To view other parts of our Ferrari collection take these links to the Ferrari Racing & Prototype Cars of the 1950's, 1960's, 1970's, 1980's to Present,
as well as the GP & F1 Cars and the ProductionSports Cars parts of our Ferrari collection.
 |
 |
 |
 |
| 1948-49 125 F1 (Italian GP, 1948): Raymond Sommers drove this car to 4th place in the 1948 Italian GP in the inaugural season for Ferrari's first F1 car. Powered by a supercharged 1.5L V-12 engine designed by Colombo. Ferrari would score 5 GP Championship wins with the 125 over the 1948-1950 seasons, including Alberto Ascari win at the Italian GP for Ferrari in 1949. While not as fast as the Alfa Romeo or Maserati GP cars of the day, the nimble handling of the 125 made it a very formidable F1 competitor. Model by FDS* 1/43 |
1949 125 F1 (Italian GP, 1949 - WINNER): Alberto Ascari was a former teammate and good friend of Enzo Ferrari. Ferrari persuaded Ascari to join the Ferrari team in 1949 and his teammate was Luigi Villoresi. Despite the talent, the 125 F1 was not as powerful as its Alfa Romeo and Maserati opponents. However, the superb handling and reliability gave the Ferrari team tastes of victory including the Ascari win at Monza in 1949, for five wins on the season. Model by IXO 1/43 |
1949 125 F1 (Italian GP, 1949 - WINNER): The Colombo designed 1.5L DOHC supercharged four-cylinder engine in the tube frame 125 F1 produced 227 HP. The suspension, rather archaic be todays standards, had double wishbone suspension with a transverse leaf spring in front and a torsion bar in the rear. Ferrari used the 125 F1 into the 1950 season when it was succeeded by the 275 F1. Acari won four Grand Prix races in 1949, the year before Formula One came into being. Model by IXO 1/43 |
1949-1951 166 F2 (GP of Modena, 1950): Juan Manuel Fangio drove for Equipo Argentino (Automobile Club of Argentina) in Formula 2 races between his F1 drives for Alfa Romeo in 1950. In its distinctive Argentine colors, Fangio raced this car at the GP of Modena, but retired after 17 laps with a blown engine. The 166 was originally designed to accept a 1.5L supercharged V12, but for F2 and the changing F1 engine formula, it used a Colombo designed 2.0L V12, producing 155 bhp. Model by EDICOLA |
 |
 |
 |
 |
| 1950 125 F1 (International Trophy, 1950): Tony Vandervell acquired a Tipo 125 F1 for the 1950 season and entered it at the International Trophy for Alberto Ascari to drive for the Vanwall team. This car is Chassis # 125-C-02, indicating it is one of the three 1949 cars but it was re-bodied before the International Trophy. Vandervell (one of the original backers of British Racing Motor) entered a series of modified Ferraris in Formula Libre races under the name "Thinwall Special" in the early 1950's. Model by EDICOLA 1/43 |
1951 375 F1 (British GP, 1951 - WINNER): A car that needs little in the way of introduction, this is the Ferrari that Jose Froilan Gonzales drove to victory in the 1951 British GP at Silverstone in 1951; giving Ferrari its first of 242 (currently) wins in F1. That performance, plus two more wins in the hands of Alberto Ascari that season, served notice that the Scuderia was a serious contender in F1 Model by HISTORIC REPLICARS 1/43 |
1951 375 F1 (British GP, 1951 - WINNER): Powered by a big Lampredi 4.5L V12 engine, the 375 F1 broke the dominance pf Alfa Romeo in F1. Although Alfa still took the championship, with Ferrari winning 3 of the 10 races that season, including the Italian GP at Monza the 375 F1 became immortalized in Ferrari history. Model by HISTORIC REPLICARS 1/43 |
 |
 |
 |
 |
| 1952-53 500 F2 (1952 & 1953 World Drivers Champion): Designed by Lampredi, Alberto Ascari drove this 2.0L, 4-cyl. twin cam engined racer producing 185 hp to 9 consecutive wins from 1952-53 and the World Drivers Championship in 1952. The smaller F2 engined cars were designated after the 1951 season. Alfa gone from F1, the championship was Ferrari's for the taking. The smaller 4-cyl. F2 GP cars ran until the new formula that took effect in 1954. Model by BRUMM 1/43 |
1952-53 500 F2 (Dutch GP, 1953): Ferrari made an all out assault on the 1953 F1 season with four cars entered in the second round of the World Championship in Holland. Taking the pole position and eventual race win Alberto Ascari led from start to finish, with his team mates Giuseppe Farina, Mike Hawthorn and Luigi Villoresi contesting the Maserati's of Fangio, Gonzalez and Bonnetto. Farina qualified this car 3rd on the grid and drove a hard race on a crumbling race surface to hold off Villoresi and later Gonzalez and Bonnetto to take 2nd place at the Dutch GP. The former World Champion would win the German GP in 1953, but it was Ascari's year, winning his second consecutive World Championship. Farina retired from F1 at the end of 1954 at the age of 47, following some bad crashes and the realization he was no longer as fast as he once was. Model by GRAND PRIX MODELS STUDIO/K&R REPLICAS 1/43 |
1952-53 500 F2 (Avus GP, 1953 - WINNER): Ecurie Francorchamps began their long association with Ferrari, when the Belgian team founded by Jacques Swatters, purchased this car to compete in championship and non-championship F1 races in 1952 through the 1954 season. The 2.0L four-cylinder car (#0208) was driven primarily by Charles de Tornaco and Roger Laurent and while not as successful as Ferrari with the 500 F2, the team was able to bring the car home in 6th place at the German GP in 1952 and 7th place at both the 1952 Belgian GP and 1953 German GP. It was Swatters that drove the car in its most famous victory at the Avus GP in Germany in 1953 as pictured here. For 1954 it was rebuilt to 2.5L 625 F1 specification and traded to Ferrari for a 750 Monza in 1955. Ferrari rebuilt the car and gave it a new chassis number (#0540) and it was raced by Alfonso de Portago. The car was sold in 1955 to Donald Healey who used it for its De Dion rear suspension research for possible use on Austin Healey cars. Healey sold the car in 1960 and it passed through numerous hands and is racing today in vintage events. Model by QUARTZO 1/43 |
1954 625 F1 (Italian GP, 1954): Mike Hawthorn piloted this F1 car to 2nd place in the 1954 GP of Italy. The 625 was basically a modified 500 with a bored out engine to 2.5L, for the new 1954 F1 engine formula. Horsepower was increased from 185 to 250, but suffered from continued reliability problems. Ferrari would take over the Lancia team in 1956 and see its F1 fortunes rise. Model by BRUMM 1/43 |
 |
 |
 |
 |
| 1952-53 500 F2 (British GP, 1953 - WINNER): Model by HISTORIC REPLICARS 1/43 |
1952-53 500 F2 (British GP, 1953 - WINNER): Model by HISTORIC REPLICARS 1/43 |
1954 625 F1 (British GP, 1954 - WINNER): Model by HISTORIC REPLICARS 1/43 |
1954 625 F1 (British GP, 1954 - WINNER): Model by HISTORIC REPLICARS 1/43 |
 |
 |
 |
 |
| 1954 500/625 F1 (Crystal Palace Trophy, 1954 - Winner): By 1954 when the new engine regulations came into effect in F1, Ferrari elected to put a larger engine in the 500 F1 first introduced in 1952. The most successful F1 car of all time, the 500 had become the 625 F1, with a Lampredi in-line four cylinder engine of 2.5L, producing 227 hp. In F1 the car was not fast enough to compete with the Mercedes W196 and Maserati 250F. In non-championship events however, it could more than hold its own. Reg Parnell bought this 625 F1 and campaigned it under the Scuderia Ambrosiana banner in UK races during the 1954 season. He won five of the seven races entered with the car in 1954, including the Crystal Palace Trophy in this livery. Model by HISTORIC REPLICARS 1/43 |
1954 500/625 F1 (Crystal Palace Trophy, 1954 - Winner): Reg Parnell was an accomplished English driver whose career began in the mid-1930's. After WWII, he built up his resume with notable wins driving race cars he had purchased during the war to launch his car sale business. He attracted the attention of Alfa Romeo, who offered him a drive in the inaugural F1 race in a 158 at Silverstone, where he finished a creditable 4th. He was the only Brit driver to drive for Alfa. He tied his fortunes to BRM, which may have limited his opportunities for greater racing success. He retired from racing in 1957 to concentrate on race team management and his long association with Aston Martin in both sports car and F1 racing. He died in 1964 after an appendix operation went wrong. Model by HISTORIC REPLICARS 1/43 |
