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NPOV

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I'm not really a tifosi but this article is not really NPOV. Ericd 20:10 Mar 24, 2003 (UTC)

What is it, specifically, that you find NPOV? I did a bunch of copyediting. I find that the article is a little too much about Ferrari SpA, and not about Enzo. -- Mikeblas 03:09, 13 January 2006 (UTC)[reply]

The Real Ferrari?

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I think that this particular acticle talks to much about his business than his own life. I realise that he is best known for his work, but, if it is possible to find any, it would be in the article's better interest if they included some more personal items, like Mikeblas said.

SuperDude99 12:55AM, September 30th

Ferrari

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"It was not until after World War II that Ferrari sought to shed his fascist reputation and make cars bearing his name, founding today's Ferrari S.p.A. in 1947." Maybe but the agreement with Alfa forbidden him to build a car bearing his name for ten years. Ericd 21:34, 4 May 2006 (UTC)[reply]

Photo

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Who the heck took down the picture of Enzo? Somebody, put it back up! I would if I could find it! --AyrtonSenna 05:19, 13 July 2006 (UTC)[reply]

1 there it is--Dan027 06:12, 16 September 2006 (UTC)[reply]

Sorry pc problem error

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HEy sorry i was trying to type something about enzo from 1899 to 1988 when i hit CTRL+ ? (?=unknown key) and it all went away but i went online and figured what the key was and then key s jamed and it repeated and i didn't now so i am sorry fellow users. ---MillionBucks93MillionBucks93MillionBucks93---

Sorry pc problem error

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HEy sorry i was trying to type something about enzo from 1899 to 1988 when i hit CTRL+ ? (?=unknown key) and it all went away but i went online and figured what the key was and then key s jamed and it repeated and i didn't now so i am sorry fellow users. 


 Your fellow user,

         ---MillionBucks93

Enzo Ferrari was born on February 18, 1898 near Modena, Italy. When he was 10 his father took him to an automobile race in Bologna. After attending a number of other races, he decided he wanted to become a racing car driver.

While working at a small carmaker involved with converting war surplus, Ferrari took up racing. In 1919 he finished ninth at the Targa Florio. He ended up landing a job with Alfa Romeo and drove a modified production car in the 1920 Targa Florio. Ferrario managed to finish second.

In 1923 while racing at the Circuit of Sivocci at Ravenna he was approached by Count Enrico and Countess Paolina Baracca, the parents of the heroic Italian pilot Francesco Baracca. Francesco was known as the Italian ace of aces. He died on Mount Montello during the war. His parents gave Ferrari their son's squadron badge, which was the famous prancing horse on a yellow shield.

Enzo Ferrari was connected with Alfa Romeo for many years, however, he built only a few sports cars bearing his name and his famous prancing horse badge. In 1929 Enzo formed the Scuderia Ferrari with the aim of organizing racing for members. The Scuderia Ferrari team competed in 22 events and scored 8 victories and several good placings.

In 1940 Enzo Ferrari left Alfa Romeo and started a new company Auto-Avio Costruzioni Ferrari. During World War II the Ferrari workshop moved from Modena to Maranello. The workshop became a victim of the war in 1944 - it was leveled by bombs. A year after the war in 1946 the shop was rebuilt and work began on the first ever Ferrari motorcar, the 125 Sport. This car started a grand tradition of winning for Ferrari. Since it's first race in 1947, Ferrari's have had over 5,000 successes on race tracks around the globe.

In 1969 Enzo Ferrari sold 50% of Ferrari's share capital to the Fiat group. That figure grew to 90% in 1988. Enzo Ferrari died at the age of 90 in Modena on August 14, 1988.




ABOUT ENZO...


