Rogue Profile of Ferrari
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ItalyRogue data from Ferrari
| Who? | What | Points | Action | Lap | |
|---|---|---|---|---|---|
| 1996 – Canadian Grand Prix | |||||
| Misc | |||||
| Ferrari |
 |
1 pts | A fuel pressure problem at the start of the warm-up lap saw Schumacher start from the back of the grid. |
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| 1996 – Hungarian Grand Prix | |||||
| Misc | |||||
| Ferrari |
|
1 pts | In qualifying there was a dimensional irregularity detected in the deflectors inside the front wheels on Irvine’s car. (They turned out to be 1.4 cm higher than allowed.) His times were disqualified and he had to start the race from 22nd and last on the grid. It later transpired that Williams had tipped the race stewards off to the illegal barge boards on the Ferrari’s. |
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| 1995 – Italian Grand Prix | |||||
| Misc | |||||
| Ferrari |
 |
10 pts | On lap thirty-three Alesi was heading a Ferrari one two with Berger following closely. The camera on Alesi’s front wing endplate had worked loose and it flew off and smashed into Berger’s Car. The brunt of the camera’s impact was borne by the suspension, which was smashed. Berger retired at the end of the lap. To compound Ferrari woes further Alesi had to retire on lap forty-six with a front wheel bearing failure. |
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| 1994 – Pacific Grand Prix | |||||
| Misc | |||||
| Ferrari |
  |
7 pts | As he was standing at trackside. FIA technical director Charlie Whiting noticed that the engine note of Larini’s Ferrari was fluttering. He though this could indicate some for of traction control. He went to see John Tobt, Ferrari’s team manager to tell him to stop running the device that was described by Ferrari as an “adjustable rev limiter“ for the balance of the weekend, until it’s legality had been investigated. Larini threw petrol onto the fire when he made comments about turning the traction control off! Patrick Head of Williams was a little dubious about the whole affair; “I rather suspect that if it had been us (Williams) we would have been on our way home now.” (Comment from the morning or the race. Ferrari was subsequently cleared of any accusations. The official FIA communiqué read as follows “In essence the these devices change the characteristics of the engine according to certain predetermined instructions. The ‘Map’ of the engine, or the permissible throttle opening of the rev limiter may be different in each gear. Alternately the characteristics of the engine may change according to the whereabouts of the car on the circuit, or it will be set by the driver. Devices of such kind are not traction control because they are not influenced by the behaviour of the rear wheels.” Most of the team concluded that Ferrari had effectively breached the rules by interfering with the driver’s direct control over the throttle opening and hence the amount of power delivered to the driving wheels. Patrick Head was still sceptical “Traction control is not defined specifically in the regulations so it is my opinion that any means of pre-setting the power levels in this way is intended to have a similar effect.” |
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| 1994 – Canadian Grand Prix | |||||
| Misc | |||||
| Ferrari |
 |
10 pts | At the Canadian grand prix the FIA introduced two new rules to slow the cars further. The first was an increase in the minimum weight and the second was to remove the “ram effect” of the airflow into the engine. Most teams did this by cutting slots in the back of the air box so that they could keep the structure to display sponsorship. Ferrari cut two small slats in either side of the air box. The general consensus was that they were still getting some “ram effect” and thus the modifications were not in the spirit of the rules. Due to complaints form team managers Ferrari were forced to add a slot at the back of the air box before Saturday. It was suspicious that the Saturday times did not match the Friday times, i.e. they were considerably slower! |
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| 1994 – Portuguese Grand Prix | |||||
| Misc | |||||
| Ferrari |
  |
10 pts | Ferrari almost withdrew for the Portuguese Grand Prix after they received a $50,000 fine and a one race ban, suspended for three races after several Ferrari mechanics kicked a door down trying to leave the circuit on the Friday evening. The police were called to the disturbance and firearms were drawn. |
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| 1998 – Australian Grand Prix | |||||
| Misc | |||||
