From South Korea to India, from Australia to the USA, wherever F1 has gone in the recent history, we have always seen the Ferrari fans or Tifosi (what they like to call themselves) are found in vast numbers waving the red flag with the prancing horse. But with the immense fan following, comes the responsibility of making them happy by taking in wins and championships.
Ferrari is the only team running since the inaugural season of 1950 and has managed 16 Constructors Championships and 15 Drivers Championships along with 224 race victories. Amongst all the highs, there are seasons in between where the red scarlet Scuderia disappoints not only the Tifosi but the whole F1 paddock, producing an uncompetitive package, lacklustre updates and many at times a car that suffer from reliability woes.
The 2016 season is no different. Having shown some promising signs early in the season, both Kimi Raikkonen and Sebastian Vettel has suffered due to lack of proper upgrades, reliability issues and more than anything poor strategy calling.
Here we bring you the worst Ferrari seasons of all times:
That was the year of the flying Williams FW12, a car so advanced that most said it could be driven by a monkey, and McLaren/Honda partnership living its last hurrah, giving Ayrton Senna less than he would need to reach a fourth world title.
On that scenario, Ferrari promised well. Out John Barnard, in Steve Nichols and Jean-Claude Migeot on the drawing side. And when you bring together the “father” of McLaren MP4/4, the incredible winning machine made famous by Ayrton Senna and Alain Prost, and a recognised top aerodynamicist, you should expect fireworks, especially having a talented driver onboard just as Jean Alesi. The F92A had quite a revolutionary design, with its double bottom and air channels below the side pods conceived to create some kind of ground effect.
But the “jet fighter alike” was as much a disaster as it could be. Not less than 20 DNFs in 16 GPs shows reliability was a pity, and two podiums were all the poor French could earn. Ivan Capelli came to be, finally, an Italian on the Scuderia but ended with his reputation destroyed among the Tifosi. The Reparto Corse even tried to develop a transverse gearbox version, the F92AT, and Nicola Larini was drafted to replace his fellow countryman on Japan and Australia but made no better. Things would start to change the year after, with the return of Gerhard Berger and a more conservative approach, design-wise. A real revolution would start, however, in 1994, with a certain Jean Todt arrival.