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Forti

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Forti
Full nameParmalat Forti Ford (1995)
Forti Grand Prix (1996)
BaseAlessandria, Italy
Founder(s)Guido Forti
Paolo Guerci
Noted staffGiacomo Caliri
Daniele Coronna
Riccardo de Marco
Cesare Fiorio
Hans Fouche
Carlo Gancia
Chris Radage
Sergio Rinland
George Ryton
Giorgio Stirano
Noted driversLuca Badoer
Pedro Diniz
Andrea Montermini
Roberto Moreno
Formula One World Championship career
First entry1995 Brazilian Grand Prix
Races entered27 (44 starts from 54 entries)
Constructors'
Championships		0
Drivers'
Championships		0
Race victories0 (Best: 7th, 1995 Australian Grand Prix)
Podiums0
Points0
Pole positions0 (Best: 19th, 1996 Brazilian Grand Prix)
Fastest laps0 (Best: 10th, 1996 Monaco Grand Prix)
Final entry1996 British Grand Prix

Forti Corse, commonly known as Forti, was an Italian motor racing team chiefly known for its brief, and unsuccessful, involvement in Formula One in the mid-1990s. It was established in the 1970s and competed in lower formulae for two decades. The team's successes during this period included four drivers' championships in Italian Formula Three during the 1980s, and race wins in the International Formula 3000 championship, in which it competed from 1987 to 1994. In the course of events, Guido Forti formed a sponsorship deal with the wealthy Brazilian businessman Abílio dos Santos Diniz family that gave his racing driver son, Pedro, a permanent seat in the team and the outfit a suitably high budget with which to enter Formula One.

Forti graduated to F1 as a constructor and entrant in 1995, but its first car - the Forti FG01 - proved to be uncompetitive, and the team failed to score a point. Despite this setback, Forti was committed to a three-year deal with Diniz, which was broken when Pedro moved to the Ligier team prior to the 1996 season, taking most of the team's sponsorship money with him. Nevertheless, Forti continued to compete in the sport, and even produced a much-improved FG03 chassis, before succumbing to financial problems mid-season after an ultimately fruitless deal with a mysterious entity known as Shannon Racing. The team competed in a total of 27 Grands Prix, scoring no points, and is recognised as one of the last truly privateer teams to race in an era when many large car manufacturers were increasing their involvement in the sport.

Establishment and early years

Forti was founded by Italian businessmen Guido Forti, a former driver, and Paolo Guerci, an engineer, in the late 1970s[1] and was based in Alessandria in northern Italy.[2] It was initially run in lower motor racing categories such as Formula Ford and Formula Three, both at Italian and European levels. The team was well-equipped and soon became a regular winner. Forti drivers Franco Forini, Enrico Bertaggia, Emanuele Naspetti and Gianni Morbidelli (who would all go on to drive in F1) won Italian F3 titles in 1985, 1987, 1988 and 1989 respectively. In addition, Bertaggia won the prestigious Macau F3 Grand Prix and the Monaco Grand Prix F3 support race in 1988.[1] Forti also won the FIA European Formula Three Cup in 1989 with Morbidelli.[3] Teo Fabi and Oscar Larrauri also raced for the team in its formative years, the former winning the Italian FFord 2000 championship as early as 1977, and the latter racing as far afield as Formula Three Sudamericana.[1] Forti continued racing in F3 until the end of 1992, when it quit the formula in order to concentrate solely on International Formula 3000.

Formula 3000

For 1987, Forti moved up to International Formula 3000 with less immediate success than experienced in F3.[1] The main reason for this was the decision on which chassis the team should use to compete with. Instead of using customer Lolas, Marches or Ralts, all of which were produced by established companies who had many years' experience of designing and building such cars, Forti stuck with their F3 Italian chassis supplier Gian Paolo Dallara, who had just designed his company's first F3000 machine. Forti was the first team to use this machine, which was dubbed the Dallara 3087 (a chassis which later would make a single appearance in Formula One for the BMS Scuderia Italia F1 team, as that team's F1 car was not ready for the first race of the 1988 season). This combination of an inexperienced team and an untested car did not score any points in its first F3000 year. In addition, the team did not attend every race on the schedule.[1] Forti used 1988 to gain valuable experience in F3000, and this helped the team to perform better in the following seasons, as did a change to more competitive Lola and then Reynard chassis.[1]

Hideki Noda driving for the Forti International Formula 3000 team during the 1994 season.

