Statistically, Formula One racing (started as Formula A) began in 1950, when FIA (Fédération Internationale de l'Automobile) announced plans for a World Championship. Still, if we look closer, we can identify the origins of the competition in the late 1890’s, within the roads of France.

At that time, racers underwent plenty of problems that nowadays F1 fans can’t even imagine. Any racing car had at least two or three people in it: the driver himself and one or two mechanics. And that was because a single race lasted for about… 1200 kilometers. Plus, the cars had no reliability whatsoever.

The first race took place in 1895, when Emile Levassor took the Paris – Bordeaux (both ways, summing 1200 kilometers) race in 48 hours. Four years later, his compatriot Fernand Charron, ended the same race in 1st position, with an average speed of 48.11 km / h.

The first “Grand Prix” in the history of road racing happened in 1901 (French Grand Prix at Le Mans). Winner: Hungarian Ferencz Szisz, on a Renault, after driving for more than 700 km on101.38 km/h. Seven years later, road racing added one crucial innovation: the pits. Cars would now stop by the side of the track and change tires. Christian Lauteschalnger changed no less than 10 tires during his win at Dieppe, in 1908.

The year 1914 also brought a series of changes into road racing. The pits were able to signal their driver during the race. Still, that was to be one of the last years before World War One when road racing would be held in Europe. After racing in the United States, road racing came back to Europe in 1920, at Le Mans. Famous driver (future Ferrari manager) Enzo Ferrari was to come second into the race.

In 1923, Fiat introduced the supercharger for the first time. The 30’s started with the legendary Tazio Nuvolari taking impressive wins at Monza and Monaco. The latter came in 1933, when starting grid positions were introduced. The end of the 30’s was dominated by German cars (especially Auto Union / AUDI and Mercedes-Benz) who introduced aerodynamics into the equation.

Soon after World War Two was over, the basic rules of road racing suffered a few important changes. First, there were to be 2 types of cars (1500cc supercharged and 4500cc unsupercharged). Second, the total distance of a race would be 300 kilometers (from 500 km). Third, road racing was given a name by the Automobilist International Federation (FIA): Formula A. Juan Manuel Fangio was the first man to win a “International Formula One” race, on April 10th 1950. He drove a Maserati to victory in the Pau Grand Prix.

Silverstone was to become the place where F1 World Championship was born (with the British Grand Prix being the first sanctioned championship race). Giuseppe Farina drove his Alfa Romeo 158 to victory at Silverstone and went on to win the title (taking 3 more wins in Belgium, Switzerland and Italy. He beat rival Juan Miguel Fangio by only 3 points in the overall classification. The Argentine would win the championship the following season.

Still, Fangio would be the one to institutionalize his personal domination into the world of Formula 1. Following Alberto Ascari’s two consecutive titles in 1952 and 1953, the Argentine won 4 titles in a row between 1954 and 1957. The year 1956 was to become crucial for Fangio, whose future in racing seemed uncertain after Mercedes’ retirement from road racing (because of the Le Mans 24 Hour Race’ accident – 85 people died). Still, the South American moved to Ferrari and gave the Italian Manufacturer the chance to win another title in Formula One.



