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They say abstinence strengthens the spirit and the flesh. For this reason, perhaps, Enzo Ferrari, after a seven-month drought of victories, reappears in public more brilliant, combative, and hopeful than ever. The occasion is the presentation of a new publication on Formula 1. But it is clear that the Modenese constructor has much to say about the World Championship that will arrive on Sunday, May 6, 1984, at Imola, to compete in the San Marino Grand Prix. First on the private track of the Maranello team, alongside his drivers, Alboreto and Arnoux, busy testing the cars that will participate in the qualifying rounds of the Imola race, then in the afternoon at a restaurant in Casinalbo. In response to numerous questions, he provides sharp answers, authoritative explanations on various topics, generally on Formula 1, particularly on Ferrari and the drivers.
"Watching the Belgian Grand Prix on television last Sunday, I tried to learn the limits of my cars, the strengths and weaknesses of other competitors. And I must say that I have confirmed the hopes I had since the beginning of the season. Alboreto highlighted that the declared 660 HP of the 126 C4 are sufficient to win a race. I also learned that the discussion about the limit of 220 liters of fuel for a race becomes futile. We had a 215-liter tank, and we had 20 liters left. In essence, we are already prepared for next year's regulations, which foresee a further reduction to 195 liters. We have demonstrated that it is possible to work in this direction without diminishing the spectacle".
Electronic injection.
"We had to go back to the fuel system by adopting the Lucas-Ferrari injection again. Life is full of inconveniences, and I take full responsibility. In 1981, we decided to tackle the electronic issue with the technicians from Magneti Marelli and Weber. We wanted to be independent, avoid spending money abroad to ensure a vital accessory, especially in the future. How many millions of cars worldwide are equipped with German systems? We hope in this way to provide employment for many Italian technicians and workers. The drivers wanted to use the product we had developed because it guarantees better use of the turbo. But it is clear that bench tests are one thing, and races are another. We certainly haven't abandoned the Weber-Magneti Marelli injection".
The drivers.
"When Alboreto crossed the finish line, I thought: we hit the mark again. This young man deserves all our collaboration. He reminds me of Ascari, for very specific reasons. He is one of those who, when they start in the lead, are difficult to reach and overtake. The opposite of Gonzalez, who unleashed when he was behind. Alboreto enjoys dominating the race. As for the mistake that led him off the track, it was a small imprudence. To overtake Fabi, he went too far, and the tires didn't hold. He was fortunate to go off at a point where he could recover. Arnoux? With the heat, he will come out... he's a very good guy, for the moment a victim of circumstances beyond his control. He didn't like the track in Brazil. So he had the courage to tell Alboreto: go ahead and show me how you take those three turns".
Imola and the others.
"I don't know how we'll do in the San Marino Grand Prix. There is little time to work, the cars will be the same as in Zolder. Two for each driver. It's difficult to make predictions. We participate convinced of battling with the others. Our main opponents? All those who achieve the best setup of the cars in various circumstances. A lot depends on the tires and also on the drivers. We are doing well in both cases, apparently. With Goodyear, we are working productively and are satisfied. Lauda? He is a driver who treats mechanics like no other. He respects the car, is intelligent, has a complete view of the race. Will he return to Ferrari? Who can say, there are so many rumors... To those who said that Porsche is to BMW as Ferrari is to Alfa, I ask what mathematics they have used".
And he adds:
"Tables, rankings, until the day before yesterday, Alfa Romeo was ahead of us. I don't give judgments, I only express opinions. Do Renault and Alfa want the Weber-Marelli electronic injection? Why don't they take it immediately, without waiting for it to be fixed? I watch and hear all the TV reports. Poor Poltronieri from Rai, the first time he generously leans towards Ferrari, everyone criticizes him... The newspapers? I don't like only certain headlines, especially when they talk about Ferrari's empty horses".
On Thursday, May 3, 1984, rain spares a portion of Northern Italy, leaving the sky over the Dino Ferrari circuit clear. This is enough for the racetrack, where nothing was scheduled except technical checks, to fill with fans. Thus begins the hunt for Michele Alboreto, the man of the day in Formula 1. The Ferrari driver fulfills his role, speaking with those who manage to approach him, signing autographs, recounting the success at Zolder for the umpteenth time. The only novelty is a polite response to what Enzo Ferrari said the day before in Fiorano.