After a full season in 1988 and the team's first championship points courtesy of Claudio Langes in 1989, it became apparent that Forti was improving as a competitive force. In 1990, Gianni Morbidelli scored Forti's first victory in an F3000 race,[1] and although no Forti driver won a championship title in this category, the team established itself as a frequent front-runner.[2] From 1993 onwards, Forti concentrated solely on F3000, and ran drivers such as Emanuele Naspetti, Fabrizio Giovanardi, Andrea Montermini (who would later race for the team in F1) and Hideki Noda (who would lose out to Montermini for the F1 seat).[1] This was Forti's most successful season in F3000, with Naspetti finishing third in the Drivers' Championship, only ten points behind champion Christian Fittipaldi. Although the team's form dipped over subsequent years, by 1994 Forti was the most experienced team in the championship, employing Noda and Pedro Diniz as drivers. Forti scored nine wins and five pole positions as an F3000 team.

Formula One

Preparation

As his team became more successful, Guido Forti started thinking about the next logical move upwards, into Formula One. However, there had been several discouragingly recent examples of teams which had graduated from F3000 into F1 and failed more or less immediately due to a lack of finance. In preceding years, examples of unsuccessful teams of this nature included Coloni and Onyx. But conversely, Eddie Jordan had shown that the move could be made successfully, with an impressive performance in 1991 with his Jordan team, which had finished fifth in the Constructors' Championship with a total of seven finishes in the points. Forti considered a solid financial base to be the most important factor for success. In 1991 he therefore started working on his Formula One project. At the end of 1992, he signed a deal with wealthy Brazilian driver Pedro Diniz, whose personal fortune and sponsorship connections proved invaluable in increasing the team's budget.[1] Diniz's father, Abílio dos Santos, was the owner of the large Brazilian distribution company Companhia Brasileira de Distribuição and the supermarket chain Pão de Açúcar. By offering companies preferential product-placement in the Brazilian market, the Diniz family was able to obtain personal sponsorship deals with brands such as Parmalat, Kaiser, Arisco and Marlboro to fund Pedro's career.[4] By 1993, through Diniz, Forti met Carlo Gancia, an Italo-Brazilian businessman.[2] Gancia became a co-owner of the team, buying Guerci's shares, and started working on the team's Formula One project. He finally managed to ensure a respectable budget for Formula One by late 1994, which was "effectively underwritten by the Diniz family".[1] He also hired several experienced personnel, including designer Sergio Rinland and former Ferrari team manager Cesare Fiorio.[1] Guerci remained with Forti as one of its race engineers.[5]

The Forti FG01 car

Main article: Forti FG01

With this securing of financial assistance and recruitment of staff, Forti's participation in Formula One for 1995 was assured.[2] Financed by various Brazilian enterprises, such as Kaiser and Sadia, and the Italian corporation Parmalat which were brought in by Abílio dos Santos Diniz,[6] the team was guaranteed financial stability in the short term, with a first year budget of around £7.5 million.[2] In addition, this was only the first year of a planned three-year contract with Diniz and his backers.[7] However, the harder task for the team was designing and building its own car for the first time (as required by the F1 regulations). This turned out to be the main obstacle for Guido Forti, as he insisted on having a reliable car built instead of a fast one. That was precisely what he received: his first F1 chassis, the Forti FG01, was an outdated, overweight and very slow machine, and has been described as nothing more than "a revised F3000 car"[8] and, more harshly, "a fearful pile of junk".[9]

Roberto Moreno driving the FG01 at the 1995 British Grand Prix. He retired on lap 48 when the car's hydraulic pressure dropped.

"It simply wasn't efficient and we had to restart it. We took off more than 60 kg from the first version to the last and by Silverstone we were on the minimum weight limit. During the year we also had to re-homologate the nose and side pods, develop the semi-automatic gearbox, which was worth about half a second a lap, and redesign the monocoque, not in terms of shape but in terms of the lay-up of the skins."