AG6GCM - Juan Manuel Fangio's winning car

Engine: Front engined 6-cylinder in line
Bore & Stroke: 72.6 X 80 mm ('51-'52), 75 X 75 mm ('52), 76.2 X 72 mm ('53)
Cubic Capacity: 1987cc ('51 - '52), 1988.1cc ('52), 1959.5cc ('53)
Compression Ratio: 13.5:1 ('51 - '52), 12:1 ('53)
Distribution: DOHC with 2 Valves per cylinder
Induction System: Normally aspired with No 3 Weber 38DCO3 (40DCO3) carburetors
Power Output: 160bhp @ 650rpm ('51 - '52), 180 bhp @ 7300rpm ('52), 197 bhp @ 8000 rpm ('53)
Ignition: Single with Marelli ST25DAS magneto ('51 - '52) / Double with Marelli ST25DAS magnetos ('52 - '53)
Lubrication: Forced by pressure and scavenger pumps
Cooling: Water cooled forced by centrifugal pump
Gearbox & Clutch: 4-speed and reverse - dry multiplate
Transmission: Rear wheel drive
Chassis: Tubular structure with longitudinal and cross members
Front Suspension: Independent with coil springs and Houdaille hydraulic shock absorbers
Rear Suspension: Rigis axle with longitudinal leaf springs and Houdaille hydraulic shock absorbers
Steering: Rack and Pinion
Brakes: Hydraulically operated drum brakes
Wheels: Wire wheels 4.00 X 15 ('51 - '52), 5.00 X 16 ('53)
Tyres: Pirelli. Front 5.00 X 15 and 5.50 X 15 ('51 - '52), 5.25 X 16 ('53). Rear 6.00 X 15 and 6.50 x 15 ('51 - '52), 6.50 X 16 ('53)
Wheelbase: 2280 mm ('51 - '52), 2310 mm ('53)
Wheel track: Front 1278 mm ('51 - '52), 1225 mm ('53). Rear 1200 mm ('51 - '52), 1160 mm ('53)
Dry Weight: 550 - 560 kg ('51 - '52), 570 kg ('53)
Bodywork: Single seater in aluminum (Mercato Fantuzzi)
Maximum speed: 250 km/h or 156 mph



The 50’s were marked by another important event. Stirling Moss was to become the first British driver to win in Great Britain, on home soil (Aintree, 1955), driving a Vanwall VW5. Three seasons later, British drivers were about to start what was later known as “the British Era”. Mike Hawthorn started it all, when he won the Championship in 1958 on a Ferrari 246 and gave Great Britain its first F1 champion. The British then conquered 12 consecutive Teams’ titles (1962 – 1973) and 8 Drivers’ titles – through Graham Hill (2), Jim Clark (2), John Surtees and Jackie Stewart (3).

The ‘60s also marked another innovation in the world of Formula One. Cooper team introduced a new revolutionary rear-engine design to give Australian Jack Brabham the chance to win back-to-back titles in 1959 – 1960. Lotus pushed the limit a little bit and introduced new advanced technical details, such as monocoque chassis. Jim Clark would benefit from it the most, winning 2 world titles in 1963 and 1965.

Clark was to set up a new record at the Spa-Francorchamps circuit, winning 4 consecutive races on the difficult venue in Belgium. His excellent skills on wet conditions and his newly improved car were about to guide him into Formula One’s history books. The Briton led every lap of every race he finished in 1965, in his Lotus 33. He was to die in 1968, after crashing into the trees of Hockenheim circuit in a F2 race.

Jackie Stewart was the man to continue Clark’s legacy into the world of Formula One. The Englishman won the 1969 championship in style, on the board of his great Matra MS80. The ‘70s marked another important series of changes inside Formula One. The introduction of “wings” (late ‘60s) became crucial in creating downforce, a better traction and increasing the speed in corners.

Still, implementing the new technology was not to be easy, since the wings were not very stable. Often, they would fall off because of the speed and cause unfortunate accidents. Lotus, the manufacturer that revolutionized the world of Formula One just a less than a decade before, had a perfect season in 1970. Austrian Jochen Rindt won 5 races but was declared champion posthumously, after suffering a tragic accident in Italian GP’s practice, at Monza (Parabolica corner).

Returning to British drivers, Jackie Stewart was to win 2 more championship titles in 1971 and 1973 to mark the end of that impetuous British era. Brazil was becoming a force in Formula One, through Emerson Fittipaldi. The South American, continuing the legacy of Juan Miguel Fangio in the competition, won the 1972 and 1974 titles in style (he was the driver to give McLaren Team its first title in Formula One, 1974).

Ferrari was to capture full control over Formula One the next few years, thanks to its new “fuoriclasse” drivers: Niki Lauda and Clay Regazzoni. The Austrian driver took his first world title in 1975, after taking 9 poles and 5 wins along the way. It was also the season when most drivers’ safety-related concerns were raised, especially because of the Spanish GP incident (a car was practically launched into the crowd, killing 4 F1 fans). Lauda won another world title 2 years later, in 1977.