"The engineer spoke about my determination when I am in the lead. He has yet to see me well in moments when I have the opportunity to chase with a competitive car. Not for nothing, I spent three years in this specialty with Tyrrell, a single-seater with which I generally started at the back. And I won two races".
Alboreto promises a battle, in any case, no matter how things are set in qualifying. Even though the Italian driver does not want to make overly easy predictions and keeps his feet firmly on the ground.
"Every race is a story in itself. So we wait to see how the San Marino Grand Prix will end. The only thing I can promise is maximum effort, mine and the entire team's".
It seems that Ferrari is breathing a better air. The victory in Belgium, the convenience (not to be underestimated) of being a short distance from home, have put everyone in a good mood, and, just to confirm the desire to continue in this direction, four cars will be fielded for the first time this season, two for each driver. The other teams are also making efforts, despite not having much time to fix the cars, some of which have come directly from Belgium to Imola. Starting from today, we will witness the usual ritual of free and official practices, two days during which teams are not only looking for a good position on the starting grid but above all, to make the most accurate setup for the race. Mauro Forghieri says:
"The secret of a victory lies in the work done on Friday and Saturday to prepare the cars".
The weather forecasts are not very favorable; it is said that bad weather is moving towards Romagna, and Alboreto himself is somewhat worried about this:
"If it rains, we will have some extra difficulties, especially because we haven't had the opportunity to test wet tires in a race so far".
Here is one of the reasons that often overturn a result, a situation. When teams arrive at a circuit, they try all the solutions, adapting them to the characteristics of the track, the weather conditions, and the condition of the asphalt. Adjustments are made, aerodynamics is prepared, each driver chooses the type of tires that seem most suitable, asks for more or less powerful brakes, more or less ventilated. Then, if one of the data entered into the technicians' computer is changed, everything falls into place.
This partly explains what happened to Ferrari in the first two races, the brake that failed in Rio, the undersized turbines for the altitude at Kyalami, and so on. Two races have been dominated by McLaren, one by the Maranello team. Who will it be on Sunday? Will Niki Lauda and Alain Prost's cars return to the top? Or will a third party disrupt the two-way challenge from Renault, Lotus, Williams? It is with these questions that the San Marino Grand Prix takes its first steps on Friday morning. On Thursday, May 3, 1984, Michele Alboreto goes to the Imola circuit with a car from the Italian Radio Television, to the corner called Tosa, and stops there among a crowd that has quickly become a small crowd. Some scenes are filmed, some dialogues are recorded. People are invited to ask Alboreto questions at will: they ask him simple things that rehabilitate even the most banal interviewer. Despite questions that are too enamored to be intelligent, he manages to provide a substantial answer. What do you want on Sunday?
"Your applause, anyway your applause".
The whole thing will be broadcast on Saturday, ten minutes before midnight. The Tosa curve has become the ultimate sacred place of motorsport. There's a monument for Villeneuve, there's a giant screen offering images of the practices and then the Grand Prix. There's the more foresighted crowd that already occupies the best seats, those who are already in tents, or at least have planted the stakes, fenced off spaces with wire and plastic sheets with names written on them. The real mass operation kicks off on Friday morning. The Tosa curve is the cult of all heart plus cutting-edge technology, it's electronics plus sentiment. It costs 11.500 lire to enter the Imola circuit and camp. The ritual seems, a priori, less barbaric than that of Monza: there are no trees to cut down, forests to devastate, squirrels to terrorize. Here, the engines serve as restoratives, not doping. On Saturday night, portable televisions will offer those at Tosa the footage of their encounter with Alboreto, and inside the tents, the glow of the screen will provide warmth like a good log burning in a fireplace. To get to Imola, to the circuit, is comfortable, there's no traffic jam, the city well explained by signs, channels perfectly the first wave of Grand Prix people, the professionals, the big workshop trucks, the enormous trailers, the James Bond campers. It's possible that some psychological terrorism was carried out by the organizers in recent days to avoid assaults. Traffic heart attacks. Imola can suck in and spit out around 200.000 people around the circuit, but maybe 50.000 less will come. The stands will be sold out, but scalping will be a normal phenomenon, routine. The 120.000 lire seat will be purchasable with a modest surcharge. Add to that the weather being a bit ugly and threatening: and television will accompany the Grand Prix, even during the practices, with many beautiful things to see from the comfort of one's armchair.
