Coordinates: 44°31′57″N 10°51′51″E / 44.532447°N 10.864137°E / 44.532447; 10.864137

Ferrari S.p.A.

100px
Type	Società per azioni
Industry	Automotive
Founded	1947 (historical 1929)
Founder(s)	Enzo Ferrari
Headquarters	Maranello, Italy
Key people	Luca di Montezemolo Chairman Piero Ferrari Vice Chairman Amedeo Felisa CEO
Products	Sports cars
Production output	6,573 units (2010)[1]
Revenue	€ 1,919 million (2010)[1]
Owner(s)	Fiat S.p.A. 90% Piero Lardi Ferrari 10%[1]
Employees	2,721 (2010)[1]
Parent	Fiat S.p.A.
Website	Ferrari.com

Ferrari S.p.A. is an Italian sports car manufacturer based in Maranello, Italy. Founded by Enzo Ferrari in 1929, as Scuderia Ferrari, the company sponsored drivers and manufactured race cars before moving into production of street-legal vehicles as Ferrari S.p.A. in 1947. Throughout its history, the company has been noted for its continued participation in racing, especially in Formula One, where it has had great success. Ferrari road cars are generally seen as a symbol of luxury and wealth.

History[link]

Enzo Ferrari wasn't initially interested in the idea of producing road cars when he formed Scuderia Ferrari (literally "Ferrari Stable", and usually used to mean "Team Ferrari", it is correctly pronounced [skudeˈriːa]) in 1928 as a sponsor for amateur drivers headquartered in Modena. Ferrari prepared, and successfully raced, various drivers in Alfa Romeo cars until 1938, when he was hired by Alfa Romeo to head their motor racing department.

In 1941, Alfa Romeo was confiscated by the fascist government of Benito Mussolini as part of the Axis Powers' war effort. Enzo Ferrari's division was small enough to be unaffected by this. Because he was prohibited by contract from racing for four years, the Scuderia briefly became Auto Avio Costruzioni Ferrari, which ostensibly produced machine tools and aircraft accessories. Also known as SEFAC (Scuderia Enzo Ferrari Auto Corse), Ferrari did in fact produce one race car, the Tipo 815, in the non-competition period. It was the first actual Ferrari car (it debuted at the 1940 Mille Miglia), but due to World War II it saw little competition. In 1943 the Ferrari factory moved to Maranello, where it has remained ever since. The factory was bombed by the Allies in 1944 and rebuilt in 1946, after the war ended, and included a works for road car production.

166MM Barchetta 212/225

The first Ferrari road car was the 1947 125 S, powered by a 1.5 L V12 engine; Enzo Ferrari reluctantly built and sold his automobiles to fund Scuderia Ferrari.^[2]

In 1988, Enzo Ferrari oversaw the launch of the Ferrari F40, the last new Ferrari to be launched before his death later that year, and arguably one of the most famous supercars ever made. From 2002 to 2004, Ferrari introduced the Enzo. The Enzo was Ferrari's fastest model at the time, and was introduced and named in honor of the company's founder, Enzo Ferrari (Although it was to be called the F60, continuing on from the F40 and F50, but Ferrari was so pleased with it, they called it the Enzo instead). It was initially offered to loyal and reoccuring customers, each of the 399 made (minus the 400th which was donated to the Vatican for charity) had a price tag of $650,000 apiece.

Motorsport[link]

For a complete list of Ferrari racing cars, see List of Ferrari competition cars.

Ferrari 312T2 Formula One car driven by Niki Lauda

Since the company's beginnings, Ferrari has been involved in motorsport, competing in a range of categories including Formula One and sports car racing through its Scuderia Ferrari sporting division as well as supplying cars and engines to other teams and for one make series.

The 1940 AAC 815 was the first racing car to be designed by Enzo Ferrari, although it was not badged as a Ferrari model.

Scuderia Ferrari[link]

Scuderia Ferrari has participated in a number of classes of motorsport, though it is currently only officially involved in Formula One. It is the only team to have competed in the Formula One World Championship continuously since its inception in 1950. José Froilán González gave the team its first F1 victory at the 1951 British Grand Prix.

Scuderia Ferrari won a Formula One driver's title in 2007, with Kimi Räikkönen.

Alberto Ascari gave Ferrari its first Drivers Championship a year later. Ferrari is the oldest team in the championship, and the most successful: the team holds nearly every Formula One record. As of 2008^[update], the team's records include 15 World Drivers Championship titles (1952, 1953, 1956, 1958, 1961, 1964, 1975, 1977, 1979, 2000, 2001, 2002, 2003, 2004 and 2007) 16 World Constructors Championship titles (1961, 1964, 1975, 1976, 1977, 1979, 1982, 1983, 1999, 2000, 2001, 2002, 2003, 2004, 2007 and 2008), 209 Grand Prix victories, 4925.27 points, 622 podium finishes, 203 pole positions, and 218 fastest laps in 776 Grands Prix contested.

Notable Ferrari drivers include José Froilán González, Tazio Nuvolari, Juan Manuel Fangio, Luigi Chinetti, Alberto Ascari, Wolfgang von Trips, Phil Hill, Olivier Gendebien, Mike Hawthorn, Peter Collins, Giancarlo Baghetti, John Surtees, Lorenzo Bandini, Ludovico Scarfiotti, Jacky Ickx, Mario Andretti, Clay Regazzoni, Niki Lauda, Carlos Reutemann, Jody Scheckter, Gilles Villeneuve, Didier Pironi, Patrick Tambay, René Arnoux, Michele Alboreto, Gerhard Berger, Nigel Mansell, Alain Prost, Jean Alesi, Eddie Irvine, Rubens Barrichello, Michael Schumacher, Kimi Räikkönen, Felipe Massa, and Fernando Alonso.

