
Once again, the Formula One season ends here in Mexico City, on the 5-kilometre circuit set in the vast sports park. As usual, the high altitude of the city (7.300 ft, which is, 2.300 m approx.) causes mixture problems not found anywhere else in the F1 programme. Last year, Honda was able to lose less power through lack of oxygen than most of the other cars and, once in the lead, no one could touch it. This year, although without a doubt it is still the most powerful car, it is also the heaviest, which does not give it the advantage it had last year. The cars have been transported down from Watkins Glen in time for work to be completed before the first practice session. The entry lacks any Ferrari participation due to the racing shop at Modena being rebuilt to enable fuller coverage for 1967. Lotus has three cars for Jim Clark, Peter Arundell and Pedro Rodriguez respectively. Jim Clark’s number is on the H16 car with which he has just won the United States GP. The engine is the same and has not been returned to England. Peter Arundell is in the B.R.M. V8 and Pedro Rodriguez in the Climax V8. All three cars are fitted with the latest Firestone tubeless tyres. B.R.M. has three cars and three of their engines have been sent home and returned rebuilt after the damage at Watkins Glen. Phill Hill is again driving the “true” H16 car, while Jakie Stewart has his number on the other two cars, both fined with double 8-cylinder engines. The two Brabhams for Jack Brabham and Denny Hulme are unaltered, one still fitted with Bosch coil ignition and the other on Lucas transistorised ignition. Both Eagles are as well turned out as ever. The 3-litre Weslake engine has been back to Rye, but has not done any track testing yet, which means, once again, that practice is to be used to sort out the many problems not necessarily applicable to this circuit. The Cooper team has flown out a spare car for Moisés Solana to drive: this has the tracting for the air intakes together down the centre. Jonh Surtees and Jochen Rindt’s cars are as raced at Watkins Glen, both using coil ignition. Honda has discovered that transmission oil overheating has caused the gear troubles in the previous race, so, on both cars, an oil cooler has been fitted at the back on a frame that holds it out in the air stream. Richie Ginther is still driving the wide-track car, while Ronnie Bucknum is with the narrower car. The McLaren is unchanged; the engine has been to Detroit, where Ford has looked it over. A new set of stainless steel exhausts has been made up, but are not fitted to start with.
These have shorter primary pipes, which are aimed at giving a bit more power at the top end. The same four private entries that competed in the US GP are here: Innes Ireland driving the Bernard White 2-litre B.R.M., Mike Spence in Parnell’s Lotus-B.R.M., Jo Siffert in Walker’s Cooper-Maserati and Jo Bonnier in his own Cooper-Maserati. First practice session is on Friday, October 21, 1966, from 1:00 p.m. to 5:00 p.m. The track is opened for a short period in the morning, to let those who want to go round for a few laps to start getting their mixture right. Jo Bonnier and Dan Gurney are out the moment practice starts and, before the first hour is up, everyone has some laps to their credit. Bruce McLaren is having starting trouble again and, after several efforts at pushing, the car is taken away to be towed. This towing behind the pits and going straight out on to the track is done several times by McLaren. Moisés Solana is in difficulty from the start with gears, and it is some time before he overcomes this problem. The two Brabhams are in convoy and going very slowly as though they are running-in new engines. Both B.R.M. drivers are still sorting mixtures in the opening stages of practice and, after Jackie Stewart comes in with oil all over the back of the engine of the training car, he is out in his own car. Both B.R.M.s are back on Dunlop tyres for most of practice, these being the new tyres Dunlop has been rushing through since Monza. Pedro Rodriguez in the 2-litre Lotus Climax starts setting the pace with a 1'55"71 lap, which is 0.13 seconds faster than the lap record held by Dan Gurney. He doesn’t hold fastest lap for long, though, for Jack Brabham is now beginning to go and, in a very short while, he is under 1'55"0. Jonh Surtees is pushing his Cooper hard, but is suffering all sorts of problems. First, his high-pressure fuel pump is not functioning. Then, when this is changed, the fuel metering unit starts to play up and has to be changed as well. Finally, at the same time, the water temperature is running very high. Jochen Rindt is not suffering from these problems and, in his usual wild-looking manner, is getting his time well down. A problem that is always found at this circuit is the number of stray dogs that manage to get on to the track. This year is no exception and, when one darts at Innes Ireland, he is able to miss hitting it with the radiator, but he does bend the steering arm and badly buckle the nose.