–Giorgio Stirano on the problems experienced with the FG01.[7]

The FG01 had many influences. Its roots dated back to 1991 when former Brabham designer Rinland left the British team before the season ended. Rinland set up Astauto Ltd. in Tolworth, England, hiring several of his former collaborators from Brabham when the team closed its doors. Brabham sold the building and wind tunnel at Chessington to Yamaha, facilities that Astauto rented to develop the new Fondmetal GR02, which was designed and built by June 1992, just six months after it was commissioned by Gabriele Rumi. The Fondmetal GR02 was a natural successor of the Brabham BT60, in concept, as it was conceived by the same design team. Due to Fondmetal's own severe financial troubles, the GR02 was run only in a few races before the team was closed. When in late 1994, Forti bought the remains of the Fondmetal Team, acquiring all the spares of the GR02 in the process, the team then turned to Rinland to purchase the design of what would have been the 1993 F1 car design by the Astauto Design Team after the collapse of the Fondmetal team. At that time, Rinland was living and working in California on a new ChampCar project. Forti sent his Chief Designer and former Astauto employee Chris Radage to California to gather all the technical information, data and drawings from Rinland, returning to Italy to design and develop the new Forti FG01. Rinland joined the team in early 1995 for a short period as Technical Director, once he had returned to Europe.[10] Rinland assisted experienced Italian engineers Giorgio Stirano[7] and Giacomo Caliri in designing the car.[11] The car's aerodynamics were completed by former Brabham employee Hans Fouche using wind tunnels in South Africa, and composite work was done by the Belco Avia company.[1] However, it was rumoured that the FG01 was little more than a re-working of the GR02.[2]

Thus the FG01 did not promise much in terms of performance. It was angular and bulky, with poor aerodynamic performance negatively affecting grip and handling; it had a plump nose, initially no airbox, and was overweight and under-powered, using a small Ford-Cosworth ED V8 customer engine largely financed by Ford do Brasil. It was also the only car to have a manual gearbox in the 1995 F1 season. The car was liveried in a blue-and-yellow colour scheme accompanied by fluorescent green wheel-rims, illustrating the team's Brazilian influence in its first year.[2] Rinland subsequently left the team after a few weeks, after falling out with the team's management over the car's lack of competitiveness.[7][12]

The 1995 season

Forti's number one driver for the 1995 season was rookie Pedro Diniz who had raced for Forti in F3000, but without much success. However, he was guaranteed a seat as his family and sponsors were paying a significant amount of the team's budget.[7] The second driver was later confirmed as his more experienced compatriot Roberto Moreno, who had last competed in F1 back in 1992 when he had a disastrous year driving for the infamous Andrea Moda team. However, his seat was initially only guaranteed on a race-by-race basis,[10] as Portuguese driver Pedro Lamy amongst others was also considered.[13] The team had also had the option of signing several other experienced Brazilian drivers including Christian Fittipaldi, Maurício Gugelmin and Gil de Ferran.[2] It was speculated that whoever joined the team would be contractually bound to be number two to Diniz,[14] and that his father had insisted on an all-Brazilian driver line-up.[8]

A graph showing Forti's qualifying performances during the 1995 season relative to the pole position time for each race. The team was only able to qualify within 107% of pole on one occasion, which would mark the non-qualification threshold for 1996.

At the beginning of the season, the cars were embarrassingly slow, despite a healthy amount of testing.[7] Diniz finished 10th in the season-opening Brazilian GP, but was seven laps down on winner Michael Schumacher. In Argentina, this situation became worse, as, although both drivers finished, they were both nine laps down on winner Damon Hill at the end of the race (with Diniz ahead) and neither were classified, as they had failed to complete 90% of the race distance. The drivers' similar fastest laps during the race were over ten seconds slower than Schumacher's fastest race lap, and almost five seconds slower than the next slowest runner's fastest lap (Domenico Schiattarella in the Simtek).[15] Imola was similarly poor, as both drivers finished seven laps down (with Diniz again ahead) and again failed to reach the 90% threshold for classification. Forti was already the butt of paddock jokes,[7] and were far slower than the other (and financially poorer) backmarkers: Pacific, Simtek, and Minardi. However, the budget enabled improvements to be made to the car. During the season, its weight was reduced by a significant 60 kilograms (approximately 10% of the F1 minimum weight limit of 595 kg[7]), and a semi-automatic gearbox, an airbox and redesigns of the front wing, sidepods and monocoque were introduced. The personnel count also doubled during the course of the season.[7] This resulted in a gradual improvement in pace throughout the year, and there were no more non-classified finishes.

Pedro Diniz driving the FG01 at the 1995 British GP. He retired on lap 13 with a broken gearbox.