At the end of the 2006 season, the team courted controversy by continuing to allow Marlboro to sponsor them after they, along with the other F1 teams, made a promise to end sponsorship deals with tobacco manufacturers. A five year deal was agreed and although this is not due to end until 2011, in April 2008 Marlboro dropped their on-car branding on Ferrari.

The drivers competing for 2009 were Felipe Massa and defending champion Kimi Räikkönen. As of 2010 Fernando Alonso has started racing for Ferrari after racing for Renault, Minardi and Mclaren, filling Kimi Räikkönen's former seat.

A 312PB (driven by Jacky Ickx) during the team's final year in the World Sportscar Championship.

In addition to Formula One, Ferrari also entered cars in sportscar racing, the two programs existing in parallel for many years.

In 1949, Luigi Chinetti drove a 166 M to Ferrari's first win in motorsports, the 24 Hours of Le Mans. Ferrari went on to dominate the early years of the World Sportscar Championship which was created in 1953, winning the title seven out of its first nine years.

When the championship format changed in 1962, Ferrari earned titles in at least one class each year through to 1965 and then again in 1967. Ferrari would win one final title, the 1972 World Championship of Makes before Enzo decided to leave sports car racing after 1973 and allow Scuderia Ferrari to concentrate solely on Formula One.

During Ferrari's seasons of the World Sportscars Championship, they also gained more wins at the 24 Hours of Le Mans, with the factory team earning their first in 1954. Another win would come in 1958, followed by five consecutive wins from 1960 to 1964. Luigi Chinetti's North American Racing Team (NART) would take Ferrari's final victory at Le Mans in 1965.

Although Scuderia Ferrari no longer participated in sports cars after 1973, they have occasionally built various successful sports cars for privateers. These include the BB 512 LM in the 1970s, the 333 SP which won the IMSA GT Championship in the 1990s, and currently the F430 GT2 and GT3 which are currently winning championships in their respective classes.

Race cars for other teams[link]

Throughout its history, Ferrari has supplied racing cars to other entrants, aside from its own works Scuderia Ferrari team.

In the 1950s and 60s, Ferrari supplied Formula One cars to a number of private entrants and other teams. One famous example was Tony Vandervell's team, which raced the Thinwall Special modified Ferraris before building their own Vanwall cars. The North American Racing Team's entries in the final three rounds of the 1969 season were the last occasions on which a team other than Scuderia Ferrari entered a World Championship Grand Prix with a Ferrari car.^[3]

Ferrari supplied cars complete with V8 engines for the A1 Grand Prix series, from the 2008-09 season.^[4] The car was designed by Rory Byrne and is styled to resemble the 2004 Ferrari Formula one car.

The 599 GTB Fiorano and F430 GT are used in GT racing series. The Ferrari Challenge is a one make racing series for the Ferrari F430. Ferrari's latest supercar, the 2006 FXX is not road legal, and is therefore only used for track events.

Road cars[link]

For a complete list, including future and concept car models, see List of Ferrari road cars.

Ferrari 166 Inter Coupe Touring

Current models[link]

California	458 Italia	F12 Berlinetta	FF
Grand tourer V8 engine	Sports car Mid engine V8	Grand tourer V12 engine	Grand tourer 4WD V12 shooting-brake

Ferrari's first vehicle was the 125 S sports/racing model. In 1949, the Ferrari 166 Inter, the company's first move into the grand touring market, which continues to make up the bulk of Ferrari sales to the present day.

Several early cars featured bodywork customised by a number of coachbuilders such as Pininfarina, Zagato and Bertone.

The Dino was the first mid-engined Ferrari. This layout would go on to be used in most Ferraris of the 1980s and 1990s. V8 Ferrari models make up well over half of the marque's total production.

For a time, Ferrari built 2+2 versions of its mid-engined V8 cars. Although they looked quite different from their 2-seat counterparts, both the GT4 and Mondial were closely related to the 308 GTB.

The company has also produced front-engined 2+2 cars, culminating in the current 612 Scaglietti and California.

Ferrari entered the mid-engined 12-cylinder fray with the Berlinetta Boxer in 1973. The later Testarossa remains one of the most famous Ferraris.

Supercars[link]

Enzo

The company's loftiest efforts have been in the supercar market. The 1962 250 GTO may be considered the first in the line of Ferrari supercars, which extends to the recent Enzo and FXX models.

Concept cars and specials[link]

Ferrari P4/5

Ferrari has produced a number of concept cars, such as the Ferrari Mythos. While some of these were quite radical (such as the Ferrari Modulo) and never intended for production, others such as the Ferrari Mythos have shown styling elements which were later incorporated into production models.

The most recent concept car to be produced by Ferrari themselves was the 2010 Ferrari Millechili.

A number of one-off special versions of Ferrari road cars have also been produced, some of which have been commissioned by wealthy owners. One of the examples is the Ferrari P4/5.