Both Hondas are sounding good, but their times are well down. This is due to the poor handling and, after persevering for some time, the front ends are taken down and new springs are fitted. At the same time, certain adjustments are made to stop the vicious oversteer both cars are suffering from. The Weslake engine is still misfiring due to fuel feed problems. An added difficulty has arisen when each time the car-came in it is smothered with aerated oil from the crankcase breather. Dan Gurney is also out with a new nose in the car, which allows more air through the radiator, but which spoils the distinctive line of the Eagle. Jakie Stewart does several laps with the nose of the B.R.M. off, when he finds his water temperature needle giving him an oil pressure reading. Neither B.R.M. driver seems very happy with the handling, and this is reflected in their poor times. Jim Clark is beginning to make the H16 Lotus really go and, as he lifts off after putting up a lap time of 1'54"06, the bolts in a crankshaft balance weight brakes and bits come out of the top of the engine in a cloud of steam, hot oil and metal particles which scorch the back of Jim Clark’s neck and necessitate an overnight engine change. This engine has run the 200-mile United States GP and about 100 miles in practice, which is the same distance Jakie Stewart’s engine in the USA had gone when a balance weight destroyed it. Also stopped out on the circuit with a wrecked engine is Mike Spence with the Lotus-B.R.M. Just as practice is closing, Dan Gurney goes out in the 2.7 Climax car and laps about two seconds faster than Bob Bondurant. Jack Brabham also goes out in the closing minutes and, as if to prove he is not World Champion for nothing, he dips 0.11 seconds from Jim Clark’s time, to give him a time of a 1'53"95 at an average speed of 157.964 km/h. When practice ends, Ronnie Bucknum is puzzled by the peculiar handling of his car. Through left-hand corners it is now almost stable, while through right-hand curves it skates all over the place. Looking through the tyre temperature chits, it is noticed that the centre of the left rear tyre is much hotter than the centre of the right rear. A closer look and the use of a straight edge find this left tyre to have a well-rounded profile, while the right tyre is flat as it should be. This fault is caused after moulding when those particular tyres have to be quickly inflated to an exact pressure and left to cool.
Second practice session, on Saturday, October 22, 1966, is again from 1:00 p.m. to 5:00 p.m. and very noticeable are the increased nose sizes and airscoops. Most cars are suffering from overheating and fuel vaporisation due to the liquid’s lower boiling point. To stop vaporisation while in the pits, wet rags and slowly poured water are for the most part doing the trick. Jonh Surtees, Graham Hill, Jackie Stewart, Jo Bonnier and Moisés Solana are off the moment the track is opened. Both Bruce McLaren and Dan Gurney are having a hard time starting and both cars have a long tow. Hondas are out with the new spring and suspension settings, but there is no improvement, so they are changed back to where they started. Early on in practice, John Surtees finds a head gasket gone, also he is losing fuel pressure due to vaporization. So, an engine change is decided on but, before starting work, John Surtees goes on doing two-lap runs, and finally he gets pole position with a time of 1'53"18. Jack Brabham is putting in a number of laps trying some track tyres flown in overnight, when something breaks which throws all the timing out. This necessitates an engine change, and the mechanics start work immediately. The Weslake V12 engine is still pumping out oil, even though an air/oil separator is fitted. It is now reckoned to be oil building up in the head and then over-flowing. As Richie Ginther finally begins to find the most suitable layout for the suspension and so is getting quicker times, Ronnie Bucknum is in trouble. First it is a cut water hose, then the clutch jams down, next the car jumps out of gear past the pits, then it is stuck firmly in third gear. The B.R.M.s are still not happy either with the engines, which are suffering all the altitude problems, or the handling, which doesn’t seem to be improving. Jim Clark’s H16 is on a tight schedule to get ready, for Colin Chapman wants to keep the laps down to enable his driver Clark to have a reasonable chance of finishing before a balance-weight flies off at around the 300-mile mark (480 km approx.). This H16 problem will be fully sorted as two more 8-pin cranks are finished and they are sell-balancing. The oil over the backs of both B.R.M.s is due to a leaky plug on the oil relief valve. The Weslake engine is still in trouble, and it is decided that Bob Bondurant should drive at a speed which will keep the crank pressure down, and so stop oil being sprayed around the track.

