After 23 years as the technical director of Ferrari's design team, at the end of 1984, engineer Mauro Forghieri was removed from the racing division. The project for the new Ferrari 156/85 single-seater was entrusted entirely to British engineer Harvey Postlethwaite, supported by aerodynamics expert Jean-Claude Migeot, who left Renault after contributing to the RE60. For the first time at Ferrari, the two used CAD technology in collaboration with Aermacchi, allowing for the development of a highly refined aerodynamic design.
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| FERRARI 156/85, Michele Alboreto Brands Hatch, European GP 1985 |
The chassis of the new single-seater, a carbon fiber monocoque, was essentially the same as the previous 126 C4 and, as with the previous car, once painted it also served as the bodywork in the front section. Mechanically and aerodynamically, the 156/85 was a completely new car, especially at the rear, where it adopted the "Coke-bottle" shape introduced by Barnard on the McLaren MP4 cars in previous seasons. This configuration improved aerodynamic efficiency and vehicle grip, also thanks to a large rear diffuser that was completely redesigned and now incorporated the exhausts, which functioned as blowers to increase airflow under the car. The new design of the side pods, which tapered sharply at the rear, required the repositioning of the heat exchangers, still the same as those in the 126C4 but now split and arranged perpendicularly to the car, as well as the water and oil radiators, which were arranged in a fan shape. This specific arrangement allowed hot air to be vented through the sides of the car without disrupting the airflow to the rear wing.
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| FERRARI 156/85, Stefan Johansson Montecarlo, Monaco GP 1985 |
Naturally, the suspension systems were also redesigned, both front and rear, using a pull-rod layout. Another major change involved the engine: the Ferrari Tipo 31/2 120° V6 Turbo, with a displacement of 1496.34cc, moved away from its previous configuration where the turbines and exhaust system were housed in the center between the banks above the engine, originally done to allow room for Venturi tunnels typical of ground-effect cars. With the introduction of the flat bottom, this requirement disappeared, and Ferrari engineers repositioned the turbines and exhausts laterally within the side pods, moving the intake manifolds and airboxes into the "V" of the engine. In this new setup, the engine could deliver nearly 800 HP at the beginning of the season (around 900 in qualifying configuration), and by mid-season, with a more powerful evolution, it reached 1000 HP. However, this development compromised the car's reliability during the final stages of the championship, due to overheating caused by an inadequate oil recovery system and persistent turbocharger issues. The gearbox, still mounted transversely, was made more compact and lighter through the use of special metal alloys. Compared to the previous C4, the 156/85 was significantly longer (about 18 cm) with a wheelbase now measuring 2762 mm, and a weight of 550 kg.
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| FERRARI 156/85, Michele Alboreto Jacarepaguà, Brazilian GP 1985 |
For the new season, the driver lineup from 1984 was confirmed: Italian Michele Alboreto and Frenchman René Arnoux. However, from the second Grand Prix onward, Arnoux was dropped, officially for health reasons, and replaced by Swedish driver Stefan Johansson. The seasonal results of the new 156/85 were very encouraging: Alboreto scored 53 points, with 2 wins, 4 second places, and 2 third places, which earned him second place in the Drivers' Championship and kept him in the title fight for two-thirds of the season, before a series of poor results in the last five races.
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| FERRARI 156/85, Michele Alboreto Estoril, Portuguese GP 1985 |
Johansson didn’t win any races but still earned 26 points, with two second-place finishes as his best results, while Arnoux finished fourth in his only race. Thanks to the 156/85, Scuderia Ferrari once again secured second place in the Constructors' Championship with a total of 82 points, just like the previous year, but this time competing on equal footing with rivals McLaren-TAG Porsche, Williams-Honda, and Lotus-Renault, showcasing a regained level of competitiveness.
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