exceeded 50 units for the first time, and it was starting to become clear that the company would need to standardize its designs and manufacturing to continue its growth. Vignale had always made its bodies by hand, which limited their capacity, so Ferrari turned to one of the most established Italian coach Builders, Pininfarina, to supply most of the bodies for their newest model, the 250 Europa. Of the 22 examples built, 18 had Pininfarina bodies and the other 4 were by Vignale. From that point on, Pininfarina had what was effectively a chokehold on Ferrari designs. With the exception of the Bertone designed 308GT4, every standard production Ferrari Road car, for the next 60 years would be styled by Pininfarina.

logo pininforino

collage of silver car

This Europa 0313 EU is very special because of how it fits into all of this. It is among the last Vignale bodied Ferraris ever made. Only six more were made after this car, but it is also one of the first Ferrari 250’s made, the model which would ultimately turn Ferrari into a serious volume manufacturer. Curiously, the Europa is the only variant of the dozens of types of 250’s made that use the lampretti engine, while every other variant used the smaller Columbo engine instead. This unique collection of attributes makes for an extraordinary car and that’s before it was even sold to its first owner.

Finished in late 1953, this car was first brought to the United States for display at the New York Auto Show in January of 1954, by Luigi Chinetti. Chinetti had set up shop in Manhattan as the first American distributor for Ferrari automobiles.

old Ferrari photo

Chinetti sold the Europa to its first owner right after the New York Auto Show and it lived in Massachusetts until the second owner bought it in 1958. A resident of New York, he used it as his daily driver. After getting married the following year, he drove it across the United States with his new wife to pursue a new job in San Diego. He kept the car for a few more years before selling it on when his son was born, and needed a bigger car. The Europa remained in California for the next 50 years, initially on the road after receiving a supercharged Corvette engine swap and a repaint in purple, and later lived in storage for a few years, after being painted red again. In 2009 a Swiss collector, and Vignale expert, bought it and performed a painstaking restoration to the car’s original specification, just as it was when it was displayed at the New York Auto Show.

Today the car functions just as it should which is a rolling embodiment of everything Ferrari felt was ideal for motor racing in the early 50’s.

It is an expression of a culture and values that are so different from today’s. To experience this car is to transport yourself to a different era. This is a car for touring that is properly grand. Suddenly you find yourself with incredibly good taste, living in a world that no longer exists.

This car doesn’t have character, it defines and embodies what character is!

3 silver cars in collage


Newsletter 59 – FERRARI SF-23

The Ferrari SF-23

F1 car on black background

Ferrari’s 2023 Formula 1 Challenger may look like a natural development of the previous year’s fast but underperforming car, but the team describes it as a complete redesign. There are major aerodynamic and mechanical changes to improve performance and achieve the characteristics the team needs.

The new car is designed around more vertical downforce, adapting further to the new rules that came in last year, and also suspension changes that have been made to improve the aero and give the team more set-up options.

It’s impossible, at this stage, to say if Ferrari have achieved its objectives, but given the speed of last year’s car an improved version of its visually distinctive concept, combined with a reliable power unit package, it could be enough to make Ferrari a genuine Championship contender. 

The Ferrari sf-23 follows the same aerodynamic template of the 2022 car, rather than going with the trend of others in copying Red Bull’s design. The radiator intake and the undercut at the front corner of the side pod have been optimized but have not significantly changed.

2 red car pieces


Ferrari has compacted the side pod under the radiator inlets and extended the upper shoulder, moving some of the radiator area upwards and rearwards to create that space.

two red f1 cars

All of that coupled with the vortex shedding front Wing slot Gap separators, suggests they are trying to feed the inlets more aggressively than before.

two silver grids

The radiator rearrangement is not so extensive however, as to require the rear exit cooling cannons, seen on Red Bull last year and many others this year.

red bull logo

The side pod front corner undercuts are a bit more aesthetically pleasing than last year. It’s not quite as vertical, which will be more sympathetic to airflow direction changes.

