Fittipaldi Automotive

Fittipaldi Automotive, sometimes called Copersucar after its first major sponsor, was the only Formula One motor racing team and constructor ever to be based in Brazil. It was formed during 1974 by racing driver Wilson Fittipaldi and his younger brother, double world champion Emerson, with money from the Brazilian sugar and alcohol cooperative Copersucar. The team raced under a Brazilian licence.[2] In 1976, Emerson surprised the motor racing world by leaving the title-winning McLaren team to drive for the unsuccessful family outfit. Future world champion Keke Rosberg took his first podium finish in Formula One with the team.

The team was based in São Paulo, almost 6,000 miles (10,000 km) away from the centre of the world motor racing industry in the UK, before moving to Reading, UK during 1977. It participated in 119 Grands Prix between 1975 and 1982, entering a total of 156 cars. It achieved three podiums and scored 44 championship points.

Full nameFittipaldi Automotive
BaseSão Paulo, Brazil (1975–1977) and Reading, Berkshire, UK (1977–1982)[1]
Founder(s)Wilson Fittipaldi
Emerson Fittipaldi
Noted staffRichard Divila
Jo Ramírez
Adrian Newey
Harvey Postlethwaite
Noted driversBrazil Wilson Fittipaldi
Italy Arturo Merzario
Brazil Emerson Fittipaldi
Finland Keke Rosberg
Brazil Chico Serra
Brazil Alex Ribeiro
Brazil Ingo Hoffmann
Formula One World Championship career
First entry1975 Argentine Grand Prix
Races entered120 (103 starts)
Race victories0
Pole positions0
Fastest laps0
Final entry1982 Caesars Palace Grand Prix


Fitti Vee 1966
Fitti-Vee: The Fittipaldis built their first racing cars in Brazil for Formula Vee in 1967

In the 1960s the young Fittipaldi brothers, Wilson and Emerson, ran a successful business in their native Brazil building karts and tuning engines. They went on to build customer Formula Vee racing cars and various successful one-off sports cars, including a twin-engined, fibreglass-bodied Volkswagen Beetle, as well as maintaining a car and racing accessories business.[3] They were also race-winning drivers in Brazil and in the late 1960s went to Europe, where they progressed through the junior ranks to reach Formula One, the highest international single seater racing category. The younger brother, Emerson, was the more successful; by 1970 he was driving for the Lotus team in Formula One and won his first world championship in 1972.[4] Wilson drove for the Brabham team in Formula One in 1972 and 1973, scoring a best race finish of fifth place. In late 1973 the brothers decided to start their own Formula One team.[5]

The 1974 season was spent setting up the new team, which was to have a strong Brazilian flavour. Wilson was able to persuade Brazilian sugar and alcohol cooperative Copersucar to sponsor the team. McLaren driver Emerson acted as a consultant to the team. The Copersucar-branded car was designed by Brazilian Richard Divila, who had worked for Fittipaldi Empreendimentos designing Formula Vee cars, and later for the European Formula Two Team Bardahl Fittipaldi, modifying their Lotus and Brabham chassis.[6][7] National aerospace company Embraer was also involved, supplying materials to the fledgling team and providing wind-tunnel time. Mexican Jo Ramírez was hired as team manager.[8] The team was initially based in Brazil, almost 6,000 miles (10,000 km) away from the United Kingdom, a bold move given the overwhelmingly British nature of Formula One technology from the 1960s onwards. The long and low Copersucar FD01, with bulbous bodywork enclosing the engine and unusual rear-mounted radiators, painted in silver with rainbow markings on the flanks, was unveiled in October 1974 at the Federal Senate in Brasilia in the presence of President Ernesto Geisel. Like Brabham's BT series of cars (Brabham and Tauranac), the car's FD designation reflected the initials of the driver and the designer (Fittipaldi and Divila).

Racing history

Copersucar-Fittipaldi (1975–1977)

Copersucar FD04 1976
Copersucar-Fittipaldi FD04: Emerson qualified 5th on his debut for the family team in 1976. This was the last Fittipaldi to be built in Brazil.