HIS YOUTH :

Enzo Anselmo Ferrari was born on February 18th 1898 in Modena. His father was the owner of a metal shop and he was one of the first persons in the area who had a car. He had hoped that his son would earn a degree in engineering, but once Enzo had finished his studies, he wound up as an instructor in a turner's school in Modena. Later he supervised trainees in a shell factory set up inside the local firehouse, but his passion remained the racing car. Enzo saw his first race when he was 10 years old. This race was the Targa Bologna held on September 7th 1908 and Enzo was very fascinated by the cars and by the 'heroes', like Vincenzo Lancia and Felice Nazzaro. Nazzaro won this race in his Fiat with an average speed of more than 119 km/h.

Enzo and his brother Alfredo in 1904 

Enzo when he was 15 years old


When Enzo was 16 years old, Italy entered the war and he had to spent that time sitting on the back of a mule. During the war his father died (pneumonia) and soon also his brother Alfredo (injury). Enzo became ill and had to leave the army. His colonel gave him a letter of recommendation and Enzo went to Fiat. He wasn't happy at all, but during this period he made a lot of friends. One of them was Ugo Sivocci and they both went to CMN*1, a small racing company in Milan. The year was 1919.

  • 1 CMN : Costruzione Meccaniche Nazionali or Compagnia Meccanica Nazionale.


Go to his Racing Career


ENZO'S LIFE BETWEEN 1929 AND 1988 :

In 1929 he founded the Scuderia Ferrari in Modena, with the prime purpose of organising racing for its members. That was the start of an intensive involvement in motor racing which led to the creation of an official team and ultimately transformed the Scuderia into an engineering-racing division of Alfa Romeo, taking over the racing function entirely in 1933. In 1940 the Scuderia abandoned the Alfa Romeo connection and transformed itself into an independent company "Auto Avio Costruzioni Ferrari" which worked for the national aviation company in Rome, for Piaggio and for RIV.

In 1943, during World War II, the Ferrari workshop moved from Modena to Maranello and began making powered grinding machines for ball bearings. The workshop was bombed out in 1944 and rebuilt in 1946 the year in which it started designing and building the very first Ferrari. In 1960 the business was turned into a joint stock company in which FIAT became a 50-50 partner in 1969. (FIAT became the majority shareholder in 1988).


In 1963 Enzo Ferrari built his Istituto Professionale per l'Industria e l'Artgianato, a training school in Maranello. In 1972 he built the Fiorano test track. Enzo Ferrari was given the Italian award of Cavaliere for sporting merit in 1924 and went on to receive further honours from the nation: Commendatore in 1927, Cavaliere del Lavoro in 1952. In 1960 he received an honorary degree in mechanical engineering from Bologna University. In 1988 Modena University gave him in Physics. He was awarded the Hammerskjold Prize by the UN in 1962, the Columbus Prize in 1965, the Gold Medal from the Italian School of Art and Culture in 1970, the De Gasperi Award in 1987.

Under his leadership (1947-88) Ferrari won over 5,000 races all over the world and earned 25 world titles.

Enzo Ferrari died in Modena on August 14 1988.


Enzo Ferrari:

Was born in 1898 in Modena Italy. His father, Alfredo, ran a local metal-fabricating business. When he was 10 his father took Ferrari and his brother Alfredo Jr. to an automobile race in Bologna. There he saw Vincenzo Lancia battle Felice Nazarro in the 1908 Circuit di Bologna. After attending a number of other races he decided that he too wanted to become a racing car driver. Ferrari's formal education was relatively sketchy, something that he would regret in his later years. In 1916 tragedy, which would haunt Ferrari his entire life, struck his family to its core with the death of his father and brother in the same year. He spent World War I shoeing mules but the world-wide flu of 1918 brought upon his discharge and almost ended his life. Looking for work he applied for a job at Fiat only to be turned down. Eventually he was able to get a job at CMN, a small carmaker involved with converting war surplus. His duties included test driving which he did in between delivering chassis to the coach builder. About this time he took up racing and in 1919 he finished ninth at the Targa Florio. Through his friend Ugo Sivocci he got a job with Alfa Romeo who entered some modified production cars in the 1920 Targa Florio. Ferrari driving one of these cars managed to finish second. While at Alfa Romeo he came under the patronage of Giorgio Rimini who was Nicola Romeo's aide.