The Ferrari driver could have made it 3 in a row, if it weren’t for that horrible accident at Nurburgring, in 1976. Coming into the German GP with 6 wins in 9 races, the Austrian driver crashed his car and was very close to losing his life. Despite having suffered several facial burns and inhaling toxic fumes for almost 5 minutes, Lauda made a miraculous return 6 weeks later. It was a bit too late for him, though, since James Hunt was already on his way to his first ever Formula One title.

Again, Lotus was the manufacturer to bring new changes and latest developments into the competition. The year 1978 marks the implementation of “ground effects” into the world of Formula One. The F1 car was now glued on track and speed was now approaching the 300 km/h margin. Mario Andretti was the lucky beneficiary of those new developments, winning the 1978 season in style and giving Lotus another Manufacturers’ title. It was Lotus’ final year of glory. Soon after, Colin Chapman – the man who practically invented the ground effects – died and left Lotus alone on the road to dissolution.

The beginning of the ‘80s was about to mark the end of the ground effects’ era. Taking a special interest into this matter, FIA banned the ground effects from Formula One. Why? Drivers’ skills should count more than technical developments.

1981 – The first Concorde Agreement. The International Federation of Automobile Sport (FISA) and the Formula One Constructors Association (FOCA) were in constant war because of the financial aspects of the F1 industry. Also known as the FISA – FOCA war, this clash had disastrous results on the competition itself: several races were boycotted, Goodyear tyres’ manufacturer threatened to retire from F1 and sport’s popularity started to come down. Therefore, Bernie Ecclestone (FOCA’s chief executive) organized a meeting in the Place de la Concorde (Paris, France) with all parties involved (January 19th, 1981). Although all terms remained confidential, the deal clearly stipulates the terms by which the teams compete in races and the shares from all TV revenues, as well as prize money. Also, in 1981, the right to televise Formula One was granted only to Formula One Promotions and Administration (owned by the same Bernie Ecclestone). The Concorde Agreement was renewed in 1987 and 1992. In 1995, FIA transferred F1’s commercial rights to Formula One Administration for the next 14 years. The agreement was signed by all teams except McLaren, Williams and Tyrrell, unhappy with the conflict of interest (Ecclestone, president of FOCA, negotiated the transfer from FOCA to his own company). They were all about to suffer a great deal the following seasons, since coming against Ecclestone and FIA got them less influence in the sport. The 1998 Concorde Agreement pleased the three teams, and they all signed the new deal. In 2004, several car manufacturers threatened to form a rival series, the Grand Prix Manufacturers’ Association (GPMA) because of Ecclestone’s growing financial influence in the sport. The Englishman paid around 260 million euros to guarantee the continuation of Formula One under its present format. By this moment, the new Concorde Agreement’s extension was signed by 4 teams (Ferrari, Red Bull, Jordan/Midland/Spyker F1 and Williams).

But the revolutionary era was not to end so soon. Just about the same time ground effects were introduced in Formula One, turbocharging made its way into teams’ strategies. Implemented in 1977, the turbocharging system became a decisive component starting from 1983. Nelson Piquet won his second world title on board of a turbocharged BMW, while Porsche’s turbocharged version (TAG – Porsche) came in second, driven by Alain Prost. The following season, McLaren was to monopolize the Formula One calendar, taking 12 wins out of 16 races with their TAG turbo MP4/2 car.

McLaren would take 6 world titles in the following 7 years (1984 – 1991), through Alain Prost (3) and Ayrton Senna (3). The 1988 season was truly the best ever for Team McLaren, whose drivers – Senna and Prost – won 15 of the 16 races in Formula One calendar. The next season, turbocharged engines underwent the same finale as ground effects. They were banned from Formula One in 1989.

The world of Formula One was now ready for its most historical and breathtaking duel in history: Ayrton Senna vs Alain Prost. The Brazilian and the Frenchman agreed, at a certain point in 1988, that it was foolish of them to battle for the first corner of each race, since both cars were approximately the same particularities. Senna broke that pact and undertook Prost in the first corner of Imola and went on to win the race. Prost was fuming. “I no longer wish to have any business with him. I appreciate honesty and he is not honest”, said Prost after the race. This was where it all began.

