National Automobile Museum – Schlumpf Collection, Mulhouse, France
Until November 1st, 2026
Formula 1 is coming to the National Automobile Museum – Schlumpf Collection in Mulhouse for a major exhibition. While numerous Grand Prix races were held around the world without any real organizational structure, Formula 1 was born in 1950 with the establishment of a world championship comprising national Grand Prix races. Over the years, F1 has become a technological laboratory, a global cultural phenomenon, the embodiment of speed and ultimate performance, and the pinnacle of motorsport. It represents over 75 years of mechanical, aerodynamic, and human innovations that have profoundly shaped the history of the automobile.
In addition to the extensive collection of the National Automobile Museum (approximately half of the cars on display), collaboration with manufacturers, international museums (Alfa Romeo, BMW, Ferrari, Matra, Mercedes…), and major institutional collections (Fangio, Loh, Louwman, H.S.H. the Prince of Monaco) has made it possible to bring together some fifty cars rarely seen together. It thus puts Formula 1 into perspective to offer a comprehensive and coherent view of the discipline across the decades.
Covering the entire history of Formula 1, from its origins to the present day, the exhibition takes a chronological approach across four major periods:
- The Pioneers (1950s): Alfa Romeo, Maserati, Ferrari, the heroic age of the sport
- The 1960s–1970s: the chassis revolution, rear-mounted engines, and the first major advances in aerodynamics
- The 1980s–1990s: the era of turbo engines, technological dominance, and extreme professionalization
- Modern Formula 1: safety, hybridization, advanced aerodynamics, and data
In addition to the area usually reserved for temporary exhibitions, the scale of the exhibition required the use of part of the competition space, which has been redesigned. This way, a visit to the permanent collection concludes with pre-war and immediate post-war Grand Prix cars just before delving into Formula 1, highlighting the direct connection between the two eras.
The Pioneering Era
Although Formula 1 regulations were established as early as 1946 and took effect in 1948, the history of Formula 1 officially began in 1950 with the creation of the World Championship, which initially involved only drivers. The first Formula 1 Grand Prix took place on May 13, 1950, at Silverstone for the British Grand Prix. Italian manufacturers undeniably dominated the early years, led by Alfa Romeo with the 158, whose design dated back to 1937. In 1951, Juan Manuel Fangio won the first of his five world titles in his Alfa Romeo 159 “Alfetta” (a direct derivative of the 158), which featured the colors of Argentina around its grille.
In the early days of F1, the sport was a far cry from today’s opulence, and the limited number of entrants meant the Championship was open to Formula 2 cars. Ferrari was just getting its start as a manufacturer, and Alfa Romeo’s withdrawal left the field open to Ferrari Formula 2 cars like the 166 and the 212, followed by the Ferrari 500. The Maserati 250F, another Italian icon of 1950s Formula 1, enabled Fangio to win his fifth world title in 1957. A total of 27 250F chassis were built. Reliable and high-performing, it continued its racing career until 1960 with private teams long after Maserati had withdrawn. During this long career, it was driven by many great names in motorsport, including Jean Behra, Alberto Ascari, Stirling Moss, Mike Hawthorn, Peter Collins, Maurice Trintignant, and many others…
Aside from the Italians, a few French manufacturers were trying to hold their own. Talbot, for example, with its 26C equipped with a large 4.5-liter engine—less powerful but reliable and more fuel-efficient—enabled a few French drivers, such as Raymond Sommer, Louis Rosier, and Louis Chiron, to shine. Gordini started in Formula 2 with the 2-liter Type 16, then “moved up” to F1 with an engine increased to 2.5 liters. The Type 32, with its 8-cylinder DOHC engine, offered more power, but Gordini lacked the financial resources to develop and improve the reliability of his cars to compete against Ferrari or Mercedes.
Bugatti also attempted a comeback with the revolutionary Type 251. For the first time in an F1 car, the engine, an inline-8, was mounted in a mid-rear, transverse position. Conversely, the fuel tank was placed at the front, and fuel flowed through the chassis tubes to feed the engine! Unfortunately, due to a lack of funds, the venture was short-lived, and the 251 competed in only the 1956 French Grand Prix at Reims. The National Automobile Museum owns the two Bugatti 251s that were built, and they are on display here, one without its bodywork, allowing visitors to admire the complexity of this unique car.