REG PARNELL |
 |
 |
 |
 |
| 1954-1955 625 F1 (Monaco GP, 1955 - WINNER): Maurice Trintignant won his first F1 race at the 1955 Monaco Grand Prix, driving this Ferrari 625. The failures of the Mercedes and Maserati's left the race to the Lancia D50'sand Ferrari, which ran a split team of two 625's and two 555 Supersquallo's. Ascari put himself out of contention with his famous crash into the Monte Carlo harbor. Trintignant held of the Lancia of Castellotti to take the checkered flag of the 100 lap race. It would be the only F1 win for Ferrari in the 1955 Championship season. Trintignant finsihed finished fourth in the Drivers' Championship in 1955 as he had done in 1954. He would win again at Monaco in 1958 driving a Cooper-Climax before he called it a career, which included a Le Mans win in 1954. Model by Suber Factory 1/43 |
1954 553 Squalo (Spanish GP, 1954 - WINNER): Mike Hawthorne drove to victory at the 1954 Spanish GP, beating Fangio in a Mercedes. It was the final GP for the 553 and was to be the last for Hawthorne, moving to Vanwall for 1955. The 553 Squalo, powered by a 2.5L 4-cyl.which produced 108 bhp. It had great potential, but was plagued by development problems. Hathorne's great win at Pedralbes showed what could have been. Model by IXO 1/43 |
1955 555 Super Squalo (DUTCH GP, 1955): Mike Hawthorn finished 7th at the 1955 Dutch GP in this car after having placed himself in the second row. This was Hawthorn's first race for Ferrari after quiting Vanwall mid-season. The 555 had a revised chassis, but used the same 2.5L engine of the 553. Both Mercedes and Lancia had more powerful eight cyl. engines and Ferrari bought the Lancia team, achieving instant success! Model by BRUMM 1/43 |
1954-56 Lancia D50 (Monaco GP, 1955): Alberto Ascari was fighting for the lead at the Monoco GP when his Lancia spun, crashed and then plunged into the harbor, one of the most memorable crashes ever. The D50 with its superior grip did not spin and when it did, it was usually with dire results. Tragically, Ascari was killed in another accident a couple weeks later. Ferrari would take over the D-50 for 1956 when Lancia withdrew from motorsports. Model by RPA 1/43 |
 |
 |
 |
 |
| 1955-56 D50: With their own cars not having any great success, Ferrari took over the financially troubled Lancia team and used the Jano designed cars with Ferrari modifications to great success. This is a replica I built in about 1980 of the car my father and I were putting together and started my love for Ferrari. Model by STROMBECKER - Built kit 1/24 |
1956 D50: Peter Collins teamed with Juan Manuel Fangio for the 1956 season and developed a close working relationship with the master. Collins won the Belgian and French GP's in 1956. This car is from the German GP, where he had to retire due to a ruptured fuel line while leading the race. Model by EDICOLA 1/43 |
 |
 |
 |
 |
| 1955-56 D50: Powered by a Jano designed 2,488 cc V-8, the D50 produced 285 hp. Using a tubular space frame chassis, the engine was used as a stressed chassis member, the off-centre positioning of the engine allowed a lower overall height and pannier fuel cells for better weight distribution and aerodynamics. Model by REVIVAL - Built kit 1/20 |
1956 D50: Juan-Manuel Fangio drove this car to 1st place in the 1956 GP of Britain at Silverstone on his way to the World Drivers Championship in 1956. For greater aerodynamic, Ferrari had enclosed the side panniers on the car, which gave it a sleeker, if still squat look. Model by REVIVAL - Built kit 1/20 |
1956 D50: Fangio drove his Ferrari to another 1st place at the 1956 GP of Germany at the Nurburgring.Over its life with both Lancia and Ferrari, the D50 won 5 of the 14 GP's entered. The D50 was a great rival to the might of Mercedes in 1955 and with MB out of the picture, dominated the 1956 season. Model by IXO 1/43 |
 |
 |
 |
 |
| 1956 D50: Fangio took 2nd at the 1956 Italian GP at Monza with this D50. Peter Collins handed this car over to team leader Juan Manuel Fangio when his D50 developed steering problems. This result gave Fangio the championship, Collins finished 3rd. If he had continued on in his car, he would have been champion instead. This act of sportsmanship endeared Collins to Fangio, as well as legions of fans. Model by GRAND PRIX REPLICAS 1/43. |
1956 D50: Again at the hands of Fangio, this car finished 4th at the GP of Monaco. Certainly not the prettiest F1 car ever made, I have been enthralled with these cars since I was a boy and my dad and I "worked" on a model of one together. Model by BRUMM 1/43 |
1956 D50: By the close of the 1956 season, the D50 had come to the end of a successful career, having been a chief rival of Mercedes during the 1955 season. Ferrari would go on to further modify the cars for the 1957 season and they would become the 801, but alas, with no further glory. Model by HOT WHEELS 1/43 |
1956 D50: Fangio's German GP winning D50 in a slightly larger scale. Handbuilt by master model builder Fernando Pinto before he exclusively sold his creations in kit form. #26 of 90 Model by FERNANDO PINTO 1/24 |
 |
 |
 |
 |
| 1957 801 F1: Ferrari modified the chassis and engine of the D50 and gave it the new designation of 801. They were outpaced during the 1957 season however, by Maserati and Vanwall. Three second place finishes was the best the team could do that season. Mike Hawthorne was second at the German GP in this car. Hawthorne finished 4th in the World Drivers Chamiponship behind teammate Luigi Musso. Model by IXO 1/43 |
1957 801 F1: The Ferrari team fielded three cars in the 1957 F1 season for Luigi Musso, Mike Hawthorne and Peter Collins. At the French GP held at Reims, Musso out drove his teammates to place second behind Fangio in the Maserati 250F, with Collins in 3rd position and Hawthorne in 4th. The rivalry between the teammates was intense, with Musso finishing third in the World Drivers Championship ahead of Hawthorne and Collins. The rivalry also caused the teammates to take unnecessary chances. Here Musso sits before the race at Reims enjoying a final smoke before the start. The following year in 1958, he would not survive the race at Reims; crashing while trying to take the race lead from Hawthorne. Another great talent lost. Model by RACING DIORAMICS 1/43 |
1958 D246 F1: The 1958 French GP was held in July and was the 6th round of 11 races that made up the World Drivers Championship. Mike Hawthorn won in this D246, his first F1 win since Spain in 1954 and sole win in 1958. Still, he scored enough points in 1958 to win the World's Championship by a point over Stirling Moss. Hawthorne retired from racing at the end of the season, but tragically died in a road accident in January 1959. Model by HOT WHEELS 1/43. |
1958 D246 F1: Peter Collins joined his great friend Hawthorne in the 1958 Ferrari team and scored his third GP win with this car at the 1958 British GP. The Dino 246 F1 was powered by a 2.4L six-cylinder engine. Tragically, Collins was killed at the German GP a month later. He was a superb driving talent, taken too soon. Deeply affected by the loss of his mon ami mate, Hawthorn retired at the end of the season. Model by BRUMM 1/43 |
 |
 |
 |
 |
| 1958 D246 F1 (Belgian GP, 1958): Raced as a factory supported private entry in 1958, Ecurie Francorchamps campaigned this 246 at the Belgian GP in the 1958 F1 season, with Olivier Gendenbien driving. Gendenbien was best known for his four Le Mans wins, drving Ferrari's and often partnered with American Phil Hill. For the Belgian GP at Spa in 1958, Ferrari added a fourth car for the Belgian based Francorchamps (or Equipe Nationale Belge) team to run, using an older 246. Gendenbien qualified the car in 8th position and finished in 6th position. A week later he would win his first Le Mans. Model by ALTAYA 1/43. |