In 1923 he was racing and winning at the Circuit of Sivocci at Ravenna when he met the father of the legendary Italian W.W.I ace Francesco Baracca. The senior Baracca was enamored with the courage and audacity of the young Ferrari and presented the young driver with his son’s squadron badge, which was the famous Prancing Horse on a yellow shield. In 1924 he scored his greatest victory, winning the Coppa Acerbo.

After some more success he was promoted to full factory driver. His racing career up till that time mostly consisted of local races in second hand cars but now he was expected to compete driving the latest cars at the years most prestigious race the French Grand Prix. What happened next is not quite clear but it seems that Ferrari suffered a crisis of confidence and was not able to take part in the the biggest race of his career. A lesser man may have been permanently scared by this but Ferrari was able to resume his position at Alfa Romeo becoming Rimini's "Mr. Fixit".

He did not race again until 1927 but his racing career was pretty much over before it really began. Recognizing one's limits in this most dangerous of sports should not be minimized. He continued to compete in minor events and in this he was quite successful. Ferrari by this time was married and owned a Alfa distributorship in Modena. In 1929 Ferrari started his own firm, Scuderia Ferrari. He was sponsored in this enterprise by the Ferrara-based Caniano brothers, Augusto and Alfredo, heirs to a textile fortune. Alfa Romeo had temporarily withdrawn from racing in 1925 and the Scuderia’s main task was to assist his wealthy Alfa Romeo customers with their racing efforts by providing delivery, mechanical support and any other services that they would require.

With Alfa Romeo he exchanged a guarantee of technical assistance with stock in his company. Ferrari then made similar deals with Bosch, Pirelli and Shell. To supplement his "stable" of amateur drivers he induced Giuseppe Campari to join his team. He followed this with an even greater coup by signing Tazio Nuvolari. In his first year the Scuderia Ferrari could boast 50 full and part-time drivers! The team competed in 22 events and scored 8 victories and several good placings. Scuderia Ferrari caused a sensation. It was the largest team ever put together by one individual. None of the drivers were paid a salary but received a percentage of the prize money won. Any extra technical or administrative assistance a driver required was gladly given for a price. The basic plan called for the driver to get to the race and his car would be delivered to the track and any entrance fees or duties were handled by the Scuderia. It is not surprising that Ferrari would look fondly back upon this period. It is also not out of the question that if anyone could survive as an independent in the current Formula One world then the younger Ferrari would be that man.

Alfa Romeo would continue to support the Scuderia either as a client or as the official racing department of the factory. But soon everything would change as Alfa Rome announced another withdrawal; from racing starting with the 1933 season due to financial problems. At first this seemed to be just the opening that Ferrari needed but then it was realized that their own supply of new racing cars would soon dry up. Luckily for the Scuderia, Pirelli interceded and convinced Alfa to supply Ferrari with six P3's and the services of engineer Luigi Bazzi and test driver Attilio Marinoni. The Scuderia would now be in effect Alfa Romeo's racing department.

In 1932 his first son also named Alfredo after his father, and known as Dino was born, and Ferrari took this opportunity to retire from driving. A more professional turn was also taken by the team. This upset Alfredo Caniato and he was bought out by Count Carlo Felice Trossi who was a part-time driver as well as a full-time millionaire. All looked set for Ferrari to make his true mark on the racing scene. What he did not count on was a German tidal wave in the form of Auto Union and Mercedes. In 1935 Ferrari signed the French driver Rene Dreyfus who most recently drove for Bugatti. He was struck by the difference between his old team and Ferrari.