The team, initially known as Copersucar-Fittipaldi, did not have great success in its first racing season in 1975. Wilson crashed in chassis FD01 on lap 13 of their first race, the Argentine Grand Prix, which his brother went on to win in his McLaren.[9] Chassis numbers FD02 and FD03, used for the rest of the year, were the same design as the original car but abandoned most of the original bodywork.[10] Wilson was the sole driver and managed only five finishes, the highest of which was a 10th and last place at the US Grand Prix at Watkins Glen, and failed to qualify on three occasions. Italian Arturo Merzario did no better when he took over the chassis for his home Grand Prix after Wilson broke two bones in his hand in a practice crash at the Austrian Grand Prix.[11] Despite the lack of success, the tiny team achieved a coup for the following year: Emerson Fittipaldi joined the team from McLaren, with whom he had taken his second Driver's Championship in 1974. His brother stepped down from driving to look after the management of the team.

Emerson commented: "I am aware that I will virtually have no chance of winning the world title next season....It will be a very difficult beginning, but I am very enthusiastic and I am certain that with everybody's effort we will have the first positive results in the second half of next year. I think that in the medium term of one or two years Brazil will have one of the best Formula One teams in the world."[12]

Emerson was the team's main driver in 1976 although Brazilian Ingo Hoffmann joined him for four races. Fittipaldi qualified the new FD04 fifth for his debut, at Interlagos. In the race he could only finish 13th – a result which was more representative of the rest of the season during which he scored only three points. The qualifying result remained the best the team would ever achieve. The experiment of basing the team in Brazil did not last - it was too far from their engine and gearbox suppliers and did not have the large community of expert component manufacturers available in the UK. Although the first FD04 was built there, future cars would be built at the team's established base in Reading, UK, in what would become known as 'motorsport valley'.

The team continued with the same setup for 1977. Fittipaldi was able to score several 4th and 5th places during the year. Hoffman only appeared twice at the beginning of the year, finishing 7th at the Brazilian Grand Prix. The new F5, liveried in yellow rather than silver, (Divila having left the role of technical director, the 'D' was dropped from the designation) was introduced mid-season.

Fittipaldi Automotive (1978–1979)

Fittipaldi F5A Auto und Technik Museum Sinsheim
Fittipaldi F5A: The aerodynamics modified version of the F5 was designed by Giacomo Caliri.

While it was not a great success in 1977, in 1978 the F5A, modified to implement the principles of ground effect demonstrated to excellent effect by Lotus, allowed the former World Champion to score several good results. The best of these was a competitive second place, after fighting with Mario Andretti and Gilles Villeneuve,[13] at the team's perennial happy hunting ground in Brazil. Fittipaldi finished the year with 17 points and the team, now known as Fittipaldi Automotive,[14] came 7th in the Constructor's table – one place ahead of Emerson's old team McLaren.

The 1979 season saw the promise of the previous year fade away. Implementing ground effect successfully was becoming crucial to success on the track but understanding of the phenomenon was in its infancy and Ralph Bellamy's F6 was a failure on the track.[15] Fittipaldi was again the team's only driver, although Alex Ribeiro was run in the non-championship race which inaugurated the Imola circuit that year,[16] before attempting and failing to qualify a car for the end of season North American championship races.

Skol Fittipaldi Team (1980)

At the end of 1979 Copersucar decided to end their sponsorship.[17] The team bought the remains of close neighbour Wolf Racing, becoming a two car operation for the first time. The team was renamed Skol Team Fittipaldi for the 1980 season to reflect new sponsorship from Skol Brasil (now an AmBev brand). Emerson and Wolf Racing driver Keke Rosberg raced the first part of the season with reworked Wolf chassis from the previous year. The cars, designated F7s, brought a third place for each of the drivers before being replaced by the less successful F8. The design team that year was headed by Harvey Postlethwaite, another asset gained from Wolf, and also included very young chief aerodynamicist Adrian Newey[18][19] - both were later designers of championship winning cars for other teams.

Fittipaldi Automotive (1981–1982)

Fittipaldi F8 Rosberg v EMS
Fittipaldi F8: The car was designed by Harvey Postlethwaite and Adrian Newey.

