#294 1977 Italian Grand Prix

Le Mans, Sebring, Monza: 46 year-old Mike Parkes from Hailebury, England, had played with death on the most famous circuits in the world. He met her during the evening of Sunday, August 28, 1977 on the state of Asti, at the deadly bend of the junction of Riva di Chieri, crashing after a long skid on the asphalt slime of rain against a truck. A former Formula 1 driver who had achieved so many important successes at the wheel of the Ferrari, he disappears as a common motorist right where, in the last five years, twenty-five people had already lost their lives. And in the same way: the car that takes a wrong turn in the tight curve almost elbow, the driver who realizes he has the wrong trajectory, that brakes, the car that zigzags, invades the other lane, collides with the cars that arrive. The disaster happens shortly after 11:30 p.m.: Parkes returns to Turin, where he has long held a high position in the racing department of the Lancia, with his Beta 1600 under the storm of the storm: at the turn of Riva di Chieri comes perhaps too fast, the car performs the usual, tragic carambola. He could end up in the meadow, but in his race he crashes against the truck of Bruno Colognese, 40, via Nicomede Bianchi 114. A violent impact, the Beta is reduced to a twisted pile of sheets, for Parkes the death is instantaneous. The end of the former driver revives the controversy on the grim curve of Riva. An authentic cemetery, they say in the village. Now the dead and the wounded are not counted, especially in winter, with the fog, or when it rains that road is terrible. Mike Parkes seemed a lovely English gentleman of the country, calm and serene, almost detached. And, instead, he was a careful man, accustomed to quick decisions, which is normal for those who work in the racing world: first as a driver, then as a technician of great value. Parkes was the son of a car test driver. Born on September 24, 1931 in Hailebury, after high school he joined Rootes as a worker, clerk, and finally a skilled technician.

Meanwhile he started to race in cars and in 1950 he started to participate in Sport races with a Ferrari drink from the English dealer. For Parkes it was the passport to enter the Scuderia Ferrari. It arrived in January 1963 and was very familiar with the province of Emilia. At the wheel of the cars of Maranello he won numerous affirmations so as to deserve in 1966 the promotion in Formula 1. But in this field his career was short: in June of the following year Parkes had a dramatic accident in the Belgian Grand Prix at the Spa-Francorchamps circuit. His single-seater slid on a stretch of track full of oil and flew at 200 km/h against an embankment, capsizing several times. Parkes broke his legs and a wrist, suffered a severe concussion. Recovery was slow, difficult and painful. A year and five months after the accident the tenacious English driver returned to Maranello. Still limping, as a Formula 1 ace his career was over. And another, equally brilliant, began, dedicating itself first to the racing department of Scuderia Ferrari, then to Scuderia Filipinetti, where he resumed driving. For some years Parkes had been at the Lancia, where he directed the development of the competition Stratos. An excellent engineer and designer, a test driver of rare sensitivity. He was in love with Italy, which by then had become his second home. He drove, of course, excellently, with that confidence and ease that only a former car champion can have. For a pilot like him it seems almost a bitter twist of fate to die like this, in a banal road accident. The next day, another twist comes from the world of Motorsport with incredible news: Niki Lauda leaves Ferrari. The Austrian driver, who won the Formula 1 World Championship with the Scuderia Ferrari in 1975 and who this year is just a step away from a new victory, it will probably race next season with the Brabham-Martini-Alfa Romeo. The news arrived on Monday, August 29, 1977, confirming the rumors that in recent days had become insistent, but that Lauda had denied. It is the same Ferrari to eliminate any doubt with an official note. 

"Lauda met with Ferrari executives today. It was decided that the collaboration relationship started in 1974 will end on Sunday, October 30, 1977, at the conclusion of the World Championship in progress. Ferrari would like to thank its driver for his active cooperation and wishes him every success in continuing his work. Niki Lauda thanks Ferrari for the four years of exemplary collaboration and addresses a special grateful thought to Enzo Ferrari who in May 1973 invited him to be part of his House". 

The announcement comes in the aftermath of Lauda’s brilliant success in the Dutch Grand Prix at Zandvoort. Just in Zandvoort, late last week. Lauda has secretly signed the contract that binds him to the English team Brabham, financed by Martini and technically helped by Alfa Romeo, engine supplier. Of course, the Austrian driver remains with Ferrari until the end of the Formula 1 World Championship. For this reason, together with team-mate Carlos Reutemann, Tuesday, August 30, 1977 will take to the track in Monza to complete testing ahead of the Italian Grand Prix of 11 September, race that could award him the world title 1977. This is what happens shortly before: Monday, August 29, 1977, at 4:00 p.m., Niki Lauda shows up in the office of the old headquarters in Via Trento and Trieste in Modena, certain that it is only a formality to have to inform Enzo Ferrari that will not renew the contract. For his part, even Enzo Ferrari is convinced that this is a formality, saying to Franco Gozzi:

"I have little time, I have to go to Maranello. Has it arrived?" 

And specifies: 

"As for money, let it be clear: I give it only contingency, nothing more than contingency".

