This was the first Ferrari with its engine at the rear and to take part in an entire season, which gave Phil Hill the championship winning 5 out of 7 Grand Prix.

In 1961 the regulation change meant that engines would be 1500cc as opposed to 2500cc.

The car was designed by Carlo Chiti who also followed the development of the first rear engined Ferraris.

The 156 was also the car that gave a young Giancarlo Baghetti a win on his debut at a Grand Prix valid for a world championship.

The engine was lighter than the Coventry Climax 4 cylinder of the English teams. The V6 120° Maranello engine gave an output of 190bhp.

The 246 Dino gave Mike Hawthorn the chance to win the 1958 world championship and become the first Englishman to do so.

The car was of great importance to Maranello, which proved it had the capacity to build a winning car.

The 246 Dino was based on the Dino 156 from F2, in the beginning it came with a 6 cylinder 1500cc engine, with the evolution of the 156 Ferrari installed a 1860cc and a 6 cylinder 2195cc into two chassis’ which had been developed at that point.

The story of the 246 Dino started in Morocco in 1957.

The car carried the name of Enzo Ferrari’s Son, Dino, who died on 30 June 1956.

After Alfa Romeo pulled out of racing there would be a regulation change in which the championship was contested with Formula 2 cars with a limit of 2000cc.

Since 1951 Enzo Ferrari had been asking the engineer Lampredi to design a 4 cylinder in line 2 litre engine.

With this was born a very effective engine known for its simplicity and which gave the chassis better balance.

With a power output of 170bhp, in the years 1952 the car became known as the “unbeatable”.

It had success from the first Grand Prix in Switzerland.

A car which was designed 2 years earlier for Lancia by Vittorio Jano, which was subsequently sold to Ferrari in 1955 after Lancia pulled out of racing.

The D50 would race as Ferrari-Lancia for all of the 1956 season.

Thanks to an unmistakeable and able car Ferrari would win the championship and give Fangio his fourth.

1957 was the last year for Maserati as a race team, and in Fangio’s own words said it was his best year.

With this car, maybe the best of all the Maserati’s, the 250F came to life in 1954 with a power output of 240bhp up to 270bhp in 1957.

The 250F 6 cylinder had reached the end of its evolution, at Monza in September 1957 Behra drives the new 12 cylinder, different from the 6 cylinder, known by the missing air intake on the right.

Alfa Romeo with the famous 159 continued to set the pace in 1951 but Ferrari came close to toppling the champions. Mechanical problems had robbed him the previous year but now Juan Manuel Fangio was dominant and claimed his first world title with the little Alfetta.

Fangio said “I have very good memories of my years with Alfa Romeo. In sentimental terms the Alfetta was perhaps my favourite car of all, because it gave me the chance to be world champion for the first time. There were some wonderful races between Alfa and Ferrari that year”.

After tremendous success in 1951, the two seasons following were less triumphant. The formula had changed and Alfa Romeo had withdrawn.

At the end of 1932, as Jano was preparing the new P3 racer, Alfa Romeo decided to withdraw from racing again. Ferrari tried to get his hands on the P3’s but was refused. As rivals Maserati and Bugatti had better machinery, Ferrari lost all his top drivers as the team struggled on with old Alfas. Eventually Alfa Romeo management relented and the P3s were delivered to Modena. Bazzi and Alfa test driver Attilio Marinoni left Alfa Romeo to join the Scuderia and Ferrari hired Luigi Fagioli and the veteran Campari to be his drivers. The team was immediately successful but at Monza in September Campari was killed in one of the cars. The same accident claimed the life of former Ferrari driver Borzacchini.

At the end of the year Alfa Romeo handed over the entire racing department to Ferrari. He hired Achille Varzi, Louis Chiron and Carlo Trossi (a partner in the team) with Algerians Guy Moll and Marcel Lehoux as second string drivers. The rise of the German manufacturers would make it increasingly difficult for Ferrari to compete at Grand Prix level. Moll won at Monaco that year but was killed a few months later at Pescara. At the end of the year Varzi left to join Auto Union. Ferrari managed to convince Nuvolari to return and hired Rene Dreyfus to be his partner alongside Chiron. That year Nuvolari scored a famous and outstanding victory against the Germans at the Nürburgring in the old Alfa Romeo P3.

In 1924 Ettore Bugatti designed and built the car which made him a legend, the Type 35. While success in racing was not immediate, interest from prospective buyers was. From 1927 to 1931 the blue cars from Bugatti dominated the racing scene. The Type 35 would prove to be one of the most successful cars in history. Their fine workmanship and the ability to be competitive “right out of the box” provided for their appeal. The French driver Rene Dreyfus stated that “you could place the car wherever you wanted, the road holding was fantastic…. the precision of the steering was something fantastic”.

In total about 400 Type 35s were built and raced by a legion of drivers from raw amateurs to established stars such as Dreyfus, 1929 Monaco GP winner William Grover Williams and Louis Chiron. Together this army of drivers scored approximately 1850 victories both big and small between 1924-1927.