Shell logo red car

The SF-23 also retains a distinctive scallop shape of the top surface of the side pods. The top surface shape is not quite as dramatic as last year, the exit louvers just beyond the top section of the radiator will improve the efficiency of the cooling in this area.

rayban logo

The front suspension is a pushrod configuration, where the wishbone pickups mount to the chassis. There’s a small amount of anti-lift to help support the front of the car and reduce the ride height change, under braking loads. The steering track rod is low down Infront of, but slightly higher than the forward leg of the lower front Wishbone.

car with yellow circle

What also stands out is the amount of unpainted carbon fibre on a few of the surfaces, to save a few crucial grams of weight. That shows the 798-kilo minimum weight limit is still very difficult to hit.

ceva logo 

Given last year’s engine problems, new Ferrari team principal Frederick Vasseur has declared reliability to be the top priority for 2023, above even strategic improvements and gains on tyre management.

Ferrari already had potentially the most potent engine in F1 last year. If its reliability problems have been solved it will finally be able to make the most of that performance, with an improved version of a concept that proved stunningly fast last year and better reliability, Ferrari could be a formidable team in 2023, that’s why there’s a real sense of optimism at Ferrari

forza ferrari

If you enjoyed this article read our Formula 1 rant here.

Newsletter 53: FERRARI FORMULA 1 – A RANT!

Formula one is about to resume racing after the summer break, and you know what that means……… Ferrari have not been able to F*&#K anything up for at least four weeks. But at least they went out on a big one at the Hungarian grand prix, the final race before the break.

If they were going to keep their championship hopes alive, they needed Charles Leclerc to win and something to go wrong for Max Verstappen, and that’s exactly what they got……… almost!

Ferrari lined up second and third on the grid, behind George Russell. Max Verstappen was down in tenth, after a problem in qualifying and by lap thirty nine, Leclerc had overtaken Russell for the lead of the race, pulled a gap on the field and was the fastest man on track. Finally Ferrari were going to take some points away from Max Verstappen………………………but wait……………………………..

Max Verstappen comes home in first place, from tenth on the grid, then Sainz, then Perez, ahead of Leclerc in sixth!

How is that even possible????

Yet again, Charles was in the lead of the race, and it was ruined. But why was it ruined? Well, to find out we’re going to play a game of who wants to be an Italian disgrace?

Showing people with Italina DisgraceFirst question, for zero dollars……..choice of optionsWow, how many of you guessed it? ……………………. It’s B, of course its B, its always B!!


Yes, once again Ferrari made a complete arse of the strategy. We’ve seen them do it a thousand times………………. and that’s just this season.

So, who are the people who make these stupid decisions?

Firstly, there’s this man: Mattia Binotto – He’s the Team Principle.

Dressed like a Clown

(Also know in Italy as “€50,000 Dead or Alive”)

Then there’s this guy: Riccardo Adami – Carlos race engineer

A man from a car race dressed in red

He’s the man that tells Carlos Sainz, “Everything looks fine on the data”, while Carlos is busy burning to death!

Then we have this man: Xavier Marcos – Charles race engineer

A car race commentor

He’s the guy that tells Charles, in Monaco, to “Stay out, Stay out” as Charles is busy driving down the pit lane!

Last but not least, there’s this dude: Inaki Rueda – Chief Strategist

A man with his face changed from a race

He’s the first ever blind, deaf and schizophrenic person to work in Formula 1

Even with this team of crack engineers Ferrari has ended up NINETY SEVEN points behind Red Bull.

The Ferrari pit wall has become more of a meme than a team this season, thanks to some of their questionable strategy Decisions.

We all know the details by now, missed pit stops and bad tyre selection, coupled with an engine that would prefer to destroy itself than see the checkered flag more than twice.

Ferrari’s season is a story of disappointment and missed Opportunity.

So how are they, and more importantly, are they going to resolve the situation?

It’s fair to say that this season is almost certainly lost. Red Bull would have to have some major disasters in the second half and don’t forget, Mercedes is on a resurgence.

Ferrari are not going to win another championship until someone gets in there and slaps everyone around a bit!