| Ferrari | 0 pts | McLaren were running a secondary braking system on their MP4/13. It applied extra baking to the inside wheel during cornering to offer enhanced stability in the corner. The team had first used it in 1997 but it had been further developed over the winter. During the development McLaren had kept the FIA informed to ensure that the system was legal. After the Friday practice McLaren had immerged as the pacesetters. Before the start of practice Ferrari technical director, Ross Braun sent a memorandum to Charlie Whiting (FIA technical delegate) insisting that in his view the McLaren’s braking system was illegal. The memo was also sent to all the other teams. Ferrari approached other teams to protest too; five agreed. Williams was not one of these teams as they had developed a similar system to McLaren’s and were employing it to good effect. The system was declared legal and Ferrari were told they could protest after the race. Ferrari’s decision to protest was probably tempered by their own failure to develop a similar system that was workable. This claim was denied. |
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| 1998 – Brazilian Grand Prix | |||||
| Misc | |||||
| Ferrari |
 |
4 pts | Ferrari whipped up protest over the secondary braking system that McLaren were employing. At the centre of the objection was an argument that the system could be used a four wheel steering. Bother Jordan and Williams had implemented such systems as well and Ferrari did not bully them into writing to the FIA. The system had been declared legal and the feeling in the paddock was that Ferrari were protesting, as they could not design an effective system themselves. |
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| 1999 – French Grand Prix | |||||
| Misc | |||||
| Ferrari |
 |
5 pts | As the rain began to fall Irvine radioed Ferrari to confirm his scheduled stop on lap twenty-one. The correct tyre choice was clearly wets but the Ferrari mechanics started to put on a set of dry weather tyres before they realised the mistake they were making. It turned out to be a very lengthy pit stop. |
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| 1999 – European Grand Prix | |||||
| Misc | |||||
| Ferrari |
 |
1 pts | Irvine made his first pit stop having seen Hakkinen flounder on wet weather tyres. Ferrari made a decision not to put wets on but put a set of grooved tyres on. In the confusion the right rear tyre went missing and Irvine seemed to sit for an age while a spare tyre was fetched from the garage. It was a monumental cock-up that exasperated every one in the team. |
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| 1999 – Malaysian Grand Prix | |||||
| Misc | |||||
| Ferrari |
 |
1 pts | Both Ferrari’s were found to have illegal bargeboard at post race scrutineering and both Schumacher and Irvine were disqualified from the results. When the bodywork was checked it transpired that “parts of the deflector panels did not lie on either the reference or the step planes as they are requited to do.” The rules required that the flat bottom of the car between the front and rear wheels should effectively mirror the appendages on the chassis. In the Ferrari’s case they did not. Ferrari applied the decision went to appeal. Ferrari was exonerated and Schumacher and Irvine were reinsted. The International Court of Appeal met in Paris on 22 October 1999 to examine the appeal brought by the Automobil Club d’Italia – Commissione Sportiva Automobilistica Italiana – ACI-CSAI (Italy) on behalf of the team Ferrari Marlboro against the decision of the Stewards of the 1999 Grand Prix of Malaysia, excluding car n°3 (Michael Schumacher) and car n°4 (Eddie Irvine) from the results for infringement of article 3.12.1 of the 1999 FIA Formula One Technical Regulations. The Automobil Club d’Italia (ACI) was represented by its President, Mr. Rosario Alessi, and the Commissione Sportiva Automobilistica Italiana (CSAI) – the Italian national sporting authority – was represented by its Secretary, Mr. Erasmo Saliti. Team Ferrari Marlboro was represented by Mr. Ross Brawn and Mr. Jean Todt and by its legal advisers Mr. Roberto Causo, Mr. Jockey, Mr. Jean-Pierre Martel, Mr. Henry Peter and Mr. Marco Zublin. Team West McLaren Mercedes was represented by Mr. Martin Whitmarsh and its legal advisers Mr. Anthony Bosworth QC and Mr. Timothy Murnane. Team Stewart Grand Prix was represented by Mr. Paul Stewart and its legal advisers Mr. Christopher Clarke QC and Mr. Jeremy Courtenay-Stamp. Having heard the parties and examined the evidence, the International Court of Appeal has established that: 1. all dimensions of the turning vane (barge board) were within the 5 mm tolerance allowed by the relevant Regulations (Articles 3.12.1 and 3.12.6 of the Formula One Technical Regulations), provided the vane was properly attached to the car; 2. the 10 mm dimension referred to in the Technical Delegate’s report resulted from a method of measurement which was not necessarily in strict conformity with the Regulations; 3. the measuring equipment available to the FIA Scrutineers at the Malaysian Grand Prix was not sufficiently accurate to call into question Ferrari’s statement, that the turning vane was indeed properly attached to the car. For the above reasons, the International Court of Appeal decided to cancel the Stewards’ decision (document N° 29) and asked the FIA to issue a classification of the 1999 Grand Prix of Malaysia confirming the original results. The International Court of Appeal was presided over by Mr. José Macedo e Cunha (Portugal) and included Mr. Gerhard Nurscher (Austria), Mr. Philippe Roberti de Winghe (Belgium), Mr. Vassilis Kousssis (Greece) and Mr. Jan van Rosmalen (Netherlands). |