Lauda arrives accompanied by Luca Montezemolo, and the meeting will last about an hour. Piero Lardi and Ermanno Della Casa are also present in the office. Enzo Ferrari had wanted to speak with Niki Lauda for weeks, but the Austrian driver had always found excuses to postpone. Then they set an appointment for Wednesday, but suddenly Lauda felt he couldn't wait any longer. On Sunday, he called Luca Montezemolo and impatiently told him that he would come the next day instead of Wednesday because he no longer wanted to race for Ferrari. Luca called again on Monday morning before the Austrian driver's departure and proposed something like a blank offer.

"It will be difficult".

During the meeting, the administrator has a calculator in front of him, which makes Niki Lauda uncomfortable, but what strikes the Austrian driver the most is his presence because in his previous meetings with the company's executives, he had never been present. He was usually on vacation when there were negotiations for compensation, and so they always said:

"We still need to talk to the administrator".

That time, therefore, a streamlined procedure had been decided. Ferrari begins the conversation by proposing to smooth out any potential difficulties, such as leaving Forghieri at home in the future (Niki Lauda will say, in his autobiographical book Protokoll: The sovereignty of the old together with the unpredictability of the Ferrari staff and along with the variable mood of Mauro Forghieri, were too much for a fifth year. Perhaps of the three, Forghieri's presence is the decisive one in triggering so much anxiety within the team: he believes so much in himself and his ideas that he imposes them on others without considering the drawbacks. In such conditions, it is perfectly normal for a driver at some point to desire a technician who does not turn every testing session into a tragedy, and with whom one can instead work in a rational and not emotional way for a common commitment); he offers special treatment and adds that they would certainly reach an agreement regarding compensation. However, Lauda says he had promised to race for Enzo Ferrari for his entire life, but that his feelings have now changed, and therefore he asks him to set him free.

"I don't want to race for you anymore".

Ferrari then begins to shout:

"What do you want?"

And Lauda replies:

"Nothing, that's exactly it. I don't want anything. I just want to leave".

Lauda, who will regrets this behavior, consumes his revenge, hatched for a whole year. The previous year, in fact, Enzo Ferrari - convinced that Lauda would never be back in shape - first asked him to become team principal, and then agreed to let him run but on the condition of second driver. However, the almost mathematical conquest of the 1977 World Championship by Niki Lauda changes the balance and perspectives of Enzo Ferrari. Now, however, Lauda is anxious to consummate his revenge. And he is satisfied to know that his departure would have been a slap in the face to Enzo Ferrari. But, as Lauda will say, this is an unequal battle: the Austrian is young and strong, and can decide for himself, while Ferrari is a 78-year-old man, surrounded by consultants who aim at his own interests, who is informed second and third hand. Thus emerges all truth, to the point that the offer of Enzo Ferrari becomes almost ridiculous. There is talk of about 530.000.000 lire. But Lauda says that the real problem is not of an economic nature, but linked to the search for stimuli: she wants to experience elsewhere and with new men. In fact, as the lawyer Gianni Agnelli later stated, the situation was irreconcilable. The relations between Lauda and engineer Forghieri were worn and if once there was Montezemolo to act as a shock absorber, now these are no more, because recalled in Fiat by the Agnelli family (Not surprisingly, the two had asked for the removal of Forghieri from the task of following the team to the circuits, but Enzo Ferrari had replied: "If you find me one that replaces it, I change it"). With replacements, Daniele Audetto in 1976 and Roberto Nosetto in 1977, did not reign harmony. Yet, Enzo Ferrari is of another idea, and he expresses it to Franco Gozzi, telling him:

"What does it look like to you? I was the one who said he had the elusive look. I think he needs money and is acting in a state of need. Keep this in mind: I want to write a book about the little Austrian. Like Fangio, I want to write a whole book. And he will name it: Little Austrian Jew".

After the session, Niki Lauda - instead of going to Maranello - goes to Bologna airport, where his plane is located. Meanwhile, the news of the divorce is given a preview on the radio and is learned by the Austrian shortly before taking off. From the control tower recognize the initials of the aircraft Oscar Eco Golf November Lima and ask:

"Hi Niki, is it true that your relationship with Ferrari has ceased?"

Response from the jet:

"Affirmative".

At 5:30 p.m. Ansa announces the separation, just before the last practice, in view of the next Italian Grand Prix. Lauda leaves by plane to go to Monza, where Tuesday, August 30, 1977, together with team-mate Carlos Reutemann, will conclude the series of tests planned for the Italian Grand Prix. Meanwhile, Gilles Villeneuve arrives in Modena, speaking with Enzo Ferrari, just hours after the divorce with Lauda was finalized. A few years later Piero Lardi, present in the office with Enzo Ferrari and Niki Lauda, will tell:

"One day, Lauda calls us asking for an appointment as soon as possible in my father’s offices. We were so far from having to change the first driver of our team that Dad was a little surprised. You’ll see that he will ask us to double the engagement, he said". 