Emerson Fittipaldi decided to retire from racing at the end of 1980. He has since said that his last two years in Formula One were very unhappy: "I was too involved in the problems of trying to make the team work, and I neglected my marriage and my personal life", although at the time he cited colleagues' deaths as his reason.[20] He was only 33, but had been racing in Formula One for a decade. He had failed to finish seven of the last ten races that year and had several times been outpaced by his Finnish team-mate. He moved into the management of the team[21] and young Brazilian Chico Serra replaced him for 1981. The team, which reverted to the name of Fittipaldi Automotive as Skol sponsorship was lost again, entered a sharp decline from 1981 onwards. Postlethwaite left for Ferrari early in the year and the team once again raced updated variants of the previous season's chassis, using tyres from Michelin, Avon and Pirelli - including one race in which the two cars were on different brands.[22] Rosberg did manage to finish a fourth at the non-championship FOCA South African Grand Prix at the start of the year, albeit one lap down on the leaders[23] (see FISA-FOCA War), but after that the drivers recorded a succession of DNQs and retirements. When they did finish they were normally at the back of the field and scored no points that year.

The Finn moved to Williams for 1982, where he would win the Drivers Championship. The team continued with a single F8 for Serra - often using a chassis that had raced through most of the 1981 season[24] - and scored a final point from a sixth-place finish at the Belgian Grand Prix at Zolder, although only after Niki Lauda had been disqualified. A final new car, the F9, was penned by the returning Divila and Tim Wright and introduced at the British Grand Prix that year, but failed to improve matters. The Fittipaldi brothers attempted to raise funds to continue in 1983, but the team closed its doors early in 1983.[25]

Aurora Formula One

A Fittipaldi F5A chassis run by RAM Racing (in the guise of 'Mopar Ultramar Racing Team') took the make's only race win in the Aurora Formula One championship at the Race of Champions at Brands Hatch on 15 April 1979 in the hands of Guy Edwards, albeit actually 7th on the road behind six cars from the world championship which were not entered in the Aurora series. Edwards and team-mate Bernard de Dryver scored other good results in the series, including a string of podium finishes.[26]

Valentino Musetti, a British stuntman, raced an updated F5B variant in the 1980 Aurora Formula One UK championship, but with less success than the previous year.[27]


For much of its history Fittipaldi Automotive was entirely focussed around Emerson Fittipaldi. Emerson was a double world champion renowned for a smooth and quick style when he joined the family team. Although his older brother drove in the team's first season, the suggestion that Emerson might drive for the team was always in the air and only a year later he cancelled contract discussions with his then team McLaren at a very late stage and signed with Fittipaldi. Although he remained capable of front-running performances, during his time with Fittipaldi Automotive he became an inconsistent performer. On several occasions team manager Jo Ramírez berated his driver after a sudden burst of speed indicated that he had not been driving to his full potential. By 1980 Fittipaldi's team mate Keke Rosberg thought him long past his best, and found him demotivated. Emerson retired at the end of that year after five full seasons with the family team. Like fellow world champion Jacques Villeneuve's five-year stint with the BAR team set up for him with BAT money in 1998, the partnership ended the front running Formula One career of a young and highly competitive driver, although he would later build a very successful career in top level American single seater racing in the CART series.

The young Finn Keke Rosberg was struggling to get into a competitive seat when he joined Fittipaldi for the 1980 season. He had previously driven two disjointed seasons for the Theodore Racing, ATS and Walter Wolf Racing teams but although he had won a non-championship race with Theodore, he had scored no world championship points. Fittipaldi bought the remains of Wolf at the end of 1979. Rosberg reports that Emerson, who had not previously had a full time team-mate while at Fittipaldi Automotive, wanted another Brazilian driver but was persuaded by ex-Wolf employees Peter Warr and Harvey Postlethwaite to offer the number two drive to the Finn. Rosberg himself saw a full season in Formula One with Fittipaldi as a step "towards victory". He was competitive alongside Emerson during his first season, scoring a podium in his first race with the team, the 1980 Argentine Grand Prix. Rosberg passed Emerson on the track in his second race for the team, and claims that from then on there was friction between Fittipaldi and himself. During his disastrous second season with the team, during which not a single point was scored, Rosberg engineered his release from his contract. He went to Williams, where he would win the drivers world championship the next season.[28]