Through the years the Scuderia Ferrari would employ such great drivers as Giuseppe Campari, Louis Chiron, Achille Varzi and the greatest of them all Tazio Nuvolari. Except for Nuvolari's great victory in the 1935 German Grand Prix, victories in any of the major races were few and far between. During these years his team faced the German might of Auto Union and Mercedes. On one occasion Ferrari had the opportunity to passenger the great Nuvolari. At the trials on the "Three Provinces" Circuit, when he asked his companion (Ferrari was also driving there with a more powerful car than the Mantuan's) to take him with him. It should be added that Nuvolari did not know that circuit.

In 1937 Ferrari suggested to Alfa that they build 1.5-liter voiturette class cars but what he got was Alfa Romeo's decision to bring the racing effort back in-house. After being the man in charge at the Scuderia he found himself, the new Direttore Sportivo, working under Alfa's engineering director, Wilfredo Ricart. This was a situation he could not stomach and soon decided to quit. As part of his severance agreement he could not compete against his former bosses for four years. Ferrari started a new company called Auto-Avio Costruzioni S.p.A. which produced machine parts for various clients. For the 1940 Mille Miglia, Ferrari entered two small sportscars to be driven by Alberto Ascari and Lothario Rangoni. They were labeled AAC 815s but were actually the first Ferrari race cars.

The Ferrari of the Scuderia years was very much the hands on team manager quite unlike the Ferrari of later years when he did not attend any of the race and was given information over the telephone and in reports from his employees. Ferrari continued to be successful after he stopped attending the races but it is not hard to imagine that in this were the seeds of Ferrari’s future decline.

After the war Ferrari set out to create his own Grand Prix car and in 1947 a 1.5-liter Tipo125 entered the Grand Prix of Monaco. The car was designed by his old collaborator Gioacchino Colombo. Ferrari’s first Grand Prix victory came in 1951 at the British Grand Prix in the hands of Argentine Froilan Gonzalez. The team had a chance for a World Championship evaporate at the Spanish Grand Prix. Before the most important race in the young team’s history Ferrari decided to experiment with new Pirelli tires. The result was thrown treads, which allowed Fangio to win the race and his first title.

Production sports cars were also an important endeavor for Ferrari but in marked difference with other car manufacturers, racing was not used to sell more cars, rather cars were sold so that the team could go racing! Many of the cars that were sold were last year’s models to private entrants. Ferrari was not a sentimental person when it came to his cars and those that were not sold were turned to scrap or scavenged for parts. Ferraris would become common feature at all major sports car events including Le Mans, the Targa Florio and the Mille Miglia. It was at the Mille Miglia that Ferrari would claim some of its greatest victories. In 1948 Nuvolari already in bad health was scheduled to drive a Cisitalia but the car was not ready in time. Ferrari gave him a car intended for Count Igor Troubetzkoy, an open Ferrari 166C. Nuvolari realizing that his body was failing him drove as if the devil himself was in pursuit.

By the time the field reached Ravenna, Nuvolari was already in the lead. Despite losing his fender and later the engine bonnet nothing could stop the "Flying Mantuan". By the time he reached Florence he was more than have an hour ahead of Ferrari’s normal lead driver. The seat had come lose from his car to be replaced by a sack of oranges and still he drove on driving faster and faster. Some in the crowd began to fear that the "Great Little Man", knowing that time was running out was determined to die behind the wheel. Ferrari at one of the last control stops saw the state of his driver and with tears in his eyes begged his friend to stop. For even though they had at various times been at each other’s throats each understood the other. Nuvolari was the last driver that could look Ferrari in the eye as an equal. Finally at Reggio Emilia what no competitor could ever accomplish, Nuvolari was beaten by a broken spring. Exhausted he had to be carried from his car.