Before the end of practice, a hub bolt on Mike Spence’s car falls off and, as he breaks, the wheel and caliper fall off, and he hits the guard rail many times before coming to a halt with the car badly damaged. The private entries are all suffering from fuel vaporisation and overheating, which they are beginning to overcome. Practice ends, and there is a lot of work to be done before the mechanics push the cars out on to the grid. A Goodyear track tyre has been flown in overnight and is found to be one second a lap faster than the new Dunlops, so both B.R.M.s are fitted with them. On Sunday, October 23, 1966, race morning is warm and sunny. Jonh Surtees’ new engine is not functioning very well as the mixture is well out, and there is no way of getting it right except by luck. Jack Brabham is having similar problems and, at any rate, his engine is 15 bhp down on the practice engine. Dan Gurney has made the decision to switch cars, and both cars are re-numbered on race day. Bruce McLaren has been forced to move the rear-mounted fuel-pump to a cooler position, putting it in the airstream just behind the driver’s right shoulder. Only other activity in the pits prior to the start is the welding up of the cracked lower wishbone mounting on the H16 Lotus. Sharp at 2:30 p.m. the flag drops and the race is on. Richie Ginther makes a good start and is in the lead as the 18 cars go into the first corner. At the end of lap 1, Richie Ginther is still leading from Jochen Rindt, Jack Brabham, Denny Hulme, Jonh Surtees and Jim Clark, the two on the front row have not been able to hold their places. Next in a long string come Jakie Stewart, Pedro Rodriguez, Ronnie Bucknum, Jo Siffert, Moisés Solana, Graham Hill, Dan Gurney, Jo Bonnier, Innes Ireland, Bruce McLaren and Peter Arundell last. As they go off on their second lap, Jonh Surtees and Graham Hill’s engines sound off-song, while Jim Clark is having gear trouble. At the end of the second lap, Jack Brabham has gone past both Richie Ginther and Jochen Rindt and is pulling away. Pedro Rodriguez has dropped two places, to be behind Ronnie Bucknum and Jo Siffert, when he spins at the hairpin. Bob Bondurant, in the Eagle-Weslake, drops from 15th place to last, as vaporization is causing misfiring from the end of the first lap. As the 3rd lap starts, Jonh Surtees has moved up two places and the woolly note in his engine is gone; afterwards, he will say that it has cleared as soon as it got really hot. It only takes two laps for him to pass his team-mate Jochen Rindt, and then he is right on Jack Brabham’s tail.
Jack Brabham is able to keep him there for one lap only, then he is in the lead, with Jack Brabham having to work hard to keep in the slip stream. For some laps, the leaders settle down. Jackie Stewart, who has lain seventh for the first three laps, begins to get more confidence in the B.R.M.’s handling and, although he has a permanent plume of oil smoke from the left rear of the car, he is beginning to pull through the field. First, he gets by an unhappy Jim Clark, who is having gear trouble, then next lap he is past Richie Ginther. It takes a few laps to come up with Denny Hulme but, on the 10th lap, he comes round in front. The first car to the pits is Moisés Solana’s, who has very high water temperature; after a short while, he goes on for one lap, then retires on lap 9, when he also notes that the oil pressure is well down. Also on the 9th lap, Jim Clark comes into the pits and retires with a broken gear selector. Dan Gurney is well down in the 2.7 Climax-engined Eagle at the start but, as the race begins to settle down, he starts to pull up. Between laps 4 and 9, he goes by Moisés Solana, then Jo Siffert and Ronnie Bucknum, to put himself in the slipstream of Graham Hill’s “H13 or 14”. As his B.R.M. is getting worse, Graham Hill is unable to hold Dan Gurney any more and, when an old 4-cylinder goes by, this seems the last straw and he retires on the 18th lap when a metallic clanking starts. Three cars are now out and the fourth is to follow soon, as it is lying last and misfiring badly due to vaporisation. This is Bob Bondurant in the Eagle-Weslake and he finally gives up on the 24th lap. The leaders have all closed up again, there being only about 200 yards (180 m approx.) between the first four places. Jackie Stewart, in fourth place, is right on Jochen Rindt’s tail and, with a big effort on lap 25, he is in third place and closing the gap on the leading pair at just under a second a lap. However, before he can get really to grips with the Brabham, his oil gives out due to the slow but continuous leak and he retires at the hairpin on lap 26. Pedro Rodriguez has been delighting the Mexican crowd as he closes on Denny Hulme and makes several attempts to pass him. On lap 23, he finally gets by to the cheers of the crowd and, two laps later, Denny Hulme, who is trying to get back the place, spins and, as he has no clutch, he has a lot of difficulty trying to restart, which loses him almost a full lap. Innes Ireland is forced to push his B.R.M. V8 back to the pits when something goes in the gearbox. However, this is of no avail and the car is retired.

