Editing Minardi (section)

==Racing history==
===Formula Two (1980–1984)===
The team first competed under the Minardi name in the [[1980 European Formula Two season|1980 European Formula Two]] championship. Rather than using a customer chassis, the team commissioned a BMW-powered design from [[Giacomo Caliri]]'s FLY studios — previously responsible for the [[Fittipaldi Automotive]] team's F5A Formula One car.<ref>[https://8w.forix.com/fittipaldi.html A samba that never got into tune] 8W, October 2000; Retrieved 10 August 2006.</ref> The first Minardi's driver was [[Miguel Ángel Guerra]], who achieved 9th place in the standings with 10 points. In 1981, Caliri and Marmiroli designed the [[Minardi M281]] driven by [[Michele Alboreto]], [[Johnny Cecotto]], Miguel Ángel Guerra, Roberto Farneti and [[Enzo Coloni]]: Alboreto won the Misano race and finished 8th with 13 points, Cecotto gained 3 points and moved to [[March Engineering|March]] in summer. A Ferrari [[Ferrari Dino engine|Dino 206]] engine was used in 1981, but the team changed to a BMW four-cylinder unit in 1982.<ref name=AS82p5>{{cite magazine | magazine = [[Autosport]] | date = March 11, 1982 | title = Pit & Paddock | editor-first = Nigel | editor-last = Roebuck | editor-link = Nigel Roebuck | page = 5 | publisher = Haymarket Publishing | volume = 86 | issue = 10 }}</ref> The new design continued Minardi's naming logic and was called the [[Minardi M282]]. The drivers were [[Alessandro Nannini]] and [[Paolo Barilla]].<ref name=AS82p5/> Barilla didn't score any points, Nannini got 10th place with 8 points. The 1983 season saw several drivers racing with the [[Minardi M283]]: Alessandro Nannini (11 points), [[Pierluigi Martini]] (6 points), Paolo Barilla (0 points), Enzo Coloni (1 race), [[Emilio de Villota|Emilio De Villota]] (2 races), [[Oscar Larrauri]] (1 race) and [[Aldo Bertuzzi]] (1 race). The last season in Formula 2 was in 1984. Nannini (finished 10th with 9 points) was the first driver, the others were [[Roberto Del Castello]] (14th, 1 point), [[Fritz Glatz|Pierre Chauvet]] (1 race) and [[Lamberto Leoni]] (3 races).

The team's most notable result remains the 1981 win at the [[Misano Circuit|Misano]] round by Michele Alboreto.<ref name = "GrandPrix.com"/> Minardi left the lower division at the end of 1984, although in 1986 a modified version of their final Formula Two car, the M283, was entered without success in two rounds of the [[International Formula 3000|Formula 3000]] championship which had replaced Formula Two in 1985.<ref>{{cite book | last = Hodges | first = David | title = A–Z of Formula Racing Cars 1945–1990 | publisher = Bay View books | year = 1998 | page = [https://archive.org/details/azofformularacin0000hodg/page/194 194] | isbn = 1-901432-17-3 | url = https://archive.org/details/azofformularacin0000hodg/page/194 }}</ref>

===Minardi Formula One (1985–1993)===
[[File:1985 European GP Martini.jpg|right|270px|thumb|[[Pierluigi Martini]] during practice for the [[1985 European Grand Prix]]]]

During 1984, Minardi took the decision to enter Formula One the following year.<ref>{{cite web|url=http://www.italiaspeed.com/2005/motorsport/f1/minardi/history/1610.html|title=Minardi History|publisher=Italia Speed|access-date=19 September 2018}}</ref> Caliri designed the M184, the team's prototype Formula One car (intended as a dual purpose design for the new [[Formula 3000]]) around [[Alfa Romeo in motorsport|Alfa Romeo's]] V8 turbocharged engine but when engineer [[Carlo Chiti]] left Alfa Romeo to found [[Motori Moderni]], Minardi became the only customer for his new V6 engine design. The engine was not ready for the start of the {{F1|1985}} season, so the team converted their [[Minardi M185|M185]] chassis to accept a [[Cosworth DFV]] engine for the first two races. The single car team was unsuccessful in its first year, scoring no points. The new engine was underpowered and driver [[Pierluigi Martini]] finished only two races, although he was also classified 11th at the [[1985 German Grand Prix|German Grand Prix]] despite stopping with engine problems.<ref>{{cite book | last = Nye | first = Doug | title = Autocourse history of the Grand Prix car 1966–85 | publisher = Hazleton publishing | year = 1986 |page = 226 | isbn = 0-905138-37-6 }}</ref> Martini's best position was 8th in the [[1985 Australian Grand Prix]], behind [[Huub Rothengatter]] in an [[Osella]].