And he adds:

"After all, he had just won a world championship and he was the best driver of his generation. And as he said it, an increase in Lauda’s engagement was even right for him. But things went very differently. Niki walked into the room, more abrupt than usual. And without even sitting, he shot: I have decided that for you I will not run anymore. Just that morning my father had read some rumors about the Corriere della Sera, but he was convinced that they were nonsense. In that moment he realized that they were not. There he tried to keep him. He told him to sit down, he first faced the question of money, which in a negotiation is never a good way to start: If you have other offers, know that I am willing to equalize them quietly, he said. But it wasn’t about money. Lauda told us that she had already signed up for another team and that she had no intention of retracing her steps. We were stunned. Dad took a while to recover. But when he came to his senses he was furious. Lauda’s farewell, even if unexpected, could have accepted it. What he could not accept was the way the Austrian had chosen to end a story that had been glorious anyway. Leaving Maranello, always trying to justify his decision, he said something that would not bring him luck: We will see from here to two years where I will be and where Ferrari will be".

The announcement of the departure of Lauda from Ferrari is a real big blow for the drivers market that for several weeks was in turmoil and that suggested a series of changes precisely in function of this possible divorce between Ferrari and its Austrian driver. Always confused is Reutemann’s position. The Argentine, despite having played a positive season, still fears not to be confirmed by Ferrari. Now, however, with the start of Lauda, his chances of staying in Maranello certainly increase because Ferrari needs a driver who already knows the car. Hunt is now confirmed at McLaren and could go alongside Tambay for the link that binds him with the sponsor Marlboro. Mass will instead pass ATS Penske together with Stuck, which will not be renewed the contract by Brabham-Alfa Romeo. Brambilla has received several offers, but will probably remain at Surtees. The Monzese driver was also contacted by March, who would gladly take him back, in view of a more serious commitment in Formula 1, and by Ensign. However, everything is linked to the possible financial contributions of sponsors. Alan Jones could be reconfirmed by Shadow together with Patrese, but the Australian driver is also interested in Teddy Jip, the Hong Kong billionaire, who wants to sponsor a new team with cars designed by Ron Tauranac. With Brambilla and Patrese, another Italian will probably enter the world of Formula 1: it is Bruno Giacomelli, for whom March seems willing to field a car. The same Giacomelli, during the weekend of the Italian Grand Prix, talks to the Ferrari sports director, Roberto Nosetto: venting, the Italian driver confesses to Nosetto that Ferrari had asked him to race for him, but this would have been impossible since he already had contact.

"Don’t worry, I have lawyers who know how to free you". 

Subsequently, however, Ferrari will not concretize the contract with Giacomelli, who at first does not say anything publicly, with the hope that something will unlock, especially now that Lauda has decided to continue his career elsewhere, and asks Nosetto for guarantees, that even the latter cannot have for himself and for the rest of his career as sports director. At Ligier-Matra there are no news as Laffite should be confirmed. Renault, given the progress of the last race, intends to field two cars for next season, and they are named Peterson or Nilsson, alongside the current Jabouille driver. After four years of fruitful collaboration Niki Lauda and Ferrari break up. It is a perfect pair, or almost, that splits, a winning combination that divides: each on its own, looking, of course, for other claims. A separation that will leave some aftermath: both the Austrian driver and the Scuderia Ferrari will lose something, perhaps more Ferrari than Lauda. But better a clean divorce to a marriage in crisis that drags between uncertainties and some friction. Misunderstandings, friction, the feeling of not being helped properly in carrying out a delicate and highly responsible work. Friction, in particular, with technicians: Lauda does not want to hear that the car is always fine and that any lack of competitiveness depends on him (or Reutemann). Lauda is no longer a beginner, he is a World Champion, about to win the second title, after a dramatic experience like that of Nurburgring. 

He’s looking for a team that works just for him, where he can work without too many problems. It is difficult to win in Formula 1, let alone when to the fight on the track if you add even worse. 

"Many teams have asked me, last year several had judged me finished, now everyone believes in me".

Contacts with Bernie Ecclestone, patron of Brabham, had been ongoing for some time. Ecclestone, disappointed with John Watson and Hans-Joachim Stuck, was looking for a driver who was an experienced test driver and tyre technician. A driver who ran with his head, who was able to win a World Championship. Who better than Lauda who managed to be at the top with a Ferrari that for two months has gone through this year a not indifferent technical crisis? There was also a funding problem for Ecclestone. Martini began to be tired of victories that did not come and Alfa Romeo threatened to build a car all its own. In Monza, on the wall of the box Ferrari had been written with red paint a peremptory Go Niki. Nearby there is a Forza Ferrari that is evidence of support and enthusiasm. Two incitements that date back to last year, when Niki Lauda returned to a Ferrari after the Nurburgring drama. Even today the Austrian champion sits behind the wheel of a Scuderia Ferrari car: he is healed, he is the ace of all time, Sunday he won at Zandvoort the Dutch Grand Prix and is on the eve of regaining the title of Formula 1 World Champion, the most coveted in motor sports. It is in Monza for a series of tests. The sky is gray and stormy, sometimes it rains. On the track yellowed leaves. 