Two identical failures take place on laps 32 and 33. Jochen Rindt, lying in third place, slows as he comes off the slightly banked 180 turn before the pits with his left front wheel leaning in at a crazy angle. He pulls in on the grass beyond the pits with a ball joint having broken. One lap later, Jo Siffert comes slowly into the pits with an identical fault to his left front suspension. The halfway stage is now passed, and the field is reduced to 10 cars. John Surtees and Jack Brabham are still fairly close, and Jack Brabham is really working very hard to reduce the gap, making use of the wide grass verges on many occasions. Third, half a lap behind, is Pedro Rodriguez; behind him, now going fairly well, come Richie Ginther and Dan Gurney. Lying sixth and slowly is Denny Hulme. Seventh, and misfiring badly, comes Ronnie Bucknum, then come Jo Bonnier, Peter Arundell and Bruce McLaren. For a few laps, this order remains unchanged. Then, on lap 38, Bruce McLaren moves out of last place by passing Peter Arundell but, two laps later, he retires with a dropped valve. Ronnie Bucknum’s car is the next in trouble. As he goes down the straight, he thinks he smells burning, but cannot be sure. Then, as he gets away on the other side of the circuit, smoke begins pouring up from between his legs and, glancing down, he sees flames. Braking and scrambling out before the car stops, he finds the seat on fire. When the burning bits are pulled out, it is found that an electrical connection has touched the frame and caused a short. Leaving the burnt seat where it is, Ronnie Bucknum bends the connection away and sits on it until he reaches the pits, where the bare connections are taped, a new battery fitted, and the Honda rejoins the race in last position. Denny Hulme is still making progress: he passes Dan Gurney into fifth place behind Richie Ginther and begins slowly closing the gap on the Honda. On lap 49, to the dismay of the crowd, Pedro Rodriguez comes into the pits and, after only a brief examination, he retires with gearbox trouble. This leaves only Peter Arundell running for Team Lotus. When he pulls in on lap 55, it looks as though the whole team is out, but Peter Arundell’s fault is the water temperature gauge giving inaccurate readings and, in last but one place, he trundles on until the end. In the meantime, Jack Brabham has given up any hope of catching Jonh Surtees. When he laps his team-mate and then Richie Ginther, who are both going very hard, he stays just ahead of the Honda until, three laps from the end, Denny Hulme passes Richie Ginther.
Both Brabhams then draw away and cross the finish line 0.25 seconds apart, but with Denny Hulme one lap down. Jonh Surtees in first place drove a perfect race, never putting a foot wrong and deserved to win. Jack Brabham and Denny Hulme brought a complete Brabham team into second and third places. Fourth came Richie Ginther, and to him goes the fastest lap at 1'53"7, at an average speed of 158.241 km/h. Fifth, and still only one lap down, was Dan Gurney, then sixth and two laps down came Jo Bonnier, in seventh and four laps down Peter Arundell and eighth and last was Ronnie Bucknum. And so, the 1966 season is over; the start of the 1967 season should be at Kyalami in South Africa on January 2, 1966. An unprecedented series of transfers among Formula One drivers, starting with former World Champions John Surtees and Graham Hill, are announced on the evening of Friday, November 18, 1966, in England. Graham Hill is leaving B.R.M. after seven years to become the number-two driver at Lotus next to Jim Clark, with a 45,000,000 Italian liras per year contract. John Surtees is likely to move from Cooper-Maserati to the new Lola manufacturer (but this is not certain). Jackie Stewart is to become number one for B.R.M. and it is rumoured that he will be joined by Richie Ginther, but this depends on whether Japanese manufacturer Honda will retire from racing activity or not. Meanwhile, 23-year-old New Zealander driver Chris Amon is expected to sign a contract with Scuderia Ferrari. Jim Clark and Graham Hill will start the 1967 season with the Lotus-B.R.M. 16-cylinder H, but further during the season they are going to have Ford engines on the Lotus, which are currently under construction and will deliver more power. After this wave of announcements and rumours, on Monday, November 28, 1966, as the gossip of the days before predicted, Scuderia Ferrari hires New Zealand driver Chris Amon for the 1977 season, together with New Zealander fellow countryman Bruce McLaren. Chris Amon has won the 24 Hours of Le Mans in June. Enzo Ferrari, who had been left without any drivers for the 1967 season, allegedly sought help from the executives of Shell, fuel and lubricant supplier. They allegedly suggested the hiring of either Chris Amon or Denny Hulme, since the multinational corporation and oil producer manages both their contracts. Enzo Ferrari finally decided to hire the talented New Zealand driver Chris Amon, instead of his fellow countryman Denny Hulme, because he is younger.