1958 D246 F1 (German GP, 1958): I decided I would tackle another 1/43 diorama rendition of a favorite racing photo of mine. In this case, the late, great Jesse Alexanders image of Phil Hill in his first F1 race for Ferrari at the 1958 German GP on the 14-mile long Nurburgring. In only his second F1 start, Hill looks poised as he tackles one of the banked sections of the infamous Green Hell. He finished 9th in a race that saw the leaders for the World Drivers Championship, Moss and Hawthorn, both retire from the race, increasing the drama of the final rounds of the F1 season. It was also the first F1 race since 1950 that Juan Manuel Fangio was not on the grid, having retired at the end of the French GP. It also was the race that saw the untimely death Hill's teammate Peter Collins. In this photo however, Hill seems to be enveloped in a moment of relative calm. Model by IXO 9modified), Diorama by OLD IRISH RACING |
Photo by Jesse Alexander: The 1958 German GP was the first F1 race since 1950 that Juan Manuel Fangio was not on the grid, having retired at the end of the French GP. It also was the race that saw the untimely death Hills teammate Peter Collins. In this photo however, Hill seems to be enveloped in a moment of relative calm, one of Jesse Alexanders great motorsport images I am proud to own. Within three years, Phil Hill would go from F1 novice to Worlds Champion with Ferrari in 1961. |
1959 D246 F1 (Monaco GP, 1960): For 1959. Ferrari would field three cars for Phill Hill, Tony Brooks and Jean Behra. Brooks has an outstanding season fighting off the Coopers, narrowly losing the World Championship to Jack Brabham. Brooks won both the French and German Grand Prix's in the D256 F1, which had increased the D246 engine capacity to 2.5L. He placed 2nd at Monaco in this shortnose D246 F1 in 1959. Model by IXO 1/43. |
 |
 |
 |
 |
| 1960 D246/60 F1 (Dutch GP, 1960): In the late 1950s, Richie Ginther was the test driver of new Ferraris for his employer at the time, John Von Neumann. His skill caught the attention of Enzo Ferrari who watched him testing cars at the Modena test track. This led to Ferrari offering Ginther a factory drive and he was employed as the third team F1 driver in 1960. He stayed with Ferrari through 1961 before departing for BRM. Ginther is one of the most under-rated drivers of both sports and formula cars. His reputation among his peers and employers as an excellent team player, development and test driver underscored the importance to the teams he raced for in the 1950s and 60s. He was often overshadowed by other drivers in the team and had to settle for less competitive machinery, usually giving better results than expected. Model by HISTORIC REPLICARS 1/43 |
1960 D246/60 F1 (Dutch GP, 1960): 1960 was not a particularly good F1 season for Ferrari as they continued to use the old 2.5L V6 powered Dino 246 F1, waiting for the 1.5L regulation changes to come in 1961. Ginther made his F1 debut for Ferrari at Monaco where he finished 6th. His next race was the Dutch GP where he qualified this car 12th and drove to another 6th place finish. He and teammate Phil Hill would finish 1-2 at Monza in the old cars, Hill taking the last win by a front-engine F1 car. At BRM, Ginther would team with another Hill, this time Graham. Both drivers would tie for 2nd in the World Championship in 1963, further testament to Ginther's ability behind the wheel of a F1 car. His time at BRM was followed by stints at both the F1 teams of Honda and Gurney Eagle. He retired from F1 in 1967. Model by HISTORIC REPLICARS 1/43 |
1960 Dino 246P F1 (Monaco GP, 1960): In his debut F1 drive for Ferrari, Richie Ginther drove the new D246P F1 car at the 1960 Monoco GP, he finished 6th. Ginther was the third team driver at Ferrari and was given the new car to be its race development driver while his teammates drve the reliable 2.5L D256 F1s. The D246P was Ferraris first rear engine layout F1 car. It carried over the D246s 2.5L V6 and disc brakes. Still, it was no match fro the rear engine cars produced by Cooper and Lotus, and was not as fast as the Scuderias older cars. The D246P would go on to serve as the basis for the 156 F1 which won the World Champoinship in 1961. At Monaco in 1960, Ginther acquitted himself well qualifying 9th and his sixth place finish was ahead of teamate Von Trips in 7th, with Phil Hill in the other Ferrari 3rd in a brutally hot race won by Stirling Moss in a Lotus. Model by Edicola 1/43 |
 |
 |
 |
 |
| 1960 D246/60 SWB (JCB) 1979 Historic Racing Championship: For 1960, Ferrari improved the Dino 246 to include IRS, disc brakes and side fuel tanks to improve weight distribution. These were all stop gap measures until the new rear engine 156 was ready. Three chassis were built and this car is (Ch. #003) was driven by Phil Hill at the Dutch GP and Richie Ginther to second place finish behind Hill in a sister car at Monza in 1960. Luigi Chinetti brought the retired car ito the USA in 1962 and it was prepared using components of other cars as a loan to the Henry Ford Museum. Model by HISTORIC REPLICARS 1/43 |
1960 D246/60 SWB (JCB) 1979 Historic Racing Championship: In 1968, the car was sold to Anthony Bamford and was campaigned successfully by the JCB team, with Willie Green winning the Historic Championship in 1979. Bamford subsequently commissioned Graypaul Motors to make replicas of the car using the original as a pattern and using pieces purchased from the Ferrari stores, such as genuine V6 engines, transmissions, and other original components for the cars. This is Ch#003 as it was raced by JCB in the Historic Championships in Great Britain. Model by HISTORIC REPLICARS 1/43 |
1960 D246/60 SWB (JCB) 1979 Historic Racing Championship: All of the Dino 246 F1 cars from 1957-59 were destroyed by Ferrari. This car and the two or three replicas and two "original" cars in museums are the only examples of the F1 Dino remaining. The replicas shunned at first, are now accepted in historic F1 racing. Having an original Ferrari F1 car with original components as raced in the period is a bit of a puzzle. Ferrari swapped engines, bodywork and other components and even chassis numbers between the cars in their race shop. Ch. #003 has its original engine, various parts and bodywork. Model by HISTORIC REPLICARS 1/43 |
1960 D246/60 SWB 1960 and 1979 Liveries and Drivers Models by HISTORIC REPLICARS 1/43 |
|
|
|
|
| 1960 D246/60 SWB (JCB) 1979 Historic Racing Championship: For 1960, Ferrari improved the Dino 246 to include IRS, disc brakes and side fuel tanks to improve weight distribution. These were all stop gap measures until the new rear engine 156 was ready. Three chassis were built and this car is (Ch. #003) was driven by Phil Hill at the Dutch GP and Richie Ginther to second place finish behind Hill in a sister car at Monza in 1960. Luigi Chinetti brought the retired car ito the USA in 1962 and it was prepared using components of other cars as a loan to the Henry Ford Museum. Model by HISTORIC REPLICARS 1/43 |
1960 D246/60 SWB (JCB) 1979 Historic Racing Championship: In 1968, the car was sold to Anthony Bamford and was campaigned successfully by the JCB team, with Willie Green winning the Historic Championship in 1979. Bamford subsequently commissioned Graypaul Motors to make replicas of the car using the original as a pattern and using pieces purchased from the Ferrari stores, such as genuine V6 engines, transmissions, and other original components for the cars. This is Ch#003 as it was raced by JCB in the Historic Championships in Great Britain. Model by HISTORIC REPLICARS 1/43 |
1960 D246/60 SWB (JCB) 1979 Historic Racing Championship: All of the Dino 246 F1 cars from 1957-59 were destroyed by Ferrari. This car and the two or three replicas and two "original" cars in museums are the only examples of the F1 Dino remaining. The replicas shunned at first, are now accepted in historic F1 racing. Having an original Ferrari F1 car with original components as raced in the period is a bit of a puzzle. Ferrari swapped engines, bodywork and other components and even chassis numbers between the cars in their race shop. Ch. #003 has its original engine, various parts and bodywork. Model by HISTORIC REPLICARS 1/43 |