The Special Projects program is a collaboration by Ferrari with Italian automobile coachbuilders such as Fioravanti, Pininfarina, and Zagato to build custom cars using selected Ferrari models as a structural base. The first car under this program is the SP1, commissioned by a Japanese business executive. The second is the P540 Superfast Aperta, commissioned by an American enthusiast.

Bio-fuel and hybrid cars[link]

Ferrari has considered making hybrids. A F430 Spider that runs on ethanol was displayed at the 2008 Detroit Auto Show. Ferrari has announced that a hybrid will be in production by 2015. At the 2010 Geneva Motor Show, Ferrari unveiled a hybrid version of their flagship 599. Called the "HY-KERS Concept", Ferrari's hybrid system adds more than 100 horsepower on top of the 599 Fiorano's 612 HP.^[5]

Naming conventions[link]

Until the early 1980s, Ferrari followed a three-number naming scheme based on engine displacement:

• V6 and V8 models used the total displacement (in decilitres) for the first two digits and the number of cylinders as the third. Thus, the 206 was a 2.0 L V6 powered vehicle, while the 348 used a 3.4 L V8, although, for the F355, the last digit refers to 5 valves per cylinder. Upon introduction of the 360 Modena, the digits for V8 models (which now carried a name as well as a number) refer only to total engine displacement. The numerical indication aspect of this name has carried on to the current V8 model, the F430. The F430's replacement, however, is the 458 Italia, which uses the same naming as the 206 and 348.
• V12 models used the displacement (in cubic centimetres) of one cylinder. Therefore, the famed 365 Daytona had a 4390 cc V12. However, some newer V12-engined Ferraris, such as the 599, have three-number designations that refer only to total engine displacement.
• Flat 12 (boxer) models used the displacement in litres. Therefore, the BB 512 was five litre flat 12 (a Berlinetta Boxer, in this case). However, the original Berlinetta Boxer was the 365 GT4 BB, which was named in a similar manner to the V12 models.
• Halo Car F followed by the anniversary in years, such as the F40 and F50. The Enzo skipped this rule, although the F60 name was applied to a Ferrari Formula One car and is sometimes attached to the Enzo, but it will return in the upcoming F70.
• Some models, such as the 1980 Mondial and the 1984 Testarossa did not follow a three-number naming scheme.

612 Scaglietti Sessanta Edition

Most Ferraris were also given designations referring to their body style. In general, the following conventions were used:

• M ("Modificata"), placed at the end of a model's number, denotes a modified version of its predecessor and not a complete evolution (see F512 M and 575 M Maranello).
• GTB ("Gran Turismo Berlinetta") models are closed Berlinettas, or coupes.
• GTS ("Gran Turismo Spyder") in older models, are open Spyders (spelt "y"), or convertibles (see 365 GTS/4); however, in more recent models, this suffix is used for targa top models (see Dino 246 GTS, and F355 GTS; the exception being the 348 TS, which is the only targa named differently). The convertible models now use the suffix "Spider" (spelt "i") (see F355 Spider, and 360 Spider).
• GTO ("Gran Turismo Omologata"), placed at the end of a model's number, denotes a modified version of its predecessor. Indeed, those three letters designate a model which has been designed and improved for racetrack use while still being a street-legal model. Only three models bear those three letters; the 250 GTO of 1962, the 288 GTO of 1984 and the 599 GTO of 2010.

This naming system can be confusing, as some entirely different vehicles used the same engine type and body style. Many Ferraris also had other names affixed (like Daytona) to identify them further. Many such names are actually not official factory names. The Daytona name commemorates Ferrari's triple success in the February 1967 24 Hours of Daytona with the 330 P4.^[6] Only in the 1973 Daytona 24 Hours, a 365 GTB/4 model run by NART (who raced Ferrari's in America) ran second, behind a Porsche 911.^[7]

The various Dino models were named for Enzo's son, Dino Ferrari, and were marketed as Dinos by Ferrari and sold at Ferrari dealers—for all intents and purposes they are Ferraris.

In the mid 1990s, Ferrari added the letter "F" to the beginning of all models (a practice abandoned after the F512 M and F355, but adopted again with the F430).

Identity[link]

Count Francesco Baracca

The famous symbol of the Ferrari race team is the Cavallino Rampante ("prancing horse") black prancing stallion on a yellow shield, usually with the letters S F (for Scuderia Ferrari), with three stripes of green, white and red (the Italian national colors) at the top. The road cars have a rectangular badge on the hood (see picture at top of page), and, optionally, the shield-shaped race logo on the sides of both front wings, close to the door.

On 17 June 1923, Enzo Ferrari won a race at the Savio track in Ravenna where he met the Countess Paolina, mother of Count Francesco Baracca, an ace of the Italian air force and national hero of World War I, who used to paint a horse on the side of his planes. The Countess asked Enzo to use this horse on his cars, suggesting that it would bring him good luck. The original "prancing horse" on Baracca's airplane was painted in red on a white cloud-like shape, but Ferrari chose to have the horse in black (as it had been painted as a sign of grief on Baracca's squadron planes after the pilot was killed in action) and he added a canary yellow background as this is the color of the city of Modena, his birthplace. The Ferrari horse was, from the very beginning, markedly different from the Baracca horse in most details, the most noticeable being the tail that in the original Baracca version was pointing downward.

Ferrari has used the cavallino rampante on official company stationery since 1929. Since the Spa 24 Hours of 9 July 1932, the cavallino rampante has been used on Alfa Romeos raced by Scuderia Ferrari.