Indeed, Forti's finishing record was good for rookies at 50% (excluding the non-classifications),[16] helping Diniz to establish a reputation as a steady, dependable driver.[7] Forti were then elevated when Simtek folded after the Monaco GP, and Pacific's lack of finance and development enabled Forti to start matching them from the half-way point of the season.[7] At the German GP, both Fortis outqualified both the Pacifics for the first time, and this happened on two further occasions during 1995. Forti's improvement was also aided by Pacific taking on two slower pay drivers, Giovanni Lavaggi and Jean-Denis Délétraz, to ensure that the team finished the season, and regular driver Bertrand Gachot being race-rusty on his return for the last two races of the year.[2] At the final race of the season, in Adelaide, Forti seemed to have established a firm base for the 1996 season, emphasised by Moreno qualifying within 107% of pole position for the first time - a crucial result, as this percentage of the pole time would be used to determine non-qualifiers in 1996 - and Diniz scoring the team's best result in F1, with a reliable run to seventh place, ahead of Gachot in the Pacific. This was only one position behind the points-scoring placings.[17] Nevertheless, despite not scoring any points, Forti finished a de facto 11th in the Constructors' Championship, ahead of Pacific and Simtek by virtue of better finishes outside of the points.

Post-championship, Forti took part in the 1995 Bologna Motor Show, where three FG01s – driven by Andrea Montermini, Giovanni Lavaggi and Vittorio Zoboli – raced against, and lost to three Minardis in the Formula One Indoor Trophy.[2]

Despite the progress made by Forti during the course of the season, 1995 was still regarded as a failure. The team had spent more money than its immediate rivals in designing, building and developing a fundamentally inefficient car.[2] Diniz and his sponsors were described as "throwing their money away",[9] and the Brazilian's reputation as a serious F1 driver was damaged, as it took him several years to prove that he was not just in the sport because of his funding.[18] In addition, Moreno's participation with Forti was lamented by many observers, who felt that the experienced driver did not deserve the ignominy of such an uncompetitive car.[9] The team's lack of pace was demonstrated by calculating all of the 1995 drivers' average qualifying time: both Diniz and Moreno were an average of over seven seconds off the fastest average qualifier, David Coulthard.[2] The only positives were the decent reliability record – with the cars completing 59.1% of the total 1995 race distance[2] – and the fact that Forti would still be funded for two further years by the Diniz family.[7]

The 1996 season

With a solid base to build on and a healthy budget, 1996 looked promising for Forti.[7] The team negotiated for the most powerful and expensive Cosworth V8 engines in late 1995 to replace the outdated and underpowered ED models.[19] However, these aspirations was dealt a devastating blow when Pedro Diniz signed for the more competitive Ligier team, taking Martin Brundle's vacated seat as the latter moved to Jordan. Forti's sponsors brought in by the Diniz family, including Parmalat and Marlboro, all left; the budget was significantly dented. For a time it seemed that the team would not compete in 1996 at all,[20] and its survival was constantly questioned.[6] The new car was delayed, and the team was forced to use the uprated FG01B car for the start of the season with the only slightly more competitive Ford Zetec-R V8 engine (instead of the "JS" it had been negotiating for),[21] and to rely on temporary sponsors. Nevertheless, Forti remained in the sport for the 1996 season. Roberto Moreno was not retained, and the team signed Minardi and Pacific refugees Luca Badoer[22] and Montermini to take the two empty seats (although Hideki Noda was also considered[23]), both drivers bringing a small amount of personal backing. Frenchman Franck Lagorce was also signed as a test driver.[2] Pacific had folded during the off-season, and it was clear that Forti would be some way behind the rest of the field in the slow FG01B.[21] Badoer and Montermini failed to make the new 107% cut in qualifying for the Australian Grand Prix and thus did not start the race, but both then managed to qualify for the Grands Prix held in Brazil and Argentina, scoring a 10th and an 11th place finish between them in the races. Badoer, however, attracted attention in Argentina for a different reason. As Diniz attempted to lap him, the two collided and Badoer's car flipped over; the Italian escaping injury. Both cars then failed to qualify at the Nürburgring.