Complete Formula One results


Year Chassis Engines Drivers 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Points WCC
1975 FD01
Brazil Wilson Fittipaldi Ret 13 DNQ Ret DNQ 12 17 11 Ret 19 Ret DNS 10
Italy Arturo Merzario 11
1976 FD03
Brazil Emerson Fittipaldi 13 17 6 Ret DNQ 6 Ret Ret 6 13 Ret Ret 15 Ret 9 Ret
Brazil Ingo Hoffmann 11 DNQ DNQ DNQ
1977 FD04
Brazil Emerson Fittipaldi 4 4 10 5 14 Ret Ret 18 11 Ret DNQ 11 4 DNQ 13 Ret
Brazil Ingo Hoffmann Ret 7
Brazil Emerson Fittipaldi 9 2 Ret 8 9 Ret Ret 6 Ret Ret 4 4 5 8 5 Ret
1979 F5A
Brazil Emerson Fittipaldi 6 11 13 Ret 11 9 Ret Ret 12 Ret Ret Ret 8 8 7
Brazil Alex Ribeiro DNQ DNQ
1980 F7
Brazil Emerson Fittipaldi NC 15 8 3 Ret 6 Ret 12 Ret 11 Ret Ret Ret Ret
Finland Keke Rosberg 3 9 Ret Ret 7 DNQ Ret DNQ Ret 16 DNQ 5 9 10
Finland Keke Rosberg Ret 9 Ret Ret Ret DNQ 12 Ret Ret DNQ DNQ DNQ DNQ 10
Brazil Chico Serra 7 Ret Ret DNQ Ret DNQ 11 DNS DNQ DNQ DNQ DNQ DNQ DNQ
1982 F8D
Brazil Chico Serra 17 Ret DNQ 6 DNPQ 11 DNQ Ret Ret DNQ 11 7 DNQ 11 DNQ

Non-championship results

Year Event Venue Driver Result Notes
1975 BRDC International Trophy Silverstone Wilson Fittipaldi Ret The International Trophy was a regular fixture from the 1950s to the 1970s
1978 BRDC International Trophy Silverstone Emerson Fittipaldi 2
1979 Dino Ferrari Grand Prix Imola Alex Ribeiro Ret Non-championship race held to inaugurate the Autodromo Dino Ferrari
1980 Spanish Grand Prix Jarama Emerson Fittipaldi 5 This race was not attended by the 'FISA' teams (see FISA-FOCA War)
and was later declared not to have formed part of the championship.
Keke Rosberg Ret
1981 South African Grand Prix Kyalami Keke Rosberg 4 Another victim of the FISA-FOCA War
Chico Serra 9


  1. ^ "Case History". Retrieved 20 June 2018.
  2. ^ "1975 Austrian Grand Prix Entry list".
  3. ^ Ludvigsen (2002) pp.26–29
  4. ^ Donaldson, Gerald. "Emerson Fittipaldi". Formula One Administration Ltd. Retrieved 13 July 2010.
  5. ^ Ludvigsen (2002) p.132
  6. ^ Richard Divila Retrieved 28 February 2006
  7. ^ Ricardo Divila Archived 24 September 2015 at the Wayback Machine Retrieved 7 March 2006
  8. ^ Jo Ramírez (2005): Memoirs of a Racing Man. Haynes Group.
  9. ^ Gill (ed.) 1976 pp.19-22
  10. ^ Hodges (1990) p.103
  11. ^ Barrie Gill John Player Motorsport Yearbook 1976 - The World Championship 1975 page 78. Queen Anne Press Ltd ISBN 0-362-00254-1
  12. ^ Fittipaldi eager to put Brazil on world map (27 November 1975) The Times p. 10
  13. ^ Reutemann turns on heat that is too much for other's comfort (30 January 1978) The Times page 8
  14. ^ Fittipaldi team name history Retrieved 18 November 2009
  15. ^ Fittipaldi Automotive Retrieved 28 February 2006
  16. ^ Jesus Saves Racing Retrieved 28 February 2006
  17. ^ Copersucar Retrieved 28 February 2006
  18. ^ Retrieved 18 November 2009
  19. ^ "Official: Adrian Newey joins Red Bull F1". GPUpdate. 8 November 2005. Retrieved 30 January 2011.
  20. ^ Fittipaldi to Retire (12 December 1980) The Times page 20
  21. ^ Emerson Fittipaldi Retrieved 28 February 2006
  22. ^ Fittipaldi 8C Retrieved 7 March 2006
  23. ^ The one that didn't count Retrieved 20 March 2006
  24. ^ Fittipaldi F8C/3 Archived 9 November 2004 at the Wayback Machine Retrieved 8 March 2006
  25. ^ Nye (1986) p.188
  26. ^ Autocourse Formula One 1979-1980 Aurora Formula One
  27. ^ Val Musetti Retrieved 10 April 2006
  28. ^ Rosberg, Keke & Botsford, Keith (1985) Keke An Autobiography Stanley Paul pp. 112 - 118 ISBN 0-09-156180-9