During the last race of the 1989 season, at Suzuka, Prost and Senna were fighting for the title. Senna needed the win to get in front of his rival in the overall classification and pushed his car to the limit. When trying to undertake Prost in the chicane, both cars collided and went off. Prost retired, but Senna asked for a push start and managed to squeeze the win on the final meters of the race, in front of Alessandro Nannini. Still, the FISA declared Nannini the winner of the race, while also revoking Senna’s superlicense and practically awarding the titles to Prost. “What we see today is the true manipulation of the World Championship”, said Senna in disgust.

Senna took his revenge the following season. Prost moved to Ferrari and found himself in the same situation as Senna a year before. Senna deliberately drove Prost out of the race (he admitted so in 1991) and won the world championship.

The 1991 season marked the implementation of semi-automatic gearbox in Formula One. Team Williams was the first to use that. Despite the obvious advantages over Honda, Senna got 4 wins out of 4 in the start of the season. Nigel Mansell didn’t lose confidence and started to make his comeback in the overall classification little by little. Still, it was again Suzuka that brought Senna his 3rd title in 4 years, after Mansell went off on Lap 10.

It was sweet revenge afterwards for Mansell, who went on to win his first & last Formula One championship the following year, winning 9 of the 16 GPs. He retired at the end of the season, as Frank Williams already found him a proper replacement: Alain Prost. The Frenchman won his 4th world title in career and entered the history books. He was now second in World Titles after legendary Juan Manuel Fangio.

It was the same year FIA decided to make some important changes inside Formula One. Therefore, the International Federation said “good-bye” to active suspension, traction control and automatic car adjustment mechanisms.

There were many tragedies in Formula One, but none of them got the same echo as the one that happened on May the 1st, 1994. Triple champion of the Formula One, Brazilian Ayrton Senna, lost his life during the Italian GP at Imola. The Tamburello corner will forever be remembered as the place where maybe the most gifted drivers in F1 history ended his journey. After 2 other dreadful accidents during the Practice Session (Roland Ratzenberger lost his life and Rubens Barrichello was transported immediately to the hospital after his car crashed into a concrete wall) Ayrton Senna’s car struck the wall at more than 290 km/h in the Tamburello corner. He became the first and only Formula One champion to lose his life during a Grand Prix race.

The 1994 title was eventually won by new German sensation Michael Schumacher, who admitted symbolically awarded it to Senna in the last ceremony of the season.

Schumacher would go on to become the most prolific driver in Formula One’s history. Breaking record after record, the German conquered the 1994 and 1995 titles with Benetton, before stepping down to help Ferrari get back on track. Englishman Damon Hill seized his chance and won the title in 1996, following Ferrari’s reconstruction plans. The 1997 season was marked by an unequal duel between Michael Schumacher and Jacques Villeneuve. Depite driving a much better car, Jacques Villeneuve needed a win in the last race of the season – at Jerez – to become new world champion. And it’s not like Schumacher gave it to him on a silver platter. More, the German tried to pull the same stunt as in 1995 (when he pushed Damon Hill off the track, knowing that he would have probably lost the title if the Englishman would have passed him in the race), but was sanctioned by FIA at the end of the race. Villeneuve managed to stay in the race and won the title, while the Ferrari rider was deducted all points in the current season.

Ron Dennis and his two “knights” – Mika Häkkinen and David Coulthard – started their own domination in Formula one, taking the next 2 seasons by a long shot. Both seasons saw Mika Häkkinen winning the title, while Shumacher was ironically called “the best of the rest”, apart from the 2 McLaren Mercedes drivers.

The 1999 season was the last one Ferrari would be kept in 2nd overall. Starting from 2000 and ending with 2004, Ferrari and Michael Schumacher instituted a smashing “dictatorship” inside Formula One. Schumacher was practically undefeatable and Ferrari won both Manufacturers’ and Team’s titles for 5 seasons in a row. The German was finally defeated in 2005, when Flavio Briattore turned Renault into a winning team once again. Fernando Alonso became one of the youngest F1 champion ever, taking home 2 world titles (2005, 2006) and helping Renault clinch another 2 Manufacturers’ titles. Michael Season announced his retirement from the sport at the end of the season. He was offered a job inside Ferrari’s staff.