The race, however, is so full of technical and competitive reasons that it's really not necessary to turn on the rhetoric headlights. Bernie Ecclestone's main problem, increasingly the master of Formula 1, seems to be the pregnancy of his companion, a beautiful Yugoslav model residing in Milan, a woman so important that the English manager dressed in a very elegant manner, probably in honor of the lady. Imola is ready, knows everything about engines and races, even accustomed to Ferrari triumphs, Pironi won here in 1982, Tambay in 1983. At the Ferrari hotel, just outside the Imola highway exit, there's no crowd, Alboreto is watchable and even touchable. The trials will unleash on Saturday, who knows. But Thursday is a cold and composed day, with people arriving as if in their own home and putting things in order, that is, arranging the workshop trucks, the huge vans, everyone knows what they have to do, no one disturbs. On Friday, May 4, 1984, not even the Meteosat, the meteorological satellite that sends images of the weather over Europe every half hour on a TV screen, can save Ferrari from a not dramatic but embarrassing situation in the first qualifying session for the San Marino Grand Prix. René Arnoux with the tenth time and Michele Alboreto, the winner of Zolder, relegated to twenty-fourth place, together with the Cinderellas of the lineup, make up the balance of the Maranello team after a day of trials. A balance that is determined by the whims of the sky and some inconvenience that distresses the Maranello cars, much to the disappointment of the 30.000 people present at the circuit. A whimsical day that involves everyone. Low clouds and a lot of grayness in the morning for the non-timed training, and then rain, almost until the end of the hour available for qualification.
And so it happens that in practice, only the last ten minutes, during which the track dries, are valid for achieving good lap times. But while in a very rapid succession many drivers secure the pole position twelve times (staying with Nelson Piquet ahead of Prost, Tambay, De Cesaris, Warwick, and Rosberg), Alboreto and Arnoux fail to improve. The Italian driver has no more cars available and has to stay in the pits watching the others. With the first car, he stops at the Acque Minerali turn without fuel. With the reserve one, after ten liters of fuel are added for caution, he stops at the same point, probably due to a problem with fuel pickup in the tank. Alboreto doesn't get angry and even makes a witty remark:
"Everyone wants to know how I manage starting at the back of the group. This way, I'll have a chance to try a nice comeback, like Rosberg".
Arnoux, on the other hand, would have the opportunity to place at least fifth, but out of frustration, he misses the chance. As you know, during official trials, the cars are randomly weighed at the entrance to the box according to the decisions of a computer. Car #28 is weighed twice, the last time a few minutes before the end. The Frenchman, annoyed by the forced stop that wastes valuable time since he wants to return to the track with the last set of tires, brakes too eagerly, ending up against a rubber barrier in the weighing area. The stewards must pull back the car, losing precious seconds. And when Arnoux manages to set a fast lap (1'36"660, the fifth position), the available hour has already expired. Initially, they include him in the classification, then - rightly - they erase him. Saturday, however, could change everything, as Piquet himself claims, not at all happy with the pole position:
"All the effort was useless, we start over if the weather is fine".
Ferrari, weather permitting, is not in crisis, certainly does not deserve the ranking position of its drivers. René Arnoux says:
"The cars are fine, there shouldn't be any problems in recovering".
Mauro Forghieri adds:
"We didn't have the opportunity to test much, and above all, we didn't understand the performance of the new type of tires sufficiently".
In short, there is hope of witnessing the miracle of Saturday and Ferrari, as happened in Belgium and other races. Everything depends on this incredible spring with winter colors. The one in crisis is the engineer Roberto Nosetto, director of the Dino Ferrari Racetrack. If it rains on Saturday, the organizers (who expect a total income, including advertising, of about 4.500.000.000 lire) will know in advance that they will have to give up at least 1.500.000.000 lire for people who will stay home to enjoy the race on television. Toleman doesn't send its drivers, Johnny Cecotto and Ayrton Senna, to the track, claiming that Pirelli has not yet paid the expenses incurred for the last races in South Africa. The Italian company responds that normally these accounts are settled as usual two months after receiving the invoice (time not yet expired). It seems that the origin of the issue is a push by Toleman to break the contract with Pirelli. The British team has reportedly received a substantial offer from Michelin. Saturday, May 5, 1984, half an hour of sunshine is enough, and the starting lineup for the San Marino Grand Prix is revolutionized. But Nelson Piquet, floating wonderfully on the still wet track with his Brabham, maintains the pole position won on Friday. Behind the Brazilian, everything happens: the Ferrari improves a little, bringing Arnoux from tenth to sixth place and Alboreto from twenty-fourth to thirteenth. No miracle like Zolder, though, to the great disappointment of the fans. Moreover, certain recoveries can be called miraculous precisely because they are rare. And the conditions in which the trials take place leave very little room for achieving more than progress.