  • Gill, Barrie (1976). Player, John, Motor Sport Year Book 1976. London: Queen Anne. ISBN 0-362-00254-1.
  • Hodges, David (1998). A-Z of Formula Racing Cars. City: Elmar. ISBN 1-901432-17-3.
  • Nye, Doug (1986). The Autocourse History of the Grand Prix Car 1966-1985. Richmond: Hazleton. ISBN 0-905138-37-6.
  • Lyons, Pete (24 October 1974) 'The new F1 Fittipaldi' Autosport p. 10 (Haymarket Publications)
  • Karl Ludvigsen (2002) 'Emerson Fittipaldi' Haynes Group. ISBN 1-85960-837-X

All Formula One race and championship results are taken from:

  • Official Formula 1 Website. Archive: Results for 1972–1982 seasons Retrieved 28 February 2006
  • The Formula One Archives - Non-Championship & Aurora Retrieved 23 March 2006

Further reading

1976 Formula One season

The 1976 Formula One season was the 30th season of FIA Formula One motor racing. It featured the 1976 World Championship of Drivers and the 1976 International Cup for Formula 1 Manufacturers which were contested concurrently over a sixteen race series which commenced on 25 January and ended on 24 October. The season also included two non-championship races for Formula One cars.

In an extraordinarily political season the World Championship went to McLaren driver James Hunt by one point from Ferrari's defending champion Niki Lauda, although Ferrari took the International Cup for Formula 1 Manufacturers. Hunt had moved from the Hesketh team to McLaren, taking the place of dual World Champion Emerson Fittipaldi who had moved to drive for his brother Wilson's Fittipaldi Automotive team for the season.

The controversy began in Spain where Hunt was initially disqualified from first place, giving the race to Lauda, only for the decision to be overturned on appeal months later. The six-wheeled Tyrrell P34 confounded the skeptics by winning in Sweden, with Lauda third and Hunt fifth.

Hunt won in France and, it seemed, in Britain, but the race had been restarted after a first lap pile-up and Hunt drove on an access road returning to the pits, which was against the rules. He was eventually disqualified after an appeal from Ferrari. Lauda became the official race winner.

Lauda had a massive crash in West Germany and appeared likely to die from his injuries. Hunt won the race and finished fourth to John Watson's Penske (the team's only win) in Austria. Miraculously, Lauda returned to finish fourth in Italy, where Hunt, Jochen Mass, and Watson were relegated to the back of the grid for infringements of the regulations.

Hunt won in Canada and in the US but Lauda took third to lead Hunt by three points going into the final race in Japan. In appalling weather conditions Mario Andretti won, Lauda withdrew because of the hazardous conditions, and Hunt eventually finished third to take the title.

Chris Amon drove his last Grand Prix in Germany, failing to win a single championship race. The 1976 Wolf–Williams cars were originally Heskeths, and Williams had left the team by September. After the departure of Matra at the end of 1972 no French constructor competed in Formula One for three seasons until the Ligier's arrival at the start of this season. American constructor Shadow received a British licence, thus becoming the first constructor to officially change its nationality.The 2013 film Rush is based on this season, focusing on the rivalry and friendship between James Hunt and Niki Lauda.