The news has not been officially released (Ferrari is probably waiting for the traditional end-of-year conference to do so), but it can be logically deduced from a statement issued by the Maranello team. It states that Chris Amon will leave for the United States on Wednesday, November 30, 1966, with Lorenzo Bandini, Mike Parkes and Ludovico Scarfiotti. The four drivers, accompanied by engineer Forghieri and a team of mechanics, will test a new car prepared by Ferrari for the 24 Hours of Daytona. Chris Amon was born in Bulls, New Zealand, on July 20, 1943, to a wealthy family of farmers and started driving at the age of fifteen. He was already participating in motor racing events when he was still at school (club racing). Reginald Parnell, the owner and director of an English racing team, was so impressed by him that he brought him to England in 1963. The following year, he was racing for him: he was the youngest Formula 1 driver in that moment. Also arousing a lot of interest around Ferrari is the news that Lorenzo Bandini will take part in the Indy 500 next May. American car owner Walter Weir offered him to drive a Ford or an Offenhauser. In Tokyo, Japan, also on Monday, November 28, 1966, Honda announces the hiring of John Surtees as the first driver of their cars. The contract - to be signed on Wednesday, November 30, 1966 - only concerns Formula 1 cars. In the other categories, the former World Champion will be free to race for other brands. Surtees, who has been in Japan for a week, will start racing for Honda in the South African Grand Prix.
On Wednesday, December 7, 1966, the Automobile Museum of Turin hosts the traditional convention of the Automobile Clubs' Sports Commissions. After a brief welcome from the President of the Automobile Club of Turin, Dr. Emanuele Nasi, three hundred participants, including organisers, drivers, manufacturers, stewards and team representatives - led by the President of the CSAI, the Italian Motorsport Commission, Engineer Pietro Campanella - set to work to take stock of Italian motor racing in 1966 and to plan the future activity. 1966 results are undoubtedly positive. The number of Italian drivers has increased, as well as the participation in Championships and other social events and in national and international competitions. This trend culminated in the victory of Ludovico Scarfiotti and Ferrari in the Formula 1 Italian Grand Prix at Monza. As for next year's programme, as mentioned in Engineer Campanella's report, CSAI intends to: defend the prestige and interests of sport, sportsmen and sportswomen both in Italy and abroad; create new circuits; strictly adhere to the racing calendar; simplify and clarify the regulations; reduce the number of Championships. On this last topic, there is a heated debate. Drivers, teams and constructors are against reducing the number of Italian titles from twenty-eight to seven, as suggested in the report submitted by Engineer Cristillin. Drivers feel that in some ways a reduction in effort is necessary, but they do blame the CSAI for tackling the problem in a hurry. For example, one of the criticisms from the drivers is as follows:
"We are only a few weeks away from the start of the 1967 season, we should change our plans now when we have already bought the cars and organised our work".
Anfia, Ancai and Fisa, i.e. the three associations that bring together manufacturers, drivers and racing teams, set out their concerns in a motion. In it, they ask the Motorsport Commission to keep the number of Italian titles unchanged for next year, to carefully study the proposal for 1968, and in the meantime to increase the minimum number of starters required in the races for all classes, now limited to three. This would mean that races for many categories would no longer be held due to a lack of a sufficient number of entries. A decision has not been made yet, and CSAI will be meeting the interested parties soon. An agreement will probably be made with a partial cut of the number of competitions. The convention of the Automobile Clubs' Sports Commissions ends on Thursday, December 8, 1966, in Turin with the launch of the racing calendar for the 1967 season. Organisers and enthusiasts have gathered in the Automobile Club of Turin, which over the past few days has hosted more than three hundred congress participants from all over Italy, to express their points of view. A motor race is never just a sporting event in itself, but also involves tourism and local interests. After considering the requests, dates are set for some 270 races. These are mainly speed races (about 150 events) rather than regularity races and rallies.

