1985 Ferrari Formula 1



  • Year of manufacture 
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  • Competition car 
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Competition car
Chassis #086

- Ferrari Classiche certified
- Engine rebuilt in 2008 by Ferrari F1 Clienti
- A legend of the F1 circuits, a dream

In 1985, the domination of turbo technology in F1 was enormous. And the chassis, without side skirts for the third season already, advanced to such a point that all the horses that were being generated were needed to make the decisive pass at the track… Driving one of those machines is and still remains an experience of a lifetime. Especially a Ferrari!
Officially, the Ferrari 156/85 began its career standing still - on February 16, 1985, at the traditional press conference before the season. Ingeniere Enzo Ferrari, two days before his 87th birthday, presided over the unveiling with clear lucidity and joviality: the great Enzo joking with reporters, which was not quite in the nature of man. This may be because the tests organized by GoodYear the week before in Brazil, where the car made its real debut, had brought him good news. Michele Alboreto had the best unofficial time, seven-tenths faster than the McLaren-TAG Porsche of Alain Prost.
The new car had so many modifications that Ferrari decided to start a new nomenclature: the car did not therefore be called a 126 C5 but 156/85. Harvey Postlethwaite, the British engineer who had succeeded Mauro Forghieri, had developed a rear suspension rods for the rear axle, but the C4's engine hadn't been quite up to scratch. To lower the center of gravity and improve the air flow to the flap , it was necessary to review in depth the engine. In motorsport, when "chassis people" were asking for something from the "engine people" it was always complicated. Except in Maranello, where everyone can be sees and speaks to each other and sometimes quarrels, but under the command of the same head. The cylinder heads of the new 156/85 were reversed, with the intake manifolds in the centre of the V6, admission to the outside, and turbos placed very low. The gearbox retained its transverse installation, with a five-speeder, but it was brand new and significantly improved. It must be said that the max powers announced (or unannounced, for the matter) were still rising. The "software" became increasingly important in the technique of F1 packaging, but it was primarily to manage consumption.
Stefan Johansson started the 1985 season with Tyrrell, but due to a stormy divorce between René Arnoux and Ferrari, the young race driver was suddenly taken in the Ferrari driver with Alboreto. He signed a contract for the year, which provided for equality in terms of material. A fairy tale... What strikes him the most when driving the 156/85? First, the powerful engine then the accuracy of the box.
The Swedish stood his ground: at Imola for his second Grand Prix with Ferrari, he even had the lead for a short time, in front of the tifosi! A nice stunt, which meant that the car ran out of fuel, and Johansson finished only sixth. A month later, in Canada, Johansson was second, just two seconds behind the leader. On an artificial track at Detroit, Stefan Johansson again finished second, behind the Williams of Keke Rosberg, and this time he was ahead of Alboreto. Despite health problems (chickenpox...) and the obligation to 'assist' his teammate ( Alboreto was again victorious at the Nurburgring, keeping the championship up to Austria!) Johansson did well to finish the 1985 championship in seventh place. There are results, and there is the overall level of performance... the fastest F1 was well beyond the 330 km/h speeds in the fastest places such as the Mistral straight at Le Castellet.
Chassis # 086, built in the middle of the season, had some improvements made by Ferrari during the year. Likewise, the V6 at 120° also went up from 780 to 900 horses. In qualications the small 1500cc engine doing 11,000rpm even developed over 1000 horses! The proposed car was the one that Stefan Johansson drove at the European Grand Prix of Brands Hatch where he had to drop out. Fifteen days later, # 086 finished fourth at Kyalami, behind the Williams-Honda of Rosberg and Mansell and Alain Prost's McLaren TAG. For the last race of the year, which was also the first Australian Grand Prix in history, the car was used by Johansson for testing, and served as a reserve for the race. Johansson scored points with a fifth place finish. The engine was rebuilt in 2008 by Ferrari F1 Clienti, for the sum of € 91,000. The bill, very detailed, is available. Ferrari Classiche certifies the authenticity and pedigree "race" of # 086. It has been used in the F1 Clienti program, which allows to change several times a year on circuit (Abu Dhabi , Shanghai, Nürburgring , Imola , Barcelona, Paul Ricard ... ), under the very expert eye of official engineers and mechanics. The car is beautiful at every levels, ready to provide the most extreme emotions to the car's next owner. But it can also become the centerpiece of the most prestigious static exhibitions thanks to its aggressive beauty.