The motif of a prancing horse is old, it can be found on ancient coins. A similar black horse on a yellow shield is the Coat of Arms of the German city of Stuttgart, home of Mercedes-Benz and the design bureau of Porsche, both being main competitors of Alfa and Ferrari in the 1930s. The city's name derives from Stutengarten, an ancient form of the German word Gestüt, which translates into English as stud farm and into Italian as scuderia. Porsche also includes the Stuttgart sign in its corporate logo, centred in the emblem of the state of Württemberg. Stuttgart's Rössle has both rear legs firmly planted on the soil, like Baracca's horse, but unlike Ferrari's cavallino.

Fabio Taglioni used the cavallino rampante on his Ducati motorbikes, as Taglioni was born at Lugo di Romagna like Baracca, and his father too was a military pilot during WWI (although not part of Baracca's squadron, as is sometimes mistakenly reported). As Ferrari's fame grew, Ducati abandoned the horse- perhaps the result of a private agreement between the two companies.

The cavallino rampante is the visual symbol of Ferrari. Cavallino Magazine uses the name, but not the logo. However, other companies use similar logos: Avanti, an Austrian company operating over 100 filling stations, uses a prancing horse logo which is nearly identical to Ferrari's, as did Iron Horse Bicycles.

Colour[link]

Since the 1920s, Italian race cars of Alfa Romeo, Maserati and later Ferrari and Abarth were (and often still are) painted in "race red" (Rosso Corsa). This was the customary national racing color of Italy, as recommended between the World Wars by the organizations that later would become the FIA. It refers to the nationality of the competing team, not that of the car manufacturer or driver. In that scheme, French-entered cars like Bugatti were blue, German like Benz and Mercedes white (since 1934 also bare sheet metal silver), and British green such as the mid-1960s Lotus and BRM, for instance.

Curiously, Ferrari won the 1964 World championship with John Surtees by competing the last two races in North America with cars painted in the US-American race colors white and blue, as these were not entered by the Italian factory themselves, but by the U.S.-based North American Racing Team (NART) team. This was done as a protest concerning arguments between Ferrari and the Italian Racing Authorities regarding the homologation of a new mid-engined Ferrari race car.

Corporate affairs[link]

In 1963, Enzo Ferrari was approached by the Ford Motor Company about a possible buy over. Ford audited Ferrari's assets but legal negotiations and talks were unilaterally cut off by Ferrari when he realized that the deal offered by Ford would not enable him to stay at the helm of the company racing program. Henry Ford II consequently directed his racing division to negotiate with Lotus, Lola, and Cooper to build a car capable of beating Ferrari on the world endurance circuit, eventually resulting in the production of the Ford GT40 in 1964.

As the Ford deal fell through, FIAT approached Ferrari with a more flexible proposal and purchased controlling interests in the company in 1969. Enzo Ferrari retained a 10% share, which is currently owned by his son Piero Lardi Ferrari.

Ferrari has an internally managed merchandising line that licenses many products bearing the Ferrari brand, including eyewear, pens, pencils, electronic goods, perfume, cologne, clothing, high-tech bicycles, watches, cell phones, and even laptop computers.

Ferrari also runs a museum, the Galleria Ferrari in Maranello, which displays road and race cars and other items from the company's history.

Technical partnerships[link]

Ferrari has had a long standing relationship with Shell Oil. It is a technical partnership with Ferrari and Ducati to test as well as supply fuel and oils to the Formula One, MotoGP and World Superbike racing teams. For example, the Shell V-Power premium gasoline fuel has been developed with the many years of technical expertise between Shell and Ferrari. ^[8]

Ferrari have had agreements to supply Formula One engines to a number of other teams over the years, and currently supply Scuderia Toro Rosso and Sauber F1 Team.

Sales history[link]

The estimated total of Ferrari built and sold cars in whole company history is about 130 000^[9].

See also[link]

Companies portal

• List of Ferrari road cars
• List of car brands
• List of companies of Italy
• List of Ferrari engines

Notes[link]

References[link]

• Eric Gustafson, "Cavallino Rampante", Sports Car International (Oct/Nov 2000): 94. 
• Adler, Dennis, Ferrari: The Road from Maranello. Random House, 2006. ISBN 978-1-4000-6463-2.

External links[link]

Find more about Ferrari on Wikipedia's sister projects:
	Definitions and translations from Wiktionary
	Images and media from Commons
	Learning resources from Wikiversity
	News stories from Wikinews
	Source texts from Wikisource
	Textbooks from Wikibooks

• Ferrari World (official website)
• Ferrari.mobi (official mobile website)
• List of Ferrari-related websites at the Open Directory Project

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There are many people in history who are commonly appended with the phrase "the Great", or who were called that or an equivalent phrase in their own language. Other languages have their own suffixes such as e Bozorg and e azam in Persian and Urdu respectively.

In Persia, the title "the Great" at first seems to be a colloquial version of the Old Persian title "Great King". This title was first used by the conqueror Cyrus II of Persia.^[1]

The Persian title was inherited by Alexander III of Macedon (336–323 BC) when he conquered the Persian Empire, and the epithet "Great" eventually became personally associated with him. The first reference (in a comedy by Plautus)^[2] assumes that everyone knew who "Alexander the Great" was; however, there is no earlier evidence that Alexander III of Macedon was called "the Great".