This is logical, since the former include races that are more popular with the public and the drivers themselves - both private and professional drivers - such as Formula 1, Formula 2 and Formula 3 races and uphill races, while the latter are for specialists only. There is, however, a rather strong relaunch of rallying, a type of competition that combines speed and regularity, and which is becoming popular in Italy. There are no significant changes in the calendar compared to last year, as was to be expected: the organisers always tend to keep the same dates from year to year, or at least the same period. The racing season will start on Sunday, January 10, 1967, with the Lazio Kart Trophy and the Autosciatoria of the Automobile Club of Domodossola. It is a format that is gaining a lot of popularity, especially in the north of Italy: there are tens of thousands of both skier-drivers. But an important news is that in 1967, according to persistent rumours, Enzo Ferrari will no longer be working with Eugenio Dragoni, the sporting director of Scuderia Ferrari. It seems that this parting of professional ways, which had been in the air for some time, will take place in the next few days. Interrupting a long-standing tradition, Enzo Ferrari will not hold his customary press conference this year, which was supposed to be in the coming days. During this conference, he used to make programme statements about the activities of his car manufacturer for the following season. The press conference has been replaced this year by a television broadcast on the evening of Tuesday, December 13, 1966, in the programme Sprint. Enzo Ferrari is quiet, not at all quarrelsome, in fact almost cheerful, and he draws lessons from what he describes frankly as a defeat at Le Mans, against Ford.
"In the sporting spirit, we must congratulate the winner, but let me say right away that we are by no means willing to consider the fight between Detroit and Maranello closed. We are preparing for the rematch next season, with new cars and, in part, with new men".
Engineer Ferrari announces how his official team will be made up next season, which will be: Lorenzo Bandini, Ludovico Scarfiottl and new signings Chris Amon and Jonathan Williams, as well as test driver Mike Parkes, who will race whenever possible. In addition, a very promising young Tuscan driver, Nanni Galli, will be given a chance to do some tests. As far as the cars are concerned, a couple of brand new 4000 cc prototypes, three completely new 3000 cc Formula 1 single-seaters, and three new Formula 2 cars (2000 cc) equipped with Fiat Dino engines are currently under development. Priority was given to the Prototype cars because as early as Saturday, February 4, 1967, they will compete at Daytona, in the first clash of the season against Ford cars. No technical details are disclosed by the Modenese constructor. Other important announcements are as follows: sporting director Eugenio Dragoni will be replaced by journalist Franco Lini; an agreement has been reached with the tyre company Firestone Bremen (which also has a plant in Bari and has brought the driver Chris Amon, who has a contract with Firestone himself, to Ferrari); finally, Ferrari will possibly take part in the Indy 500, but not before 1968. For this reason, too, Lorenzo Bandini will be left free to take part in the classic Indiana race next year at the wheel of an Anglo-American car. Next, Engineer Ferrari is asked whether the Dino 206 GT berlinetta programme will continue: the manufacturer says yes.
"Deliveries of the Fiat Dino are about to begin. In the meantime, our Pininfarina-bodied prototype, unveiled last month at the Turin Motor Show, will have to reach 500 units built in the second half of next year, in order to obtain homologation in the 2-litre Gran Turismo category. By May, we think we will also be ready with the Formula 2 cars".
Last season, the racing department of the Maranello factory found itself in trouble due to union unrest. From this point of view, things will improve, because Enzo Ferrari has concluded an agreement with FIOM, the Italian Federation of Metalworkers, according to which the workers assigned to this department will be excluded from strikes. Enzo Ferrari here reads the introduction to the agreement, in which the Italian trade unions and both involved parties explicitly recognise the value of Ferrari's victories and their contribution to prestige in the Italian labour world. When asked about Ferrari's relations with Fiat, Engineer Ferrari replies:
"Our relations are very cordial, and in full mutual independence. Mirafiori provides very valuable help for instrumental checking of our technical department's calculations, for metallographic laboratory tests, and much more".
On the TV screens, therefore, Engineer Ferrari appears calm and confident, more than ever launched towards new projects.
"I would never give up participating in races, because I am always convinced of their technical function and the value of the experience they provide, which we can also transfer to production in other areas".