The 1960s–1970s: The First Major Technical Revolutions
From the early 1960s to the early 1970s, F1 underwent significant growth, with new manufacturers, notably British teams like Cooper, Lotus, and Brabham, and several technological breakthroughs. It wasn’t yet known, but England would go on to dominate the world of F1 and become the preferred location for F1 manufacturers, giving rise to what is sometimes called “F1 Valley.”
The first revolution saw the engine move from the front to the center of the car. Lotus, founded by Colin Chapman, proponent of the “Light is right” philosophy, quickly adopted this mid-engine layout. With its lightweight and sleek Lotus 18 and later Lotus 24 models, powered by Coventry Cimax engines, it provided British drivers with a remarkable tool for securing victories and championships. Lotus was also the first to abandon the classic tubular chassis in favor of a monocoque structure in 1962, marking the second technical revolution of the decade. With the Lotus 33, Jim Clark claimed his first World Championship title in 1963. While cars throughout these periods typically bore “national” colors, red (Italy), blue (France), green (England), a red Lotus 24 stood out. Indeed, it was driven by the talented Swiss driver Jo Siffert for the Filipinetti team (Swiss-based but with an Italian founder).
For Enzo Ferrari, “It’s not the cart that pulls the ox,” and so the engine belongs up front! But the Scuderia eventually switched to a mid-engine layout and took advantage of a change in engine regulations, with displacement reduced to 1,500 cc. Thanks to experience with F2 engines, the Ferrari 156 with its 1.5-liter V6 became the ultimate weapon in F1 in 1961. Two-time World Champion in 1959 and 1960, Jack Brabham set out to build his own F1 and F2 race cars. The BMW-powered F2 BT 7 competed in a few F1 races but lacked reliability.
In the late 1960s, aerodynamics marked the third technological revolution, driven by young engineers with aeronautics backgrounds. Single-seaters were fitted with high-mounted wings at the ends of thin struts attached to the axles. After a few wings flew off, they were banned by regulations and replaced by small front wings (sometimes called “whiskers”) and rear wings part of the body.
In this primarily Anglo-Italian rivalry, a new French manufacturer entered the fray: Matra, a defense contractor that had begun diversifying into the automotive industry and intended to quickly make a name for itself through racing. Moving up through F3 and F2, Matra rapidly climbed the ranks and entered F1 in 1968 in partnership with Ken Tyrrell’s team. In 1969, the MS 80, powered by a Ford Cosworth V8, became the first French F1 World Champion with Jackie Stewart, for whom it was also his first world title. It remains a major milestone in French motorsports and also marked an important turning point for Ken Tyrrell, who would later launch his own F1 team, securing two more World Championship titles for Jackie Stewart in 1971 and 1973. The Matra MS 80 is representative of the aerodynamic evolution of those years.
While it often takes an expert to accurately identify an F1 model, the Ferrari 312 B is instantly recognizable, with its wedge-shaped body, two small front wings, rear wing, and large air intakes for the radiators positioned at the very rear of the car. Developed to accommodate the flat-12 engine, it was one of the cars driven by Belgian driver Jacky Ickx.
The late 1960s marked another revolution, this time a commercial one, with the introduction of non-sporting sponsorships. This is clearly evident in the exhibition, as the cars suddenly changed colors to reflect the preferences of the teams or their partners. However, Ferrari always retained its signature red color despite regular changes in sponsors. The latest technological revolution took place in the late 1970s with the return of turbocharged engines, ushering in a new era of F1.
The 1980s–1990s: The Turbocharged Engines Era
Although abandoned by everyone, the turbocharger is still part of the engine regulations. Since 1966, the displacement has been set at 3 liters for a naturally aspirated engine and 1.5 liters for a turbocharged engine. Cosworth, with Ford’s support, developed a V8 that powers the vast majority of the F1 grid. Initiated in the late 1970s by Renault, the turbo revolution would transform the world of F1, bringing greater emphasis on technology, extreme professionalization, and the return of major automakers. Renault entered F1 at the end of the 1977 season with its 1.5L turbo. The car was yellow, the engine lacked reliability, and the British quickly nicknamed the RS01 “the yellow teapot.” But through patience and hard work, Renault secured its first victory at the 1979 French Grand Prix with the RS10.
