Unquestionably, one of the most successful Ferraris Michael Schumacher ever raced. He drove it to five victories in the San Marino, European, United States, French, and German Grands Prix, while also recording three pole positions, three additional second-place finishes, and four fastest laps—all achieved with Schumacher at the wheel during the 2006 season, his final year at Ferrari.

Throughout the history of sport, periodic synergies between a team and one particularly gifted individual have galvanized success and changed the course of that sport. Michael Jordan and the dominance of the Chicago Bulls in the early 1990s, Tom Brady and the reign of the New England Patriots from 2001 to 2018, and Wayne Gretzky and the incredible success of the Edmonton Oilers in the late 1980s are prime examples. Often, after periods of relative mediocrity or outright drought, an organization can turn itself around in ways previously unforeseen through the profound impact of a few key individuals, etching their names into the history books alongside a singular noun: dynasty.

Even within Formula 1, this trend holds true. Jim Clark and Lotus, Jackie Stewart and Tyrrell, and Ayrton Senna and McLaren are all notable examples. Yet, in terms of its duration and dominance in Formula 1, one collaboration stands apart from the rest: Michael Schumacher and Ferrari.

A PHOENIX FROM THE ASHES – THE RESURGENCE OF FERRARI IN THE SCHUMACHER-TODT ERA

By the early 1990s, Scuderia Ferrari had acquired an unwanted reputation as extravagantly funded underachievers, having failed to win a Constructors' World Championship since 1983 and a Drivers' title since 1979. In response, FIAT patriarch Gianni Agnelli recruited former Ferrari Team Principal Luca di Montezemolo as Company President in 1991. The urbane and capable Piedmontese made it his personal mission to return the Scuderia to their winning ways.

There was one overriding question for both those inside and outside the factory gates in Maranello: What would it take to return the team to the top step of the podium?

Despite di Montezemolo’s best efforts, the team remained winless throughout 1991 and the following two seasons. By the time Gerhard Berger won the 1994 German Grand Prix, Ferrari had endured the longest victory drought in its history—a period spanning 59 Grands Prix and nearly four years. However, by 1993, highly regarded former Peugeot Talbot Sport Director Jean Todt had arrived at Maranello as Ferrari’s General Manager, recruited at di Montezemolo’s behest—a decision that would have profound implications for the team over the next decade or more.

Aided by a typically generous budget from lead sponsor Philip Morris, Todt set about assembling the automotive equivalent of the 1992 US Men’s Olympic Basketball Team—Formula 1’s own "Dream Team." Incumbent double World Champion Michael Schumacher was lured from Benetton for the 1996 season, while key technical operators from the Anglo-Italian team—Rory Byrne and Ross Brawn—followed their former colleague to Ferrari in 1997, taking on the roles of Chief Designer and Technical Director, respectively.

While Championship success was not immediate, race wins soon became a realistic prospect. Schumacher’s three victories in 1996 marked the first time Ferrari had achieved multiple wins in a season since 1990. Technical knowledge and team confidence grew exponentially, with a coveted World Constructors' crown following in 1999. Yet it was the period from 2000 to 2004 that came to define the "Schumacher-Todt" era. Not only did Schumacher win an unprecedented five consecutive World Drivers’ titles, but the team also secured a similar record in the Constructors’ Championship. Remarkably, Ferrari won more than two-thirds of the 85 Grands Prix held during this period, with Schumacher alone accounting for more than half of those victories.

However, the 2005 season—the last to feature 3.0-liter V-10 engines—proved to be a relative disappointment. A sole race victory by the recalcitrant F2005 highlighted its inability to maximize performance from its Bridgestone tires. As a result, from mid-2005 onwards, Ferrari shifted its focus toward developing a car compliant with the upcoming 2.4-liter V8 engine regulations.

2006 - SCHUMACHER’S SCUDERIA SWANSONG

Ferrari’s new-for-2006, Aldo Costa-designed 248 borrowed certain elements from the F2005, retaining the same external dimensions, wheelbase, and track. However, the car was optimized within the context of the new regulations, with significant aerodynamic improvements to the side pods, deflectors, engine cover, diffuser, and floor. The new 90-degree Type-056 engine was the first V8 unit to power a Ferrari Grand Prix car since the Championship-winning 158 of 1964. Initially boasting around 730 horsepower—but as much as 785 by the season’s end—it was attached to a seven-speed gearbox.