@Jeremy Clarkson

“As abuse is no longer allowed when we speak about F1, I’m forced to say Ferrari’s strategists are brilliant”

Rant over!



a race car

Purosangue – Ferrari’s new FUV, spotted outside the factory two weeks ago. Eagle eyed will notice that this is actually a camouflaged Maserati Levante. The Maserati is used as a test mule for the Purosangue’s V12, so, despite the camouflage, the Purosangue won’t actually look anything like this!

A black car with headlights A white car with something dragging behind

Roma Spider – Despite Ferrari denying that they would be producing a spider version, this one was spotted, at 4 o’clock in the morning, testing on the streets outside the factory and another spotted at the back of the factory during the day!

a car on the race track

The new Ferrari LMP1 – Testing at Fiorano.

As we know, Ferrari will be entering the Le Man’s series next year, as a works team. The new car has been spotted quite frequently zipping around Ferrari’s bespoke test track.

Side view of a F1 race car A Ferrari F1 driving away

As always, we are looking for stock to buy or consign.

We specialise in Ferrari but all, high end, luxury, sports and supercars welcome.

Contact Paul 082 851 3300





Ferrari Logo


This year’s thrilling 2021 season came to a sensational climax this weekend in Abu Dhabi.
It’s been a long time since the championship has gone down to the wire in the last race.
We can only hope this is a sign of things to come on a more regular basis.
The new regulations, cost caps and totally new cars should, according to the experts, have the desired effect.
So, in case you have been living under a bush for the last while, here is all you need to know about the 2022 Formula 1 cars ………..

Formula 1 in 2022 is introducing a vastly different car, with a move towards regulations that should enable cars to follow each other far more closely. Having only been seen in scale models and studio renders up until Formula 1 produced a full size car, conforming to the new regulations, unveiled at Silverstone a few months back.

The changes ……………

wheel side view

18 inch wheels:

A move that’s been coming for a while now, a shift away from the traditional 13 inch wheel that has been a mainstay in Formula 1 for over thirty years, to 18 inch wheels.
Aside from the improved aesthetics of bigger wheels, the relevance towards road car technology is far greater. Pirelli’s new 18 inch tyres, which are already in use in Formula 2, will run the same tread width as now, but with a bigger diameter.
The sidewall reduction will be the biggest change, more closely resembling a road car. The changed behaviour of the tyre means the cars will handle differently, making them more precise due to the far stiffer sidewall.

Testing has so far resulted in positive driver feedback, with less tyre flex and less impact on car aerodynamics.
This increased stability means less focus is required from the teams to address the turbulence, meaning lower costs.
Aside from the wheels themselves, wheel covers return for the first time since 2009. This is done to reduce the aerodynamic wake coming off the cars, for the benefit of those behind, however, it also reduces the downforce of the car itself. The physical seal of a wheel cover prevents the teams from finding ways of re-directing air through the wheels.
Over wheel winglets are also set to be introduced, something that has never been seen in F1 before. These will help to direct the wake of the air coming off the front wheels and direct it away from the rear wing.

Formula 1 wheel
Top view car

A complete aerodynamic overhaul:

For 2022, Formula 1 cars will begin to utilise a different form of aerodynamics.
Ground effect, which was used to great effect in the 1970s and 1980s, creates suction underneath the car to pull it into the tarmac.
F1 moved away from ground effect almost forty years ago, with the focus switching more towards over-car airflow. But the obvious disruption of this philosophy has resulted in modern cars being unable to follow each other closely, so Formula 1 is returning to a ground effect solution.
The 2022 car will utilise underfloor tunnels, which will generate large amounts of ground effect downforce.
Without the requirement for disruptive aerodynamic appendages like vortex-generating barge boards, lips, flaps and scoops everywhere, following cars should be less disturbed by cars in front.