During the 1952-53 seasons there was a shortage of Formula 1 cars so the World Championship would be staged for Formula 2 cars. The Ferrari Tipo 500 would dominate the championships both years. In the hands of double World Champion Alberto Ascari Ferrari would win 9 races. For 1954 Ascari left Ferrari and joined Lancia where he would drive one of the the Jano-designed D50s. Lancia's hopes for a title were dashed first when the car was late in arriving and fatally when Ascari died testing a Ferrari sportscar. Lancia was forced to withdraw and Fiat their parent company turned over all of Lancia's cars over to Ferrari also including their designer Vittorio Jano! Ferrari's next challenge came from the new British teams. Guy Vandervell supplied Ferrari with the special ThinWall bearings that were used in all of their engines. Vandervell had been a part of the BRM group but quit in disgust.

After purchasing and racing a pair of Ferrari's he built his own cars that eventually beat the Italian cars. It was only by outlasting the Vanwalls, as the cars were named was Ferrari able to climb back on top. But this was only the beginning of the British invasion. These manufacturers did not produce their own engines but concentrated on chassis design and aerodynamics, areas of traditional weakness for Ferrari. During this period Ferrari began to produce his famous Gran Turismo car in conjunction with Battista "Pinin" Farina. Victories at Le Mans and other long distance races made Ferrari famous the world over. The demands of producing winning sportscars and Grand Prix cars was proving to much for the relatively small company. In the sixties John Surtees the 1964 World Champion in a Ferrari would complain that Ferrari’s involvement in sports car racing was hindering its Formula One efforts. Surtees explains "At Ferrari in those days you started with a handicap. Until Le Mans was over you couldn't really do the work you wanted to do - and needed to do - in Formula One.

In 1969 Ferrari faced severe financial strains. Their cars were still much sought after but they were unable to produce enough to meet the demand and maintain their racing program. To their rescue came Fiat and the Agnelli family. Ferrari was still in charge but a new paymaster was on board. It was with the background of Fiat's manufacturing and aerospace empire that Ferrari was criticized for not dominating their smaller British rivals. Another genius, Colin Chapman was at his peak.

In 1975 Ferrari attained something of a renaissance at the hands of Niki Lauda winning two World Championships and three Constructor titles in three years. It was three years after Renault had inaugurated the new Turbo Era when Ferrari joined the bandwagon. Their current Flat-12 engine had reached the end of its development to be replaced by a 1.5-liter turbo V6. As with most Ferraris the engine turned out to be the car's strong point while the chassis was based on an antiquated multi-tube spaceframe. The brilliant driving of Gilles Villeneuve gave the new Ferrari several victories in 1981 but it was evident that the chassis needed to be upgraded before the car could seriously challenge for the title. At mid-season the team was joined by Dr Harvey Postlewaite whose job it was to build an improved chassis for the following season. Postlewaite wanted to build a carbon-fibre composite chassis but had to settle on a monocoque with a Nomex honeycomb skin because of Ferrari’s lack of experience with the new material.

Still with a half decent chassis much was expected of the team in 1982. It all ended in tragedy with the death of its star driver, Villeneuve and the maiming of his estranged teammate, Didier Pironi, in different accidents. With the earlier retirement of its last World Champion, Jody Scheckter, Ferrari was now bereft of any frontline drivers and years would go by before it could count a top driver as one of its own.

Enzo Ferrari would not live to see that day; he died at the age of 90 in 1988. Ferrari continued to drift even though the brilliance of a Prost or Mansell would bring some victories. In 1993 Jean Todt was brought in to end the drift. Todt had been in charge of Peugeot 's Le Mans winning team and he hired Niki Lauda as a technical advisor. In 1996 they added two-time World Champion Michael Schumacher to the equation and 1997 Ross Brawn and Rory Byrne from Benneton were added to finish the remade team. The season long battle came down to the last race which ended in controversy. 1998 would be the year for the return of Ferrari, now it was only left to Williams and the resurgent McLaren to cooperate!

Unfortunately while Williams did their best to regress, McLaren with their partner Mercedes produced a car that even Michael Schumacher couldn't stop on its way to a championship for Mika Hakkinen. Yet Ferrari was back and if team stability is maintained a championship will come their way whether at the hands of their hired German driver or another.



