#630 1998 Japanese Grand Prix

After the electrifying race on the Nürburgring circuit, host of the Luxembourg Grand Prix, the 1998 Formula One World Championship took an unexpected turn: after the qualifying on the historic German circuit, Michael Schumacher was on pole position ahead of Eddie Irvine, with Mika Häkkinen only third and disoriented by a Ferrari that seemed unbeatable. But the reaction of the Finnish driver and the McLaren arrived, and they overturned the situation by winning the race, beating the Maranello team in speed and above all in strategy. With the seventh success of the season Häkkinen got 90 points, four more than his rival Schumacher, therefore, in the last appointment of the championship in Suzuka the new 30 years old could limit himself to arrive second in case Schumacher should win the race. For the German the task becomes difficult, since, as mentioned, the success may not be enough to guarantee him his third World Title; Häkkinen must finish third or worse, while if the German finishes second Mika would have to finish the race in sixth position. If, on the other hand, Michael finished third, he would have lost regardless of his opponent's result. A few calculations make it clear that bringing the title back to Maranello will be a real challenge, as some of the most representative personalities in the paddock claim. Damon Hill, for example, takes Schumacher for granted:

"Four points ahead is a lot with one race to go. If it's true that Michael may be able to overturn all the predictions, I don't think he'll be able to beat a team like McLaren on his own, which on average has been the best throughout the season. And then it seems to me that also Michael makes mistakes when he is under pressure".

Jacques Villeneuve is on the same wavelength:

"I don't see how Schumacher can turn around such an unfavourable situation. Last year he had a one-point lead over me and he didn't manage it, this time his position is much more difficult because it won't be enough for him to win, but he will have to hope that Häkkinen doesn't place among the first two. It looks very bad for him".

Niki Lauda, on the other hand, focuses on the importance for Michael of having a car that is up to scratch:

"Schumacher is certainly the best at the moment, there's no doubt about that. If he had had a slightly more competitive car at the Nürburgring he would have won. But if Ferrari does not give him the fastest car at Suzuka his task will be almost impossible because he will have to fight not only against Häkkinen but also against Coulthard who will try to get in his way".

Alain Prost and Jean Alesi, on the contrary, remember that in Formula 1 everything is possible, especially if your name is Schumacher. The four-time World Champion underlines:

"The World Championship is not over. More than once, it happened that at the very last race someone has managed to overturn a favourable forecast. And if anyone can do it, it's Schumacher. Of course, he will have to make the most of every opportunity that comes his way. In Germany he could not defend himself: Häkkinen's race was exceptional, surprising if you like, as was McLaren's strategy, which learned well from Ferrari. It also seemed to me that the Bridgestones were slightly more competitive than the Goodyears. But since the best driver should come out on top in the end, I would still give Michael some hope".

The other transalpine, who has also worked at Maranello and is now at Sauber, says:

"The result at the Nürburgring was negative. But let's not forget that Ferrari's trend since the start of the season has been upwards. Now there is still a month to prepare for the last race. And I'm convinced that Schumacher will be able to make it, the fight is still on, let's wait to sell the bearskin before time".

In the meantime, Maranello is meeting to analyse the race in Germany and to plan the next few weeks in the best possible way, which will be packed with testing sessions to arrive at Suzuka in the best possible condition. From the Paris Motor Show, Luca Montezemolo congratulates McLaren, but at the same time gives the team a boost, because although in Japan they will be underdogs, it is forbidden to raise the white flag before time:

"What happened at the Nürburgring was a race decided by the seconds. Häkkinen did an extraordinary race: congratulations. However, we are alive and competitive, and this is the important thing. We hoped to win but races are always unpredictable, we don't feel inferior both as a car and as a team: on the contrary, we have to win at Suzuka, it's imperative. If it is true that you can't have two without three, after Magny Cours and Monza I would like another double in Japan. I spoke with Todt and the drivers, I found maximum determination, we will fight until the last metre. We have a month of hard work ahead of us, with a lot of will and conviction to do well. Goodyear has made an extraordinary effort: it's just a pity for the way things went before Canada. Our goal, however, was and is to win the World Championship: we are not abandoning our intentions".

In the week following the Luxembourg Grand Prix, the teams meet in Barcelona for three days of testing. Ferrari carries out experimental tests both on the standard and on the long-wheelbase car, while McLaren, on the other hand, is in Spain with Coulthard and at Magny Cours with Häkkinen. On the Catalan track, Alex Zanardi, the new Williams driver for the coming season, will be back to drive a Formula One car, teaming up with Ralf Schumacher. The German, however, is still under contract with Jordan, so he will have to wait until the end of the championship to get on board the FW20. At the end of the tests, the two-time C.A.R.T. champion gives the press his first impressions:

"I didn't think the car was so strange, a non-car. It is less predictable than the ones I am used to in America, difficult to drive. I have to readjust to many things that have changed a lot during my absence from this world. Pleasant but also demanding".

Alongside him there is Juan Pablo Montoya, the third Williams driver, who is annoyed that the team preferred the experienced Zanardi and Ralf Schumacher to him. He takes a stone off his shoe and finishes the session with a lap time that is much faster than the Italian. Michael Schumacher sets the fastest time in each of the three days of testing, concentrating on the choice of tyres for Suzuka, and on which car to focus his attention, whether standard or long wheelbase. At the end of the tests, Michael declares that he prefers the standard version, which is better suited to the characteristics of the Japanese circuit. However, there is still time to continue testing, starting the following week, when the Maranello team will work non-stop at the Fiorano circuit for six days.