A slightly melancholy atmosphere, suitable for the moment: because Lauda decided to leave Ferrari, breaking a union that seemed perfect. The ritual of the tests follows known patterns. Ferrari deposited on the track by the truck that transported it from Maranello, the mechanics ready to work. And Lauda changing in the van: wool under-suit, flame-proof suit, helmet, gloves, two earplugs to place in the ears to withstand the roar of the engine. Methodical gestures, as it is in the costume and style of this 28-year-old pilot who for the coldness, the ability to calculate, the tactical intelligence was called a steering wheel computer. On a terrace, on the roof of the pits, a group of fans: a warm applause, a few whistles. Ferrari ultras do not forgive the driver the divorce, the others are also grateful for what he has been able to give to Ferrari in four years of constant commitment. But everyone wonders why. Lauda explains her reasons in a long interview, between tests and the next. There are many around him, and he has to repeat the same answers several times. He is serene, witty, even brings out some bad words in his curious Italian with expressions in Modena dialect learned by mechanics. He has the air of a man who has lifted a heavy burden from his heart, of a man who, after pondering, has finally taken a path, right or wrong, it does not matter. So, what’s with Niki? 

"I’ve been working with Ferrari since 1973, I’ve won fifteen Grands Prix and one title, I’m close to win another one. Together we did the best we could. I have no more valid reasons to continue with Maranello. You’ve lost what drives you, what makes you do. I found myself at a crossroads: continue in the pilot business or stop, dedicate myself to my wife Marlene, to the house and undertake another kind of work. I decided not to retire, because I like running. I also decided, however, to do it in a new way, that is leaving Ferrari and starting from scratch, in another environment, in another team, with other people. It’s an adventure, I know, but I think it’s worth living it". 

It is an answer that can surprise those who do not know Lauda, those who confuse the pilot with man, those who consider dry and icy a sportsman only because he knows how to be reserved. The Austrian, in fact, is a man full of pride, tenacious, stubborn, perfectionist, with a great desire to do. 

"There are no other reasons. It is nobody’s fault if I leave Ferrari nor are there any economic problems. Let’s say a natural thing happened, like two people who don’t love each other anymore. They’ve been together for years, then the relationship doesn’t arouse the same enthusiasm anymore. The woman tries to make herself more desirable, she goes to Switzerland for a beauty care. But it is useless, if love vanished". 

They ask him why this divorce falls on the eve of the Italian Grand Prix, if perhaps it would not have been better to wait a few days. Lauda spreads his arms. 

"It would have been useless and harmful to beat around the bush. I love sincerity. With Ferrari, with Enzo Ferrari we have worked in a magnificent way in these years. I have waited to have clear ideas. Once I made a decision, I had to tell her, and now. I also had a moral obligation, because three months ago I told him I wouldn’t leave Ferrari until he was there. So I was with him yesterday in Modena. Good morning, Commander, how are you? I asked him. We talked for a long time, I explained my reasons, my problem. He understood. We wished each other good luck". 

The Austrian champion does not say when he decided at a great pace. 

"If I answer a month or three days ago, some might argue that it took a little or too long. It’s a subjective question. Nor did anyone influence my choices, let alone my wife Marlene".

Lauda smiles.

"The only one who knew anything was my dog. And he approved". 

The day of testing proved to be fruitless for Niki Lauda and Ferrari, who had come to Monza to finish the preparation for the Italian Grand Prix, the fourth act of the World Championship. The bad weather, which has raged for several days on northern Italy, does not allow the regular conduct of the tests. Throughout the day a heavy rain falls in Monza that only for a few moments subsides. The Austrian driver takes advantage of these breaks to test on the track, but after only two laps he stops because along the path, at the underpass and inside the bend, dangerous puddles have formed. The public, rushed to follow the tests and to see Lauda at the first official release after the clamorous announcement of his divorce with Ferrari, applauded him. However, he is ready to whistle in the afternoon when, since the rain does not stop, after three more laps Niki Lauda gives up permanently to continue training. In these few laps the Austrian uses the only set of rain tires available, but it turns out defective (the rear tires have a different diameter). The tests are then postponed to Wednesday, August 31, 1977 and on track, along with Lauda, there will also be Carlos Reutemann, whose car will arrive in the evening in Monza back from the Netherlands. Admits Tomaini, technical manager of the team:

"We have to test shock absorbers, tires and spoilers, we hope that time will allow us".

In view of the race, in Monza comes also Jody Scheckter with his Wolf, but, given the prohibitive weather conditions, does not go on track, preferring to postpone everything to Wednesday. Scheckter, who is in the company of his wife and the team manager of Wolf, Peter Warr, stops for a long time at the Ferrari box chatting with Lauda and the other members of the Maranello team. The South African driver, as is well known, is very popular with Ferrari. Already last year the rumor spread that Ferrari intended to hire him in place of Clay Regazzoni, but then he was preferred the Argentine Carlos Reutemann. Jody has now returned to the 312T2. Scheckter, asked about it, does not. unbalance himself. 

"My idea is to race in the next championship with Wolf, who is a great team and this year offered me every possible help".

But is Scheckter connected to Wolf for 1978? 

"No, I have a contract with the team that expires at the end of the year, but is renewable. Let’s say that the renewal depends on various factors". 

On Lauda’s decision, Scheckter comments:

"If Niki has decided to leave Ferrari, it means that he had good reasons. He is certainly not a fool". 