Alex Ribeiro

Alexandre "Alex" Dias Ribeiro (born in Belo Horizonte, November 7, 1948) is a former racing driver from Brazil. He entered in 20 Formula One World Championship Grands Prix, but scored no World Championship points.

British Formula One Championship

The British Formula One Championship, often abbreviated to British F1, was a Formula One motor racing championship held in the United Kingdom. It was often referred to as the Aurora AFX Formula One series due to the Aurora company's sponsorship of the series for three of the four seasons.

The long established Cosworth DFV engine helped make the series possible between 1978 and 1980. As in the South African Formula One Championship a decade or so before, second hand cars from manufacturers like Lotus and Fittipaldi Automotive were run by many entrants, although some, such as the March 781, were built specifically for the series. In 1980 Desiré Wilson became the only woman to win a Formula One race. She won at Brands Hatch driving a Wolf.

Chico Serra

Francisco "Chico" Serra (born 3 February 1957 in São Paulo) is a racing driver from Brazil. He won the 1979 British Formula 3 Championship. He participated in 33 Formula One World Championship Grands Prix for Fittipaldi and Arrows, debuting on 15 March 1981. He made 18 starts, not qualifying for the remaining fifteen races, although he ought to have started as the reserve in the 1982 Swiss Grand Prix. However, Ferrari withdrew Patrick Tambay's entry so late that Serra was not allowed to take part. Serra scored one championship point, for finishing sixth in the 1982 Belgian Grand Prix. After qualifying for the 1982 Canadian Grand Prix, Serra and countryman Raul Boesel had a short scuffle. Serra was furious at Boesel for blocking his last flying lap after waving Keke Rosberg by. Boesel denied that this was intentional. Serra made one CART Champ Car start in 1985 at the Portland International Raceway for Ensign Racing but suffered an engine failure.Serra has participated in Brazilian stock car racing since the 1980s and was series champion in 1999, 2000 and 2001. He is the father of racing driver Daniel Serra.

Emerson Fittipaldi

Emerson Fittipaldi (Portuguese pronunciation: [ˈɛmeɾson fitʃiˈpawdʒi]; born 12 December 1946) is a semi-retired Brazilian automobile racing driver who won both the Formula One World Championship and the Indianapolis 500 twice each and the CART championship once.

Moving up from Formula Two, Fittipaldi made his race debut for Team Lotus as a third driver at the 1970 British Grand Prix. After Jochen Rindt was killed at the 1970 Italian Grand Prix, the Brazilian became Lotus's lead driver in only his fifth Grand Prix. He enjoyed considerable success with Lotus, winning the World Drivers' Championship in 1972 at the age of 25, a youngest F1 world champion record that he held for 33 years. He later moved to McLaren for 1974, winning the title once again. He surprised the paddock by moving to his brother's Fittipaldi Automotive team prior to the 1976 season, being replaced by James Hunt. Success eluded him during his final years in Formula One, with the Fittipaldi cars not competitive enough to fight for victories. Fittipaldi took two more podium finishes, before retiring in 1980.

Following his Formula One career, Fittipaldi moved to the American CART series, achieving successful results, including the 1989 CART title and two wins at the Indianapolis 500 (in 1989 and 1993, the final at an unprecedented 47 years old).

Since his retirement from Indy Car racing in 1996, Fittipaldi races only occasionally. In 2008, he was one of only three people in history to have a Corvette production car named in his honor. At age 67, he entered the 2014 6 Hours of São Paulo.


The name Fittipaldi refers to a motor racing family and their teams:

In the racing family:

Wilson Fittipaldi (Senior), a Brazilian motorsport journalist and founder of the Mil Milhas Brasil race

His elder son Wilson Fittipaldi Júnior, a race car driver. Emerson's elder brother and Christian's father.

His younger son Emerson Fittipaldi, two-time Formula One Champion and Indianapolis 500 winner.