This historic victory was almost overshadowed by the extraordinary duel between René Arnoux (Renault) and Gilles Villeneuve (Ferrari), who spent several laps overtaking and being overtaken, taking corners head-on, and occasionally making contact… Undoubtedly one of the most spectacular battles in F1 history. The British stopped laughing, and F1 entered the turbo era, attracting manufacturers like BMW, Porsche, and Honda. Engine power skyrocketed, exceeding 1,000 horsepower, particularly in testing.
In addition to the RS 10, three other Renault F1 cars represent this era: the RE 30 B (1982), the RE 40 (1983), and the RE 50 (1984). Although Renault won numerous Grand Prix during this period, the manufacturer failed to secure the World Championship title, both in the drivers’ and constructors’ categories. Nelson Piquet became the first “Turbo” World Champion in 1983 driving the Brabham BT 52 with a BMW Turbo engine.
The F1 teams not affiliated with a manufacturer remained loyal to the venerable naturally aspirated Ford Cosworth. This was the case for Tyrrell with its 1983 012, but they struggled to compete. The FIA eventually limited the power of turbo engines, then banned them entirely, leading to a return to 3.5-liter naturally aspirated engines. Cosworth adapted the DFV V8 to the new displacement, as used, for example, by Ligier in the 1988 JS 33.
Renault returned to F1 in 1989 as an engine supplier, in partnership with Williams, and once again broke new ground with a revolutionary V10 engine design. Williams worked intensively on electronic aids (braking, traction control, active suspension, semi-automatic transmission, etc.). After numerous victories, the Williams Renault FW 14 driven by Nigel Mansell finally secured the World Championship title in 1992. In 1993, Alain Prost won his fourth World Championship title with the Williams-Renault FW 15. The Prost-Renault partnership, which had begun with the turbo era, was finally crowned with success!
With the same V10 architecture having become virtually indispensable, Peugeot also entered Formula 1 in 1994 as the engine supplier for the McLaren team. The engine proved to be unreliable, and despite a few podium finishes with the McLaren MP 4/9, the partnership ended at the close of the season. Peugeot then partnered with Jordan in 1995; the engine made significant progress over the next three years, with the Jordan car coming close to victory on several occasions.
Modern Formula 1
Visitors enter the modern era of F1 through a different exhibition layout. The cars are no longer lined up as if on a starting grid, but are spread out throughout the space, with large drapes separating the exhibition areas. This allows visitors to walk around the single-seaters, view them from every angle, and examine the numerous aerodynamic features that adorn the bodywork. Aerodynamics has become a major factor in car design, especially with the ban on electronic driving aids in 1994. While Williams is going through a difficult period, the Renault V10 remains dominant, and Benetton, having just won the World Championship, partners with Renault in 1995. Michael Schumacher won his second world title with the Benetton-Renault B195.
Things can change quickly in F1, and in 1998, several factors came together to shake up the established order. Renault officially withdrew, McLaren hired Adrian Newey, a former Williams engineer, and the Mercedes engine proved both reliable and powerful. Mika Häkkinen became World Champion in the McLaren-Mercedes MP4-13. Williams, now partnered with BMW, returned with the 2003 FW 25, which allowed Juan-Pablo Montoya to win four Grand Prix races and finish on the podium in the World Championship.
Formula 1 attracts major manufacturers, and Toyota entered the series in 2001, but building a chassis and engine from scratch proved difficult. The 2004 TF 104 failed to deliver convincing results for the Japanese manufacturer. BMW took a different approach by acquiring the Swiss Sauber team and developed a 2.4-liter V8 engine compliant with the new engine regulations to power the BMW-Sauber F1-06 in 2006. This Sauber was particularly impressive aerodynamically, with its multiple wings and appendages at the front, sides, and rear of the car.
These new F1 cars also differ from their predecessors in their new approach to driver safety. The “noses” of the F1 cars have become significantly longer, featuring protective zones for the drivers, whereas in the 1990s, the drivers’ feet were at the level of, or even in front of, the front wheels. This makes the cars significantly longer. In 2007, the Ferrari F2007 enabled the Maranello-based manufacturer to win both the Drivers’ World Championship (Kimi Räikkönen) and the Constructors’ Championship. To date, this remains the Scuderia’s most recent drivers’ title.
Fernando Alonso, a two-time World Champion with Renault (2005 and 2006), returned to Renault, but the partnership would not be as successful, with the R29 (2009) yielding just a single podium finish. In fact, Renault withdrew as a constructor at the end of that season, though it remained in the sport as an engine supplier.