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| 2002 – Brazilian Grand Prix | |||||
| Misc | |||||
| Ferrari |
 |
1 pts | Ferrari?s unequal treatment of Barrichello by failing to provide him with a 2002 specification car. After the pervious Grand prix in Malaysia was dominated by Williams, Ferrari took the decision to bring one of its new cars, the F2002 to the 2002 Brazilian grand prix for the exclusive use of Michael Schumacher. The hot rumour suggested that Ferrari had not used the new car from the start of the season due to “grey areas” in its legality. No doubt Ron Dennis would be using his spies as much as possible. It was a bit of a disappointment for Barrichello, contractually he was supposed to be equal in status with Schumacher. His subservience had always been implied. Ferrari’s actions in this instance provided hard evidence. |
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| Ferrari |
|
1 pts | Deal with the FIA over Schumacher having double the tyre allocation of any other driver. On the Friday a row broke out between Ferrari and the other teams. Ferrari again to proved to provide a bone of contention for Williams’ Patrick Head. Ferrari had dispensation form the FIA to use four sets of tyres for each of the cars at Schumacher’s disposal as the two contenders have different rims. The rules state that each driver and not each car is allocated four sets of tyres and Head found it necessary to voice his opinion on the matter. However, it appeared the situation was sorted, Sporting Director of Ferrari, Jean Tobt, stating that if Michael Schumacher were forced to switch from the F2002 to F2001, then the number of tyres used on the first car would be deducted from the four of the other. F1 rogues feels that no other team except Ferrari would be have been allowed such a favour and thus Ferrari must get points. |
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| Ferrari |
|
1 pts | Barrichello?s accident in Friday Free Practice when he was pitched off the track due to a problem with his traction control and a deflating right rear tyre. Barrichello had a massive spin in Friday practice that saw him lose most of first session. The cause was a rear-puncture combined with difficulties of the F2001’s traction control system. “This afternoon, we tried to make up for all the time lost in the morning, when I only managed to do a handful of laps,” Rubens explained, (on Friday night.) “Right from the installation lap, I had a puncture on the right rear tyre and then I spun because of a problem with the traction control. We still have a lot to do in terms of finding the right set up to deal with the bumpy nature of the track and to finalise our tyre choice for qualifying and the race.” |
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| Ferrari |
|
1 pts | The hydraulic failure on Barrichello?s car that put him out of the race. Barrichello’s run of bad luck at his home Grand Prix continued in 2002. He was forced to retire from the race on lap seventeen; his F2001 developed a hydraulic problem that saw him pull off the rack and out of the race. This was to be the eight successive retirement from his home Grand Prix. “We had opted for a different strategy to Michael’s as, starting from the fourth row, it was the best chance of making up places in the early stages of the race. Everything was going well and I managed to get into the lead and given the combination of strategies, I think I could have ended up on the podium. Unfortunately, my car developed an hydraulic problem and I had to retire,” Rubens explained. “The F2001 was going well today and I really wanted to give it a great send off with a good result. Despite the fact I have yet to score points after three races, my motivation remains high, in part because I feel I have shown what I can do. The crowd was fantastic. I’m just sorry I had to wave to them walking back to the pits. I would rather have done it at the end of the race. I am happy that Michael has won with the new car. It’s promising for the rest of the season.” |
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| 2002 – San Marino Grand Prix | |||||
| Misc | |||||
| Ferrari |
|
1 pts | The problems with the left-rear tyre during Barrichello?s second stop. Barrichello has a slow stop on his second and last visit to the pits. There was a problem with his Ferrari’s left rear tyre and he remained stationary for over 13 seconds. Luckily he had a long enough lead over Ralf Schumacher to retain his second place. |
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| Ferrari |
|