His grandson Christian Fittipaldi, a race car driver, Wilson Júnior's son

His great-grandson Enzo Fittipaldi, a racing driver, Emerson's grandson and Pietro's brother

His great-grandson Pietro Fittipaldi, a racing driver, Emerson's grandson and Enzo's brotherOf the racing teams:

Team Fittipaldi, a 1970s racing team sponsored by Bardahl

Fittipaldi Automotive, a Formula One team owned by brothers Wilson Júnior and Emerson

Fittipaldi-Dingman Racing, a 2003 CART season team, owned by Emerson and James Dingman

Fittipaldi F5

The Fittipaldi F5 was a Formula One car for the 1977 Formula One season. It was driven by Brazilian Emerson Fittipaldi. The engine was a Ford Cosworth DFV, with the car achieving three of the team's 11 points from the season. The car was modified to become the F5A, which was used for the 1978 season and part of the 1979 season. Fittipaldi was the sole driver of the car in all three seasons. The car was succeeded by the Fittipaldi F6A.

After Formula One, F5 cars continued to be used in the Aurora F1 Championship in 1978, 1979, and 1980 and later in historic racing.

Fittipaldi F6

The Fittipaldi F6 was a Formula One car designed by Ralph Bellamy and used by Fittipaldi Automotive in the 1979 Formula One season. The engine was a Ford Cosworth DFV, and the car was driven by Brazilian Emerson Fittipaldi but achieved no points during the season. The car was modified to become the F6A, used later in 1979 and was succeeded by the Fittipaldi F7.

Fittipaldi FD

The Fittipaldi FD was a series of Formula One chassis designed by Richard Divila and used by Fittipaldi Automotive in the 1975, 1976 and 1977 seasons. The initial chassis was designated Fittipaldi FD01 and there were three minor developments designated, Fittipaldi FD02, Fittipaldi FD03 and Fittipaldi FD04 respectively. FD series cars competed in 37 races making 43 individual entries in total. The chassis achieved a best finish of fourth place at both the 1977 Argentine and Brazilian Grands Prix driven on each occasion by former World Champion and joint team-owner Emerson Fittipaldi. It scored a total of 11 World Championship points.

Giacomo Caliri

Giacomo Caliri (born 29 July 1940 in Catania) is an Italian former Formula One engineer.

His racing career began in 1966 when Caliri graduated from Turin Polytechnic with a prize-winning thesis on aerodynamics.

He joined Ferrari in 1964 and became the head of aerodynamic studies in the racing department in 1969, replacing Mauro Forghieri who had moved to Ferrari's F1 department for the 1970 season. By 1974, he was the head of the design office at the Fiorano Circuit. He left Ferrari in 1976 and set up FLY Studio in Modena, working in conjunction with Autodelta, Fittipaldi Automotive (he designed the F5A's aerodynamics in 1978) and ATS (he designed ATS D2 in 1979) on the design of competition cars.

He joined the Minardi Formula Two team in 1980 and became a stockholder of the Italian team. He became the technical director of the team in Formula One in 1985 and also designed the first Minardi Formula One car, the Minardi M185. He left Minardi in 1989 and also sold his stock in the team.

He joined the new Forti team and was one of the designers of the team's FG01 chassis for the 1995 season.

He joined Maserati as Technical Director. In 1997 he returned in Ferrari as the head of the Innovation Department. He left Ferrari in 2002 and started as a consultant for the ATR group.

Since 2004, he is the President of Expotecnica.

Harvey Postlethwaite

Harvey Postlethwaite (4 March 1944 – 15 April 1999) was a British engineer and Technical Director of several Formula One teams during the 1970s, 1980s and 1990s. He died of a heart attack in Spain while supervising the testing of the abortive Honda F1 project. He was married to Cherry and had two children, Ben and Amey.

Keke Rosberg

Keijo Erik Rosberg (pronunciation ; born 6 December 1948), known as "Keke", is a Finnish former racing driver and winner of the 1982 Formula One World Championship. He was the first Finnish driver to compete regularly in the series. He is the father of retired Formula One driver and 2016 Formula One world champion Nico Rosberg.