The weekend of the San Marino Grand Prix proved to be an auspicious one. A superb effort by Schumacher saw him top the qualifying times in the 248’s maiden qualifying session, significantly taking him past the late Ayrton Senna’s longstanding record of 65 Grand Prix pole positions. In the race, although faced with unexpectedly high tire degradation, the German held off Fernando Alonso’s Renault to take the Scuderia’s first win of the season.

Two weeks later, the Formula One circus reconvened at the Nürburgring for the European Grand Prix. Having qualified second to Alonso, Ferrari employed an inspired strategy to leapfrog the Spaniard at the pitstops, with Schumacher eventually securing a second consecutive race victory for the 248. Significantly, the race would mark the last of Schumacher’s five European Grand Prix victories and also saw a popular maiden podium finish—after 56 attempts—for teammate Massa.

Following a sequence of three second-placed finishes in the Spanish, British, and Canadian Grands Prix, the 248 next appeared at the United States Grand Prix at Indianapolis. A near-perfect weekend for the Scuderia saw Schumacher qualify on pole, with Massa second; the pair replicating this result in the race. Schumacher also took fastest lap, with Alonso finishing only fifth; the latter’s result moving the German to within 19 points of the lead for the Drivers’ Championship.

Ferrari’s strong mid-season form continued at the French Grand Prix at Magny-Cours in mid-July. Schumacher secured his third pole position in chassis 254, a poignant milestone as it marked the 68th and final pole of his career. Another masterclass from Schumacher saw him lead all but seven laps on his way to victory. However, Alonso's pass on Massa on lap 54 limited Michael's net gain in the World Championship standings to just two points.

At the German Grand Prix at Hockenheim in late July, McLaren’s Kimi Räikkönen took pole position. Schumacher, once again driving chassis 254, qualified second ahead of Massa, while Alonso could only manage seventh. In the race, Räikkönen initially led, but a bungled pitstop on lap 10 handed the lead to Schumacher. From there, Ferrari delivered another dominant performance, with Schumacher finishing ahead of Massa to secure the team’s second 1-2 finish of the year. Notably, this was Schumacher’s final Grand Prix win on home soil.

Chassis 254’s final competitive outing appropriately came with Schumacher at the Hungaroring in early August. However, it was an uncharacteristically difficult weekend for the Scuderia. After qualifying only twelfth, Schumacher endured a turbulent race, retiring with collision damage just three laps from the finish. Despite the retirement, Schumacher was still classified in eighth place, earning a solitary Championship point, while Alonso retired before reaching the classification cut-off. As a result, the gap between the two in the World Championship standings narrowed to just ten points.

The rest of chassis 254’s season focused on promotional work, with Badoer and Massa driving the car in Istanbul and Shanghai, respectively. Meanwhile, the Championship evolved into a battle royal between the season’s two main protagonists. After the Chinese Grand Prix, with only two rounds remaining, they were level on points in the Drivers' standings, while Renault led Ferrari by a single point in the Constructors’ Championship.

Nevertheless, Alonso finished the season strongly, eventually claiming the title by 13 points over Schumacher, while Renault secured the Constructors’ crown by just five points ahead of Ferrari.

SCHUMACHER’S LAST DRIVE AND RÄIKKÖNON’S FIRST

Having announced his retirement from the sport at the Italian Grand Prix, Schumacher returned to Ferrari’s cockpit during the traditional end-of-season Finali Mondiali celebrations at Monza on October 29. After 11 years with the Scuderia, five Drivers' World Championships, six Constructors’ titles, and an impressive 72 Grand Prix wins, the event marked his final appearance as a Ferrari works driver—a fittingly grand stage on which to conclude one of the most accomplished careers in Formula One history.

As one illustrious chapter at Ferrari ended, another began. Kimi Räikkönen took over Schumacher’s seat for the 2007 World Championship season and was promptly entrusted with chassis 254 for four days of testing at Vallelunga in late January as part of his pre-season preparations. While not definitively confirmed, it is believed that 254 was the first Ferrari Formula One car Räikkönen drove, a car that ultimately contributed to his 2007 World Drivers’ crown and Ferrari’s 2007 and 2008 Constructors’ titles. After the Vallelunga test, the car was used in just one further session at Valencia—driven by Badoer and Massa—before being placed in storage at Maranello.

Photography by Michael Furman ©2024 Courtesy of RM Sotheby's