The early Seleucid kings, who succeeded Alexander in Persia, used "Great King" in local documents, but the title was most notably used for Antiochus the Great (223–187 BC).

Later rulers and commanders began to use the epithet "the Great" as a personal name, like the Roman general Pompey. Others received the surname retrospectively, like the Carthaginian Hanno and the Indian emperor Ashoka the Great. Once the surname gained currency, it was also used as an honorific surname for people without political careers, like the philosopher Albert the Great.

As there are no objective criteria for "greatness", the persistence of later generations in using the designation greatly varies. For example, Louis XIV of France was often referred to as "The Great" in his lifetime but is rarely called such nowadays, while Frederick II of Prussia is still called "The Great". A later Hohenzollern - Wilhelm I - was often called "The Great" in the time of his grandson Wilhelm II, but rarely later.

Rulers[link]

• Abbas I of Persia (1571–1629), Shah of Iran
• Akbar (1542–1605), ruler of the Mughal Empire of South Asia, mainly India
• Alain I of Albret (1440–1522), French aristocrat
• Alexander the Great (356-323 BC), King of Macedonia, Persia, Greece, Egypt, and all of Mesopotamia
• Alexander I of Georgia (1386–1446), King of Georgia
• Alfonso III of León (c. 848-910), King of León, Galicia and Asturias
• Alfred the Great (848/849-899), King of Wessex
• Antiochus III the Great (c. 241–187 BC), ruler of the Seleucid Empire
• Ashoka the Great (c. 304–232 BC), Indian emperor of the Maurya dynasty
• Ashot I of Iberia “the Great”(died 826/830), presiding prince of Iberia (modern Georgia),
• Askia Mohammad I (c. 1442–1538), ruler of the Songhai Empire
• Bhumibol Adulyadej (born 1927), King of Thailand
• Bolesław I Chrobry (967-1025), sometimes called "the Great", first King of Poland
• Bruno the Great (925–965), Archbishop of Cologne and Duke of Lotharingia (also listed in the following section)
• Buddha Yodfa Chulaloke (1736–1809), founder and ruler of the Rattanakosin Kingdom (in what is now Thailand)
• Cnut the Great (c. 985 or 995-1035), King of Denmark, England, Norway and parts of Sweden
• Casimir III the Great (1310–1370), King of Poland
• Catherine the Great (1729–1796), Empress of Russia
• Chandragupta II (reigned 375-413/415), also known as Vikramaditya, ruler of the Gupta empire in India
• Charlemagne (died 814), King of the Franks and Emperor of the Romans
• Chulalongkorn (1853–1910), King of Siam (now Thailand)
• Chlothar II (584-629), King of Neustria and King of the Franks
• Conrad, Margrave of Meissen (c. 1097-1157), Margrave of Meissen
• Constantine I (c. 272-337), Roman emperor
• Cyaxares the Great (c. 625-585 BC), third king of Media
• Cyrus the Great (c. 600 BC or 576 BC–530 BC), founder and ruler of the Persian or Achaemenid Empire
• Darius the Great (550 – 486 BC), third ruler of the Persian Empire
• Devapala (died 850), ruler of the Pala Empire in the Indian subcontinent
• Dionysius I, Greek tyrant of Syracuse^[3]
• Ferdinand I of León and Castile (c. 1015–1065), King of León and Count of Castile
• Frederick the Great (1712–1786), King of Prussia
• Genghis Khan (1162?-1227), founder and Great Khan of the Mongol Empire
• Gero (c. 900–965), ruler of Marca Geronis, a very large march in Europe
• Gustavus Adolphus of Sweden (1594–1632), King of Sweden, founder of the Swedish Empire, and noted military leader
• Gwanggaeto the Great, King of Goguryeo, one of the Three Kingdoms of Korea^[4][5]
• Hanno the Great, the name of three leaders of Carthage, in the 4th, 3rd, and 2nd centuries BC
• Henry I, Duke of Burgundy (946–1002)
• Henry IV of France (1553–1610), King of France and King of Navarre
• Herod the Great (73/74 BC-4 BC), King of Judea
• Hugh the Great (898-956), Duke of the Franks and Count of Paris
• Hugh Magnus of France (1007–1025), co-King of France
• Hugh I, Count of Vermandois (1057–1101)
• Humphrey I de Bohun (died c. 1123), Anglo-Norman aristocrat
• Ivan III of Russia (1440–1505), Tsar of Russia
• John I of Portugal (1358–1433), King of Portugal and the Algarve
• John II of Aragon (1398–1479), King of Aragon and, through his wife, King of Navarre
• Justinian I (483-565), Byzantine Emperor
• Kamehameha I (c. 1758-1819), first King of Hawai'i
• Kanishka (died c. 127), ruler of the Kushan Empire in Central Asia and parts of India
• Kvirike III of Kakheti (1010–1029), King of Kakheti in eastern Georgia
• Kublai Khan (1215–1294), Mongol ruler in the 13th century and Emperor of China; founder of the Yuan Dynasty
• Llywelyn the Great (c. 1172–1240), Prince of Gwynedd and de facto ruler of most of Wales
• Louis I of Hungary (1326–1382), King of Hungary, Croatia and Poland
• Mangrai the Great (1238–1317), Lanna, northern Thailand
• Emperor Meiji (1852–1912), Emperor of Japan
• Mircea I of Wallachia (1355–1418)
• Mithridates II of Parthia (died 88 BC), ruler of the Parthian Empire (in present day Iran)
• Mithridates VI of Pontus (134 BC–63 BC), ruler of Pontus and the Bosporan Kingdom
• Mstislav I of Kiev (1076–1132), Grand Prince of Kievan Rus
• Naresuan (1555–1605), King of Ayutthaya
• Narai (1633–1688), King of Ayutthaya (in what is now modern Thailand)
• Odo the Great (died c. 735), Duke of Aquitaine
• Otto I, Holy Roman Emperor (912-973)
• K'inich Janaab' Pakal (603-683), ruler of the Mayan city-state of Palenque
• Parakramabahu I of Polonnaruwa (1123–1186), King of Sri Lanka
• Peter Krešimir IV of Croatia (died 1075), King of Croatia
• Peter the Great (1672–1725), Tsar of Russia
• Peter III of Aragon (1239–1285), King of Aragon and King of Sicily
• Pompey (106 BC-48 BC), military and political leader of the late Roman Republic, rival of Julius Caesar
• Radama I (1793–1828), first king of greater Madagascar
• Raja Raja Chola I (c. 947-1014), Indian emperor of the Cholas.^[6][7][8]
• Rajendra Chola I (reigned 1014–1044), Tamil King of India
• Ramesses II (reigned 1279 BC – 1213 BC), considered the greatest pharaoh of Ancient Egypt
• Ram Khamhaeng (around 1237 to 1247-1298), King of Sukhothai (in present day Thailand)
• Ramon Berenguer III, Count of Barcelona (1082–1131), also Count of Provence and various other counties
• Rhodri the Great (c. 820–878), King of Gwynedd (in present day Wales)
• Roman the Great (after 1160-1205), Grand Prince of Kiev
• Saladin (c. 1138-1193), Kurdish Sultan of Egypt and Syria, founder of the Ayyubid dynasty, and victor over the Crusaders
• Samudragupta (c. 335–375), ruler of the Gupta empire in the Indian subcontinent
• Sancho III of Navarre (c. 992-1035), King of Kingdom of Navarre
• Sargon of Akkad (died c. 2215 BC), ruler of the Akkadian Empire
• Sejong the Great (1397–1450), Korean king^[9]
• Shapur II (309-379), king of the Sassanid Empire, Persia
• Simeon I of Bulgaria (864/865-927), ruler of the First Bulgarian Empire
• Stephen III of Moldavia (1433–1504), Prince of Moldavia (Romania)
• Stephen Uroš IV Dušan of Serbia (c. 1308-1355), King of Serbia and Emperor of the Serbs and Greeks
• Taksin (1734–1782), King of the Thonburi Kingdom (Thailand)
• Tamar (1160-1123), Queen of the Georgian Empire
• Timur (1336–1405), better known as Tamerlane, founder of the Timurid Dynasty
• Theobald II, Count of Champagne (1090–1151), Count of Blois and of Chartres as Theobald IV, Count of Champagne and of Brie
• Theodoric the Great (454-526), King of the Ostrogoths, regent of the Visigoths and a viceroy of the Byzantine Empire
• Theodosius I (347-395), Roman emperor
• Tigranes the Great (140-55 BC), Emperor of Armenia
• Tiridates III of Armenia (285-339), King of Armenia
• Umar (c. 586 to 590–644), second caliph of the Muslim Empire
• Valdemar I of Denmark (1131–1182), King of Denmark
• Valentinian I (364-375), Roman Emperor
• Vladimir I of Kiev (c. 958-1015), ruler of Kievan Rus
• Vytautas (c. 1350-1430), archduke of the Lithuanian Grand Duchy
• William I, Count of Burgundy (1020–1087), Count of Burgandy and Mâcon
• William V, Duke of Aquitaine (969-1030), also Count of Poitou
• Xerxes I (519-465 BC), King of Kings of the Achaemenid Empire (Persia)
• Yu the Great (c. 2200-2100 BC), legendary ruler in ancient China