1 pts | Schumacher?s problematic steering wheel in the race. After the race it was disclosed that Ferrari were having technical difficulties with the steering wheel in Schumacher’s car. According to technical director, Ross Brawn the problem arose when Schumacher’s steering wheel, which had recently undergone changes to the controls, failed to respond as it should have. Fortunately for Schumacher and Ferrari he did not have to pit for a new steering wheel. Brawn said: “You try and keep cool and look after everything because you can get paranoid at that stage of the race, and everything had gone so well. Drop the revs, drop the temperature and just take everything easy. We did a couple of changes to his wheel that we didn’t do what we expected them too. We turned the revs down, and we changed the control, but it didn’t respond, so we were a little bit worried that we might have had a problem. So we put the spare wheel to one side just in case.” |
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| 2002 – Spanish Grand Prix | |||||
| Misc | |||||
| Ferrari |
|
1 pts | Ferrari?s mysterious decision to give Sauber qualifying engines. This was perceived by some as an attempt to make the Bridgestone shod Sauber faster in order to clam the furore about Bridgestone developing their tyres for Ferrari?s car at the expense of the other teams. Giancarlo Fisichella’s remarked that Bridgestone favoured the Ferrari F2002 when it came to developing the 2002 compound tyres. The majority of the pit-lane believed this to be true. Many were of the opinion that the Bridgestone tyres were tailored to the Ferrari car at the expense of the other Bridgestone running teams. Interestingly in this climate, Ferrari took the decision to supply Sauber with “special” engines for use in qualifying. This could be interpreted as a move by Ferrari to boost the performance of the Saubers, attempting to catapult them and their Bridgestone tyres up the grid. This could imply that the Bridgestones are suited cars other than Ferraris. This would have been unusual given that half of the Sauber’s rear-end is 2001 Ferrari. |
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| Ferrari |
|
1 pts | Barrichello?s hydraulic failure on the pre-grid. At the start of the parade lap Rubens Barrichello failed to get his car off the start line. A hydraulic failure resulted in him being unable to select first gear. Although the team pulled the F2002 into the pitlane to attempt to fix the problem, they were unable to do so and Barrichello was out of the race, his fourth DNF of the season from five starts. “Apart from the problem at the start, this has been a very positive weekend, because the car has worked well ever since the start of Friday without any problems, until I got on the grid and could not select first gear,” Rubens said. “Even though I have been unlucky here and only have six points, my motivation is even stronger, given the potential of the car and the team. I am therefore looking forward to turning the situation around in two weeks time in Austria. This was a frustrating day, but these things happen and they cannot continue for much longer.” |
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| 2002 – Austrian Grand Prix | |||||
| Misc | |||||
| Ferrari |
|
1 pts | Issuing the order for Barrichello to defer the race win to Michael Schumacher. 20 points. Lying to the worlds press that Barrichello would not be forced to defer a win to Schumacher, seriously damaging F1?s status as a betting sport.. 15 points Barrichello had been the dominant force at the 2002 Austrian Grand prix. He had been fastest in practice, taken pole position and led the race from the off, so it came as no surprise that he was leading his team mate, Michael Schumacher out of the last corner of the race. Rubens was set to take a glorious win and F1 fans around the aghast to see him brake hard before the line to allow Michael Schumacher to win the race, as ordered by the team. The crowd was in outrage and booed the team. Ferrari’s move to put Schumacher in the best possible position for the driver’s championship were tactically astute but given the Ferrari dominance of the 2002 season the championship already seemed like Schumacher’s. With the only hope of any real competition coming from Barrichello alone team orders will ensure that Schumacher is 2002 Champion. This would prove to be no consolation to the fans, who had been told Barrichello would not have to defer again to Schumacher, especially all those who had betted on Barrichello to win the race. “It’s a team decision – I’ve just signed a two- year contract and I think I must respect that,” Barrichello said. “I’m going through a good period, a good time of my life. I’m becoming a better person and a better driver. There’s no point in arguing. Michael gave me the trophy at the end and I’m happy.” |
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| 2002 – European Grand Prix | |||||
| Misc | |||||
| Ferrari |
 |