1960 D246/60 SWB 1960 and 1979 Liveries and Drivers Models by HISTORIC REPLICARS 1/43 |
 |
 |
 |
|
| 1961 256 V12 (New Zealand GP, 1961 and 62: Like every old race car, once it was past its prime, it had little value. In this case, the Dino 246 F1 (Ch. #0007) that started life as a Ferrari team car in 1958, was finished with its prime-time race career in 1960. In those years, it had competed in fourteen F1 races and earned the distinction of the last front-engined race car to win a F1 race when Phil Hill drove it to victory at the 1960 Italian GP at Monza. By that time its Dino six-cylinder engine had been uprated to 2.5L. It was driven by works drivers Hill, Gendenbien, Gurney and Von Trips 1958-1960. Model by HISTORIC REPLICARS 1/43 |
1961 256 V12 (New Zealand GP, 1961 and 62: Its career at Ferrari over, it was sold. New Zealander Pat Hoare bought the car using a Shell Oil connection from Ferrari a couple months after the 1960 F1 season. A 3.0L V12 from a 250 Testa Rosa had been installed and Hoare desired to race the car in the 1961 NZ Gold Star Championship and the car chassis was renumbered #0788F). At that time, grand prix drivers went to NZ and Australia to continue their racing during the summer down South. At the 1961 NZGP, Hoare raced against the likes of Brabham, McLaren, Bonnier and Hulme in Coopers, G. Hill in a BRM and Salvadori in a Lotus, finishing 7th. Model by HISTORIC REPLICARS 1/43 |
1961 256 V12 (New Zealand GP, 1961 and 62: In 1962, Hoare again raced the car in NZ against internationals that had come down to race in the precursor of races which became the Tasman Series Championship. At the NZGP, Moss won in his Lotus 21, Hoare finished 5th behind Surtees, McLaren and Salvadori in Cooper T53's and Bandini in a Maserati 250F. In both 1961 and 1962 after the international stars went home, racing continued in NZ and Horae did well enough in other races to win the NZ Gold Star Championship in the 256 V12 in both 1961 & 1962. |
1961 256 V12 (New Zealand GP, 1961 and 62: By 1963, the car was truly past its prime and Pat Hoard tried to sell it, with no takers. In 1964 he had the car rebuilt into an aluminum bodied GT, which resembled a Ferrari GTO 64, but by most accounts was pretty ugly. The car remained in NZ up until 1970 when it was purchased by early vintage racing guiding light Neil Corner. The car was shipped back to the UK along with its original body panels (which had thankfully been preserved) and restored to its original 1958 Dino 246 F1 specification. The car is still a regular at vintage racing meets by current owner Tony Smith. |
 |
 |
 |
 |
| 1961 156 F1 (WORLD CHAMPION 1961 & CONSTRUCTORS CHAMPION 1961):: By the end of the 1961 season, Ferrari dominated with Hill and Von Trips, winning the Constructors Championship. Phil Hill won the Italian GP in this car, in the last race for Ferrari in that season. Hill would continue to race the 156 in 1962, but without the success of his championship season. Model by IXO 1/43. |
1961-62 156 F1 (Italian GP, 1961 - WINNER):: Phil Hill's Championship winning car from Monza. Model by CMC 1/18 |
1961 156 F1 (Italian GP, 1961): Wolfgang Alexander Albert Eduard Maximilian Reichsgraf Berghe von Trips, or "Taffy" as he was affectionately known, was a popular Ferrari team driver in both sports car as well as F1 races. While being the second driver to Phil Hill in 1960 and 61, Von Trips had both the talent and skill with which he eclipsed his team mate on several occasions. Having been a reserve and F1 team driver for Ferrari since 1956, 1961 was the best season, leading Hill in the Drivers Championship going into the fateful penultimate race of the F1 season by four Championship points. Model by ALTAYA (PW) |
1961 156 F1 (Italian GP, 1961): In what would become F1's darkest day, on Lap 2 while trying to pass Jim Clark in his Lotus for third place, Von Trips touched wheels with Clark. His Ferrari went through a spectator fence, up an embankment on the left and was tossed into a roll, into an area where spectators were standing. Von Trips was thrown from the car, landed on the track, broke his neck and was killed instantly along with 14 spectators that were also tragically killed. The loss of Von Trips handed a bittersweet F1 Drivers Championship to Phil Hill who won the race. Model by ALTAYA (PW) |
 |
 |
 |
 |
| 1961-62 156 F1 (Italian GP, 1961): Model by Scale Racing Cars/SMTS 1/43 |
1961-62 156 F1 (Italian GP, 1961): Model by Scale Racing Cars/SMTS 1/43 |
1961-62 156 F1 (Italian GP, 1961): Model by |
1963 156 F1 (German GP, 1963 - WINNER): The 156 F1 for the 1963 and 1964 seasons eliminated the sharknose for a conventional air intake. Efforts were made to reduce weight as the aging design was proving uncompetitive. The 1.5L V6 was given fuel injection, which boosted the power rating to 200hp. John Surtees drove to three podium positions in 1963, including a win at the German GP in this car, Ferrari's first in nearly two years. with Bandini taking the final win in a 156 at the 1964 Austrian GP. Model by HOT WHEELS 1/43 |
 |
 |
 |
 |
| 1961-62 156 F1 (Silverstone, 1962): Two weeks before Stirling Moss had his race career ending accident at Goodwood in 1962, Moss had entered into an agreement with Enzo Ferrari, where Ferrari had agreed to provide a F1 car a(along with a 250 GTO) for Moss to drive in the 1962 F1 season. It was an unusual deal, in that Ferrari would own and maintain the car, but instead of Ferrari red, the car would be painted in the Rob Walker colors of blue and white nose stripe. Such was Ferraris desire to have a competitive driver in one of his cars that season, he would agree to let a privateer campaign a factory car. Model by ALTAYA 1/43 |
1961-62 156 F1 (Silverstone, 1962): With Moss no longer able to race, as a tribute, Ferrari sent a 156 F1 (Chassis 0001) to be run in Stirlings honor by Innes Ireland at the non-championship International Trophy Race at Silverstone in May. Decked out in red with a UDT-Laystall (UDT) green stripe, Ferrari sent a transporter, a manager and six mechanics out of respect to Moss who he had hoped would take Ferrari to another F1 Championship. The UDT sponsored British Racing Partnership (BRP), was a team owned by Stirling Moss father Alfred and manager Ken Gregory, who also managed BRP. Model by ALTAYA 1/43 |
1961-62 156 F1 (Silverstone, 1962): Ireland finished 4th, a lap down in a race won by Graham Hill after an epic dual with Jim Clark. Ireland had agreed to provide Ferrari a detailed evaluation of the car. He was critical of its handling, except when it was driven in the wet. While he praised the 120 degree V6, it was underpowered compared to the Coventry Climax V8s of the competition. His critique may be why the car was never offered as more than a one-time deal by Ferrari, and the only time a works Ferrari was campaigned by a private team. BRP bought the Ferrari 260 GTO (Ch.3505) and raced it in UDT colors, including Le Mans in 1962. Model by ALTAYA 1/43 |
1961-62 156 F1 (Silverstone, 1962): Stirling Moss has been quoted as saying that had Ferrari delivered the 156 F1 to Goodwood as expected, he likely would not have had his career ending accident. He said to the effect, Ferraris chassis don't break. Ireland along with teammate Masten Gregory struggled through the 1962 F1 season in the UDT Lotus 24. In many ways, the drive in the Ferrari was the highlight of the season. UDT sponsorship gone at the end of 1962 and with limited finances, BRP struggled on for two more seasons in non-championship events; Ireland taking the only win in BRPs own chassis at Snetterton. |
 |
 |
 |
 |
| 1964 158 F1: John Surtees won the 1964 Italian GP in his championship year in this car. The 158 was powered by a 1.5L V8, which produced 210 hp. Team mates Bandini and Surtees fought it out all year long with the Lotus team of Clark and Hill. The championship came down to the last race and with Bandini's help, Surtees beat Hill for the title and became the first World Champion on both two and four wheels. 1964 would be Surtees' best year in F1, over a career that lasted as a driver until 1972 and then on to become a car owner and manufacturer. Over his F1 career he had six wins, 8 pole positions and 11 fastest race laps over 111 F1 starts. Model by IXO 1/43 |