Religious figures[link]

• Abraham the Great of Kashkar (ca. 492-586), monk and saint of the Assyrian Church of the East
• Abraham Kidunaia (died c. 366, hermit, priest, and Christian saint of Mesopotamia
• Albertus Magnus (1193/1206–1280), medieval German philosopher and theologian
• Anthony the Great (c. 251–356), early Christian saint of Egypt
• Babai the Great (c. 551–628), Assyrian church leader
• Basil of Caesarea (330-379), Greek bishop and theologian
• Bruno the Great (925–965), Archbishop of Cologne and Duke of Lotharingia (also listed in the previous section)
• Euthymius the Great (377-473), abbot and Roman Catholic and Eastern Orthodox saint
• Gertrude the Great (1256-c. 1302), German Benedictine, mystic, theologian and Roman Catholic saint
• Pope Gregory I (c. 540-604)
• Hiyya the Great, 3rd-century rabbi, Palestine
• Pope John Paul II (1920–2005)
• Pope Leo I (c. 391 or 400-461)
• Macarius of Egypt (c. 300-391), Egyptian hermit
• Pope Nicholas I (c. 800-867)
• Photius I of Constantinople (c. 810–c. 893), Eastern Orthodox saint and Patriarch of Constantinople
• William of Maleval (died 1157), founder of the Catholic congregation of Williamites

Other[link]

• Beli Mawr, a figure in medieval Welsh literature and genealogies
• Emmy the Great, folk singer
• Matteo Rosso the Great, Roman politician and father of Pope Nicholas III
• Prokop the Great, Hussite general in Bohemia