Speaking of Lauda’s substitutes and possible changes to the Maranello team, we have the feeling tonight that Reutemann’s position has strengthened. The Argentine should have good chances to stay in Maranello, and, in fact, it is not understandable why Ferrari should not confirm this. He’s a serious man and pilot, Scheckter and Reutemann together, then, in 1978? It could be, even if the chances of Ronnie Peterson or Emerson Fittipaldi should not be underestimated. Patrick Tambay’s candidacy is down. According to reliable sources, the young Frenchman has already signed for McLaren and would run in place of the German Jochen Mass. Returning to Lauda, the decision to leave Ferrari was commented with regret by technicians and mechanics. 

"We are a bit surprised. Niki is a serious driver, one with whom we worked well together. We hope he will at least give us the world title". 

Sante Ghedini, head of the team for the logistic-sporting part and great friend and collaborator of Lauda, is also asked if he intends to follow Niki. 

"No kidding, I am a simple employee of Ferrari". 

Meanwhile, in Maranello Lauda’s decision seems to have not created drama, at the highest levels of the management team: the biggest problem seems to remain that of a valid replacement. Among the workers of Ferrari, in particular among the highly specialized mechanics of the racing department, there is unanimous recognition of the skills of the Austrian driver, but now comes to light perhaps even a pinch of ill-concealed dislike that had been hatching for some time. Lauda - it is well known - has a very cold character not only in racing: it seems that often among the mechanics of the team became icy. Not to mention the comments circulating in Modena among fans, in sports environments. To the fans of Modena, those who follow the races on television, Lauda in recent weeks had given a real disappointment, with his detached statement to a broadcast weekly. Lauda, in one of his acts of generosity (rather rare as these fans say) had paid homage of 100 bottles of white wine from Styria, to the mechanics of the racing team, after a recent victory. 

"So they’ll stop drinking that Lambrusco crap". 

Don’t touch Ghirlandina and Lambrusco in Modena, not even as a joke. While Lauda is in Monza, in Maranello there are almost all the mechanics of the racing department. To the inevitable question about Lauda’s decision, they answer unanimously, with a certain diplomacy.

"It is Ferrari that wins because at the moment it is the strongest car; for us, therefore, one driver is as good as another. Lauda is accurate in everything and of course is also very demanding. On the other hand we always do everything we can to put the drivers in the best technical conditions. Ferrari will therefore continue to win". 

Ermanno Cuoghi, chief mechanic of the racing team, usually reserved to talk to journalists, must have obtained some clearance on this occasion. 

"In four years Lauda gave his best; in my opinion he could not do more, that is, he could not give anything else. It was a cycle that had to close sooner or later. It is the car that wins, another driver will certainly get the same results. For a new driver, indeed, the satisfactions may be greater for this reason. In four years, however, an affection was born and also a lot of esteem. For this reason everyone regrets the detachment". 

Speaking with another character from Maranello, Athos, the manager of the restaurant that at Cavallino is used to talking to all the big names in the sports car world, it emerges that Lauda: 

"He’s a great guy to me. But I wouldn’t dramatize". 

The delivery of silence applies instead in the clan of leaders. The head of the press office, Franco Gozzi, replies that he is absent: the designer, engineer Mauro Forghieri, hides behind a no comment. They called it a computer, a cold steering wheel robot, unable to love and attached to money. The portrait of Niki Lauda that emerges from the long interview in Monza is instead that of a driver with the fair-play of an English gentleman and a sentimental and adventurous soul. It is an interview in which the Austrian probably preferred this second option. He does so after some uncertainty and many meditations, because the decision was difficult, but now he is convinced that he has chosen well. Therefore, the interview continues with Lauda who adds: 

"When there is no more love it is useless to continue". 

But why is this love over? Yes, goals count, but other factors are also valuable, such as the lack of confidence within the team, the disconnections between technicians and driver, the return of controversy and accusations that seemed to have ended in Maranello, (the fault is always the driver, never the car). But Lauda limits herself to speaking of stimuli, of enthusiasm, of love. And it’s a good thing: why should he emphasize aspects of a union that has been very beautiful, that has borne abundant fruit, that has refreshed the image of Ferrari and made known in the world the name of Niki Lauda? Two aspects of this divorce are underlined by the Austrian champion: first, there were absolutely no financial reasons behind the decision; second, only now will Lauda be interested in perfecting its future with another team. Obviously there have been several contacts but no contract has been signed yet, nor will it be before the Italian Grand Prix. 

"I intended to tell Ferrari first what I had decided to do. It was a moral obligation to him. Our cooperation has been splendid, I have always respected his orders, he has offered me all the possible help. The commander was understanding, he understood my reasons". 

Lauda claims to have had verbal contact with Brabham, McLaren and Shadow, but it remains confirmed that Brabham, strong with Martini and Alfa Romeo, remains the number one candidate for the Austrian. An agreement - in the sense of putting it in writing - is next, and it is logical for both sides. The Anglo-Italian team desperately needs a test driver like Lauda, Lauda wants to enter a rich team with good prospects. And there is no shortage of the latter, with the sci-fi single-seater designed by Gordon Murray and the powerful 12-cylinder boxer supplied by Alfa Romeo. A Lauda at the wheel of a Martini Brabham-Alfa Romeo becomes the man to beat in 1978, especially for those who will replace him in the Maranello team. Ferrari will also want to show that with its cars any driver of a certain level can assert himself. And probably so. For now, for sure, only Lauda’s departure remains. 