1964 158 F1: At the Monaco GP in 1964, John Surtees retired his 158 F1 due to gearbox failure. This model of that car was handbuilt by Fernando Pinto in a limited production run. This is #5 of 60. In 1965, Ferrari would use the 158 for four more races before retiring it in favor of the 512 F1 and the new 3.0L formula in 1966. Model by FERNANDO PINTO 1/24 |
1964 158 F1: Due to Ferrari giving up his Italian GP racing license in protest over the FIA decision not to homologate the 250 LM in the GT category of international racing; the North American Racing Team (NART) was tasked with fielding the Ferrari team in the last two GP's of the year, the US and Mexican GP's. This was a great honor for Luigi Chinetti's team, with Chinetti being the driving force behind Ferrari's success in North America. John Surtees finished 2nd in both races taking both the World Championship for himself and the Constructor's Championship for Ferrari. This is Surtee's car from both the 1964 United States Grand Prix at Watkins Glen.and the Mexican GP. Model by BRUMM 1/43 |
1964 512 F1: Going into the last race of the 1964 season in Mexico, three drivers had a shot at clinching the World Drivers Championship, Clark (Lotus), Hill (BRM) and Surtees (Ferrari). NART fielded three cars at Mexico, a six-cylinder 156 Aero for Pedro Rodriguez, an eight-cylinder 158 for John Surtees and Lorenzo Bandini in this new twelve-cylinder 512 F1; all three painted in the white and blue NART colors. Surtees had a tough weekend, despite qualifying second behind Clark. Clark led from the start, looking to have the Championship in hand. In a controversial pass for third, Bandini and Hill touched wheels, putting Hill out of the race and title hopes. In one of the most dramatic F1 finishes, one lap from the end, Clark's Lotus died, his title hopes with it. This gave Dan Gurney in his Brabham the lead and ultimate win. With just a few laps to go, Bandini let his team mate Surtees through for a second place finish and to take the Drivers Championship. Model by Altaya PW 1/43 |
 |
 |
 |
 |
| 1964 156 Aero F1: As at Watkins Glen, four Ferrari's were entered for the Mexican GP in 1964, the final round of the World Championship. N.A.R.T. invited Pedro Rodriguez to drive in his home GP and he was given an older 156, which he qualified 9th on the grid and finished 6th. This was Rodriguez's first drive in a Ferrari F1 car, but he would not join the Scuderia until 1969. Early in the race, Rodriguez let John Surtees through to allow Surtees to catch up with the front pack after a poor start. This was a major factor in helping Surtees finish the race in 2nd place and win the World Championship. Model by BRUMM 1/43 |
1964 156 Aero F1: Used during the 1963-64 F1 seasons, the 156 Aero had a Mauro Forghieri re-designed semi-monocoque chassis in which the 1.5L V6 was a partly stressed member. The lightweight car and increased power from the engine allowed Ferrari to be competitive in 1963, but by 1964 the Brits had caught up and Bandini's win at Austria the only F1 win using the 156 in 1964. Model by BRUMM 1/43 |
 |
 |
 |
 |
| 1964 158 F1 (German GP, 1964 - WINNER: The 1964 German GP was the sixth round of the 1964 F1 season. It was run on the Nurburgring and the race was 15 laps over the "Green Hell". John Surtees took pole in his Ferrari and led the race from start to finish in a masterful drive over the challenging circuit. Graham Hill finished 2nd and Surtees teammate Lorenzo Bandini was 3rd. Model by HISTORIC REPLICARS 1/43 |
1964 158 F1 (German GP, 1964 - WINNER: His second place finish at the German GP increased Hills lead in the F1 World Championship. However, with another win to come on the Italian GP, by the final race in Mexico, Surtees had a shot at the title. Finishing second in that race, John Surtees won the World Championship in 1964 by one point over Hill and Ferrari won the Manufacturers title. Model by HISTORIC REPLICARS 1/43 |
 |
 |
 |
 |
| 1966 246 F1-66: For the opening rounds of the 1966 F1 season, the 246 F1-66 replaced the 512 F1 used in part of the 1965 season until the new 312 was ready. The 246 used a larger 2.4L V6 engine than the 1.5L in the 512. Lorenzo Bandini drove this car to a second place finish at Monaco to start off the 1966 F1 season. He took third at the next race at Belgium before the he took over the 312 F1 as principal team driver. The 246 F1-66 was raced only twice more during the 1966 with no finishing results. Model by EDICOLA 1/43 |
1966 312/66: John Surtees left Ferrari following a dispute after winning the Belgian GP in a 312/66. His departure brought Mike Parkes into the team to join Lorenzo Bandini and Ludovico Scarfiotti. The 312/66 used the 3.0L V12 that was the basis for many Ferrari formula and sports cars over the coming years, although the engine was rather heavy. It shone on high speed tracks and Scarfiotti won the Italian GP in 1966 in this car, the first Italian driver to win their home GP in 15 years! Model by HOT WHEELS 1/43 |
1967 312 F1-67: Chris Amon finished 3rd at the German GP run on the Nurburgring in 1967. While the 312 was improved from the prior season, it was a bad year for the Italiam team. Bandini died as a result of injuries suffered at Monaco. Mike Parkes had a bad crash at Belgium, which ended his racing career. There were no wins for Ferrari in 1967 and the new Ford Cosworth DFV engine would dominate F1 racing for the next 15 years. Model by ALTAYA 1/43 |
1968 312 F1-68: Jacky Ickx added a bright spot to the lack luster 1968 season, by winning the French GP in this car.Aerodynamic aids had found their way into F1 and Ferrari struggled to keep up. Both his F1 team and sportcars were struggling. To raise capital for much needed development, Ferrri sold a 50% share of his road car business to Fiat. The French win was to be the only highlight of the 1968 F1 season for Ferrari, the team finish 4th in the Constructors Championship. Model by Altaya 1/43 |
 |
 |
 |
 |
| 1970 312B: Ferrari developed a new 3.0L flat-12 engine for 1970, which produced 445 bhp and powered the new 312B. This horizontal "boxer" layout allowed for a very low center of gravity while allowing a clear airflow beneath the rear wing. Clay Regazoni and Jackie Ickx were the teams main drivers. Ickx won three races and Reggazoni won one, the all important Italian GP.Ickx won the Austrian GP in this car. Model by IXO 1/43 |
1971-72 312B2: For 1971 the cars were modified and re-designated 312B2 and used through 1972. New slightly more wedge shaped bodywork and a reconfigured rear suspension were the main changes. This car was driven by Jackie Ickx to victory at the 1971 Dutch GP. Despite setting several pole positions, the team could not overcome the dominant Tyrrell Fords. Model by IXO 1/43 |
1974 312B3: In 1974, Ferrari hired Niki Lauda and Clay Regazzoni from BRM to help rebuild their struggling F1 team after Ickx's departure. The 312B3 held promise with Lauda on pole 9 times, but poor handling resulted in only 3 wins between the two drivers. Regazzoni winning one race, and finishing on the podium enough times, was tied for the championship with Fittipaldi going into the last race. Handling gremlins in that race (USGP) caused Regazzoni to lose the championship by only 3 points.Laude won the Dutch GP in this car. Model by HOT WHEELS 1/43 |
 |
 |
 |
 |
| 1975 312T (WORLD DRIVERS CHAMPION - 1975): When it became apparent to Ferrari that they could not solve the handling problems of the 312B3, in 1974 Mauro Forghieri began development on the 312T. The 312T in its different variations scored 27 wins, 4 Constructors Championships and 3 Drivers Championship between 1975-1980. Niki Lauda scored two of his three World Championships in a 1975 312T (1975 & 1977). Model by PAULS MODEL ART 1/18 |