See also[link]

• Epithet
• List of monarchs by nickname
• List of nicknames of European Royalty and Nobility: G-I
• James, son of Zebedee, also known as James the Greater, one of the twelve apostles of Jesus
• Ajax (mythology), called Ajax the Greater
• Mohandas Karamchand Gandhi, whose common honorific "Mahatma" means "Great Soul"

Notes[link]

Fernando Alonso

Alonso at the 2012 Bahrain Grand Prix.
Born	(1981-07-29) 29 July 1981 (age 30) Oviedo, Asturias, Spain
Formula One World Championship career
Nationality	Spanish
2012 team	Ferrari
2012 car #	5
Races	184 (183 starts)
Championships	2 (2005, 2006)
Wins	28
Podiums	76
Career points	1,162
Pole positions	20
Fastest laps	19
First race	2001 Australian Grand Prix
First win	2003 Hungarian Grand Prix
Last win	2012 Malaysian Grand Prix
Last race	2012 Monaco Grand Prix
2011 position	4th (257 pts)

Fernando Alonso Díaz (born 29 July 1981^[1]) is a Spanish Formula One racing driver and a two-time World Champion, who is currently racing for Ferrari.

On 25 September 2005, he won the Formula One World Driver's Championship title at the age of 24 years and 58 days, at the time making him the youngest Formula One World Drivers' Champion. After retaining the title the following year, Alonso also became the youngest double Champion at the time. Nicknamed El Nano, a typical pseudonym for Fernando in Asturias, his place of birth, Alonso acts as a Goodwill Ambassador for UNICEF.^[2]

Personal and early life[link]

Fernando Alonso was born in Oviedo, Asturias in northern Spain. His mother worked in a department store and his father was employed as a mechanic in an explosives factory near Oviedo.^[3] Alonso has an older sister, Lorena. Alonso's father José Luis, an amateur kart racer, wanted to pass on his passion to his children. He built a kart, originally meant for eight-year-old Lorena, but unlike her three-year-old brother, she showed no interest in the sport.^[3]

Alonso married Raquel del Rosario, lead singer of Spanish pop band El Sueño de Morfeo,^[4] on 17 November 2006.^[5] They announced their intention to divorce in December 2011.^[6]

They lived in Oxford, England until they moved their residence to Switzerland in 2006. Alonso owned a house in Mont-sur-Rolle, near Lake Geneva from 2006 to 2010, and in February 2010 he moved house to Lugano in order to be closer to his new Formula One employer Ferrari. It is highly common for Formula One stars to take up residence in Switzerland to reduce their tax bills. In the winter of 2010–11, Alonso moved back to Oviedo in order to be closer to friends and family, costing him an estimated £50 million in tax.^[7]

He is an avid card tricks fan and usually demonstrates various tricks during the race weekend.^[8] He is also interested in other sports, like cycling, football and tennis. Alonso has hinted at running a cycling team in the 2011 edition of the Tour de France with Alberto Contador leading the team.^[9]

In addition to Spanish, he speaks English and Italian.^[10]

Early career[link]

As a child, Alonso participated in karting competitions around Spain, supported by his father, who also doubled as his mechanic. His family lacked the financial resources needed to develop a career in motorsport, but his victories attracted sponsorship and the required funds. Alonso won four Spanish championships back-to-back in the junior category, between 1993 and 1996 and the Junior World Cup in 1996. He won the Spanish and Italian Inter-A titles in 1997 and in 1998 won the Spanish Inter-A title again as well as finishing second in the European Championship.^[11]

Former Minardi F1 driver Adrián Campos gave Alonso his first test in a race car in October 1998. After three days of testing at the Albacete circuit, Alonso had matched the lap times of Campos' previous driver Marc Gené.^[12] Campos signed Alonso to race for him in the 1999 Spanish Euro Open MoviStar by Nissan series.^[13] In his second race, again at Albacete, Alonso won for the first time. He took the championship by one point from championship rival Manuel Giao by winning and setting fastest lap at the last race of the season. Alonso also tested for the Minardi Formula One team, lapping 1.5 seconds faster than the other drivers at the test.^[13]

The following season Alonso moved up to Formula 3000, which was often the final step for drivers before ascending to Formula One. Alonso joined Team Astromega and was the youngest driver in the series that year by eleven months.^[13] Alonso did not score a point until the seventh race of the year, but in the final two rounds he took a second place and a victory, enough for him to end the season fourth overall behind Bruno Junqueira, Nicolas Minassian and Mark Webber.^[13]

Formula One career[link]

2001: Minardi[link]

Alonso made his Formula One début with Minardi in 2001.