"Only once I have analysed every piece of data available I will make a decision on everything, from the tyres to the type of car to send out on track. All in all, I'm satisfied with the results here in Spain, because Montmelò is a very demanding circuit for mechanics, aerodynamics and tyres".

Declares Schumacher before leaving Spain and enjoying a few days of rest, before resuming the gruelling test sessions at Fiorano. 

The McLaren doesn't match the lap times of the F300, but on the other hand it shows excellent reliability: during the last day of testing in Montmelò, Coulthard completes 157 laps, for a total of 750 kilometres, without any problems. The Scot himself, for the first time since he is completely excluded from the title fight, admits his role as the second driver in no uncertain terms:

"At Suzuka my role will be to protect my teammate. At the moment we are following two parallel paths, on two different tracks, to get as much information as possible".

The Woking team continues to work in parallel on two different tracks, namely Barcelona and Silverstone, focusing on component reliability and the final homologation of the latest version of the Mercedes V10. At Mugello, on October 13th and 14th, 1998, Ferrari has to deal with a small case involving Eddie Irvine: after the race at the Nürburgring, the Northern Irishman suffered back pains that prevented him from taking part in the tests in Catalunya. The problem stems from the fact that Eddie has short legs and long arms, which force him into an unnatural driving position. To deal with the situation, Ferrari prepares a new seat for him so that Irvine can return to the track as soon as possible. In the event of his absence, which is highly unlikely, it will be Luca Badoer's turn to take part in the last race weekend of the year in Japan. The driver from Treviso, who has not taken part in a Formula 1 race since 1996, does not say he is scared in the event of that happening:

"I know the circuit, I know the F300, after running 1400 kilometres between Spain and Fiorano. It would certainly be a great opportunity. If it comes to it, I won't hold back. I feel I can honour the myth of the Ferrari brand".

Thanks to the rain that falls on the second day of testing, Badoer also tests the Goodyear wet weather tyres, completing 105 laps for a total of 300 kilometres:

"I feel satisfied because now I know that I can take the F300 to the limit even in the wet, where I achieved the same performance as Schumacher. I'm also satisfied with the handling. We have a new package that has proved to be very good in these conditions. It's a time when everyone has to play their part, and I certainly don't want to be the ball and chain".

Ferrari continues to carry out comparisons between the standard car and the long-wheelbase one, and further tests with the new Goodyears. Schumacher runs 105 laps, Irvine 43. The German, driving the standard version of the F300, says that his attentions in this session are particularly focused on the tyres:

"I have dedicated these days almost exclusively to the tyres because it is from them that you can still get something out in terms of performance. I have lapped at Barcelona, Fiorano and Mugello and I think a good job has been done, thanks also to Goodyear who have been working hard to meet our needs. Bridgestone is also working with McLaren in Barcelona, we will see who has done it better. Next week we will also try some things on the car, but I cannot say which ones. In the meantime, I'm going to rest for a couple of days in Switzerland with Gina Maria; then on Sunday I'll be in Kerpen, because kart track will host the final races of an event reserved for eight ten-year-old children, and I'll have to be the one to award the winners".

However, the fact that the former Benetton driver tested for three days in a row using only the standard car suggests that the Maranello team has now decided to use this version for the final round of the season. 

Although the tyres are the priority, they also work non-stop with the starts and some unprecedented aerodynamic solutions regarding the wings: the front one is modified by adding several deflectors, while the rear one with two advanced overlapping profiles. The following week, Schumacher, Irvine and Badoer take turns at the Mugello and Fiorano circuits for the last tests to be carried out. On Tuesday, October 20th, the driver from Kerpen completes seventy-six laps at Mugello, stopping his time at 1'27"611, while at Fiorano Badoer runs ninety-eight laps, the fastest in 1'01"962. The test driver tests chassis no.183, which the next day, in Modena, is also tested by Schumacher, who also carries out routine checks on the first three single-seaters to be sent to Japan.

"At this point it is enough, what is done is done, the best possible indications have been obtained from these tests, the final impression is positive. I repeat that I am very confident, and I would even say optimistic because I believe that the chances of winning the World Championship are good. I can't wait to go to Suzuka to verify these opportunities on the spot; I will leave for Japan on Sunday with my brother. I just need three days to get acclimatised, and by the fourth day I will feel great. I've already imagined what could happen if I win and if I lose, the scenarios of the two opposite situations have already crossed my mind repeatedly. But it's not that I don't sleep at night, nor do I have nightmares".

Says Schumacher and adds that, as has often happened in numerous races this season, the decisive factor will still be tyre performance:

"After so many tests I hope to make the right choice. The rest is ready, and everything will depend on the final set-up of the car, i.e. whether everything is right. Why the standard car? For several reasons: this one generally gives us more guarantees. Compared to the Nürburgring we have improved, and at the end of the day we hope to have worked better than the others. What's done is done".

Says Schumacher at least as far as testing for the Japanese race is concerned, since in the week leading up to the Grand Prix, Luca Badoer continues to drive at Fiorano, testing components to be used on the 1999 car project. At the same time, Schumacher gives a curious interview to the conservative newspaper Die Welt, in which he speaks about his family, declaring:

"I'm leaving Germany to save my children's right to a quiet life. They would be besieged by their father's celebrity status, persecuted and subjected to constant tests as Schumacher's children. Germany would be the worst place for my children to grow up. It doesn't depend on what the country is like, but on my name and fame: they would live like people who are too famous, and that is too much stress, unacceptable. I will be able to return to Germany as a visitor, as a traveller passing by, but nothing more".

