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Alfa Romeo participated as a Formula 1 team in different periods. Before his return as a constructor team in 2019 after renaming the Sauber structure, he participated in the championships of the 1950, 1951 and between 1979 and 1985 seasons. His successes occurred mainly before the establishment of the World Championship and in the first two years of this, not getting in his return to green the laurels. Already in the 1920s, some Alfa competed in the European circuits and soon an official team of the brand was constituted led by Nicola Romeo himself, in which great drivers of the time such as Giuseppe Campari, Ugo Sivocci, Antonio Ascari, Enzo Ferrari, Gastone Brilli-Peri or Louis Wagner raced.

With the sporting direction of Ferrari the Alfa jumped to the forefront of the competition, especially with the signing of Fiat engineer Vittorio Jano. Its first design the P1 was withdrawn from competition as it was too unstable and difficult to drive following Sivocci's fatal accident in the G.P. of Italy at Monza 1923. Its successor the P2, however, proved virtually unbeatable in the 1924 and 1925 seasons. The limitation of displacement to 1500 cc and the death by accident of Antonio Ascari forced the withdrawal of the equipment in the following biennium. For the year 1928 the International Federation established a Grand Prix formula based only on minimum weights that was barely respected and that ended in the year 31 with the free formula. That is why Alfa returned to competition with the old P2 to fight against the excellent Bugattis 35 dominators of that period. The addition of Achille Varzi to the ferrari-led team gave the brand new triumphs. In the year 30 with the incorporation of the official Maserati team and the departure of Varzi to it in the middle of the season, Ferrari commissioned Jano to design new models. On the one hand, a sports road model was adapted, the 8C, with a 2300 cc engine that was called the Monza type, and a two-engine car was designed, one in a traditional position and a rear one known as type A or Bimotore that with a total displacement of 6330 cc gave a power of 540 hp and although it was not too suitable for competition it managed in 1935 to beat the speed record with 335 km / h on the Bergamo-Brescia highway. Also from 1931 the great aces of the moment were incorporated into the team, Tazio Nuvolari, Rudolf Caracciola, Juan Zanelli, Philippe Etancelin. But Alfa's real success came with Jano's latest design for the clover brand, the B or P3 type monoposto, the first authentic car in the history of motorsport. In 1932 the team formed by Nuvolari, Caracciola, Campari and Borzacchini gave 15 victories to the brand in one of the most spectacular seasons of the Alfa.

In 1933 the factory decided to officially retire leaving some Monza type models in charge of Ferrari that formed its own team with Nuvolari, Brivio, Etancelin and Fagioli and in the same way Caracciola and Louis Chiron founded the Double C team also with Monza type models. However the Monza were not competitive enough and the departure of Nuvolari to Maserati made Ferrari ask the factory for the return of the P3 who again counted their participations as victories. In this way the 1934 season was overwhelming for the Alfa-Ferrari team getting its drivers Varzi, Chiron and Trossi to reach the finish line on 19 first occasions.

The following seasons were dominated by the German brands being the only ones who put some resistance to them. Thus the 1935 season was dominated by Caracciola's Mercedes W25 but Nuvolari and his P3 scored the G.P. of Germany in one of their most memorable performances, in addition to other minor races. The 1936 season was that of Bernd Rosemeyer and his Auto-Union leaving the Alfa the G.P. of Spain and the Coppa Ciano. However Alfa in 1937 could no longer compete against the Germans and could only score a few minor victories. Nor with the change of regulations in 1938 could the Alfa cope with the powerful German cars, neither the 316 with 16-cylinder engine and 3000 cc nor the 308 of 8 cylinders and same displacement achieved important victories although they fought honorably. The first version of the model 158 Alfetta designed by the engineer Giacomo Colombo with an 8-cylinder in-line engine and 1500 cc supercharged with a two-stroke compressor appeared in 1938 and only managed to win in 1940 the G.P. of Tripoli, with Nino Farina at the wheel, and already with World War II at its peak. This was the first victory of the car that would mark an entire era, yes, after the war.