1975 312T (WORLD DRIVERS CHAMPION - 1975): The 312T is powered by a 3000cc Flat-12 producing 510bhp. The T in the name stood for 'transverse', as the gearbox was mounted in this way, improving the car's handling characteristics, helped by the lightweight aluminium monocoque chassis. Lauda was able to overcome life threatening burns suffered in a 1976 crash, where he not only came back that season to narrowly lose the championship, but to dominate F1 in 1977. LOOKSMART 1/43. |
1975 312T (Italian GP, 1975 - WINNER): Clay Regazzoni scored a win with a 312T at the 1975 Italian GP. Clay won four F1 races for the team over the 1974-76 seasons. He went on to race F1 for Ensign, Shadow and Williams before an accident in 1980 and his subsequent paralyzation ended his F1, but not his racing career. Regazzoni has demonstrated extreme bravery in showing that adversity can be overcome and he is a great racing hero! Model by QUARTZO 1/43 |
1976 312T2 (WORLD DRIVERS CHAMPION - 1975): Signed limited edition (#55 of 500) by Niki Lauda in his 1976 F1 season 312T2 carrying #1 after winning the 1975 World Drivers Championship. Model by FUJIMI 1/43 |
 |
 |
 |
 |
| 1976 312T2 (WORLD CONSTRUCTORS CHAMPION - 1976): Niki Lauda performed one of the bravest acts in all sport when he came back from a horrific crash and nearly burning to death at the German GP, to race again six weeks later. Lauda conceded the title by just a single point to James Hunt, but the 312T2's superiority helped Ferrari win its second consecutive constructor's title. The 312T2 dominated F1 in the 1976 season. Model by QUARTZO 1/43 |
1976 312T2 (WORLD CONSTRUCTORS CHAMPION - 1976): Model by HOT WHEELS 1/18 |
1977 312T2 (WORLD DRIVERS CHAMPION - 1977): Niki Lauda won his second World Championship in 1977. Narrowly losing the 1976 Championship to James Hunt despite his bad accident and severe burns, Lauda put the Ferrari on the podium 10 times and 3 wins during the season. No matter how good he was, his time at Ferrari was over, replaced by Giles Villeneuve. Model by HOT WHEELS 1/43 |
 |
 |
 |
| 1978 312T3: Gilles Villeneuve joined Carlos Reutemann in the Ferrari team for 1978 and the team produced the 312T3 for the third race of the season. The T3 featured a new monocoque chassis and suspension setup, but kept the same flat 12 engine as had been used since 1970, now producing 515 bhp. Reutemann won four races and Villeneuve won the final race of the season at his home Grand Prix in Canada. It was the first Formula One race for one of the most popular drivers in F1. Model by ONYX 1/43 |
1979 312T4 (WORLD CHAMPION & CONSTRUCTORS CHAMPION - 1979): The 312T4 was Ferrari's first ground effects car and was based on the 312T3. Drivers Gilles Villeneuve and Jody Scheckter produced six wins and produced Ferrari its fourth constructors' championship in 5 seasons and Scheckter his only drivers' championship. He won the Monaco, Belgian and Italian GP's in this car. The width of the 515 bhp flat-12 Ferrari engine limited the amount of ground effects that could be employd for the 312T4 and subsequently the T5 & T6. Model by HOT WHEELS 1/43 |
1980 312T5: The 312T5 was the end of the line for the Ferrari 312 F1 cars based on the powerful and reliable flat-12 "Boxer" engine which had first appeared in 1974 in the 312B3 and brought Ferrari four Constructors' and three Drivers' Championships. By 1980, the fastest of the F1 cars were using advance aerodynamics which Ferrari could not incorporate due to the wide 312 engine. The car was too slow and heavy to be competitive and despite their effort and skill, neither Gilles Villeneuve or Jody Schecktor could do much with the car. For the first time since 1973, Ferrrai did not win a F1 race. This is Villeneuve's car from 1980, his best finish was 5th at his home Canadian GP. Model by ALTAYA 1/43 |
 |
 |
 |
| 1981 F126CK: The 126CK was Ferrari's first attempt at a a turbo-charged F1 car. It was designed by Mauro Forghieri and Harvey Postlethwaite to replace the 312T chassis. While Gilles Villeneuve preferred it, he suffered through early problems with the turbo engine but he did score back to back victories in Monaco and Spain, but reliability issue resulted in several retirements during the season. This is the Monaco winner of Villenuve's, where he showed his skill by winning with an ill-handling car. Model by HOT WHEELS 1/43 |
1982 F126C2: Smaller and nimbler, the 126C2 handled far better than its predecessor. Ferrari fielded two F126C2's in 1982 for Gilles Villeneuve and Didier Pironi. In the San Marino GP, against team orders, Pironi passed Villenuve for 1st place and denied Villeneuve a win. Two weeks later, Villenuve died in a crash practicing for the Belgian GP. Powered by a 1.5L V-6 with two turbochargers, horsepower was quoted at 540, 25 more than Ferrari’s most-powerful flat-12. Model by IXO 1/43 |
1983 F126C2/B: Patrick Tambay and Rene Arnoux each set pole position four times during the 1983 F1 season, with Arnoux winning three races and Tambay one at San Moreno in this car. Their twelve podium finishes handed Ferrari the Constructors Championship for the second consecutive season. The 126C2/B was a continuation of the successful 126C2, Mandatory flat bottoms to reduce ground effects where overcome by increasing engine boost to produce as much as 800 bhp during qualifying. It was the fastest F1 car in 1983, but unreliability cost the two drivers a shot at the championship. Model by ALTAYA 1/43 |
 |
 |
 |
 |
| 1985 156-85: Designed by Mauro Forghieri and Harvey Postlethwaite, the 156-85 took Michele Alboreto to second place in the 1985 World Drivers Championship in Formula 1. Alboreto scored wins at both the Canadian and German GP's, finishing in 2nd place in four races and 3rd twice. The car was fast and dependable in the early part of the season, but suffered from reliability problems as the season wore on. Alboreto DNF'd the last four races, which may have cost him the Championship. the 156-85 was powered by a 1.5L V-6 turbo engine and was succeeded by the F1/86 in 1986. Model by ALTAYA 1/43 |
1987 F1-87: Ferrari brough Gerhard Berger to the Formula 1 team in 1987, to drive alongside Michele Alboreto in the newly designed F1/87. Ferrari had lured John Barnard away from McLaren after a very succesful run there, helping Gustav Brunner design the car. The 1.5L V-6 Turbo powered car showed some signs of promise early in the season, but was unreliable in most races during the 1987 F1 season. Berger did win the last two races of the season at Japan and Australia, along with three pole positions. 1988 was to be a better season for both drivers as the F1/87C proved to be much more competitive. Model by ALTAYA 1/43 |
1988 F1-87/88C: Gerhard Berger placed 3rd in the World Drivers Championship in 1988, driving a much improved car his second season with Ferrari. He and teammate Michele Alboreto drove the fastest cars on the F1 circuit in 1988, but heavy fuel consumption usually resulted in the drivers having to back-off in order to finish a race. Powered by an uprated version of the 1.5 V-6 turbo engine, new front and rear wings helped it with its top end speed. Berger did the fastest F1 speed at Germany, clocked at 204 mph, compared to McLaren's (Senna) best of 199 mph. Their best finish was a 1-2 placing at Portugal, with Berger taking 5 podium finishes and Alboreto with 3. Model by ALTAYA 1/43 |
1989 640/F189C: Nigel Mansell joined Ferrari in 1989, to drive the new 640, the first F1 car to feature a semi-automatic gearbox. Designer John Barnard envisioned the semi-automatic box as a way forward in racing by the driver not having to take their hands of the steering wheel. In a few years, it would become the norm in F1 (and other forms of racing). In 1989 however, it still was unreliable costing the Ferrari team of Mansell and Berger DNF's in several races during the season. Still Mansell won its first race at Brazil and again at Hungary, collecting six podiums during the season. Powered by a 3.5L V12 engine producing 66)bhp, the 640 did not have the fuel consumption problems of its predecessor. Model by VITESSE 1/43 |
 |
 |
|
 |
