FERRARI F1-91 (642)

   After years of technical crisis and disappointing results, in 1990 Scuderia Ferrari regained competitiveness and found the path to success, remaining in the fight for the title until the end of the championship with Alain Prost. Given the excellent results, for the 1991 season technical director Steve Nichols and designer Jean-Claude Migeot made only minor changes to the excellent F1-90 (641, following the chassis project numbering sequence) from the previous season, simply adapting it to the new regulations. These included the use of smaller wings and, more importantly, the repositioning of all fluid tanks behind the driver instead of in the sidepods, as originally designed by Barnard.

FERRARI F1-91 (642), Alain Prost
Phoenix, United States GP 1991

   This shift in weight distribution would prove to be the main issue for the new F1-91. While other teams, particularly Williams, chose to design their 1991 cars from scratch, Ferrari did not update the chassis, suspension, or aerodynamics. The F1-91 (642) could be said to have been "born old," as it was derived from Barnard’s 1990 design, which relied on lateral fuel tanks and torsion bar suspension for optimal weight balance. Retaining the same chassis while relocating the tanks behind the driver raised the center of gravity and disrupted overall weight distribution, radically altering the car’s setup.

FERRARI F1-91 (642), Alain Prost
Montecarlo, Monaco GP 1991

   This imbalance caused significant chassis vibration, especially at the front end, undermining the car's competitiveness. Additionally, no aerodynamic innovations were introduced, most notably, the raised nose design that was increasingly proving to be the key to performance. The only positive aspect of the 642 was its high-performance 037 engine, developed by the new head of engine operations at Ferrari, Claudio Lombardi. The Piedmontese engineer was a key figure in the Fiat world, known for designing the Triflux engine that earned numerous world titles with the Lancia Delta S4 in rallying. After his Ferrari stint, he would go on to design the Aprilia RSV4 engine, which dominated the Superbike World Championship in the early 2010s.

FERRARI F1-91 (642), Jean Alesi
Jacarepaguà, Brazilian GP 1991

   Following Lancia's withdrawal from rally competition, the Turin-based group reassigned Lombardi to Maranello, aiming to improve the already excellent V12 036 engine to better compete with Renault and Honda. The new 037 engine, overseen by Lombardi and introduced this season, featured newly developed electronics from Magneti Marelli, allowing it to reach 725 hp. However, this power could not be fully utilized due to the 642’s chassis and suspension failing to effectively transfer it to the ground. The drivers for the 1991 season were two-time World Champion Alain Prost, retained from the previous season, and young French prospect Jean Alesi, a new arrival at Ferrari. In the season opener on the Phoenix street circuit, which neutralized much of the performance differences between cars, the gap with competitors was minimal, Prost finished second and Alesi set the fastest lap.

FERRARI 642 F1, Jean Alesi
Montecarlo, Monaco GP 1991

   However, things changed significantly with the arrival of traditional circuits. Despite attempts to correct the issues by extending the sidepods at the front and repositioning the radiators to improve balance, the subsequent races were marked by retirements and minor placements. Only at the Monte Carlo street circuit did the 642 regain competitiveness, with Alesi achieving an unexpected third place. The double retirements in the next two overseas Grands Prix prompted Ferrari to react by designing a new car, which debuted at the French Grand Prix upon returning to Europe. In the six races it contested, the 642 achieved a second place with Prost in Phoenix and a third with Alesi in Monaco, along with three additional points finishes, but most notably, it forced both drivers into seven retirements, all due to mechanical failures.