It is a painful decision for the 29-year-old Ferrari driver, who like his wife Corinna has deep emotional roots in his native Rhineland. Schumacher has been living abroad since 1991 when he moved to the Principality of Monaco, and for the past two and a half years has been living in Vufflens-le-Chateau, an idyllic Swiss village not far from Lake Geneva.

"It's a hypocritical world, and I don't want my children to have to come to terms with experiences that later on could lead them to lacerating dilemmas and conflicts with themselves. I would love to be able to escape the fame and turn it off. If it was possible, I would gladly do without being Michael Schumacher. In the meantime, I must defend myself by building a wall of incommunicability around myself, in the name of my privacy, and to defend myself from the many people that seem arrogant".

With only a few days to go before the start of the race for Japan, Maranello's technical director, Ross Brawn, reveals that the secret that allows the two McLaren Mercedes cars to make sling starts is not sophisticated electronics, but the clutch, the same one that Ferrari adopted during the Luxembourg Grand Prix, which, however, has a different method of use that la Rossa hopes to imitate in Japan.

The Woking-based team has a clutch that keeps the engine speed within a set limit and proportionally adjusts the engine's power with the help of a start indicator, a procedure that reduces the temperature and unpredictability of the clutch at the moment of disconnection. As Brawn explained, however, the wear and tear on the materials does not allow the operation to take place again with the same precision. On October 21st, 1998, Schumacher resumes the tests at Fiorano, while the rest of the Ferrari team completes the tests on the Mugello circuit with Eddie Irvine, in view of the last and decisive Grand Prix of the season at Suzuka. The Northern Irish driver simulates numerous starts, and runs a total of eighty laps and, at the end of the work, seems very optimistic, declaring:

"I'm satisfied: we've done everything there was to do, I'm going to Suzuka calm and convinced that Michael and I can have a good race. The world title? We can win it, we have a good chance, but it doesn't just depend on us. We must also see what Mika Häkkinen will be able to do with his McLaren: anyway, we have also solved the problems related to the driver's seat".

After a month-long wait, the circus finally arrives in Japan for the last round of the 1998 World Championship, the venue of the Grand Prix that will award both the Drivers' and Constructors' titles. Certainly not without some minor hiccups, since the Ferrari group (fifty-eight in total) embarking for Tokyo from Malpensa on October 26th, was held up for three hours by the chaos at the Milan airport, while president Luca Montezemolo was left without his suitcase because British Airways lost it. Formula 1, as we know, is always looking ahead, as demonstrated by the fact that even though the season has not yet come to an end, preparations are already underway for the test session at the very same Suzuka circuit, where the teams will be using Bridgestone tyres exclusively. The Japanese supplier will be the only one in the championship starting from next year, as Goodyear will no longer be present, having already announced its departure mid-season. The FIA, therefore, accepted the Japanese request to carry out tests two days after the Grand Prix with the teams that wanted to participate. For the 1999 season there are other changes to the sporting regulations, including the maximum number of cars allowed at the start, i.e. 24, or the penalties: the Stop&Go, in fact, will remain of ten seconds, but if it is imposed in the last five laps, the driver will be penalised by adding 25 seconds to the time taken to complete the race. This decision undoubtedly stems from the events of the British Grand Prix, with the controversial ending that saw Schumacher cross the finish line through the pits, having to serve a penalty in the final laps. Back to the tyres, on the other hand, the grooves on the tyres will increase from three to four, for a maximum width of the tyre that cannot go beyond 270 millimetres. Finally, the removable seat is introduced, a further step forward for safety, after those already made after the death of Ayrton Senna, as Sid Watkins, president of the FIA medical committee, admits. The new device, which will be in force since 1999, makes it possible to immobilise, with a series of belts, the various parts of the driver's body to the seat, in particular the spinal column and the head, and then to extract him from the cockpit by lifting him up with four cables. This is a safer system than the current spinal splint, which is inserted behind the driver's back before he is pulled out of the car. As mentioned, however, there is still one more race to go to end this exciting and open-ended season. To mark the occasion, in free practice Schumacher will make his debut with a new helmet, the new features of which are the luminescent silver that replaces the white that used to be the background, and the black band of the German flag, which is enriched with white chequers, so as to represent the flag symbol of speed racing. Ferrari has worked hard during the month-long break, as has McLaren, according to Häkkinen, who speaks about exceptional progress:

"Since the Nürburgring triumph I have had a very intense month, lots of testing, promotions. But I've also found time to spend a few days in Finland, at home: to relax, clear my mind and focus even more on preparation. Our tests in Barcelona? The progress has been exceptional. Reliability remains an unknown that you can never anticipate in a Grand Prix: I'm waiting for Sunday to see how it will go, but in any case we have all worked hard in McLaren. We are ready: everyone will give their best. It will be difficult, very challenging, but I am sure I can win, and I have total confidence in the team, the car, the tyres, the engine. I really can't see anything negative coming in the next Grand Prix. Obviously, everything will have to work perfectly because there will be no more rematches".

The four points they have to manage over their rivals represent a considerable advantage, but Häkkinen stresses that it is not possible on a circuit like Suzuka to start on the back foot and aim for second place:

"Nobody knows what can happen in a Grand Prix like Sunday, on a track that allows overtaking but is very selective. However, I admit that starting without being forced to win is a situation that I psychologically prefer. The advantage I have in the standings is not huge, but I feel more comfortable in front than behind. For now, the strategy is to stay ahead of Schumacher. But Sunday could also change based on the results of the tests".