Forti produced a new chassis, the FG03, for the next race of the season in Imola. It had been designed by Chris Radage and Riccardo de Marco,[2] with further work carried out by George Ryton after the latter moved to the team from Ferrari and took up the post of Technical Director mid-season.[24][25] Both drivers judged it a significant improvement over the old car, with increased aerodynamic downforce and directional sensitivity,[21] but there was only one FG03 available, and Montermini failed to qualify in the old car. Badoer, however, qualified last, but comfortably within the 107% cut-off, and only 0.7s behind Ricardo Rosset in the Footwork. Badoer finished 10th and last, but had suffered reliability problems in the new car and was two laps behind Pedro Lamy's Minardi. Both drivers qualified in Monaco, but Montermini crashed in the wet warm-up session and did not start the race, whilst Badoer struggled in the slippery conditions and took out Jacques Villeneuve as he was being lapped by the Williams. He was fined $5000 and received a two-race suspended ban.[26]

Deal with Shannon Racing

A new livery signalled a major sponsorship deal with Shannon, but did nothing to save the team from its collapse mid-season. This is Luca Badoer driving the FG03 at the 1996 Canadian Grand Prix.

After the Monaco GP, there were rumours that Forti would not survive the season without some form of takeover. In the period before the next race, the Spanish GP, Belco Avia boss Arron Colombo announced that a deal had been reached between Guido Forti and an entity known as Shannon Racing for the latter to buy a 51% share of the team.[1] The deal was concluded later in the month, on June 30.[27] Shannon Racing and its parent company FinFirst were Irish-registered sections of a Milanese financial group, and had already established teams in various Formula Three championships and in International Formula 3000 in 1996. The group was keen to move into Formula One, and Forti provided an opportunity for this to happen. It was believed that Colombo had organised the deal, which was scheduled to continue throughout 1996 with an option for 1997, because Belco Avia was owed money by Forti. As part of the management change, Cesare Fiorio left the team to join Ligier and was replaced by Daniele Coronna, whilst designer George Ryton joined from Ferrari.[25]

For the Spanish GP, the cars therefore appeared in a new green-and-white livery, apparently confirming Shannon Racing's acquisition of 51% of Forti.[21] This financial boost appeared to ensure the team's survival.[27] With the off-track confusion, both drivers again failed to qualify. Nevertheless, at the Canadian and French Grands Prix, both Fortis made it to the grid, Badoer even outqualifying Rosset in Montréal. However, Forti had lost its good 1995 reliability record, as these starts only resulted in four retirements. By this time, Forti's financial problems, caused by a conflict of team ownership between Guido Forti and Shannon Racing, were becoming increasingly urgent in nature. Both cars retired with "engine problems" at the French GP, although it was widely rumoured that this was due to the team running out of engine mileage as it went into debt with engine suppliers Cosworth.[28]

Bankruptcy and withdrawal from Formula One

Guido Forti alleged that Shannon Racing had not paid him any money within the stipulated six-day deadline after the deal was concluded,[27] and refuted the claim that it now owned 51% of his team.[2] As the team ran out of money, it was doubtful whether it would turn up at the British GP.[28] In the end, Forti took part, only for the cars to complete a mere handful of laps each in practice and thus failing to set a time quick enough to qualify. This was because it was becoming increasingly in debt to Cosworth and was running out of engine mileage for its cars, only having enough to make a token effort at participation.[21][29] The team made it to the next race - the German GP - but both cars remained unassembled in the pit garages throughout the weekend after the engine supply was finally cut off.[21]

Guido Forti, after discussing the matter with commercial rights-owner Bernie Ecclestone, had decided to withdraw the team from the German GP as negotiations over the team's ownership between himself and Shannon continued, despite the threat of the FIA (F1's governing body) imposing a fine on the outfit for missing the race. Following the failure of these negotiations, he then announced that Shannon's deal had fallen through and that he was back in charge of the team. He hoped to finalise some more sponsorship deals which would allow Forti to compete in the Hungarian GP. Shannon responded by claiming it still owned 51% of the team, and that it intended to solve Forti's financial problems itself, in addition to replacing Guido Forti as Team Principal. He duly took the company to court over the matter, an arduous process in the Italian legal system.[27]