McLaren M23

The McLaren M23 was a Formula One racing car designed by Gordon Coppuck, with input from John Barnard, and built by the McLaren team. It was a development of the McLaren M16 Indianapolis 500 car. A Ford Cosworth DFV engine was used, which was prepared by specialist tuning company Nicholson-McLaren Engines. This helped push the DFV's horsepower output to around 490 bhp.

A total of 13 chassis were built, with serial numbers 1 to 12 and 14. No number 13 chassis was built, as it was deemed to be unlucky.

Peter Warr

Peter Eric Warr (18 June 1938, Kermanshah, Iran – 4 October 2010, Sainte-Foy-la-Grande, France) was an English businessman, racing driver and a manager for several Formula One teams, including Walter Wolf Racing, Fittipaldi Automotive, and Team Lotus.

Ralph Bellamy (racing car designer)

Ralph Bellamy is a retired motor racing car designer and engineer. Born 4 February 1938 in Eastwood, Sydney, New South Wales he worked for various teams such as Brabham, Ensign, Fittipaldi, Lola and McLaren.Bellamy first came to Europe in the 1960s to try and achieve a successful career in motor racing. Once in Europe, Bellamy first came to be noticed for his work with Gordon Coppuck on the McLaren M14 in 1970. Bellamy then became chief designer of the 1971 McLaren M19A and following this the McLaren M21.

He then moved from McLaren to Brabham where Bernie Ecclestone was in charge and he redesigned the Brabham BT34 into the BT37. Bellamy then lost his position to Gordon Murray and moved to Lotus where he was one of the team designing the Lotus 78. Next he joined Fittipaldi Automotive in 1978 without success and moved again to Ensign for the 1980 season.

From 1983, Bellamy spent time in Indycar design and Formula 2 design. In 1986 he was working at Lola, designing Formula 3000 chassis and the Lola F1 design.

Bellamy retired in 1993 moving back to Australia, however he was still involved in motorsport designing V8 Supercars for Tony Longhurst Racing.

Richard Divila

Ricardo Divila, also known as Richard Divila (born 30 May 1945 in São Paulo) is a Brazilian motorsports designer. He has worked in Formula One, Formula Two, Formula Three, Formula 3000 and sports car racing.

Tim Wright (engineer)

Tim Wright is a former Formula One engineer.

Wright has a remarkable racing pedigree, dating back to the late 1970s when he worked at Bruce McLaren Motor Racing. His career then took him to Fittipaldi Automotive as a senior design draughtsman and then to the Spirit F1 team. In 1983 he returned to McLaren where he spent the next six seasons working with Alain Prost, including Alain's two title-winning seasons in 1985 and 1986.

When Prost left McLaren to join Ferrari, Wright went to Peugeot Talbot Sport and engineered Derek Warwick to the 1992 World Sportscar Championship. He also oversaw Warwick, Yannick Dalmas and Mark Blundell to victory for Peugeot in the Le Mans 24 Hours.

In April 1993 he was hired by Jordan to work with Thierry Boutsen, but he left the team at the end of the year and joined his old Peugeot boss André de Cortanze at Sauber.

For the 1995 Formula One season he joined Benetton where he engineered Johnny Herbert to his first GP win at the British Grand Prix. When Benetton was taken over by Renault, Wright continued to run the test team and then looked after the reliability of test and race cars. Wright left Renault early in 2009 and is now a race engineer with the revitalised Formula 2 run by Jonathan Palmer.

Walter Wolf Racing

Walter Wolf Racing was a Formula One constructor active from 1977 to 1979, which won the very first race the team entered. It was owned and run by Canadian Walter Wolf. The team was based in Reading, UK but raced with the Canadian licence.

Wolf WR7

The Wolf WR7 was a Formula One car built for the 1979 season by the Walter Wolf Racing team. Three examples of the car were produced. The first was WR7. A second car, WR8, was built to the same specification, while a slightly modified car, WR9, first appeared at the British Grand Prix. The cars were driven by 1976 champion James Hunt and Keke Rosberg. The engine was a Ford Cosworth DFV.

Brazil Fittipaldi Automotive
Formula One cars
2019 season


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