There are those, including Schumacher, who insist that psychological strength will be fundamental. An aspect which, according to the hypothesis of the Ferrari driver, Mika would not be strong on. But the Finn replies by saying:

"I worry about my mind. Because it's only from there that I can get the energy to drive at the highest level for the duration of a Grand Prix. And there is an area of the brain that is dedicated to concentration: a special area that can express enormous strength. That's where I draw my real chances of winning. Michael says I don't have strong nerves. I prefer not to answer and say what I think of him: it's too private of a subject".

Woking team manager Ron Dennis also reiterates that Häkkinen will race to win:

"The only way to achieve a one-two finish in the Drivers' and Constructors' championships is to go for the overall win. To approach a Grand Prix you choose a strategy which, for us, is flexible up to three hours before the start. But already qualifying will be critical. A good position is decisive to put Mika at ease. Overtaking is difficult, and a good qualifying allows you to adjust the car better. The strategy must be also right, to avoid being overtaken in the pit lane. The perfect race at the Nürburgring makes me confident. I am neither optimistic nor pessimistic, just realistic. Michael is a formidable driver, I have no doubt. Goodyear has improved his tyres without giving us a break. Ferrari has bombproof reliability. For our part we have worked well, the car has always been fast and after the last tests it is more reliable".

Ron dwells on Häkkinen's alleged psychological fragility, defending a driver who this season has shown few signs of letting up, but also throughout his career has done so if you look at his great return to racing after the frightful accident in Australia in 1995:

"Häkkinen is relaxed, anyone here can see that. He follows both a physical and mental preparation that has allowed him to have such a high-level season, despite the great pressure and the enormous commitment between tests and races. Mika is in great shape. He can be glacial and focused. He doesn't lack speed. He is very determined: when he sets himself a goal, he pursues it no matter what, improving as he goes. He also has a very good relationship with the engineers, and he has helped to improve the atmosphere in the pit and in the development programme. That's how we increased reliability and won eight races. Mika's method allows us to make both thoughtful decisions and important choices in an instant, both of which are common in Formula 1. He surprised me particularly in the last race: he was perfect. I admired his patience in insisting behind Irvine, without exaggerating or anticipating the overtake, which then came with a textbook manoeuvre, with a style very similar to that of Schumacher. Then the assault on Michael: when he created the conditions to overtake at the first stop, and no later, he was sublime".

For the special occasion, Japan is entirely covered with posters advertising the most important race of the year. Curiously enough, despite the tension for the title fight, it is not the faces of the two contenders for the title that are represented in the foreground, but the cars and helmets of the home idols Takagi and Nakano, respectively in Tyrrell and Minardi.

A bizarre choice, justifiable up to a certain point by the Japanese pride in having two drivers in the top car category. In the usual press conference on Thursday, however, the four drivers who will necessarily be the main protagonists of the weekend are present: Häkkinen and Coulthard sit in front, while almost as if they wanted to represent the order in the classification, Schumacher and Irvine are behind. Michael begins by saying:

"I only have one goal: to win the race. I don’t care about the rest, I can't do anything else. With Ferrari we have done everything we needed to prepare for the race. During this month of rest, in the tests we have carried out almost non-stop for thousands of kilometres, the car has made progress. Small improvements that we can't calculate, we just know that it runs better and is faster than before. The tyres are also fine, I think we made the right choice. But we don't know where our rivals are, so we will find out the truth only at the last moment".

Mika replies:

"We worked a little less, focusing more on quality than quantity. I am very happy with the way things are going as far as our performance is concerned. I am convinced that the car will be faster than before. And then we have the support of Bridgestone, which has made further progress. I've also had time to rest for a few days, which isn't bad".

Then again Schumacher, convinced that his greater experience in such struggles will make the difference:

"I have already had several experiences, but each one is different. Now I am calm, maybe on Sunday I will become nervous, but this will not change the situation".

For Häkkinen, on the other hand, this is his first chance to win a Formula 1 World Championship:

"I don't want to think about it, I hope it's not the last one, in any case it will be better to concentrate only on the race. I haven't decided on my tactics yet, it will all depend on the situation".

Coulthard and Irvine will be secondary but fundamental protagonists: Schumacher, in fact, besides winning the race needs the help of the Northern Irishman, in excellent conditions after the worries regarding the back problems. Coulthard, on the other hand, has the task of acting as Mika's wingman:

"I don't expect anything special. Coulthard works for McLaren like me, so we both must bring home the best possible result".

On Irvine, however, Michael declares:

"This is the track that Irvine is best on. He has already been very good this year in racing, and especially in setting up the car. He will do his best, as much as he can".

Those involved are asked what code of conduct they will adopt on the track, and when Coulthard says not to expect accidents, Michael intervenes with a veiled reference to the events at Spa:

"You of all people talk about accidents?"

David shrugs, then concludes by stating:

"I have always behaved correctly, I have never broken the rules and I will continue to do so".

Irvine also claims to agree with his Scottish colleague:

"I also think it is necessary to be fair. But in this situation, if I am in front, Häkkinen will have to be more careful to overtake me. I, like David, have nothing to lose".

Friday, October 30^th, 1998, marks the last free practice of the season. Montezemolo also shows up at Suzuka, in the pits from 10:00 a.m. After having spent a few minutes talking with Jean Todt, the Ferrari president opens up to the journalists, to whom he reveals:

"As soon as I arrived at the hotel, do you know who I met? Mika Häkkinen and his wife. We chatted a bit, especially about the Mille Laghi rally. But nothing related to the race, I just congratulated him on a good season".