With the team in limbo whilst the ownership dispute was judged, Forti's situation was bleak. The team faced the prospect of further heavy FIA-imposed fines for missing races if the situation did not improve,[21] or even exclusion from the championship for bringing the sport into disrepute, as had happened to the Andrea Moda team in 1992.[27] Forti withdrew his team from the sport; it did not make an appearance at the Hungarian GP, the Belgian GP,[30] nor at any further point in the championship. Badoer and Montermini were left without drives, and the promising FG03 chassis would no longer race. By the time Shannon Racing won the court case in September,[31] Forti had ceased to exist. Shannon Racing's teams in the lower motorsport categories also closed down.[2] Coincidentally, Guido Forti had signed the 1997 Concorde Agreement shortly before his team's demise, which could have given his team a chance of surviving if it had made it into 1997 due to the extra television revenue that was granted to each of the teams from that year onwards.[21]

Legacy

Forti's withdrawal marked not only the end of its participation in Formula One, but also terminated a team which had enjoyed success in International Formula 3000 and other minor categories. It is generally agreed that Forti may have succeeded if it had its 1995 budget and the FG03 car at the same time, and that Diniz's departure meant that it stood little chance of survival,[8] but the team has become another example of a small, backmarking team unable to finance its aspirations;[21] one of the final "privateer" teams to enter the sport in an era of increasing influence and participation from the large car manufacturers.[8] Forti is often cited along with Pacific and Simtek as prime examples of this tendency.[2][8] It was also argued that the increasing amount of money involved in financing an F1 team which was forcing many of the smaller teams to withdraw in the early to mid-1990s was a long-term threat to the future of the sport.[32] Alternatively, some saw Forti and similar tail-enders as undeserving of a place in F1, and it has been suggested that the imposition of the 107% rule by the FIA in 1996 was a move to force them to raise their game or leave the sport altogether.[33]

However, the Forti F1 cars have since been used for other purposes. At the 2000 Autosport International, two Forti chassis were used as part of an "F1 Driving Experience" programme organised by the Aintree Racing Drivers' School.[2] Examples of the FG03 are also currently being used as part of F1-themed track days in the United Kingdom at motor racing circuits such as Rockingham.[34][35][36]

Forti appears in the PlayStation video game Formula 1, the first in a long-running series of Sony games based on the sport. The team is also featured in the Nintendo 64 game F1 Pole Position 64, featuring the white and green Shannon livery. The games were based on the 1995 and 1996 seasons respectively.

Racing record

Main article: Forti racing record

Championships and notable race wins

Year Championship/Race Chassis Engine Driver Reference
1977 Italian Formula Ford 2000 Drivers' Championship ? Ford Italy Teo Fabi [1]
1985 Italian Formula Three Drivers' Championship Dallara Alfa Romeo Switzerland Franco Forini [37]
1987 Italian Formula Three Drivers' Championship Dallara Alfa Romeo Italy Enrico Bertaggia [37]
1988 Italian Formula Three Drivers' Championship Dallara Alfa Romeo Italy Emanuele Naspetti [37]
Macau Grand Prix Dallara Alfa Romeo Italy Enrico Bertaggia [38]
Grand Prix de Monaco F3 Dallara Alfa Romeo Italy Enrico Bertaggia [39]
1989 Italian Formula Three Drivers' Championship Dallara Alfa Romeo Italy Gianni Morbidelli [37]
European Formula Three Cup Dallara Alfa Romeo Italy Gianni Morbidelli [3]

Complete International Formula 3000 results

(Results in bold indicate pole position) (Results in italics indicate fastest lap)