The partnership with Red Bull, which began in 2010, culminated in Sebastian Vettel’s four World Championship titles and four Constructors’ Championships for Red Bull. This period is illustrated by a development model of the 2012 RB, which was used to test aerodynamic upgrades in the wind tunnel.
In 2014, with new engine regulations, Formula 1 began to “go green.” Naturally aspirated V8s gave way to 1.6-liter turbocharged V6s, paired with hybrid energy recovery systems. This marked the beginning of a new era of dominance, with the 2014 Mercedes W05 reviving the glory days of the Silver Arrows. Between 2014 and 2020, Mercedes won 7 Constructors’ Championships, 7 Drivers’ World Championships, and 102 race victories, including 58 one-two finishes! Ferrari attempted to challenge German supremacy, and Sebastian Vettel finished as runner-up in 2017 with the Ferrari SF 70H.
In 2020, the Mercedes-Lewis Hamilton partnership secured one final title with the Mercedes AMG W11 EQ. The combination of the internal combustion engine and the electric unit delivers over 1,000 horsepower, reviving the power of the turbo era! This Mercedes AMG W11 is on display in the latest exhibition space, set against a massive curved screen showing F1 footage from every era, race action, cars, drivers, managers, and the work of engineers and mechanics…
Just before entering this last area, the most recent car in this exhibition is a 2023 Sauber Alfa Romeo C43. It is actually powered by a Ferrari engine, rebadged by the Milan-based manufacturer for marketing purposes. The team has since been acquired by Audi to make its debut at the pinnacle of motorsport in 2026.
Start your engine !
Engines are, of course, the heart of race cars, especially in Formula 1, which is considered the pinnacle of motorsport. While they were more or less visible in single-seaters from the 1950s to the 1980s, advances in aerodynamics have now made them completely invisible from the outside. A few engines are on display, representing various eras of F1, allowing visitors to observe the changes over time. The oldest is a 1948 Ferrari V12 with a compressor and a displacement of just 1,500 cc, the first F1 engine developed by Ferrari. It powered the first Prancing Horse F1 cars, the Ferrari 125 and 166. Whether V-shaped or flat, 12-cylinder engines long remained the symbol of Ferrari F1 cars.
The BMW M12 Turbo is also a 1.5-liter engine, but with an inline-four configuration, derived from a production engine. Revving at high speeds and boosted by a turbocharger to well over 1,000 horsepower, it is emblematic of the turbo era of the 1980s. It is the engine of Nelson Piquet’s Brabham BT52, the 1983 World Champion.
Although uncommon in production engines, the V10 architecture pioneered by Renault dominated Formula 1 for many years. There are several notable examples, starting with the 1996 Renault RS 8, which helped Williams and Damon Hill win the 1996 world championships. The 1990 Ford Cosworth Zetec V10 succeeded the DFV V8 to power numerous independent teams. It is one of the last examples of engines not directly derived from a major manufacturer.
When Peugeot officially withdrew from F1, its engine architecture was taken over by Asiatech, which supplied it to several teams, notably Arrows. Since 2014, Formula 1 engines have seen their displacement reduced and the introduction of electric hybridization. With various energy recovery systems, these engines are the most complex in F1 history, and a film explains how they work in one of the exhibition areas.
Beyond Cars
In addition to the race cars, the exhibition features a selection of historic and symbolic items, such as authentic helmets and racing suits that once belonged to legendary champions. After the large, wood-rimmed steering wheels of the first single-seaters, steering wheels became more technical, starting with a few buttons (radio, speed limiter, etc.) before evolving into full-fledged computers capable of controlling and adjusting numerous vehicle parameters.
Large wall panels bring Formula 1 back down to earth by telling the stories of the drivers (Alonso, Hamilton, Piquet, Prost, Senna, Schumacher, Verstappen, and many others). A special section, in partnership with the Museo Fangio / Fundación Fangio, is dedicated to Juan Manuel Fangio, a founding figure of Formula 1, and features several iconic artifacts. Several large interactive kiosks invite visitors to explore the world of Formula 1 in greater detail, including teams, drivers, and circuits…
Featuring numerous films shown on large screens throughout the various exhibition spaces, the spectacular exhibition design immerses visitors, whether seasoned fans or newcomers, in the world of Formula 1, its people, and its technology.
The museum shop has naturally followed suit and offers a wide selection of books, miniatures, and items directly related to Formula 1, in addition to its usual selection.
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