Montezemolo talks about his meeting with the top management of Bridgestone, to define the agreements for the 1999 season, thus a formality. On Tuesday there will be tests to get a first impression on the new tyres, but Montezemolo changes the subject, reminding everyone, if there was ever any need, that the championship is not over yet:

"What are we doing here thinking about next year? I don't give a damn, it's like talking about the moon. I came here for something else, and I think I was right to come here, however it will end. It's going to be tough, very tough. We couldn't have done more than this, being here to fight for the title at the last race confirms that our season can be considered excellent, never has Ferrari gained so many points as this year. It's a shame about that bad start, on the evening of the Brazilian Grand Prix none of us could have imagined such a recovery and such an improvement, to be here now fighting for the title. We have had some unfortunate moments, many last resorts from which we have not come out in agony, we must be satisfied. Only this race stands between satisfaction and unbridled happiness. Let's hope well, we are certainly competitive as Schumacher has just assured me. Yes, Michael will also need some help, we know that very well; Irine is in great shape and on his favourite track ready to contribute, and maybe even his little brother Ralf or someone else can do the same. What more can I say? Come on, guys".

Energised by the presence of Ferrari's number one, Michael Schumacher records the best performance of the day, ahead of the two drivers who will swap seats after this race, his brother Ralf and Heinz-Harald Frentzen, the former heading for Williams and the latter for Jordan. Irvine is fourth, Häkkinen is only fifth, eight tenths from the German's best time. The McLaren seems not willing to reveal its cards until the qualifying session; however, Häkkinen says he is satisfied with the many laps run and the excellent reliability shown, as well as an excellent balance, but he also admits that he could easily have been closer or even ahead of his rival, if only he had not found the Minardi driven by Esteban Tuero running along in the last chicane during his attempt. On Saturday, October 31st, 1998, as never before this season, the title duellists do not allow anyone to interfere in their battle for pole position. Häkkinen goes on track just five minutes into the session, while Schumacher has just put on his helmet and is about to get into his Ferrari. The leader of the World Championship goes immediately fast, turning in 1'37"095, a second and a half faster than the absolute best time set in free practice.

Halfway through the session, Schumacher replies with a time of 1'36"769, three tenths faster than Häkkinen. Not content with that, Michael tries to deal the death blow to his opponent by further improving by half a second: with a time of 1'36"293, pole seems untouchable. In the meantime, Montezemolo watches the qualifying from the pit wall behind Jean Todt and is filmed while he energetically shakes his fist following Schumacher's super-turn. At the end of the session Häkkinen tries everything, with Schumacher returning to the track just in case he needs to adjust his lap time. The McLaren driver scores an excellent first sector, but in turn 9 he ends up with two wheels on the gravel, and thus must abort his attempt, resigning himself to the idea of starting behind Schumacher, who, warned by the pits of Mika's mistake, lifts his foot and returns to the pits. Häkkinen pays almost two tenths, while the two squires Coulthard and Irvine make up the second row, one second and two tenths and one second and nine tenths off, respectively. An enormity. The two Williams, the two Jordan, the two Benetton, the two Sauber and the two Prost qualify in the order from the third to the seventh row. A strange spell is broken in the eighth row, occupied by the Arrows of Mika Salo and the Stewart of Rubens Barrichello. Author of three poles in a row, Michael Schumacher makes only the first of a series of steps that can lead him to win the World Championship. Despite the pole, in fact, the German remembers that there is still a lot to do, and above all, an eventual victory of the race is not synonymous with winning the championship:

"Needless to say, I would prefer a direct fight without having to do too much counting, but unfortunately that's how it is, and we can't do anything about it. In any case, I don't have to think about that, but about how to win. We have our chances, we will have to try to be good enough to take advantage of them".

Michael will start up in front, but Häkkinen sees the glass as half full:

"Second place is more than good enough for us. In the worst case I could be last, disqualified, or something like that. So, I'm very satisfied".

There is one worrying statistic for Schumacher ahead of the race, and that is the number of positions the Kerpen native has lost at the start during this season: a good twenty-seven. It's a significant statistic that highlights the Ferrari driver's difficulties when the lights go out, and one that, as David Coulthard points out, will be something for McLaren to exploit:

"The idea is that Mika is leading at the first corner and I'm also able to pass Michael and go into second, which is possible given that some of his starts this year have been bad".

It is now 8:00 p.m. when both Schumacher and Häkkinen leave the circuit. Schumacher has dinner with the team, in the presence of the Ferrari president and manager Willy Weber, with just a couple of spaghetti and boiled vegetables, then goes back to the hotel, undergoes a massage session, and goes straight to bed. The second spends the evening with his wife, manager Keke Rosberg and press officer Didier Cotton, having dinner in a restaurant before returning to the hotel. During dinner, a local middle-aged woman completely ignores the partition and approaches the Finn without restraint to declare her immense passion for him, to the point of having dedicated a macrobiotic restaurant to him. A little annoyed, Häkkinen invites her to leave him alone, and after finishing dinner he leaves the restaurant using a back door. It is November 1^st, 1998, and the last race of the 1998 World Championship is about to take place, which not only acts as the final curtain for the season, but also as a farewell for some historic presences within the circus. After thirty-three years of supplying racing tyres, Goodyear says goodbye to Formula 1, leaving everything in the hands of Bridgestone, with the hope of abdicating as reigning champions.