Enzo Ferrari was born in 1898 in Modena Italy. His father, Alfredo, ran a local metal-fabricating business. When he was 10 his father took Ferrari and his brother Alfredo Jr. to an automobile race in Bologna. There he saw Vincenzo Lancia battle Felice Nazarro in the 1908 Circuit di Bologna. After attending a number of other races he decided that he too wanted to become a racing car driver. Ferrari's formal education was relatively sketchy, something that he would regret in his later years. In 1916 tragedy, which would haunt Ferrari his entire life, struck his family to its core with the death of his father and brother in the same year. He spent World War I shoeing mules but the world-wide Spanish Flu of 1918 brought upon his discharge and almost ended his life.

Looking for work he applied for a job at Fiat only to be turned down. Eventually he was able to get a job at CMN, a small carmaker involved with converting war surplus. His duties included test driving which he did in between delivering chassis to the coach builder. About this time he took up racing and in 1919 he finished ninth at the Targa Florio. Through his friend Ugo Sivocci he got a job with Alfa Romeo who entered some modified production cars in the 1920 Targa Florio. Ferrari driving one of these cars managed to finish second. While at Alfa Romeo he came under the patronage of Giorgio Rimini who was Nicola Romeo's aide.

After the war Ferrari set out to create his own Grand Prix car and in 1947 a 1.5-liter Tipo125 entered the Grand Prix of Monaco. The car was designed by his old collaborator Gioacchino Colombo. Ferrari's first Grand Prix victory came in 1951 at the British Grand Prix in the hands of Argentine Froilan Gonzalez. The team had a chance for a World Championship evaporate at the Spanish Grand Prix. Before the most important race in the young team's history Ferrari decided to experiment with new Pirelli tires. The result was thrown treads, which allowed Fangio to win the race and his first title. In 1975 Ferrari attained something of a renaissance at the hands of Niki Lauda winning two World Championships and three Constructor titles in three years. It was three years after Renault had inaugurated the new Turbo Era when Ferrari joined the bandwagon. Their current Flat-12 engine had reached the end of its development to be replaced by a 1.5-liter turbo V6. As with most Ferraris the engine turned out to be the car's strong point while the chassis was based on an antiquated multi-tube spaceframe.

The brilliant driving of Gilles Villeneuve gave the new Ferrari several victories in 1981 but it was evident that the chassis needed to be upgraded before the car could seriously challenge for the title. At mid-season the team was joined by Dr Harvey Postlewaite whose job it was to build an improved chassis for the following season. Postlewaite wanted to build a carbon-fibre composite chassis but had to settle on a monocoque with a Nomex honeycomb skin because of Ferrari's lack of experience with the new material. Still with a half decent chassis much was expected of the team in 1982. It all ended in tragedy with the death of its star driver, Villeneuve and the maiming of his estranged teammate, Didier Pironi, in different accidents. With the earlier retirement of its last World Champion, Jody Scheckter, Ferrari was now bereft of any frontline drivers and years would go by before it could count a top driver as one of its own. Enzo Ferrari would not live to see that day; he died at the age of 90 in 1988.



thats enzo life




right???????????????????????? please respond i mus know.... thank you

Copyrighted material

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I've cleaned up the article, which had multiple copies of the above material inserted into it. The above material seems to be copyrighted and taken directly from other websites, including www.ddavid.com - this is strictly against the rules - both legally and in terms of using Wikipedia. Instead of pasting whole chunks of text in, try finding facts from other webpages that do not already appear on the page and adding them at the appropriate point to the existing text. Contact me at my talk page. Cheers. 4u1e 23 October 2006

Birth date

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Comment on this: Enzo Ferrari's actual date of birth is 18th February 1898 but, due to bad weather, his father was unable to register the birth until two days later,[1] giving Enzo the distinction of having both an official birthday, and a real one.