Year Chassis Engine Tyres Driver(s) 1 2 3 4 5 6 7 8 9 10 11 Points TC
1987[40] Dallara 3087 Cosworth V8 A SIL VAL SPA PAU DON PER BRH BIR IML BUG JAR 0 NC
Nicola Larini Ret 16 Ret Ret
Nicola Tesini DNQ
1988[41] Dallara 3087
Lola T88/50 		Cosworth V8 A JER VAL PAU SIL MNZ PER BRH BIR BUG ZOL DIJ 0 NC
Enrico Bertaggia DNQ DNQ DNQ DNQ 7 16 DNS DNQ DNQ 11 Ret
Fernando Croceri DNQ DNQ DNQ DNQ DNQ
Enrico Debenedetti DNQ DNQ
Nino Fama DNQ
1989[42] Lola T89/50 Cosworth V8 A SIL VAL PAU JER PER BRH BIR SPA BUG DIJ 7 9th
Claudio Langes 12 Ret Ret 7 2 6 9 15 9 7
1990[43] Lola T90/50 Cosworth V8 A DON SIL PAU JER MNZ PER HOC BRH BIR BUG NOG 20 7th
Gianni Morbidelli 8 Ret 3 Ret 4 1 Ret Ret Ret 7 3
1991[44] Lola T91/50
Reynard 91D 		Cosworth V8 A VAL PAU JER MUG PER HOC BRH SPA BUG NOG 43 3rd
Emanuele Naspetti 10 9 DNQ DNS 1 1 1 1 Ret 6
Fabrizio Giovanardi 12 5 DNQ 8 Ret 13 8 6 DNS 4
1992[45] Reynard 92D Cosworth V8 A SIL PAU CAT PER HOC NUR SPA ALB NOG MAG 44 2nd
Emanuele Naspetti 6 1 16 2 4 Ret
Andrea Montermini 1 1 4 Ret
Alessandro Zampedri Ret Ret 11 5 7 Ret 7 8 5 Ret
1993[46] Reynard 93D Cosworth V8 A DON SIL PAU PER HOC NUR SPA MAG NOG 20 5th
Olivier Beretta 1 10 4 Ret 4 5 13 9 4
Pedro Diniz Ret Ret DNQ 7 Ret 16 14 11 14
1994[47] Reynard 94D Cosworth V8 A SIL PAU CAT PER HOC SPA EST MAG 9 7th
Pedro Diniz Ret Ret 10 Ret Ret 9 4 Ret
Hideki Noda 5 Ret Ret 3 Ret 7 16 11

Complete Formula One results

Year Chassis Engine Tyres Drivers 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Points WCC
1995 Forti FG01 Ford ED V8 G BRA ARG SMR ESP MON CAN FRA GBR GER HUN BEL ITA POR EUR PAC JPN AUS 0 NC
Pedro Diniz 10 NC NC Ret 10 Ret Ret Ret Ret Ret 13 9 16 13 17 Ret 7
Roberto Moreno Ret NC NC Ret Ret Ret 16 Ret Ret Ret 14 Ret 17 Ret 16 Ret Ret
1996 Forti FG01B
Forti FG03 		Ford Zetec-R V8 G AUS BRA ARG EUR SMR MON ESP CAN FRA GBR GER HUN BEL ITA POR JPN 0 NC
Luca Badoer DNQ 11 Ret DNQ 10 Ret DNQ Ret Ret DNQ DNP
Andrea Montermini DNQ Ret 10 DNQ DNQ DNS DNQ Ret Ret DNQ DNP
Key
Colour Result Colour Result
Gold Winner White Did not start (DNS)
Silver 2nd place Light blue Practiced only (PO)
Bronze 3rd place Friday test driver (TD) - 2003-2007 only
Green Points finish Blank Did not practice (DNP)
Blue Non points finish inc. non classified finish Injured or ill (inj)
Purple Did not finish (Ret) Excluded (EX)
Red Did not qualify (DNQ) Did not arrive (DNA)
Black Disqualified (DSQ) Withdrew entry before the event (WD)