Formula 1 current image downforce
Formula 1 Loss of downforce
Formula 1 from the front

The front wing re-design for 2022 is also much more simple. The new design will obviously generate downforce in the traditional way, although it will be concentrating on controlling the front wheel wake in a much less disruptive fashion.
The intent is to send the wake down the sides of the car in a fluid manner, rather than underneath or pushed out from the sides, like on the current cars.
The new, unusual rear wing is designed to collect wake from the rear wheels and re-direct it into the flow coming from the underside of the car. This creates a much narrower convergence, with a revised diffuser design throwing it high into the air.
This, in theory, means the following car will essentially drive ‘under’ the disturbed air caused by the car in front.

Back of a red Formula 1 in 2022 race car

Formula 1 in 2022 will be Safer, but heavier:

As ever, Formula 1’s push for greater safety continues unabated. The 2022 car chassis has had extremely stringent crash test requirements put on it.
The front impact test has been increased to demand an absorption of 48% more energy than the current car, and 15% increase for the rear impact test.
Following Romain Grosjean’s high-profile Bahrain crash in 2020, the power unit will separate from the chassis without exposing or rupturing the fuel tank in the event of a severe enough crash.
A longer front nose has been introduced, based on findings into the FIA’s investigation of Anthoine Hubert’s fatal Formula 2 accident at Spa-Francorchamps in 2019, as well as stronger chassis sides to deal with side impacts.
The front nose will absorb about 50% more energy and the side of the car will be twice as strong to lateral impact.
Improvements to the headrest for the driver, to the fuel tank, and various systems to prevent debris being spread out on the track, which would make it dangerous for other cars.
The safety gains, together with the bigger wheels, have resulted in a weight increase. The minimum weight of the cars will go from 752kg to 790kg, with the same power units in use for 2022.
This means that to begin the new regulation cycle, the new cars will probably be a little bit slower than the current iteration.

And finally, one of the most notable changes will be with fuel.
The new fuel will contain 10% Ethanol, and must be a second generation bio fuel, made in a sustainable way. In other words, it must have a near zero carbon footprint.
The fuel will be called E10.
Intense research and development of bio fuels is on-going, both in Formula 1 and most road car manufacturers. This means that when the time comes that petrol, as we know it is no longer allowed to be used in motor vehicles, there will be a much better and safer alternative, which can only be good news!

2 red race cars

If you enjoyed this article head over to Newsletter 16 and read FERRARI, STILL THE MOST SUCCESSFUL FORMULA 1 TEAM!

Sadly, this will be the last newsletter of 2021.
We will resume in January with lots of exciting things planned for next year.
Hopefully, the “New Covid Norm” will allow us to pursue what we have planned.
The showroom will be closing on:

The showroom will be open again on:
We are available throughout the shutdown, so if you require a viewing, test drive, etc. please contact:
PAUL 082 851 3300
Happy holidays, travel safe, be safe and above all……… enjoy!!


Formula 1 cars have got absolutely enormous.
Since the start of F1, they’ve grown and grown, with them now being both longer and wider than a Ford F150 pickup truck, and this has to be a bad thing, the cars may be quicker now – but they don’t look nearly as fast as they used to. So, why have they got so big and, is there still hope for smaller Formula 1 cars in the future?

First, let’s cover why does it actually matter that these cars are getting bigger and heavier? They are the fastest racing cars out there, lap times are faster than they have ever been, and, quite rightly, pushing the envelope of what is physically possible.
From the outside, the speed is absolutely astonishing, but from onboard, the cars don’t look like they are going any faster than say, a GT3 car.
larger cars make it more difficult to pass. A wider car fills more of the track, making it easier to defend. In MotoGP, for example, they have to defend by just being faster, you can’t block very much of the track, consequently, there is a lot of overtaking.
In the current Formula 1 scenario, there are some tracks with very few places, e.g.; Monaco (below), where you can actually fit two cars side by side.
But, at the risk of venturing into, ‘it was better in the good ol’ days,’ territory, let’s dive into the reasoning.