| 1990 641: Two years after Enzo Ferrari's death in 1988, the Ferrari F1 team was in turmoil, seemingly having lost its focus despite having two excellent drivers. Alain Prost was unable to repeat his 1989 World Championship with McLaren for Ferrari, narrowly losing to Ayrton Senna. He did however drive the 641 to five victories in the 1990 season and Nigel Mansell one. Powered by a 680 hp, V-12, the 641, while not Ferrari's most successful F1 car, is perhaps the best looking of the modern era. Prost made great efforts to bring the Ferrari team together in 1990, only to see it all implode the next season. Model by MATTEL 1/43 |
1991 642/F91: Alain Prost became Ferrari's lead driver with the departure of Nigel Mansell. His second season with Ferrari was his last as the team struggled with the 642 early in the season, awaiting the arrival of the new 643. The 642 was a a development of the team's 641 chassis, using the same 3.5L V12 engine. Prost had worked hard on development of the 641 chassis to be extremely fast and competitive. With 5 wins in 1990, simiular success or better was envisioned for 1991. It was not to be. Despite taking 2nd place at the United States Gran Prix to start the season in this car, even behind the talent of Prost the car was dismal, its successor perhaps worse. Model by ROSSO 1/43 |
1991 643: The 643 was introduced mid-way through the 1991 F1 season. It replaced the 642/F1-91, but proved to be as unreliable, or worse than the car it succeeded. Jean Alesi drove this car, along with Alain Prost during the second half of the 1991 season. Alesi replaced Nigel Mansell who had left the team for Williams. Alesi was unable to do better than two 3rd place finishes (Germany & Portugal) , Prost claimed 4 podium finishes, including two 2nd place finishes at France and Spain. As usual, inter-team politics and fighting contributed to the lack of success with the 643. Prost was fired at the end of the season after claiming "a truck would be easier to drive". Model by ONYX 1/43 |
 |
 |
 |
 |
| 1992 F92A: Ivan Capelli joined Jean Alesi at Ferrari for the 1992 season. The Ferrari team was at a very low ebb after 1991 and the sacking of Alain Prost. Unfortunately, Ferrar's fortunes were not to turn around during the 1992 F1 season. The team struggled with the F92A during the first eleven races of the season, with Alesi only managing two podiums, before the upgraded F92T was introduced later in the season. His best finish being 5th at Brazil, poor Capelli had 10 DNF's during the season saying "the F92A was the worst F1 car he raced in his career." He was sacked by Ferrari before the last two races of the season, his F1 career ended early the next season at Jordan. Model by ONYX 1/43 |
1993 F93: The F93 was the 40th different formula car built by Ferrari and is also notable for being the first Ferrari F1 car to try active suspension. 1993 would prove to be another difficult year for Ferrari as the team struggled with suspension issues and the car being under-powered (despite the reported 745 hp) when it was running. Gerhard Berger had returned to the team as the No. 1 driver, but it was Jean Alesi who had the best finish with a 2nd at the Italian GP at Monza in this car. The F412T would debut the following year and start a reversal of Ferrari's F1 misfortunes. Model by HOT WHEELS 1/43 |
1994 412 T1B: The 412T cars were used by Ferrari in the 1994 & 95 F1 seasons. The car was powered by a 3.5L V12 engine, with a transverse gearbox for better rear-end weight distribution. This car put Ferrari back on the right track in F1. Gerhard Berger and Jean Alesi were the team drivers in both '94 and '95. Alesi drove this car to a second place finish at the British GP in 1994. He and Berger would be replaced in 1996 by a duo named Schumacher and Irvine. Model By HOT WHEELS 1/43 |
1995 412 T2: This is the 412 T2 of Jean Alesi, redesigned for the 1995 season due to regulation changes. The 412 T2 featured a 3.0L V12 engine with transverse gearbox. It was a step ahead of the previous season, but the best Jean Alesi could do was a first place finish in Canada. He did place second four times and team mate Gerhard Berger had six 3rd places finishes, giving Ferrari 3rd place in the Constructor's Championship. Both Alesi and Berger left Ferrari at the end of the 1995 season for Benneton, being replaced by Michael Schumacher and Eddie Irvine. Better days were ahead for Ferrari. Model by MINICHAMPS 1/43 |
 |
 |
 |
 |
| 1996 F310: Eddie Irvine and Michael Schumacher were the team drivers for Ferrari in 1996, driving the The F310 and its successor the F310B to eight Grands Prix wins, 22 podiums and 7 pole positions. In the '96 season, both Schumacher and Irvine's first with Ferrari, Schumacher was the much more dominant driver of the two with 3 wins; including a very popular one at Monza. Schumacher finished third in the F1 World Drivers' Championship in 1996 and helped Ferrari to second place in the Constructors' Championship. Schumacher is credited with helping turn Ferrari's F1 foortunes around. This car was notable as being the first Ferrari F1 car to use the then more conventional V10 engine format. Model By IXO 1/43 |
1997 F310B: Michael Schumacher and Jacque Villeneuve contended for the World Driver's Championship in 1997. Schumacher would fight Villeneuve to the last race in Jerez, having won 5 races in the 310B. With a one point lead in the Championship, Schumacher tried an illegal move to block Villeneuve; instead crashing out of the races and handing the Championship to his rival. His team mate Eddie Irvine struggled during the season. Not so much with the 310B which was a development of the previous seasons car, but his aggressive driving style. Pictured here, Irvine awaits his turn to go out and qualify. Model by MINICHAMPS 1/43 |
1998 F300: The F300 was powered by the same 3.0L V10 engine that had successfully powered its predessors the previous two seasons. The new car had a narrower track mandated by F1 regulations for 1998. Despite not being as aerodynamic as the McLaren MP4/12, Michael Schumacher battled his way to second place in the world championship behind Mika Häkkinen with six wins for Ferrari. Eddie Irvine had a good season as well, finishing on the podium eight times and fourth in the Drivers Championship. Ferrari was second in the Constructors Championship in 1998. Signs of better days to come. Model by IXO 1/43 |
1999 F399 (CONSTRUCTORS CHAMPION): Michael Schumacher and Eddie Irvine brought Ferrari the Constructors Championship in 1999. It was also Irvine's best season in F1 as he won four races, taking the Drivers' Championship to the last race in which he finished third. The F399 scored six wins for Ferrari and numerous podium finishes that season. It was powered by a 3.0 V10 engine and was nearly identical to its predecessor, the F300. This is Irvine's car from his last season at Ferrari. Model by HOT WHEELS 1/43 |
 |
 |
 |
 |
| 2000 Ferrari F1-2000: For the 2000 F1 season, Ferrari built a new car based on the F300 & F399, with a new wider block V-10 engine. Rubens Barrichello joined Michael Schumacher in the team and between them, won the second consecutive Constructors Championship for Ferrari. For Schumacher, he would win his third Drivers Championship in 2000 and Ferrari would have a World Champion driver for the first time in twenty-one years. Barrichello, while not Schumachers equal, was very fast. He won in Germany and achieved nine podium finishes in this car during the 2000 season; including three Ferrari 1-2 finishes. Model by HOT WHEELS 1/43 |
2002-03 F2002: One of the most successful F1 cars of all time, the F2002 won 16 or 20 races in the 2002-2003 seasons. Powered by a lighter, more compact and fuel efficient 3.0L V10 engine which had a very low centre of gravity, the F2002 had excellent handling. Michael Schumacher won the World Championship drivers title with team mate Ruebens Barrichello second in the points and Ferrari took home another Constructor's Championship for the prancing horse of Maranello. Model by HOT WHEELS 1/43 |