Meanwhile, 28 are the years of Tyrrell's participation in the championship, among World Championships won in the early '70s (three to be precise, one Constructor's and two Drivers'), and a slow decline made of few joys like the last victory gained by Michele Alboreto in 1983 at Detroit, or the last podium in 1994 at Montmelò with Blundell. Moreover, there were many disappointments, up to this season, during which Ken Tyrrell's team didn't win even one point, and it will run the final race with only one driver, Takagi. This is due to Rosset failing to qualify for the umpteenth time, thus remaining out of the 107%. Having fallen into the abyss of mediocrity, the team was taken over by British American Tobacco and Craig Pollock, Villeneuve's manager, who with considerable investments aimed at creating a winning team, starting from the outgoing champion. And Jacques is also saying goodbye, leaving Williams after three years of cohabitation. The British team is hoping for one last burst from the Canadian to conquer third place in the constructors' championship. With 35 points, the British team must watch out for Benetton, with 33 points, and Jordan, the surprise of the second part of the season, with 31 points. These are all topics that, however, take a back seat, because, as it should be, the attention of the whole world is focused on the first two rows, where the two McLaren-Mercedes and the two Ferraris are. In Maranello, fifteen thousand Ferrari fans, regardless of the cold, gathered in the piazza at 5:00 a.m. to watch the race on the mega-screen set up especially for the occasion. A few minutes before the start of the race, Häkkinen kindly chats to ITV Sport reporter Martin Brundle as he pensively walks around his car:

"Right now, I'm trying to concentrate as best I can for the start and the race, keeping all the emotions in my body under control, as they wouldn't help me that much at the moment. We are confident, we have a very good set-up and the tyres are working".

Worried about the risk of accidents or unorthodox manoeuvres?

"We are professionals, I don't think Schumacher will resort to unorthodox strategies, the whole world is watching. I'm sure it will be a clean race".

As evidence of the peaceful relationship between the two, before climbing into their respective cockpits, Schumacher and Häkkinen shake hands, as if to say: may the best man win. Everything is ready, the drivers complete their formation lap and reposition themselves on the grid. The traffic lights start counting down, but when the fifth light comes on, yellow flags are waved in the middle of the pack. As a result, the three yellow lights indicating the cancellation of the start also come on. Häkkinen reacts to the lights by releasing the clutch, as does someone else, but after travelling a few metres they stop. What has happened? The V10 Peugeot of Jarno Trulli's Prost suddenly switched off a few seconds before the start. The driver from Abruzzo drew the attention of the stewards waving his arms and the whole starting procedure must be repeated, with Jarno forced to start from the last position. According to article 147 of the sporting regulations, in fact:

"In the event of an aborted start by a driver, a marshal must stand in front of the stationary car waving a yellow flag to signal the anomaly. All the other cars have to pass, then the stopped driver can be helped to restart, occupying the last position, which he will have to maintain at the next start".

A few minutes later, it is time for the second formation lap, at the end of which everyone returns to the main straight to begin the show. In the few seconds before the lights go out, Schumacher's Ferrari jumps forward imperceptibly. A few moments later, Schumacher raises his arm, freezing the hearts of the men at the Ferrari pit wall, the fans in the stands and the fifteen thousand people awake early in the morning in Maranello or glued to the television. The F300 switched off. It would later be discovered that, when the clutch was released, the hydraulic system momentarily lost pressure, triggering the engine to shut down.

As with Trulli earlier, it will be necessary to do it all over again, and on the third warm-up lap in a row, Schumacher will have to let everyone pass, and then line up with Trulli to start from the last position. The endless test sessions, the perfect qualifying lap, the numerous strategies prepared for the race: everything seems to go up in smoke in an instant. Häkkinen, even if he remains on the second box, practically starts from pole position, ahead of his teammate Coulthard and Irvine, who has the arduous task of passing the two Silver Arrows at the start, hoping that in the meantime his teammate's comeback will take place as quickly as possible. At the third attempt the start is clean. Häkkinen arrives at the first bend in first position, undisturbed, while his teammate Coulthard is overtaken by both Irvine and Frentzen. In the middle of the pack yellow flags are waved again, as Johnny Herbert is left stranded for a few seconds before he is able to start his race. Michael Schumacher, at the end of the first lap, is already twelfth, ahead of Barrichello and behind Olivier Panis. The Ferrari driver is the author of a feline sprint, which allows him to gain several positions already on the main straight. In the upper zones of the classification, instead, Häkkinen is leading, followed by Irvine, Frentzen, Coulthard, Villeneuve and Damon Hill. The Scotsman of the McLaren tries to get rid of Frentzen, clearly slower than him but however good at resisting the attacks; Schumacher, in the meantime, gets rid of Panis and Alesi, and after two laps he is tenth. On the German's way now there are the Benettons, evidently more difficult opponents than the previous ones. Michael, however, doesn’t seem to notice the difference when he overtakes Fisichella first and then passes Alexander Wurz at the entrance of Dunlop Bend, an amazing manoeuvre favoured also by the Austrian's scarce resistance. The Ferrari driver, eighth, sees Ralf's yellow car in front of him, who literally steps aside to leave the way to his elder brother, seventh after a few laps, close to the points zone and twelve seconds from the leader of the race Häkkinen, who cannot let his guard down as Eddie Irvine is just one second behind him. Villeneuve fifth, Hill sixth and Schumacher seventh. The last three World Champions are within a few tenths of each other. If Ralf has stepped aside, the two World Champions have no intention of making life easy for their old rival, with whom disagreements are not lacking even in this season.