[[File:Minardi M189 - Pierluigi Martini.jpg|left|270px|thumb|[[Pierluigi Martini]] and the [[Minardi M189]] at the 2016 Adelaide Motorsport Festival]]
Nonetheless, the team expanded to two cars for the {{F1|1986}} season. In 1988, Minardi switched to [[Cosworth]] engines, and in 1989 it became top entrant for [[Pirelli]]'s return to Formula One. The team was moderately successful in the midfield through the late 1980s and early 1990s, giving a succession of Italian drivers their first chance at the top level, including [[Alessandro Nannini]], [[Pierluigi Martini]] and [[Gianni Morbidelli]] (Nannini, who had been the team's Formula 2 driver from 1982–1984, had actually been the team's first choice as their F1 driver in 1985, but they had to go with Martini after [[FIA|FISA]] refused to grant Nannini the [[Super Licence]] required to drive in F1. They would grant Nannini the licence in 1986). Martini in particular was synonymous with Minardi, eventually having three spells with the team. He drove for them on their debut in 1985, scored their first point in the [[1988 United States Grand Prix]], although he had been running 5th for quite a long time during the race until being passed by Tyrrell's [[Jonathan Palmer]], took their only front-row start at 1990 USA Grand Prix (aided by special Pirelli tyres; several of their other drivers had surprise qualifying results that day. Also, day 2 of qualifying was rained out so no one improved), their only lap leading a race in the [[1989 Portuguese Grand Prix]], where he finished 5th, and scored their joint-best F1 result up to that point (the other being at the [[1989 British Grand Prix|British Grand Prix]] the same year).
In 1991, Minardi became the first team in modern times to make use of customer engines from [[Scuderia Ferrari|Ferrari]] and in 1992 they used [[Lamborghini]] [[V12 engine|V12]]s. In 1993, Minardi enjoyed a good campaign, collecting seven points thanks to [[Christian Fittipaldi]]'s fourth place in the [[1993 South African Grand Prix]] and fifth place in the [[1993 Monaco Grand Prix]] and [[Fabrizio Barbazza]] sixth places in the [[1993 European Grand Prix]] and [[1993 San Marino Grand Prix]].

===Minardi, Scuderia Italia and Fondmetal (1994–2000)===
[[File:Pierluigi Martini 1994 Minardi.jpg|thumb|left|[[Pierluigi Martini]] driving for Minardi at the [[1994 British Grand Prix]]]]
[[File:Luca Badoer 1995 Britain.jpg|thumb|left|[[Luca Badoer]] driving for Minardi at the [[1995 British Grand Prix]]]]
[[File:Mazzacane en Minardi F1 2000.jpg|thumb|right|[[Gastón Mazzacane]] with the [[Minardi M02]]]]
As the number of small teams shrank, Minardi slipped from the mid-field towards the back of the grid. Money woes hit and in 1994 Minardi merged with [[BMS Scuderia Italia]] in an effort to survive. Giancarlo Minardi retained 14.5% with the remaining 85.5% distributed between the Scuderia Italia investors (Emilio Gnutti, Giuseppe Lucchini and Vittorio Palazzani) and Defendente Marniga. In 1994, Martini finished 5th at both the [[1994 Spanish Grand Prix]] and [[1994 French Grand Prix]], while [[Michele Alboreto]] scored his last point in Formula 1 with a 6th place in the [[1994 Monaco Grand Prix]]. Acknowledging that the team was struggling, [[Bernie Ecclestone]] spoke to [[Flavio Briatore]], who agreed to buy a share in the team in 1995. In 1996, Italian businessman Gabriele Rumi, former owner of the [[Fondmetal]] team switched his sponsorship support from [[Tyrrell Racing|Tyrrell]] to Minardi. He gradually increased his interest in the [[Faenza]] outfit, becoming co-owner and chairman. In 1997, Minardi teamed up with engine manufacturer [[Brian Hart]]. For the {{F1|2000}} season the team were forced to use 1998-spec [[Ford Motor Company|Ford]] Zetec-R V10 engines, which were rebadged as Fondmetal engines in deference to his financial input. However, Rumi's poor health forced him to withdraw his backing at the end of the season.

Points were rare during this time; [[Pedro Lamy]] scored his one and only point in Formula 1 with a 6th place in the [[1995 Australian Grand Prix]]; this result was followed by a long barren spell until [[Marc Gené]] finished 6th in the [[1999 European Grand Prix]]. That same race, [[Luca Badoer]] had been running fourth until his gearbox failed with 13 laps to go, at which point the Italian burst into tears next to his stricken car. Other Minardi drivers also came close to scoring points, including [[Shinji Nakano]] who finished 7th at the [[1998 Canadian Grand Prix]] and [[Esteban Tuero]], who finished 8th at the [[1998 San Marino Grand Prix]].

Minardi was known for not using pay drivers, but for the 2000 season, the team signed Argentinian [[Gastón Mazzacane]], who only acquired the seat thanks to backing from the short-lived pay television channel Pan-American Sports Network.