The Austrian, however, still has to win with the 1977 title: here is the driver to continue his work with the usual commitment. The following day, Wednesday, August 31, 1977, just over a week after the Italian Grand Prix, at the Monza circuit you can already breathe the atmosphere of the race days. In fact, Niki Lauda and Carlos Reutemann with Ferrari cars, Jody Scheckter with Wolf and Arturo Merzario with March are on the track. Fans do not miss the opportunity to attend these training sessions and numerous, over 20.000. The eyes are of course all for the red cars of Maranello, which run for a long time stopping occasionally in the pits for the necessary adjustments. Lauda makes 57 laps, getting the best time of the day in 1'41"2. This time is almost a second higher than the performance recorded fifteen days ago by Reutemann, but it should be noted that the track is judged by all politicians very slippery. Says Niki Lauda: 

"Everything regular, good work, no problems". 

Reutemann, for his part, made 71 laps, the best of which in 1'41"7. In the morning Lauda is also the author of a spin, at the chicane before the turn of Lesmo. Numerous laps (70) also for Scheckter, which in addition to the search for the best set-up tries a new fairing with air intakes for the engine on the sides of the passenger compartment. The best lap time scored by the South African driver is 1'42"9. Some problems instead for Arturo Merzario, which covers only 16 rounds, the best of which in 1'44"4. Merzario then ran out of track at the first chicane, ruining the front of the car. Meanwhile, the public is in turmoil because of the Lauda-Ferrari divorce. From above the pits the fans, every time Lauda gets out of the car, shout to the Austrian: 

"Niki, go to Brabham and they will come for you". 

Or: 

"You are the best, but Ferrari is more beautiful than you".

Listening to the Italian fans, Lauda laughs, amused. Allegro is also Carlos Reutemann, who initially does not want to unbalance himself on his future, but who then admits: 

"I’m going to Maranello tomorrow to talk to Ferrari engineer".

That the Argentine driver remains in the Italian team is now practically certain, also because he seems to have already had telephone insurance. Forghieri is also targeted with questions, the most recurring is to ask him if one of the causes of Lauda’s divorce is him. 

"I don’t think I’m so important that I can influence the decision of a smart driver like Lauda". 

Lauda’s decision to leave Ferrari puts the circus in turmoil and on Wednesday there is another proof when Bernie Ecclestone, with whom it is now certain that the Austrian has agreed, arrives in Milan decided to score another hunchback blow. Being able to offer a driver like Lauda and a revolutionary car like the Brabham BT 46, the English boss now plays to the upside with the intent to get more money from his financiers. For this reason he meets with the managers of Parmalat and it is not unlikely that, to the sound of hundreds of millions of liras more, he reaches a sponsorship agreement of his team for next season. In this case, Lauda’s divorce would also have caused another important separation: that between Martini and Brabham that lasted for three seasons. 

Meanwhile, however, on Wednesday, August 31, 1977, Luigi Preti, President of the Italian Social Democratic Party, addressed a question to the Minister of State Participation to find out whether the press reports, according to which Alfa Romeo, with a modest contribution of two other car manufacturers, would be committed to pay 3,000 lire a day for next year to the famous racer Niki Lauda. It should be noted that expenditure far exceeds any historical precedent and that a company as passive as Alfa Romeo should try to economize in the non-essential sectors. On Mr Preti’s question, Alfa Romeo states that it has not conducted any negotiations concerning Niki Lauda, whose contractual relations, including any economic aspects, are of Brabham’s concern. This is because Alfa Romeo, which would participate in the operation together with Bernie Ecclestone, is an Italian state company, despite Sunday, September 4, 1977 Carlo Chiti says he has not yet received confirmation from Ecclestone that Lauda has signed with Brabham.

"I have said it a thousand times that the topic pilots is something that concerns Brabham and only her. The Autodelta has nothing to do with it".

Four days later, Thursday, September 8, 1977 Carlo Chiti, Vincenzo Moro and Mario Mazzi will meet with Bernie Ecclestone, and on this occasion the British manager informs the Alfa Romeo group that Parmalat is ready to invest $ 3.000.000 for the next two seasons and that it will help to pay half the salary of Niki Lauda (to which is added the oil sponsor Fina, who pays 40.000 dollars per year). Ecclestone adds that martini&rossi changed its attitude to the approach that was given to a redefinition of the contractual agreements, at the meeting of Balocco, and asks the Italian executives if they are prepared to make direct contact with Parmalat to inform the managers of the Emilian company that Alfa Romeo and Autodelta would not hinder a sponsorship of Brabham, in the event that the relationship with Martini should fall. Clearly Ecclestone is in a hurry to close the contract with Parmalat, because he is afraid of losing the performance of Niki Lauda. Obviously, Mazzi, Moro and Chiti agree. Taking advantage of the moment, Ecclestone tries to retract the layout or size of the Alfa Romeo lettering and logos on the cars, asking for $200.000 in case of opposition to the question (figure that the English manager could have asked another sponsor) but the Italian executives oppose any proposal. In this context, Ecclestone refuses to accept the increase in the cost of engine overhauls, at 6.800.000 Italian liras per car and race. In this regard, Ecclestone is given in the days leading up to the meeting a report signed by Mayer, in which he indicates the costs of overhauling Cosworth engines for car and race, which are lower than required by Autodelta. Chiti, in turn, has prepared a document in which he explains the reasons why an Alfa Romeo engine has such high costs, and puts it to the attention of Moro and Mazzi the day before the meeting, Wednesday, September 7, 1977. Carlo Chiti writes:

"The Autodelta basically only performs the assembly of the engine without performing any machining of its components. All the pieces are realized near external suppliers, is like castings, print or forgings that like mechanical workings. Cosworth, on the other hand, works in its own workshop with all the components and also has its own small foundry. Our engine is designed and built with the concept of serving for the use of a stable and not to be built in small series, as was done for the Cosworth cn construction of suitable equipment for production. Our engine is a twelve cylinder and for itself costs more than an eight cylinder".

Bringing these arguments together, Chiti and Moro stand against Ecclestone’s desire to reduce the cost of revisions, and the two sides come almost to the point of breaking collaboration. On the one hand, however, Ecclestone knows that it has a very lucrative sponsor and the opportunity to hire Lauda, on the other Alfa Romeo does not want to lose the huge investments. Therefore, after a brief interruption of the meeting, it is decided to postpone the subject of the costs of overhauling the engines to a subsequent meeting with the president of Alfa Romeo, Cortesi. It remains therefore to define the contract of collaboration for the 1979 season. Also in this case, there are contrasts. 

Ecclestone does not want to subordinate the renewal to the victory of the 1978 World Championship, or to the achievement of the second place. Mazzi and Chiti point out to Ecclestone that the latter had not opposed this clause two weeks before, in Balocco, by the president of Autodelta, Moro. But the British manager claims that the president of Alfa Romeo, Cortesi, had promised him that any contractual extension would be linked not to the aforementioned parameter, but to the evaluation of a reasonable performance. After the meeting, held Thursday, September 8, 1977, Ecclestone is brought to lunch, at the end of which the English manager proposes to close the issue relating to the issue of refunds for engine overhaul in exchange for the global recognition of 10.000.000 lire per race. Chiti and Moro reserve to think about it and give an answer to Ecclestone at the end of the Italian Grand Prix, which will be attended by six Italian drivers. In addition to Vittorio Brambilla (Surtees), Arturo Merzario (March) and Riccardo Patrese (Shadow), the test will be attended by Bruno Giacomelli, McLaren M23, Giorgio Francia, with the Brabham-Alfa Romeo BT 45 and Lamberto Leoni with the Surtees. The driver from Brescia is back from an excellent season in Formula 2, in which, among other things, he won in two races. The Italian driver has been hired by Marlboro and, thanks to his interest, will be able to debut in Formula 1. Giorgio Francia, the employee-test driver of Autodelta, will also have the satisfaction of debuting in Formula 1 on a car driven by the engine of his team. France has demonstrated its skills by racing Alfa Romeo sports cars. Leoni is 24 years old and has put himself in the spotlight in Formula 2. This year, with a single-seater driven by the Dino Ferrari engine, he won the Misano Grand Prix. Friday, September 2, 1977 Leoni tries at Brands Hatch, in England, the Surtees with favorable outcome. Wednesday, September 7, 1977, two days before the start of the official practice of the 48 Italian Grand Prix, fourteenth act of the Formula 1 World Championship, it is not yet known with certainty how these tests will be held. The fact emerges during the official presentation of the event carried out by the Automobile Club of Milan, which is the organizing body. The high number of members of the Grand Prix (36) creates difficulties on how to carry out the qualifying tests. 

The Italian organizers, contrary to what happened in other nations during previous races of the World Championship, rightly avoid to have a certain number of drivers, not part of the team of the Formula 1 Manufacturers Association, the preliminary admission tests, considering valid the right for all competitors to participate in the actual training. Now, however, we are faced with too many cars: it is impossible to admit them at the same time on the track because the track is approved for a maximum of thirty cars. The leaders of the ACI in Milan propose to divide the competitors into two groups, but against this proposal is expressed, on behalf of the Formula 1 Association, Bernie Ecclestone. The solution of the two groups (often adopted in the minor formulas) has some questions if we consider that the 24 drivers who will have obtained the best times without taking into account the group they belong will be admitted to the start. In fact, during the day, there may be atmospheric changes (more heat or rain) that significantly affect the performance of an entire group. With this eventuality you could consider - declares one of the organizers - the best twelve performances of each group, but at this point to determine the method by which to divide the competitors is certainly not easy. The solution of even and odd numbers (commonly used in minor formulas) would bring together in one group almost all the first guides of the various teams (Hunt, Peterson, Andretti, Watson, Lauda, Jabouille, Jones, Brambilla, etc.), with the consequent elimination of leading drivers that with regular tests would certainly be among the starters. In any case, now the International Sports Commission will decide. Impressive as every year the security services. On the route for fire services will be deployed 100 men with 23 vehicles (11 of which consist of fast cars specially equipped). In practice you will have a fire engine every 250 meters. They will also be arranged hand extinguishers along the entire route to the extent of a fire extinguisher every twenty meters. For first aid services will be available a helicopter, three mobile centres of resuscitation with a specialized medical team, seven ambulances with doctor and resuscitation equipment and 36 nurses placed along the runway at the stations of the route stewards. In addition, on three fast vehicles of the fire service (also equipped with stretcher) will also take place a resuscitator doctor for immediate interventions along the circuit. 