Racing Track


The width of the cars has gone up and down over the years, but from 1997, the width was reduced from 2m to 1.8 meters, as part of a collection of rules targeted at slowing the cars down in the interest of safety.
It did a pretty good job, cars were slowed significantly, and this was for a number of reasons.
A narrower car means a narrower chassis with less space, so a lot of the components needed to be mounted higher, and typically this raises the centre of gravity.
It brings the tyres closer to the car, and therefore the tyre wake with it, this means there is more dirty air disrupting the floor and the downforce generation on the rear of the car.
So the cars got shorter to allow for better balance in the corners, a side effect is that they were very light, around 600 kilograms, and this meant that they were really agile and, due to the comparatively unrefined suspension, they looked alive and resulted in smaller Formula 1 cars.
The narrower cars stayed around until 2017, when they returned to 2 meters to try and add more drama to the sport.

4 Ferrari through the years


The biggest difference between the cars of today and the 90s, is the length. The cars are nearly a meter longer now. The length has been rising enormously since 2017. Turns out, the reasoning behind this is pretty clear.

Red Ferrari length

Whilst the regulations don’t directly control the length of the cars, there are regulations on the maximum overhangs, front and the rear. Maximizing this allows them to create larger wings that are further away from the wheels, increasing the effect of the downforce on tyre grip, but the wheelbase is actually unrestricted.
The increase in length is mainly down to the turbo hybrid engines that were introduced in 2014. They come with far more baggage than before, like batteries, regen systems, an electric motor, 110 kilograms of fuel, larger safety cell and lots more telemetry and cameras, etc.
All of this has to go in somewhere.
Trying to fit all this into a shell from the 90’s would be absolutely impossible.

Mercedes have adopted the longest wheelbase for aero reasons.
The longer the wheelbase, the more aerodynamic surface you have, which makes an enormous difference. It also means they can run less rake, which in turn means the rear isn’t as high and there’s less drag on the car. It also typically lowers the centre of gravity, so you can place components lower, improving cornering ability in the faster corners.
It’s not all good news though! The longer the wheelbase, the less agile the car is. This is why the Red Bull is normally faster than the Mercedes through the slower corners. The shorter wheelbase, higher rake design, allows for cars to be much better on turning, and rotate better through the slower corners.
With the addition of hybrid systems, additional safety and removal of in-race refuelling, the FIA have had to increase the minimum weight of the cars in order to keep safety a priority. Subsequently, with strict limits on width, the cars have naturally got longer.
It must be said however, that the cars are longer, wider and heavier, because the rules have pushed them in that direction.

2 Ferraris aiming for smaller Formula 1 cars

The real question is, could they actually fix it?
Obviously they can’t magically shrink the car to less than it is now whilst keeping all of the additional safety, the hybrid and everything else that comes with these new cars.
The Le Mans hyper cars, Indy cars and some of the lower formulae seem to have managed to run shorter cars with the same components as F1.
So, it stands to reason, if the regulations were to force the move to smaller cars, the teams would manage it.
And the good news……….. they are!
The 2022 Formula 1 regulations are mandating a maximum overall length of 5.63 meters, and a maximum wheelbase of 3.6 meters. Admittedly this is only a hundred millimetre reduction from the length of most of the current cars, and actually no reduction for the current Ferrari, but it is a step in the right direction.

2022 Ferrari wish for smaller Formula 1 cars

Wouldn’t it be fantastic If this is what next year’s car looks like!

These new 2022 regulations look really exciting, – promising smaller Formula 1 cars, simpler aero and much better overtaking.
The even better news for us as Ferrari fans, is they already have a car that complies with the new size regulations, so logic would dictate, we have an edge! All Ferrari need to do is up the power, and with Merc and Red Bull having to compromise their current layouts, we should be in with a shot next year!
Here’s hoping!!!

2022 FIA concepts smaller Formula 1 cars

Read our follow up newsletter Formula 1 in 2022.


Despite the recent domination of Formula 1 by the Mercedes F1 team and prior to that Red Bull, Ferrari is still the most successful team in F1 history. 

Ferrari is the only team to have competed in every Grand Prix since it’s inception in 1950. 

In a conversation about Ferrari, both road and track, it is difficult for the hairs on the back of the neck not to stand up, never mind the goosebumps. 