I find this very difficult to accept. Was there a legal requirement for a baby's birth to be registered on the very day he was born? If so, what if he was born late at night? Just because his father couldn't get to the registry office until 20 February, why did Enzo's birth have to be recorded as having happened on 20 February, if it really happened on 18 February? Italian bureaucracy may have its issues, but surely this must be the stuff of legend and not of fact. -- JackofOz (talk) 07:34, 15 June 2008 (UTC)[reply]
If he was actually born on 18th then shouldnt the DOB listed in the infobox be the actual DOB? not the official one? People want to know the truth! —Preceding unsigned comment added by 170.65.188.1 (talk) 00:52, 16 June 2008 (UTC)[reply]
It's possible that he really was born on 18 February and the registry official made an error. But we'll never know whether that's the case or not, not for certain, because all we have to rely on is the official record. The explanation provided by the Ferrari organisation may not reflect the actual facts but could be a mangled and fanciful version thereof. -- JackofOz (talk) 04:23, 16 June 2008 (UTC)[reply]
"to compensate late registration of his birth"
What the heck? So just because his birth was recorded two days after the fact, he wanted his death recorded two days later as well? I'd clean this up but don't quite understand...
SChalice 03:31, 22 August 2012 (UTC)[reply]
So just because his birth was recorded two days after the fact, he wanted his death recorded two days later as well? I believe that's what is being suggested. However, I have no idea whether or not it's true... DH85868993 (talk) 02:20, 23 August 2012 (UTC)[reply]

Enzo's wife and mistress

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Why is there no mention of Enzo's wife, the mother of Dino, and his mistress, Ms Lardi, and his (then) illegitimate son Piero? 86.87.218.135 (talk) 09:20, 10 August 2008 (UTC)[reply]

I was wondering the same thing. This article says "his first son Dino" and the article about Dino says "EF's only legitimate son." Labodeng (talk) 17:58, 13 February 2009 (UTC)Deng[reply]

Out of spec

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I deleted this:

"The first open-wheeled race was in Turin in 1948 and the first victory came later in the year in Lago di Garda. Ferrari has participated in the Formula One World Championship since its introduction in 1950 but the company's first victory was not until the British Grand Prix of 1951. The first championship came in 1952��53, when the Formula One season was raced with Formula Two cars. The company also sold production sports cars in order to finance the racing endeavours not only in Grand Prix but also in events such as the Mille Miglia and Le Mans. Indeed many of the firm's greatest victories came at Le Mans (14 victories, including six in a row 1960–65) rather than in Grand Prix. Certainly the company was more involved there than in Formula One during the 1950s and 1960s despite the successes of Juan-Manuel Fangio (1956), Mike Hawthorn (1958), Phil Hill (1961), and John Surtees (1964).
"In the 1960s the problems of reduced demand and inadequate financing forced Ferrari to allow Fiat to take a stake in the company. Ferrari had offered Ford the opportunity to buy the firm in 1963 for US$18 million but, late in negotiations, Ferrari withdrew. This decision triggered Ford's decision to launch a serious European sports car racing program, which resulted in the Ford GT40. Ferrari became joint-stock company, and Fiat took a small share in 1965, in 1969 increasing their holding to 50%. (In 1988, Fiat's holding was increased to 90%.)"
"The input of Fiat took some time to have effect. It was not until 1975 with Niki Lauda that the firm won any championships — the skill of the driver and the ability of the engine overcoming the deficiencies of the chassis and aerodynamics. After those successes and the promise of Jody Scheckter title in 1979, the company's Formula One championship hopes fell into the doldrums. 1982 opened with a strong car, the 126C2, world-class drivers, and promising results in the early races.
"However, Gilles Villeneuve was killed in the 126C2 in May, and teammate Didier Pironi had his career cut short in a violent end over end flip on the misty back straight at Hockenheim in August. Pironi was leading the driver's championship at the time; he would lose the lead as he sat out the remaining races. The team would not see championship glory again during Ferrari's lifetime. Michael Schumacher would end Ferrari's 21-year drought for a world title in 2000. Ferrari is currently a dominant team in F1. It has won at least one race a season since 1995."