After the conflict began an anarchic period in terms of regulations and formulas that lasted until 1949. The official Alfa-Romeo team, without the direction of Ferrari since 1938 as it had feuded with the director Ugo Gobatto and the engineer Guifré Ricart, did not start its activity until mid-1946, although previously Jean Pierre Wimille had already won some races with an old 308. The return of the Alfetta, frankly improved with more than 300 hp compared to the 195 hp of 1938, was apotheosic dominating each of the races in which they appeared. The team of Varzi, Trossi, Wimille, Farina and Consalvo Sanesi took the podium places in the four races in which they participated. The 48 was the true consecration of Wimille as the best of his time when he won at the controls of his Alfetta the grand prix of France, Monza and Italy. However, the death of the great Varzi in the G.P. of Nations training in Bern tarnished the Alfa Romeo season. Season 49 started even worse with the fatal accident of Wimille who was driving a Simca-Gordini circumstantially during the training of the G.P. of Argentina. Also shortly after Trossi died this time victim of cancer. Dismantled in this way the team the management of the brand decided to leave the competition leaving free way to Ferraris, Talbots and Maseratis. The numerical summary of this period could not be more eloquent, of 19 Alfa participations 16 victories had been obtained and of them, 10 were triples.

The Alfetta returned to the charge when in 1950 the first World Championship was organized. The Alfa team formed by Farina, Fagioli and the Argentine Juan Manuel Fangio (the team of the three F's) dominated the season as never before. Again the numbers are categorical, of the 6 scoring races (except Indianapolis) the Alfa Romeo won all 6, obtained the 6 fastest laps and the 6 poles, 1 triple and 4 doubles. They also participated in 5 other races in which Fangio won on 3 occasions (San Remo, Naciones and Pescara) and Farina on the other 2 (Bari and BRDC). In the end the title was won by the Italian Giuseppe Farina.

The 1951 championship was not so overwhelming despite the fact that the new Alfetta 159 exceeded in performance the 158 (400 hp) but its greater weight and especially the appearance of the fast Ferrari 375 (with 12-cylinder engine in V and 4500 cc designed by Aurelio Lampredi) ended the unbeatability of the Alfa. After the victories of Fangio (Switzerland and France) and Farina (Belgium) in the G.P. of Great Britain at Silverstone, the Argentine driver José Froilán González placed his Ferrari 375 ahead of the Alfetta of his compatriot Fangio. The subsequent victories of Ascari's Ferrari in Germany and Italy left the resolution of the championship for the last race in Spain at the Pedralbes circuit. Ascari's poor tyre choice and good organisation of the Alfa team ultimately gave the victory to Fangio who ultimately saved the brand's honour. 4 wins, 7 fastest laps, 4 poles and 3 non-scoring victories was the balance of a good season that put the finishing touch to the participation of the Alfetta in Formula 1. The failure of the efforts to receive a subsidy from the Italian government and especially the real threat of the Ferraris and the new BRMs convinced the management of Alfa to withdraw their cars from the competition.

During the 1960s, although the company had no official presence in the top category of motorsport, several Formula 1 teams used independently developed Alfa Romeo engines to power their cars.

It took 19 years for Alfa-Romeo, then engaged in Sport-Prototype racing, to return timidly to F1. Autodelta, the sports section of Alfa-Romeo, prepared in 1970 3000 cc V8 engines for the brand's driver, Andrea de Adamich. The McLaren team was in charge of making the chassis (M7D and M14D) and registered a third car in the championship. Of the 10 races in which Adamich participated, he only managed to enter the grid on 5 occasions and his best result was an 8th place in Italy. The following year the attempt was repeated this time with the March Engineering team, which prepared a 711 chassis for Adamich, and for Nanni Galli (even on one occasion Ronnie Peterson official March driver participated with Autodelta engine). The March team, which intended to obtain with this collaboration an engine that it did not have to buy, was not very convinced of the results of the alliance with Autodelta since only a meager 11th place (Adamich) and two 12th (Galli) were obtained, especially compared to the 2nd place in the championship achieved by Peterson with the March-Cosworth 711.