Alonso was the third-youngest driver ever to start a Formula One race when he made his debut with Minardi at the Australian Grand Prix. The team was in its first season under the control of new owner Paul Stoddart and their new car, the PS01, was neither fast nor reliable. However Alonso's qualifying performance was good, outqualifying team-mate Tarso Marques by 2.6 seconds on début. At the fourth round at Imola he outqualified both Benettons, a feat he repeated later in the season.^[13]

Notable performances over the season earned him some attention from the faster teams. It was reported in September 2001 by some of the European press that Sauber were looking to replace outgoing Kimi Räikkönen with Alonso although he was facing competition for the seat from Felipe Massa and then Jaguar test driver André Lotterer.^[14] A month later it was confirmed that Massa was going to take the vacant Sauber seat for 2002.^[15]

In September, his manager Flavio Briatore had begun planning to place Alonso at Benetton. Briatore considered promoting Alonso for 2002, in place of his race driver Jenson Button, but instead chose to take Alonso on as Renault test driver for 2002.^[13] At the final round of the season at Suzuka he finished eleventh—five places outside the points but ahead of Heinz-Harald Frentzen's Prost, the BAR of Olivier Panis, the two Arrows and his team-mate Alex Yoong.^[13] Four years later, his team boss from the Minardi days, Paul Stoddart, described his race as "53 laps of qualifying".^[16] He scored no points in the season; his best finish being tenth at the German Grand Prix.

2002–2006: Renault[link]

2002–2003

Alonso became test driver for Renault in 2002 (Renault having taken over the Benetton team) and did 1,642 laps of testing that year. In 2003 Briatore dropped Button and put Alonso in the second seat alongside Jarno Trulli.^[13] Briatore was criticised by the British media for the decision, but technical director Mike Gascoyne later insisted to F1 Racing that the decision was correct, since the team had been impressed with Alonso's work rate and talent during his season as test driver.

The Spaniard became the youngest driver to achieve a Formula One pole position at the Malaysian Grand Prix. Alonso had a 180 mph crash at the Brazilian Grand Prix, the result of missing the double yellow flags and Safety Car boards brought out by Mark Webber's earlier crash and colliding with the debris.^[17] The race was red-flagged. He finished second at his home grand prix two races later, and at the time became the youngest driver to win a Formula One race at the Hungarian Grand Prix. He finished the year sixth in the championship, with 55 points and four podiums.

2004

Alonso driving for the Renault Formula One team at the 2004 United States Grand Prix

Alonso remained with Renault for the 2004 season, scoring podiums in Australia, France, Germany and Hungary. At Indianapolis he suffered a high-speed accident while running in third place after a tyre deflated. In France he took pole position and finished second, running Michael Schumacher close for victory. Towards the end of the year teammate Jarno Trulli's performances deteriorated and he dropped Renault boss Flavio Briatore as his manager. Trulli's relationship with the team deteriorated to the extent that he signed for Toyota from 2005 onwards, and he was replaced for the final three races of the season by former world champion Jacques Villeneuve. Alonso ended the year fourth in the championship standings with 59 points.

2005

Alonso at the 2005 United States Grand Prix

Alonso rounded off 2005 with victory at the 2005 Chinese Grand Prix.

For the 2005 season, Alonso was joined at Renault by Italian driver Giancarlo Fisichella. At the first race in Australia Alonso started near the back due to rain in qualifying but fought his way to third. He won the next two races in Malaysia and Bahrain from pole position, and took a third win in the San Marino Grand Prix after a 13-lap battle with Michael Schumacher.

McLaren's improving form saw Räikkönen win in Spain and Monaco while Alonso finished second and fourth, respectively. Räikkönen was on course to win the European Grand Prix at the Nürburgring when his car's front-right suspension failed (due to a flat spot on the tyre caused by Räikkönen locking his wheels under braking while passing Jacques Villeneuve) on the last lap, giving victory to Alonso.

Alonso failed to score in the Canadian and United States Grands Prix. He crashed out of the former, and in the latter all the Michelin runners withdrew due to safety concerns over their tyres. Alonso took his third pole position and fifth win at the French Grand Prix. He followed this with pole position a week later at the British Grand Prix, where he finished second behind Montoya. McLaren's Kimi Räikkönen led the German Grand Prix until his car's hydraulics failed. Alonso went on to win the race.

Alonso qualified sixth in the Hungarian Grand Prix but finished 11th after a collision with the Toyota of Ralf Schumacher. As the season entered its final stages Alonso finished second in three consecutive races, collecting vital championship points. Räikkönen won in Turkey and Belgium, but was fourth at Monza after engine trouble in qualifying, meaning Alonso's lead had been reduced by only one point.

Alonso sealed the title by finishing third in Brazil while Montoya won from Räikkönen. The Spaniard became the youngest Drivers' Champion at the age of 24 years and 59 days old, breaking Emerson Fittipaldi's record. He also ended the five-year dominance of Michael Schumacher.

Commenting on his victory, he said: "I just want to dedicate this championship to my family, and all my close friends who have supported me through my career. Spain is not a country with an F1 culture, and we had to fight alone, every step of the way, to make this happen. A huge thank-you should also go to the team as well – they are the best in Formula One, and we have done this together. It will say that I am world champion, but we are all champions – and they deserve this." In the May 2007 issue of F1 Racing, Alonso said that the 2005 Brazilian Grand Prix was his greatest race. He said, "It was a dream come true and a very emotional day. In the last few laps I leaped, thinking I could hear noises from the engine- from everywhere! But all was okay and I can remember my relief when I crossed the finish line."

The Japanese and Chinese Grands Prix saw Alonso and Renault abandon the conservative style evident in Brazil when he was still chasing the drivers' title. Starting from 16th on the grid, he eventually finished third behind Räikkönen and Fisichella. The Chinese Grand Prix saw Renault and Alonso win to claim the first Constructors' Championship for the Renault F1 team.

In 2005, he was awarded with the Sports Prince of Asturias Award.^[18]

2006

Alonso took pole position and victory at the 2006 Monaco Grand Prix.