Ferrari's controversial maneuver paid dividends without much delay, as in 1989 it achieved three victories and in 1990 improved even more. The 1990 season was the best campaign since 1979 for Ferrari, winning six Grand Prix.
The Ferrari design center created the 639 in 1988 but never ran, directly introduced the 640 model in 1989. In the 640 Ferrari again used V12 engines, now with an inclination of 65 degrees and 3,000 cm3 of cylinder capacity. That engine developed a power of 600 hp in its beginnings and 660 hp by the end of the season.
Barnard introduced to the Ferrari 640 an advanced technical innovation: the electro-hydraulically driven gearshift with two levers in front of the steering wheel. The clutch pedal was used only in the start. On the chassis, the carbon fiber monocoque was very thin and the pontoons adopted a curved silhouette for aerodynamic reasons.
Mansell led the Ferrari 640 to victory in his debut on the tracks, at the Brazilian Grand Prix in 1989. Two other victories were enough for Ferrari to get a mere third place in the Constructors' Cup.
Steve Nichols took the reins of the car design by the end of 1989, and sensibly made very few changes to model 641. The work was primarily based on overhauling the frames and bodywork to accommodate a larger fuel tank and improve aerodynamic performance.
In 1990 Alain Prost won five Grand Prix while Nigel Mansell won only one Grand Prix. So Ferrari was runner-up in the Constructors' Cup.
This good stage ended quickly, as in 1991 the Ferrari 642/2 did not win even a race and the team did not have a competitive car until the 1993 season.
© Adrián Blanco 2006 — Prohibited the total or partial reproduction of text and/or images without explicit written consent of the author. —
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