4 pts | Schumacher?s gearbox failure in qualifying. Michael Schumacher’s racecar developed a gearbox problem during his first out lap in qualifying. He toured back to the pits where mechanics tried to resolve the problem. The solution was not immediately forthcoming so the German jumped into the spare car for the rest of the session. It was the first time the spare had turned a wheel all weekend and on Schumacher first effort on the car he locked the brakes into first turn. On second run in the spare he chassis made a couple of minor mistakes in last two corners on final run after being 0.1seconds inside Montoya’s best time at the second split. “On my first run, my race car got stuck in gear, which is why I had to switch to the spare. We fine-tuned it during the session, but it is impossible for me to say if I would have been quicker in my race car. On my final run, I was briefly quickest, but I made two little mistakes at the two final corners,” Michael explained. “I pushed too hard and just overdid it. I have no excuses and but for those mistakes I could have taken pole. As for the race, we have started in worse situations, so I will just have to deal with it. I am not worried about losing position to the McLarens behind me at the start.” |
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| 2002 – British Grand Prix | |||||
| Misc | |||||
| Ferrari |
 |
7 pts | Barrichello?s loose seat belt in qualifying. Rubens Barrichello managed to out qualify his teammate for the 2002 Brazilian grand prix. His first qualifying run was hampered by the smoke from Button’s engine failure. His second run was marginally disrupted when part of his seat belt worked loose and the Brazilian was forced to hold on to his steering wheel for dear life. “Of course I would like to have been on pole. But I have no complaints and it’s good to be on the front row. I aborted my first run, because I saw a lot of smoke at Becketts and then I hit traffic. It was a busy session after that, because on my second run, part of my seat belt came undone and I was moving around a lot in the cockpit, but I still pushed for a time,” Rubens explained. “Then, I had a fantastic third run to post my best time. On my final run, I had cars in front of me as I left the pits and when I came to start the flying lap, I think my tyres were a bit cooler than I would have liked. As for the car, we made changes throughout the session and it was quite good by the end.” |
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| Ferrari |
|
7 pts | The gear selection problems that lead to Barrichello?s engine stalling on the pre-grid. Rubens Barrichello was left on the pre-grid after a problem with his cars’ launch control system resulted in a stalled engine. The Ferrari mechanics were able to started the engine and Barrichello was able to take the start of the race, abet from the back of the grid. |
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| 2002 – French Grand Prix | |||||
| Misc | |||||
| Ferrari |
|
1 pts | Barrichello?s electrical problem. On his way to the pre-grid Ruben Barrichello performed a practice start at the end of the pit-lane, all did not go well as the rear tyres spun wildly. This was to be a sign. On the pre-grid the Ferrari mechanics were unable to activate the electronics systems in Barrichello’s car and not even a rushed steering wheel change could save Rubens. His car was left up on its jacks while the other cars streamed past to start the formation lap. Fever work form the Ferrari mechanics was unable to solve the problem and his car was pushed to the pit lane. After a number of laps had elapsed the Ferrari mechanics cut their efforts short; Barrichello was out of the race. “After what happened to me at the start, I had left the circuit. I was on the plane ready to go when I heard that Michael had won. I felt I had to return to the track, because we are a family and we stick together through thick and thin,” he said. “As for my afternoon, I don’t know what happened. The engine never fired up, even though we tried everything we could. We changed the steering wheel, tried all the buttons but there was nothing we could do. We will have to investigate the problem to find the cause, but in my opinion it was a different problem to the one I experienced at Silverstone. I am very disappointed because I was very confident in my car and was sure I could have a good race. Now, I am already thinking about the next grand prix.” |
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| 2002 – Belgian Grand Prix | |||||
| Misc | |||||
| Ferrari |
|
1 pts | Converting spare from Barrichello to Schumacher. Ferrari had publicly made it known that they were putting all their support behind Rubens Barrichello to help him to secure second place in the 2002 FIA Driver’s Championship. However, the gearbox on Schumacher’s car was changed prior to qualifying and the spare car – allocated to Barrichello – was fitted out for Michael’s possible use. After Michael’s race car seemed destined for a trouble-free run, the spare was readapted for Rubens mid-way through the qualifying session. |
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| 2003 – Brazilian Grand Prix | |||||
| Race | |||||
| Ferrari |
|
1 pts | Barrichello’s fuel line problem that put him out of the race on lap 47 On lap forty-seven Barrichello’s moment of glory came to brutal conclusion when It was the F2002′s final race; neither drive finished, the first time the team "Once in the lead, I immediately pulled out a gap, but then I was |