2004 F2004: Ferrari has had many great F1 champions through the years. None have rivaled the success of Michael Schumacher with his 7 titles and one of his greatest in the F2004. Extremely fast and amazingly reliable, the F2004 is considered the pinnacle of the modern V10-era Formula One car, winning 15 out of 18 races, and scoring 12 pole positions. The F2004 is the fiftieth car built by Ferrari to compete in the Formula 1 World Championship. Model by SCALEXTRIC 1/32 |
2005 F2005: The difference a season makes! After 6 straight seasons of Ferrari winning the constructors championship, and five straight drivers championships, the F2005 was not a successful car, and Ferrari scored their lowest result in the constructors since 1995. The general consensus was that it was due to the Bridgestone tires the team used, which were poor in comparison to the Michelin tires that were used by the majority of teams. The only win was at the USGP. Model by HOT WHEELS 1/43 |
 |
 |
 |
 |
| 2007 F2007: Raikkonen had 12 podium finishes (six wins) during the season, while teammate Felipe Massa had 10 podiums (3 wins). At the Monaco Grand Prix, Ferrari changed the colour of their cars from Marlboro (light) red to a slightly darker and more metallic red for the rest of the season. Model by ALTAYA/IXO 1/43 |
2007 F2007: WORLD DRIVERS CHAMPION & F1 CONSTRUCTORS CHAMPION 2007: Kimi Raikkonen brought the Constructors Championship back to Ferrari in 2007 and won his first World F1 Drivers Championship that season. Powered by a Ferrari 056 2.4L normally aspirated V8 producing 800 hp, its power is applied via a 7-speed transverse "Quick Shift" gearbox ". The F2007 replaced the Ferrari 248 F1 and Raikkonen joined the team after Michael Schumacher's retirement. Model by HOT WHEELS 1/18 1/32 |
 |
 |
 |
 |
| 2010 F10: Fernando Alonso was the principal driver for Ferrari until 2013, finishing 2nd in the Drivers Championshipin 2010, 2012 and 2013. Ferrari was unable to overcome the Red Bull Team's superiority over F1 and the driving of Sebastian Vettel. For 2010, Ferrari used the F10 chassis and Alonso calimed it the best F1 car he had driven. Alonso set two poles, had five fastest laps and five victories in 2010. Ferrari was second in the Constructors Championship. Model by SCALEXTRIC 1/32 |
Ferrari One-Two Victory 2010: This set celebrates the 80th F1 One-Two Victory for Ferrari on the 14th of March 2010 at the Bahrain Grand Prix with Fernando Alonso (1st) and Felipe Massa driving (2nd). It was a feat Ferrari would perform once more in the 2010 season with the same finish results at the German GP. As of the early part of the 2015 season, Ferrari has failed to produce another 1-2 finish in F1. Model by HOT WHEELS 1/43 |
2010 F10: Felipe Massa joined Ferrari in 2006 after having been its principal test driver since 2003. He had five podium finishes in the F10 in 2010. He left Ferrari in 2014 for Williams, as the team could not reverse its downward slide from the 2010 campaign. The F10 was the 56th F1 car developed by Ferrari. The engine was designated F56, a 2.4L naturally aspirated V8 which produces 800 horsepower. Model by HOT WHEELS 1/43 |
2011 150 Italia: The car's chassis designation has been chosen to celebrate the 150th anniversary of Italy's unification. The team's cars driven by former World Champion Fernando Alonso and Felipe Massa were hampered early in the 2011 season by slow qualifying times and the resulting poor grid positions left them uncompetitive in the races. Midway through the season, the cars began to be competitive and by season end, Alonso was able to have several podiuum finishes and Ferrari ended 3rd in the Constructors Championship, with Alonso 4th in the Drivers Championship with Massa 6th. Alonso won one race in the 2011 season at the British GP in this car. Model by HOT WHEELS 1/43 |
 |
 |
 |
| 2020 SF1000 (Tuscan GP): Amidst the Covid 19 pandemic, the 2020 F1 season was a tough one and it was especially tough at Ferrari, with the best result from its two drivers Sebastian Vettel and Charles Leclerc three podiums between them, but no wins. The SF1000 was down on power from its predecessor the SF90. It would have been a great year for celebration, as it was Ferrari's 70th year in F1 and its 1000th Grand Prix. That came at the Tuscan GP, where the cars were painted burgundy in a nod to the first Ferrari race car, the 125S. This is Vettel's car from that race, where he could only manage 10th place and Leclerc 8th. Model by BURAGO 1/43 |
2020 SF1000 (Tuscan GP): Following Ferrari's surge in power and straight line speed in the latter half of the 2019 F1 season, the FIA launched an investigation as to whether the fuel flow sensor was being by-passed. Although the conclusion was that Ferrari had not done anything illegal, the FIA mandated a second sensor for 2020. The Ferrari 1.6L V8 engine was immediately down on power (65 bhp) from the prior year with this change. In 2019 Ferrari had taken a number of pole positions, twenty podium finishes and three wins among its two drivers. Ferrari placed 2nd in the Constructors Championship. In 2020 as a result of its reduced engine power, Ferrari dropped to 10th in the Constructor's Championship. Model by BURAGO 1/43 |
70 YEARS OF F1: Seventy continuous years of participating in F1 seasons is a remarkable achievement. While Ferrari has had its up and down years, there have been more good years than bad. Unfortunately the 1,000 F1 start and 70th anniversary year were not the best for Ferrari, but did highlight the incredible legacy of the Scuderia. Some of the sport's greatest names have been behind the wheel of a F1 Ferrari.
Over the seven decades in F1, Ferrari scored 16 Constructor's Championships, 15 World Drivers Championships, 230 pole positions and 237 victories in F1. Here, an early 125 which Ferrari used from 1948-1950, sits next to the SF1000. Quite a history over the years between those cars! Model by FDS & BURAGO 1/43 |
 |
 |
 |
|
To view other parts of our Ferrari collection take these links to the Ferrari Racing & Prototype Cars of the 1950's, 1960's, 1970's, 1980's to Present,
as well as the GP & F1 Cars and the ProductionSports Cars parts of our Ferrari collection.
THE SIGNATURE PROJECT & RACING DIORAMAS
THE TRIPLE CROWN OF ENDURANCE RACES:
THE 24 HOURS of LE MANS 1923-2020
THE 12 Hours of SEBRING WINNERS
THE 24 HOURS of DAYTONA WINNERS
GREAT AUTOMOTIVE MAKES & RACING TEAMS:
ABARTH
ALFA ROMEO
ASTON MARTIN
AUDI
AUSTIN HEALEY & HEALEY
BMW
CHAPARRAL
CHEVROLET & GM POWER
CUNNINGHAM EQUIPE
DATSUN/NISSAN
ECURIE ECOSSE
FORD POWER: GT40's, MUSTANGS, MIRAGE & MORE
SHELBY -FORD'S: COBRAS, DAYTONAS, GT40's & MUSTANGS
GROUP 44, Inc.
LANCIA
LOLA SPORTS CARS
LOTUS
McLAREN
MASERATI
MERCEDES BENZ
MG CARS
TOYOTA
TRIUMPH
MISC. RACING AND PRODUCTION CARS BY COUNTRY OF ORIGIN
AMERICAN, ASIAN, AUSTRALIAN
BRITISH
FRENCH
GERMAN & SWEDISH
ITALIAN & SPANISH
LAND SPEED RECORD CARS
VETERAN, CLASSIC & SPECIAL INTEREST CARS
DRIVER TRIBUTES:
THE OLD IRISH RACING HALL OF FAME
JUAN MANUEL FANGIO TRIBUTE
STIRLING MOSS TRIBUTE
WORLD DRIVER & CONSTRUCTORS CHAMPIONS 1950 - 1985
For copies of images, questions or comments about the collection to: OLD IRISH RACING
Back to: OLD IRISH RACING MODELS INDEX Home Page
Back to: OLD IRISH RACING Home Page Legal stuff: Content and images on this website are the property and content of Old Irish Racing and may not be used without permission. Old Irish Racing is not affiliated with, or represent any other entity. All pages on this website Copyright-Old Irish Racing 2022
PLEASE NOTE: From 1968 into the 1990's tobacco companies sponsored many significant race cars. We don't promote tobacco use, rather we stronly discourage it. However, we do promote historical accuracy, Old Irish Racing chooses
to display models in our collection as historically accurate as possible. While seeing a tobacco advert on a car gives me no more desire to go smoke than seeing a car makes me want to go
suck on its exhaust pipe. If tobacco (or alcohol) adverts on race cars offend you, please go look at nice pictures of bunnies and kittens on another site. Thank you!
This is a private collection, pieces are not for sale!