A special health service (consisting of four tents with ambulances, doctor and nurse) will work for assistance to the public. The interest for the Italian Grand Prix grew day by day and the press office of the Automobile Club of Milan received another thousand requests for photographic and journalistic services. The competition will be broadcast by fifteen foreign television networks and commented by 22 foreign radio stations. The organizers sell about 78.000 tickets, 18.000 of which, those relating to the numbered stands, are sold out. Meanwhile, at the Monza circuit, the week opens with the roar of the turbo Renault that performs the planned tests in view of the now next race. The French car, driven by Jean-Pierre Jabouille, proves to adapt well to the Lombard track and does not complain of major drawbacks. During the day he covered 67 laps, the best of which in 1'40"7, a time of only 0.3 seconds higher than the record time recorded by Carlos Reutemann with Ferrari in mid-August practice. Jabouille declares at the end of the tests:

"I am satisfied, because the car responded well throughout the day and did not suffer any problems. We are particularly fast on the long straights and this should be a favorable track". 

The Renault tested in Monza, compared to previous appearances, has a wider front track and mounts the front nose with spoilers, the same used at Silverstone. On track also Arturo Merzario who covers 30 laps, the best of which in 1'44"2. Merzario, however, complains about problems with a broken fuel line and a drop in engine. The Renault turbo tests will continue on Thursday and, together with the French car, Bruno Giacomelli will also train, whose McLaren M23 arrives in Monza on Wednesday. 

"It’s important that I try a bit because I’ve never driven this car, let alone a car with a six-speed gearbox. My goal is to enter among the qualified drivers. I hope to succeed".

Mario Andretti at Ferrari? It is no longer a hypothesis to be discarded. The Italian-American driver will be on Friday or perhaps Monday after the Italian Grand Prix, in Maranello to talk to the Ferrari commendator. 

"We should discuss several things. The real problem will be whether my commitments for the American races are compatible with the needs of Ferrari". 

Mario Andretti said during a meeting with Italian journalists at the Martini Terrace in Milan. Andretti is currently considered one of the most complete drivers is the only one, of those in business, that can boast, in addition to the successes in Formula 1, in the Sportscar World Championship and in the USAC Championship, a victory in the prestigious Indy 500. The Italian-American has already been a Ferrari driver from 1970 to 1972 for some sports races with a single-seater of the Maranello team, and won in 1971 in Kyalami, in South Africa, his first Formula 1 Grand Prix. In the last two seasons he has been the creator of the rebirth of Lotus and this year he confirmed himself as one of the protagonists of the World Championship, imposing himself in the tests of Long Beach, Jarama and Dijon. Serious professional, skillful and decisive, although on the race fields Andretti retains that charge of humanity and sympathy that make him one of the most beloved characters of the circus.

"Sincerely I would be very interested in returning to the Italian team. Of course we will talk about it". 

If he were to go to Ferrari, would Reutemann be welcome as team-mate?

"Yes, very well. I have no problem with the other drivers". 

What do you remember about your time at Ferrari? 

"I keep a very good and positive memory. I am still a friend of all and in these years my heart has always been a little with them. It’s a very serious team, with very trained people, capable of facing any situation. When I was racing with Sports they were very efficient machines and I still remember the wonderful victories achieved in pairs with Jacky lckx".

What are the commitments that bind Andretti to Lotus?

"I have already reached an agreement with Chapman even if I have not yet signed a real contract". 

For Ferrari, would you stop racing in America? 

"It’s not easy to answer. I have a lot to evaluate. If I had to come to a decision now, I wouldn’t know what to answer. I’m interested in continuing to race in America to keep myself trained in that kind of competition because when I stop racing in Formula 1 I will return to participate totally in American races". 

At the moment, what are the American commitments for next season? 

"I am committed to the same races that I raced this year, that is to say for the three 500 Miles". 

What does the Italian Grand Prix matter at Monza? 

"Monza is like Mecca for me. It’s the track I knew first and therefore winning in Monza is for me one of the things I want more". 

Do you consider the current World Championship over? 

"I think so. And now I’d like to be in Lauda’s shoes. To hope for something more I had to win in Holland, but it broke again a connecting rod and goodbye hopes. Lauda is worthy of the success because to Zandvoort he made a masterpiece". 

Do you think the championship will be decided in Monza? 

"It is difficult to say if you will come to the mathematical conclusion: however for Lauda the task is quite easy". 

What do you think of the good times obtained by Renault Turbo these days?

"For the French team these performances are very encouraging, but I hope that things will not go so well for her, because otherwise I will have an additional opponent". 

the change of team will cost a lot of reflection?