More serious was the project that in 1976 united the company of Bernie Ecclestone (Motor Racing Developments) that managed the Brabham team with Autodelta directed this time by Carlo Chiti. Alfa-Romeo presented a bulky and problematic flat 12-cylinder engine for the Brabham BT45 of Carlos Reutemann and Carlos Pace without too many good results (two 4th for Pace and another 4th for Reutemann). The BT45 Alfa-Romeo started the 1977 season well with a 2nd place for Pace in Argentina and a 6th fastest lap for John Watson in South Africa. Pace's death disrupted the development of the new BT45B and until mid-season there were no good results again, a 2nd from Watson in France and fastest lap in Austria and two third from Hans Stuck in Germany and Austria, in addition to Watson's pole in Monaco. The championship finished with Stuck's 11th in the final standings.

In 1978 the Brabham-Alfa Romeo team prepared for the assault on the World Championship. The previous year's champion Niki Lauda was signed, accompanied by Watson. Gordon Murray was commissioned to design the BT46 and the controversial BT46B with fan that soon stood out as an excellent car. Lauda managed to win in Sweden and Italy, three 2nd and two 3rd, also obtained 2 poles and 4 fastest laps, and with 44 points he climbed to 3rd place in the final classification. Watson with a 2nd and two 3rd obtained a meritorious 6th place, and the team was 2nd in the constructors' championship behind the invincibles Lotus 79 with ground effect of Andretti and Peterson.

By 1979 at Murray's instigation, Alfa produced a new, narrower V12 engine in just three months for the 1979 season, but proved unreliable and inefficient in fuel. Hopes placed on the team were dashed in the following season mainly because of the constant tensions between Brabham and Autodelta. Lauda only took a meager 4th place in Italy as did his new teammate The Brazilian Nelson Piquet in the Netherlands. The season ended in divorce and Autodelta formed a new team competing with the Alfa Romeo 177 with Alfa Romeo chassis and engine and sponsorship of Marlboro. This car competed on 3 occasions presented on occasions with the Italian drivers Bruno Giacomelli and Vittorio Brambilla. In the same season Bruno debuted a new car called Alfa Romeo 179. In 1982, Euroracing took on the roles of operating the equipment and designing the car. The team's best season was in 1983 when the team debuted the new turbocharged V8 engine dubbed the 890T replacing the V12 engine and achieved 6th place in the constructors' championship, largely thanks to two second places for Andrea de Cesaris. Alfa Romeo withdrew the team at the end of 1985, after a disastrous season in which they failed to score points. The brand continued to participate as an engine supplier until 1987.

For the 1987 season, Alfa Romeo made a deal to supply engines to Ligier. The Alfa Romeo 415T, a new 1.5 in-line 4-cylinder engine with 850 HP (634 kW; 862 PS) with twin turbo that was tested on a Ligier JS29 by René Arnoux. When FIAT (the same company that owns the Ferrari giant) took control of Alfa Romeo, the deal was cancelled (apparently due to Arnoux's negative comments about the engine) and Ligier had to use Megatron engines (exBMW) engines for the entire 1987 season.

Alfa Romeo also supplied engines to the small and unsuccessful Italian team Osella from 1983 to 1988. they supplied the modest team with V12 engines (1983) and turbocharged V8s (1984-1987). At first, Alfa also offered some technical contributions to the small Turin team; the 1984 Osella FA1F model was based on the 1983 Alfa Romeo 183T, the first chassis being a slightly revised 183T. All subsequent Osella models up to the FA1L in 1988 had their origins in the 183T design.

In 1988, the last season of turbo engines, Alfa was fed up with the negative publicity generated by Enzo Osella's cars, so the Milan-based manufacturer banned the further use of its name in relation to the engine. The 1988 engines were simply called "Osella V8". At the end of that season, the relationship ended, ending Alfa Romeo's participation in Formula 1 after a very unsuccessful second stage.

In the 2018 season, Alfa Romeo was the main sponsor of the Sauber team, in a technical and commercial partnership agreement. On December 2 of that year, a press conference was held at the Museo Storico Alfa Romeo in Arese, followed by the presentation of the visual design of the future single-seater and driver template, Charles Leclerc and Marcus Ericsson.

Alfa Romeo returned to the world championship under the name Alfa Romeo Racing in 2019, by renaming the Sauber F1 Team.

In his first Grand Prix, Kimi Räikkönen finished eighth, scoring Alfa Romeo's first points in almost 35 years.

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Alfa Romeo Serpentine T-shirt

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