References

Footnotes

  1. ^ a b c d e f g h i j k l m n "Constructors: Forti Corse S.R.L." grandprix.com. Retrieved 2008-03-14.
  2. ^ a b c d e f g h i j k l m n o p q r s "Forti-Corse - full profile". f1rejects.com. Archived from the original on 2007-10-10. Retrieved 2006-10-29.
  3. ^ a b Higham, p. 248.
  4. ^ "The Diniz Family buys into Prost". grandprix.com. 2000-11-30. Retrieved 2008-07-26. {{cite news}}: Check date values in: |date= (help)
  5. ^ Saward, Joe (1996-02-01). "Seasonal Preview 1996". grandprix.com. Retrieved 2008-07-03. {{cite news}}: Check date values in: |date= (help)
  6. ^ a b Tremayne, p. 95.
  7. ^ a b c d e f g h i j k l m Formula 1 Review: Forti – Constanduros, Bob. Henry (ed.) (1995), p. 71.
  8. ^ a b c d e Ménard, Vol. 2, p. 626.
  9. ^ a b c Saward, Joe (1996-01-01). "No news is big news!". grandprix.com. Retrieved 2007-08-23. {{cite news}}: Check date values in: |date= (help)
  10. ^ a b "Rinland joins Forti". grandprix.com. 1995-03-27. Retrieved 2006-01-13. {{cite news}}: Check date values in: |date= (help)
  11. ^ "Forti - getting ready for action". grandprix.com. 1995-02-06. Retrieved 2007-04-03. {{cite news}}: Check date values in: |date= (help)
  12. ^ "Rinland leaves Forti?". grandprix.com. 1995-05-08. Retrieved 2007-01-13. {{cite news}}: Check date values in: |date= (help)
  13. ^ "Pedro Lamy for Forti?". grandprix.com. 1995-04-10. Retrieved 2007-01-14. {{cite news}}: Check date values in: |date= (help)
  14. ^ Tremayne, p. 67.
  15. ^ 1995 Grands Prix - Argentine Grand Prix – Constanduros, Bob; Hamilton, Maurice and Henry, Alan. Henry (ed.) (1995), p. 103.
  16. ^ "Forti - 1995 Statistics". autocoursegpa.com. Retrieved 2007-08-24.
  17. ^ See List of Formula One World Championship pointscoring systems for more information.
  18. ^ Jones, p. 91.
  19. ^ "Forti bids for new Ford V8". grandprix.com. 1995-10-02. Retrieved 2007-01-13. {{cite news}}: Check date values in: |date= (help)
  20. ^ "...Forti to follow". grandprix.com. 1995-12-04. Retrieved 2007-01-13. {{cite news}}: Check date values in: |date= (help)
  21. ^ a b c d e f g h i Formula 1 Review: Forti – Henry, Alan. Henry (ed.) (1996), p. 92.
  22. ^ "Forti signs Badoer". grandprix.com. 1996-02-26. Retrieved 2007-01-13. {{cite news}}: Check date values in: |date= (help)
  23. ^ "Noda close to Forti". grandprix.com. 1996-01-15. Retrieved 2006-11-24. {{cite news}}: Check date values in: |date= (help)
  24. ^ "Ryton to Forti". grandprix.com. 1996-04-01. Retrieved 2007-01-13. {{cite news}}: Check date values in: |date= (help)
  25. ^ a b "Shannon arrives early!". grandprix.com. 1996-06-03. Retrieved 2009-03-06.
  26. ^ 1996 Grands Prix - Monaco Grand Prix – Constanduros, Bob; Hamilton, Maurice and Henry, Alan. Henry (ed.) (1996), p. 147.
  27. ^ a b c d e "The end of the road for Forti?". grandprix.com. 1996-07-16. Retrieved 2009-03-06.
  28. ^ a b "Forti - times are hard". grandprix.com. 1996-07-08. Retrieved 2007-01-13. {{cite news}}: Check date values in: |date= (help)
  29. ^ "Shambles at Forti". grandprix.com. 1996-07-15. Retrieved 2007-01-13. {{cite news}}: Check date values in: |date= (help)
  30. ^ "Forti disappears". grandprix.com. 1996-08-26. Retrieved 2007-01-13. {{cite news}}: Check date values in: |date= (help)
  31. ^ "Forti chaos". grandprix.com. 1996-09-02. Retrieved 2007-01-13. {{cite news}}: Check date values in: |date= (help)
  32. ^ Waller, Toby. "The 107% Dilemma". atlasf1.autosport.com. Retrieved 2007-12-19.
  33. ^ Storm Clouds Gather? The State of Formula One – Henry, Alan. Henry (ed.) (1995), p. 38.
  34. ^ "Formula 1". intotheblue.co.uk. Retrieved 2007-07-10.
  35. ^ "The Ultimate Driving Day". rockingham.co.uk. Retrieved 2007-09-27.
  36. ^ "Formula 1 Driving Experience". racing-school.co.uk. Retrieved 2007-09-27.
  37. ^ a b c d Higham, p. 407.
  38. ^ Higham, p. 422.
  39. ^ Higham, p. 426.
  40. ^ Hamilton (ed.), pp. 263-264.
  41. ^ Henry (ed.) (1988), pp. 264-265.
  42. ^ Henry (ed.) (1989), pp. 280-281.
  43. ^ Henry (ed.) (1990), pp. 280-281.
  44. ^ Henry (ed.) (1991), pp. 280-281.
  45. ^ Henry (ed.) (1992), pp. 280-281.
  46. ^ Henry (ed.) (1993), pp. 280-281.
  47. ^ Henry (ed.) (1994), p. 280.

Books

See also

External links

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