The 2006 season was a crucial one in terms of tyres policies. Following FIA’s decision to institute a single-tire manufacturer policy starting 2008 (so that every team will have equal chances in the future), Michelin retired from its race against Bridgestone, arguing that, without competition, there will be no room for progress in Formula One.

For 2009, new changes were brought in by FIA, including the re-introduction of slick tires and the newly-developed Kinetic Energy Recovery System (KERS) technology. Also, some of the F1 teams will be allowed to operate on their power plant in order to bring engine performance to equal standards.


List of Formula One Winners:

2008	Lewis Hamilton	(GBR)	McLaren
2007	Kimi Räikkönen	(FIN)	Ferrari
2006	Fernando Alonso	(ESP)	Renault
2005	Fernando Alonso	(ESP)	Renault
2004	Michael Schumacher	(GER)	Ferrari
2003	Michael Schumacher	(GER)	Ferrari
2002	Michael Schumacher	(GER)	Ferrari
2001	Michael Schumacher	(GER)	Ferrari
2000	Michael Schumacher	(GER)	Ferrari
1999	Mika Häkkinen	(FIN)	McLaren
1998	Mika Häkkinen	(FIN)	McLaren
1997	Jacques Villeneuve	(CAN)	Williams
1996	Damon Hill	(GBR)	Williams
1995	Michael Schumacher	(GER)	Benneton
1994	Michael Schumacher	(GER)	Benneton
1993	Alain Prost	(FRA)	Williams
1992	Nigel Mansell	(GBR)	Williams
1991	Ayrton Senna	(BRA)	McLaren
1990	Ayrton Senna	(BRA)	McLaren
1989	Alain Prost	(FRA)	McLaren
1988	Ayrton Senna	(BRA)	McLaren
1987	Nelson Piquet	(BRA)	Williams
1986	Alain Prost	(FRA)	McLaren
1985	Alain Prost	(FRA)	McLaren
1984	Niki Lauda	(AUT)	McLaren
1983	Nelson Piquet	(BRA)	Brabham
1982	Keke Rosberg	(FIN)	Williams
1981	Nelson Piquet	(BRA)	Brabham
1980	Alan Jones	(AUS)	Williams
1979	Jody Scheckter	(RSA)	Ferrari
1978	Mario Andretti	(USA)	Lotus-Ford
1977	Niki Lauda	(AUT)	Ferrari
1976	James Hunt	(GBR)	McLaren-Ford
1975	Niki Lauda	(AUT)	Ferrari
1974	Emerson Fittipaldi	(BRA)	McLaren-Ford
1973	Jackie Stewart	(GBR)	Tyrell-Ford
1972	Emerson Fittipaldi	(BRA)	Lotus-Ford
1971	Jackie Stewart	(GBR)	Tyrell-Ford
1970	Jochen Rindt	(AUT)	Lotus-Ford
1969	Jackie Stewart	(GBR)	Matra-Ford
1968	Graham Hill	(GBR)	Lotus-Ford
1967	Denny Hulme	(NZE)	Brabham-Repco
1966	Jack Brabham	(AUS)	Brabham-Repco
1965	Jim Clark	(GBR)	Lotus-Climax
1964	John Surtees	(GBR)	Ferrari
1963	Jim Clark	(GBR)	Lotus-Climax
1962	Graham Hill	(GBR)	BRM
1961	Phil Hill	(USA)	Ferrari
1960	Jack Brabham	(AUS)	Cooper-Climax
1959	Jack Brabham	(AUS)	Cooper-Climax
1958	Mike Hawthorn	(GBR)	Ferrari
1957	Juan Manuel Fangio	(ARG)	Maserati
1956	Juan Manuel Fangio	(ARG)	Lancia-Ferrari
1955	Juan Manuel Fangio	(ARG)	Mercedes-Benz
1954	Juan Manuel Fangio	(ARG)	Maserati/Mercedes
1953	Alberto Ascari	(ITA)	Ferrari
1952	Alberto Ascari	(ITA)	Ferrari
1951	Juan Manuel Fangio	(ARG)	Alfa Romeo
1950	Guiseppe Farina	(ITA)	Alfa Romeo