Such names as Michael Schumacher, Phil Hill, Juan Manuel Fangio, Jean  Alesi, Nikki Lauda, Gilles Villeneuve, John Surtees, and of course our very own Jody Scheckter, evoke passion and emotion, something that Ferrari was built on by its illustrious founder Enzo back in 1929 when, still under contract to Alfa Romeo, he formed Scuderia Ferrari. 

Although Enzo designed and built his first racing car in 1937, it was whilst under contract with Alfa Romeo. It was only once his contractual obligations ended in 1939, that he was able to establish his own company,  Ferrari SpA, however, due to the war effort, he was only able to start producing racing cars from 1946.

Since then Ferrari has been responsible for building some of the greatest machines ever to compete in motorsport, for creating some of the most memorable moments ever seen in motorsport, and for elevating some of the finest drivers to a level of stardom usually reserved for movie stars. 

Ferrari’s history is not without its sadness however, many lives have been lost in the pursuit of motoring excellence, but despite this, Ferrari has always been the team that everyone wants to drive for. 

No other racing team or car manufacturer conjures up the same poignant, fervent, and sometimes obsessive feelings as Ferrari. 

Their past is indelibly etched in the history books, and the adoration of many grows stronger as time passes.

Ferrari Formula 1 racing team

Here’s how Ferrari stacks up to the top five  successful F1 teams:

1. Ferrari 16 Constructors’ titles, 15 Driver titles: Constructors’ wins: 1961, 1964, 1975, 1976, 1977, 1979, 1982,  1983, 1999, 2000, 2001, 2002, 2003, 2004, 2007, 2008. Drivers’ wins: 1952, 1953, 1956, 1958, 1961, 1964, 1975, 1977,  1979, 2000, 2001, 2002, 2003, 2004, 2007. 

2. Williams 9 Constructors’ titles, 7 Driver titles: Constructors’ wins: 1980, 1981, 1986, 1987, 1992, 1993, 1994,  1996, 1997. Drivers’ wins: 1980, 1982, 1987, 1992, 1993, 1996, 1997. 

3. McLaren 8 Constructors’ titles, 12 Driver titles: Constructors’ wins: 1974, 1984, 1985, 1988, 1989, 1990, 1991,  1998. Drivers’ wins: 1974, 1976, 1984, 1985, 1986, 1988, 1989, 1990,  1991, 1998, 1999, 2008. 

4. Mercedes – 7 Constructors’ titles, 9 Driver titles: Constructors’ wins: 2014, 2015, 2016, 2017, 2018, 2019, 2020. Drivers’ wins: 1954, 1955, 2014, 2015, 2016, 2017, 2018, 2019,  2020. 

5. Lotus – 7 Constructors’ titles, 6 Driver titles: Constructors’ wins: 1963, 1965, 1968, 1970, 1972, 1973, 1978. Drivers’ wins: 1963, 1965, 1968, 1970, 1972, 1978.

Ferrari fans, collectively known as “The Tifosi,” are passionate about their team, win or lose, the Tifosi are steadfast in their support and adoration of the Scuderia. 

Ferrari is a religion in Italy, speaking of which, when Enzo Ferrari had an audience with the Pope, Enzo was not well enough to travel to Rome, so the pontiff went to Enzo! Such was the magnitude, influence, and reputation of the great man and what he has built. 

Anyone who owns a Ferrari, supports the team, or collects memorabilia will tell you it is an illness, an indefinable “thing” that draws you in, almost like a  drug, once you have tasted it, you want more. It is no wonder that Ferrari ended up being the Most Successful Formula 1 Team.

Become part of the Tifosi, show your passion and get your fix!

Visit the Grand Prix Store at Ferris!

Ferrari Formula 1 racing team

In addition to the great offerings in the GP Store, Ferris have produced a range of kit bags, in canvas or leather, as tributes to some of the legendary names in motorsport such as, Michael Schumacher, Ayrton Senna, etc.

Ferris Cars Grand Prix Store
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