How Schumacher won his toughest Ferrari title

The GA stands for Gianni Agnelli, a fitting memorial to the man who saved Ferrari and kept the Italian tricolore flying proud over Maranello. It was at the end of the 1960s that this titan of Italian business and politics succeeded where Ford had failed by negotiating a controlling interest to keep Ferrari solvent. On the face of it, Enzo maintained power over his scarlet empire - but in truth, it was Fiat's 'kingmaker' who held the keys during the last 20 years of the Old Man's life.

Now Agnelli himself was gone, mortal after all, as prostate cancer claimed him at the age of 81. Just a couple of weeks later the wraps would be removed from Ferrari's new Formula 1 car at a suitably muted Fiorano launch. Following the domination of 2002, it seemed entirely predictable that Michael Schumacher and his red machine would continue to smash F1 into submission. And, yes, he would honour Agnelli's memory as Italy saw fit, with a fourth consecutive world title and a personal sixth to surpass Juan Manuel Fangio's five. But this was one that almost slipped away.

The F2003-GA, which is set to be one of the star exhibits at Autosport International this January, was a late starter when it rolled into F1 service 15 years ago. Michael had trounced everyone in the preceding F2002, finishing 67 points clear of best-of-the-rest team-mate Rubens Barrichello. Thus the team felt there was no rush to introduce the new model. The old one, in updated spec, would do nicely for the first four races.

Or so they thought. A troubled fourth in Australia for Schumacher ended Ferrari's remarkable streak of 53 consecutive podium finishes, and a tangle with Jarno Trulli's Renault resulted in only sixth in Malaysia. Then he spun out and retired in Brazil, his first non-finish since Germany 2001... This wasn't going to plan at all.

An emotional victory at Imola, just days after the death of Schumacher's mother, brought some equilibrium back to the campaign, and ensured the F2002 bowed out in a manner suitable for one of the great F1 cars of modern times. Next up was Spain - and finally the moment for Agnelli's Ferrari to take the stage.

By this point, chief designer Rory Byrne, technical director Ross Brawn, team principal Jean Todt and engine man Gilles Simon were way past experimentation. The F2003-GA was a clear and simple evolution of the masterful machines that had come before.

Schumacher won six times to Raikkonen's single breakthrough win. But the new scoring system had done its job: Raikkonen could still snatch the title at Suzuka

New bodywork included sleeker sidepods and thus smaller radiators, with revised exhausts and an ever-tighter rear-end design further honing mammoth aerodynamic forces. Behind Schumacher and Barrichello's shoulders, Simon eked more power from the new Tipo 052 V10, while the longitudinal gearbox shrunk in both weight and dimension. Normal service was surely about to resume.

A straight-out-the-box double one-two in Spain and Austria suggested as much. Schumacher was only third in Monaco, but he won again in Canada to enter the summer on top of the world. But thereafter, the story began to unravel.

Michelin-shod McLaren and Williams offered a stern and convincing threat to the Bridgestone-tyred Ferraris through what turned out to be fascinating and competitive season. In all, eight drivers would win grands prix, with McLaren's Kimi Raikkonen and Williams' Juan Pablo Montoya maintaining title challenges into the autumn. From Canada in June, Schumacher wouldn't win again until Monza in September.

Between times, Barrichello scored what should probably be remembered as his best victory in a thrilling British GP at Silverstone. This was the day a deranged priest, Neil Horan, ran on to the Hangar Straight garbed in a tam o'shanter and kilt, causing mayhem but by luck nothing worse. Barrichello's wonderful drive, in which he twice passed Raikkonen for the lead, deserves to remembered ahead of the track invader.

Aside from Silverstone, pickings were slim mid-season. Ralf Schumacher won consecutively for Williams, Montoya conquered Hockenheim, and Fernando Alonso became F1's youngest ever winner in his Renault at the Hungaroring.

Then the politics began. Rumours about the legality of Michelin's F1 tyres had been swirling and the row boiled to the surface as the summer faded. Bridgestone and Ferrari protested: they had evidence that the French rubber's construction was illegally changing shape under use. The FIA, to the wails of those who love a conspiracy, agreed. After two years of success, suddenly Michelin's tyres were deemed illegal.

Ferrari's form consequently bounced back at Monza. Schumacher won, and did so again at Indianapolis, where Montoya and Williams' title hopes fizzled out. At the finale, Michael just needed an eighth place to secure his crown.

In all, he'd won six times (five in the F2003-GA) to Raikkonen's single breakthrough win at Sepang. But the new scoring system, introduced to reward finishers down to eighth instead of sixth, had done its job. Raikkonen could still snatch the title at Suzuka.

He certainly got close. As Raikkonen finished second to Barrichello, Michael made a mess of things, qualifying a lowly 14th and clashing with rivals twice on the way to scraping the eighth he needed. Just two points. That was all he'd won it by. "Empty and exhausted", Schumacher had been shaken on his way to that historic sixth title.

Still, the F2003-GA's legacy was safe. Byrne's latest masterpiece had won seven times - five for Michael, two perhaps more significantly in the circumstances for Rubens. The red machine had hit a glitch, but nothing more.

After the excitement of 2003, F1 would return to a familiar script the following season when the F2004 - the next evolutionary step in the quest to perfect perfection - swept 11 of the first 12 races. Schumacher was champion for a seventh time by France in July.

Match that, Mercedes. On second thoughts, please don't.

Witness a thrilling selection of racing Ferraris past and present at the Autosport International Show on January 11-14, 2018. Visit autosportinternationalshow.com for ticketing information