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| 2003 – San Marino Grand Prix | |||||
| Race | |||||
| Ferrari |
|
4 pts | Barrichello’s botched lap 50 pit stop that saw him loose his place to Ralf On lap fifty Barrichello was ahead of Ralf Schumacher on the track. The gap back Ralf was able to leapfrog Barrichello just the Brazilian exited the pits but |
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| 2003 – Spanish Grand Prix | |||||
| Misc | |||||
| Ferrari |
 |
5 pts | The water leak in Barrichello?s F2003 GA in Friday qualifying that forced him to use the t-car The 2003 Spanish grand Prix saw the introduction of Ferrari?s 2003 challenger, the F2003 GA. The car had been supposed to make its debut at the previous race but reliability concerns forced Ferrari to tread a more cautious path. Dubbed the “Red Shark” by the Italian media, the F2003 GA performed faultlessly until Friday?s qualifying session, where it was Barrichello who yet again suffered a technical problem. In the qualifying session Barrichello?s car suffered a water leak. Not even a swarm of mechanic could solve the problem in a timely fashion and Barrichello was forced to run in the t-car using Schumacher?s seat, pedals and set-up. The Brazilian eventually qualified in a respectable third position which was a great achievement given the adversity he had faced. |
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| 2003 – Austrian Grand Prix | |||||
| Race | |||||
| Ferrari |
|
1 pts | At Barrichello’s first stop, the fuel rig failed forcing them to swtich to the reserve rig |
21 | |
| Ferrari |
|
1 pts | Refueling fire during Schumacher’s pitstop On lap 23, Schumacher pitted from the lead. During the stop it all goes wrong and some fuel is spilled onto th Ferrari; the hot engine quickly ignites the fuel. The Ferrari team react quickly and the fire is put out and Michael is able to rejoin in third place. |
23 | |
| 2011 – Malaysian Grand Prix | |||||
| Race | |||||
| Ferrari |
|
1 pts | Trouble getting one of the front wheels off during Massa’s first stop. |
14 | |
| Ferrari |
|
1 pts | A poor stop for Alonso threw the Spaniard down the order and into a fight with Hamilton. It was the second time this race that Ferrari blundered with a pit stop; this time it was for Alonso. In a repeat of the delay the Massa suffered, Alonso was delayed getting out of the pits with fresh shoes and ended up tailing the Mclaren of Hamilton. |
41 | |
| 2011 – Turkish Grand Prix | |||||
| Race | |||||
| Ferrari |
|
1 pts | Ferrari let Massa go from the pits, very close to Hamilton who was passing. Despite not actually being deemed an unsafe pit release it was a very close run affair. Massa ran along side Hamilton before having to yield to the Englishman. |
10 | |
| 2011 – European Grand Prix | |||||
| Race | |||||
| Ferrari |
|
1 pts | During Massa’s pit stop, the right rear wheel would not go on properly. The result was a stop 4 seconds slower than normal. |
31 | |
| 2011 – German Grand Prix | |||||
| Race | |||||
| Ferrari |
|
3 pts | On the 59th lap of the race, Massa came in for a pitstop to change to the option tyres. The slow pit stop lost him places. With a head to head against the Redbull pit crew, the Ferrari crew set to work on the Ferrari of Massa. A fast stop would enable Massa to keep his position and finish in front of Vettel. However, it was not to be. During the stop one of the mechanics lost the wheel nut from one of the wheels. This resulted in lost time to get the new wheel on as a new nut was inserted into the wheel gun. |
59 | |
| 2011 – Hungarian Grand Prix | |||||
| Race | |||||
| Ferrari |
|
3 pts | Massa was the recipitend of a slow stop. Ferrari, it seems is unable to quickly change the tyres of Massa’s car. As pitstops are crucial even the smallest mistake is shown up to be a long delay. Like the previous 3 races, Massa had a slow stop due to a delayed tyre change. |
15 | |
| Ferrari |
|
3 pts | Once again Massa’s stop did not go well with the right rear proving difficult to change. |
47 | |
| 2011 – Abu Dhabi Grand Prix | |||||
| Practice | |||||
| Ferrari |
|
1 pts | To add to the troubles from India, the Ferrari wing starts wobbling all over again. |
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| 2012 – Bahrain Grand Prix | |||||
| Race | |||||
| Ferrari |
|
1 pts | After his final stop of the race, Ferrari released Alonso a little too close to another driver. The stewards investigated Alonso for an unsafe pit release but took no further action. |
39 | |
| 2012 – Spanish Grand Prix | |||||
| Race | |||||
| Ferrari |
|
3 pts | Alonso had a slow stop whilst attempting to keep the lead. The Williams team had pitted Maldonado earlier and were going for the undercut. Combined with the slow stop and some fast laps from Maldonado, Ferrari lost the lead of the race. |
26 | |
| 2012 – United States Grand Prix | |||||
| Race | |||||
| Ferrari |
|
1 pts | Had a bad stop with Alonso’s first stop for tyres. The right-rear proving difficult to change |
21 | |
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