===European Minardi (2001–2005)===
[[File:Webber 2002.jpg|250px|thumb|[[Mark Webber (racing driver)|Mark Webber]] driving the [[Minardi PS02]] at the [[2002 French Grand Prix]]]]

The team, now near collapse, was purchased by [[Australia]]n businessman [[Paul Stoddart]] in early 2001, merging it with his European Racing [[International Formula 3000|Formula 3000]] team. That season saw [[Fernando Alonso]] make his F1 debut for the team at the age of 19; though he (and the team) failed to score any points that year, his performance was impressive enough that the reborn [[Renault in Formula One|Renault F1]] team signed him for 2002. He was replaced by [[Mark Webber (racing driver)|Mark Webber]], another future race winner, and heavy attrition at [[2002 Australian Grand Prix|his debut race in Melbourne]] saw him finish in the points in 5th, with teammate [[Alex Yoong]] just outside the points in 7th. During the season the team used Asiatech branded engines (formerly Peugeot), the rest of the season did not yield any further points for the team. The team finished above the newly debuted Toyota factory team who arguably had a much more sizable budget for the debut campaign than Minardi's budgets over several seasons combined. Minardi also finished ahead of the Arrows team who went bankrupt halfway through the season due to mounting debts and several mounting court cases against them. 

From 2003 until their final season in 2005, Minardi used Ford Cosworth/Cosworth branded engines due to Asiatech folding at the end of the previous season. The Cosworth engines though not very reliable did help Minardi to some decent points scoring positions now and again. 

Another memorable episode happened during the [[2003 Brazilian Grand Prix]]. The race was stopped just after 75% distance, after treacherous weather and a sequence of accidents, including a spin into the grass for lead Minardi driver [[Jos Verstappen]]. Stoddart later claimed that Verstappen had enough fuel on board to last until just after the time the red flag was eventually waved, due to the large number of safety car laps. Assuming Stoddart was being truthful, Verstappen may well have won this race had he not spun.

[[File:Baumgartner usgp 2004.jpg|thumb|right|[[Zsolt Baumgartner]] driving at the [[2004 United States Grand Prix|2004 United States GP]]]]
[[File:Minardi PS05 British GP 2005.jpg|thumb|right|[[Patrick Friesacher]] driving the [[Minardi PS05]], the last Minardi chassis to be produced, at [[Silverstone Circuit|Silverstone]]]]
During its final years, the Minardi team was almost as famous for its politics as for its racing. Stoddart was described as the Formula One teams' unofficial shop steward. During his time as team principal, Stoddart campaigned for reduced costs in the sport. He appealed to the competing car manufacturers for an agreement where the independent (and, on the whole, financially weaker) teams in Formula One would get cheaper engine deals than at present. In return, the team principals who would benefit from this would support the works teams when it came to opposing new rule changes enforced by the [[Fédération Internationale de l'Automobile|FIA]], such as the proposed ban on traction control. Before the start of the 2004 season, however, Stoddart threatened to withdraw his support against the ban on traction control, but later changed his mind. Midway through the 2004 season, the other teams voted to change the unpopular single lap qualifying system back to the old 1 hour format, but Stoddart voted against because it would also mean the 107% rule being reintroduced; this meant the change never occurred, as a unanimous vote was required to change something so significant in the middle of a season. Before the [[2005 Australian Grand Prix]], Stoddart initially threatened to withdraw his cars if they were made to comply with the revised regulations for 2005, claiming Minardi could not afford to do so. Once again Stoddart ended up withdrawing his threat. Stoddart also repeatedly called for the resignation of the FIA's President, [[Max Mosley]], particularly in the aftermath of the [[2005 United States Grand Prix]] where the majority of teams withdrew from the race due to safety concerns about their [[Michelin]] tyres. While Minardi had run [[Bridgestone]] tyres, Stoddart had offered to compromise with the Michelin teams but Mosley had rejected it.

In 2004, Minardi was represented by two rookies, [[Italy|Italian]] [[Gianmaria Bruni|Gianmaria "Gimmi" Bruni]] and [[Hungary|Hungarian]] [[Zsolt Baumgartner]]. During the year, they celebrated their 20th season in F1. Baumgartner scored Minardi's first point in more than 2 years at the [[United States Grand Prix]], finishing 8th. Baumgartner was also the first Hungarian to score a point in a World Championship F1 race.

In 2005, Minardi's drivers were [[Christijan Albers]] and [[Patrick Friesacher]]. They amassed a total of seven points following the debacle of the [[2005 United States Grand Prix]], in which they finished fifth and sixth (of six runners) respectively. After losing financial backing from his sponsors before the [[2005 German Grand Prix]], Friesacher was replaced by Dutch Jordan test driver [[Robert Doornbos]], creating the first all-Dutch driver line-up in Formula One since [[Carel Godin de Beaufort]] and [[Ben Pon]] drove together for the Ecurie Maarsbergen team at the [[1962 Dutch Grand Prix]] at [[Circuit Park Zandvoort|Zandvoort]].