Michael makes himself visible in the Jordan's mirrors on more than one occasion, at the first bend and at the hairpin bend, but he just can’t find a gap. In addition, a risky manoeuvre will officially put an end to the championship. With Schumacher stuck behind Hill, and Häkkinen who, after about ten laps, started to lower his times and to move away from Irvine, the gap between the two contenders for the crown rises vertiginously, reaching thirty seconds. On the fifteenth lap Hill goes to the pits for his first stop, leaving the track free for Schumacher who surprises Villeneuve at the hairpin bend, thus moving up to fifth position. At the end of the same lap Irvine stops and returns to the track always in second position thanks to the huge gap accumulated on Frentzen and Coulthard. In the meantime, Ralf Schumacher's adventure in Jordan ends sadly: coming out of the last chicane the V10 Mugen-Honda of the German driver explodes and Ralf leaves the car in a hurry with the rear axle on fire. Having overtaken Villeneuve, in a short time Schumacher attacks Coulthard's rear end, unable to get the better of Frentzen. To overtake both, the Ferrari driver tries to undercut them by coming into the pits for the first of the three scheduled pit stops. With a stop of 6.8 seconds, Schumacher returns to the track seventh behind Jean Alesi, but ahead of Hill. In the meantime, Irvine sets the fastest lap of the race, in an attempt to steal Häkkinen's position when he makes his stop. When this happens, however, Häkkinen retains the lead of the race following a 7.3 second stop. While Schumacher is setting record laps of 1'40"0, it is Frentzen's turn to make his pit stop, lasting almost ten seconds, which suggests that the German is on a two-stop strategy rather than three. In any case, at the exit of the pit lane Schumacher is ahead of him. For the Ferrarista this is another position gained, which allows him to establish himself in fourth position, twenty-six seconds behind the race leader. The fourth position becomes the third after Coulthard's stop, who gains a position on Frentzen but loses it on the recovering Ferrari. When twenty-one of the fifty-one laps are run (originally fifty-three but because of the two false starts the race is shortened by two laps) Häkkinen is still the leader, with six seconds on Irvine. Schumacher moves up to third position thanks to a fantastic comeback, and is followed by Coulthard, Frentzen and Hill, closing the points zone.

Mika then looks back at the troubled start, and how much of a difference Schumacher's absence made when the lights went out:

"When the red lights start to come on, you are usually so charged up that your only thought is to release the clutch as soon as they go out. This time, at the first start, they didn't go out, but instead yellow lights came on. I was so charged up though that I started anyway. Without Schumacher at the front, it was easier to manage this race than any other this season, that’s for sure. The pressure was on from this morning starting in the warm-up. In the race, however, I was calmer, and I managed the lead without too many worries. There's always a big difficulty in these situations, and that's maintaining concentration. Ten laps from the end, with the lead I had over Eddie, I almost started whistling in the car, and as a result it's easy to make trivial mistakes. It's a difficult circumstance to deal with: Ron would often contact me on the radio and urge me to stay focused. Don't sleep now, you're world champion but you also have to win the race, they said on the radio, so I went back to my normal rhythm. I realised I had won the title when David Ryan told me over the radio that Schumacher was out of the race. Then I saw the Ferrari parked at the side of the track at the second corner and I could hardly stop myself from shouting and singing".

Obviously, the thanks to the team arrived straight away:

"The team has been perfect, we worked well even before the start of the championship, when we prepared the car by presenting ourselves at the debut in better shape than our opponents, and for this reason I was able to take a good lead, which proved crucial when facing less productive moments of the season. In any case we have always been at the top. Special dedications? To the team, and to all our partners. I think this was also a great day for Keke Rosberg, who has always believed in me and supported me".

Keke Rosberg himself, when asked about it, says:

"Häkkinen's victory makes me happy and is even more deserved when I look back to his terrible accident in Adelaide. He did well, but part of the credit also goes to McLaren who believed in him".

He already sees the start of a new winning streak, Ron Dennis, although he stresses that defending the world titles will be anything but easy:

"A new era has begun, after that of Lauda, Prost and Senna, for McLaren. We have changed style, colour, engine, almost everything. Unfortunately, I am convinced that it will not be easy to stay at the top for as many years as it has been before, but we will try. We have shown in the most difficult moments that we are a united team, capable of reacting in the best way to any problem. The decisive turning points came in Belgium, where we also had a bit of luck, and at the Nürburgring. We were coming off a heavy defeat at Monza and we could have lost our heads. On Saturday we were disorientated, on Sunday we rose again winning a very important race".

While in McLaren they are celebrating the return to victory in the championship after years of disappointment, at Ferrari's the problem experienced shortly before the start of Schumacher's F300 is the main talk, the inconvenience that in fact delivered the World Championship into Häkkinen's hands. Ferrari says that it was a drop in pressure in the hydraulic system that controls the gearbox and clutch and that as a result created a malfunction when Schumacher pressed the clutch lever behind the steering wheel and engaged first gear; the manoeuvre failed, and the engine cut out. Rumours circulating in the paddock, however, speak of an engine that was on three thousand revolutions, which was therefore idling and had to be kept higher. Ergo, the fault could lie with Schumacher himself, or with the electronic software that manages the system. 