as irrelevant to Enzo. It's about the company, not him. TREKphiler any time you're ready, Uhura 02:14, 23 February 2010 (UTC)[reply]

Re: Birth date

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Hello all,

What is this about the birth date of Enzo Ferrari to be the 18 and recorded 2 days later, the 20. It isn't what his birth certificate online from Modena says. His birth was recorded February 24th (ventiquattro di febbraio = 24 February) and he was born the 20 (venti del corrente mese = 20 of this current month). I think the historians who checked all the official documents forgot to check the most important document, his birth certificate no 287 here -> http://www.antenati.san.beniculturali.it/v/Archivio+di+Stato+di+Modena/Stato+civile+italiano/Modena/Nati/1898/Parte+1/005117536_00519.jpg.html?g2_imageViewsIndex=0 You can click on the certificate to enlarge it and you can move the image also to see better. For me, "Enzo Anselmo Giuseppe Maria Ferrari" (his birth name) was born February 20, 1898, period. Sincerely. --Danielvis08 (talk) 20:46, 29 December 2016 (UTC)[reply]

Ferrara.

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Is it known when they resettled from Ferrara? --Yomal Sidoroff-Biarmskii (talk) 14:45, 2 July 2018 (UTC)[reply]

RE: Birth Date (Again)

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On October 13th, 2018, at a question-and-answer session promoting his 2018 book, "Enzo Ferrari: Power, Politics, and the Making of an Automotive Empire," author and biographer Luca Dal Monte stated that the tale of the late registration of Ferrari's birth record being delayed by a snowstorm was not accurate, although Ferrari himself helped spread the story. Del Monte did research in Italy and found microfiche records of 1898 newspapers that had no record of snow in and around Modena in February around the time of Ferrari's birth. — Preceding unsigned comment added by CLSwiki (talk • contribs) 05:15, 14 October 2018 (UTC)[reply]

Ferrari uses the 18th February date as his birthday date: Enzo's dream (ferrari.com). In my mind, it's a more trustworthy source. Czesuaw (talk) 21:59, 18 February 2024 (UTC)[reply]
There appears to be some edit warring going on about this date. As of right now it's saying 18th ++Lar: t/c 09:28, 27 April 2024 (UTC)[reply]

Ferrari 7X GTO Vision

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https://m.youtube.com/watch?ebc=ANyPxKp5Lc5mLgSFQCy9QEiJxq19L-q4HrZGmx3dyFVmoqS5D4nQO5a0OJtwksxkW_Sqa0UR5kM8kn2lQNZtvD04u2wDqyXeJw&feature=emb_logo&v=quN3NRr96LY — Preceding unsigned comment added by 93.34.85.148 (talk) 14:39, 6 September 2020 (UTC)[reply]

Enzo's youth and campaigning Henderson and FN 4 cylinder motorcycles

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There is scant information of Enzo's youth years and his owning of both a 4 cylinder Henderson and FN motorcycles. One site suggests he campaigned (raced) these but there are no details such as his age or exactly when in relation to his 5 October 1919 commencement of car racing. Can someone clarify the details to see if he was a motorcycle racer before a car racer!PeterShannon (talk) 20:49, 8 February 2021 (UTC)PeterShannon[reply]

World War II

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It seems disingenuous that this article does not at all mention his work for the fascists during world war 2. This should definitely be included in the article. I'm not asking anyone to villainize him, but there should definitely be a section on it. Science Is My Life (talk) 00:27, 2 September 2023 (UTC)[reply]

Do you have some good sources for this to suggest? Material can only be included if it is reliably sourced. If you or anyone has sources, please suggest them here. ++Lar: t/c 12:03, 9 September 2024 (UTC)[reply]
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