It doesn't matter, because what counts is the result, which for the second year in a row is unfavourable to Ferrari and Schumacher. If in 1997 the fight with Villeneuve had ended badly because of the accident between the two and the consequent exclusion of Schumacher from the championship, this time the German came out with his head held high from the hard battle undertaken with Häkkinen. In front of the journalists, Michael first congratulates his rival:

"I have to congratulate Häkkinen and McLaren. They worked better than us and it is right that they won. We weren't far behind, but we had an uphill start to the championship. On the second start, when I put it in gear, the engine suddenly cut out. We had done really well in qualifying, and suddently I had to start from the back of the grid. In a way I enjoyed it too, with all the overtaking. When I got behind Hill, he didn't make it easy for me, but I didn't expect gifts from Damon. The tyres were fine, even though I flattened the front right tyre under braking. I felt some vibrations and I was afraid that something strange would happen to me. I radioed the pits to stop and change the tyres, but they said to keep going, I should have stopped, I think, after three laps. Suddenly, without warning, the right rear exploded, damaging the rim and suspension, and I had to retire, which I regret because the car was competitive".

Michael doesn't believe the tyre explosion was caused by picking up debris following the incident between Takagi and Tuero:

"I don't know what the failure was caused by, I don't think I ran over debris from either of the two cars that had crashed in the chicane just before my problem. There were vibrations, but I kept pushing to recover. When you have one of those problems, there's nothing you can do. I'm especially sorry for the team, for the guys who did so well. No team could have made the improvements Ferrari has made since the start of the season. The world keeps turning, we will reach our goal in 1999".

The German driver also draws up a personal balance sheet on his season, characterised by extraordinary performances such as in Argentina or Italy, but also by lapses such as Monaco and Germany:

"I'm not infallible, sometimes I make mistakes, but I think I give my best to my team at all times, from practice to the races. When you are forced to take risks, to recover, everything becomes more difficult. I am convinced that Ferrari is happy with my work, even if sometimes I don't manage to achieve what they expect. It's clear that this should not have been our year, because along with our mistakes, we have also had a bit of bad luck. Now we're starting again, but not from scratch. Ferrari is a state of mind. McLaren will remain the team to beat next year. I don't think there will be any more entries at the top right away. If we are able to start from the first race at the top of our game, we will be able to take our revenge. I'm sure we will".

Schumacher concludes with these challenging words, confident in view of the 1999 season. A lot of bitterness as it is logical to expect also from Montezemolo, who eats his hands for the vanished pole position:

"Unfortunately yes, I cannot deny it, it was a huge blow. Thank goodness I had already said that this Grand Prix would be a roulette. It was. But who could have imagined, I won't say predicted, what happened? Schumacher starting last. We had pole position, we had even set the best time in this morning's warm-up, he comes in first place and his engine dies. I don't know what happened, they tell me that at a rough guess it should be down to the clutch, but they still have to examine the car. It has happened before that Michael has had a bad start and I know that they have worked a lot on this problem, I know that Michael himself has trained many times at Fiorano, Mugello and elsewhere, but never before has the engine gone out. Unfortunately the rules are clear: whoever messes up a starting procedure then has to start from the back of the grid. I have no complaints about this, of course".

Although all seemed lost, the president admits that he always had a glimmer of hope:

"Even if it was in anger I thought: but you'll see he'll make an exceptional comeback, we can still hope. And so it was because Michael made a comeback that will remain in the memory for a long time, from last to third. But that's the way racing works, there's good and there's bad, you have to take it all in, you can't choose".

Losing the championship twice in a row at the last race is undoubtedly very difficult to swallow:

"I experienced the same situation twenty-two years ago here in Japan when we were leading the championship and lost it at the last race. It's always hard to swallow but then you do it because the world keeps turning and you can't beat yourself up, and I don't want to do that. Also for a reason. Let's face it: we lost but we are also the team that has grown the most over the year, you look where everyone else is, you look at the differences in scores. Thanks to the tyres, but also thanks to the effective work of a commendable team. We will win next year. We have all the cards to do it and one more that wasn't there this year, which is the tyres. Next year they'll be the same for everyone, so we'll be able to start going fast straight away".

After a defeat by just a few points, it is logical that the opportunities missed during the season take on greater depth, above all the defeat in Belgium:

"I must admit it was a very bad day. Of course we could have used those points, but we have to look at the championship as a whole. And so it is undeniable that we suffered in the first part, let's say until Canada, then it was a continuous crescendo of improvements, performances and results. With ups and downs, good times and bad times, but that's the way racing is, you have to take everything into account. Tonight we're going to celebrate anyway because all these guys have done an excellent job, with incredible dedication, they deserve a big thank you. And I'm sorry that the home team isn't here, they must have suffered because of this result, but they too have done a great job. The truth is that we have worked hard and well, and now is the time to know how to lose, swallowing a bitter pill but losing with our heads held high".

Like Schumacher, the president also congratulated Mika Häkkinen and McLaren:

"I gave them congratulations and compliments that were truly felt because it must be said that they also worked very hard and well. This morning I met with Ron Dennis, he came to have coffee with me. I wished him the best of luck and he got it. That's the way racing is, all it would have taken was one little thing for Häkkinen, one of those unforeseeable things that can always happen, and now we would be here celebrating the world title. But what counts are the points and they scored more, well done to them".

Finally, a thank you to the fans:

"I thank everyone for following us and for the strength they give us. I would like to tell them that we had everything to win, we lost with our heads held high but we will make up for it with their support".

Through its main figures, the Maranello team recriminates above all for the lacklustre start to the season. In fact, compared to McLaren, in the first months of the championship the latter benefited not only from technical superiority but also and above all from Bridgestone tyres that were clearly better performing than Goodyear.