Water from the sky in the morning, water on the asphalt for the second and final qualifying round from 1:00 p.m. to 2:00 p.m. Ferrari lurking to make up, inside the pits, with stacks of tires of all kinds. It starts again with drizzles, and only Winkelhock, who went out with dry Pirelli tires, just sculpted, lowers his previous time, suddenly dropping by 17s per lap. It's like a signal for everyone: on the track, a brawl breaks out, it's understood that the track is drying up, and slick tires are immediately mounted on the cars. It's a real carousel. The TV monitors with the printed standings seem to go crazy, in a dance of names that keep moving. At the top, first is Eddie Cheever, with the Alfa Romeo, replacing Piquet, the wet wizard. But his supremacy lasts a short time: many pass him, in a few minutes. This is the succession of leaders after the Italo-American driver: Mansell, Prost, Arnoux (even Ferrari is briefly in the lead). Then again Prost, Rosberg, Prost, and finally Piquet's decisive lap, the World Champion, in excellent form, sets a time of 1'28"517, at an average speed of 204.977 km/h. A performance that is chilling because Piquet sets it with heavy traffic on the track and not in perfect weather. Obviously, breaking the old record of Arnoux, 1'29"765, set in 1982 with Renault. Another limit of cars with side skirts canceled. Behind the Brazilian, all the best are lined up: Prost, Rosberg, Warwick, Lauda, and Arnoux. Of the leading teams, Alboreto, Tambay, and Laffite are behind due to various problems. The Italian even manages to settle in fourth place for a moment, but then he is overtaken by a wild bunch. Mauro Forghieri explains:
"We had to act cautiously to advance the cars after the troubles in the first round. So, harder tires were mounted on Michele's car to allow him to complete several laps. When the track became faster, it wasn't possible to make further progress. Arnoux then found too many people in his way. However, we are confident and hope to have a good race".
Alboreto remains stationary at the end of the trials once again (without fuel, say the men from Maranello). Arnoux breaks a turbine. Tambay still has troubles (turbo), while Lauda candidly confesses to making a mistake in choosing the shock absorber springs. Nonetheless, he starts in fifth position. The race will be a real lottery. Besides the uncertainty determined by the weather conditions (forecast: cloudy, likely rain), the betting favorites should - based on previous races - be the McLarens of Prost and Lauda. The Brabham of Piquet has not yet found reliability but could achieve it on Sunday, while the Renault has a determined Warwick waiting to make a big move. Nelson Piquet is happy, but not too much. He suffered to secure this pole position. The Brazilian communicates from a distance with the crowd, indicating that he will surely win on Sunday. In response, the crowd shouts something incomprehensible, a kind of protest roar. Fans always want to see the red Ferrari ahead of everyone.
"I'm not too afraid of the Maranello cars, except for the end of the race. At the beginning, I know that Prost and Lauda will bother me. Michelin tires, on this track, are better than Goodyear. If it rains, goodbye to all predictions. Anything can happen. Anyway, I prefer the dry track".
Prost seems quite annoyed:
"We always have electrical problems with the engine misfiring. But I hope that won't happen in the race. If everything goes well, it will be me and Niki fighting for the win".
For Lauda, this statement is an invitation:
"If it doesn't rain, the tires will be crucial. And our French tires seem to be superior to the American ones. I made a mistake in qualifying, but I am convinced that the McLaren will perform well in the race".
Some chances also for Rosberg. The Finn starts in the second row and is as determined as ever. Frank Williams says:
"For the first time, I could give Keke a car that will definitely not have any problems. It is very balanced and competitive. I am convinced that Rosberg can aim for victory".
A few words from the Alfa Romeo clan. Riccardo Patrese says:
"We are quite satisfied, but we still have some uncertainty about fuel consumption".
Eddie Cheever would like a race that is half dry and half wet to show that he can drive in the rain. And the Ferraris? A good role as outsiders. Arnoux has the opportunity to show that he is not second to his teammate on a track he likes a lot. Alboreto - but perhaps it's a meager consolation - can prove that he doesn't only like to be the hare but also the pursuer. In short, the conditions are set for a spectacular race. And since the Dino Ferrari allows overtaking at various points, the word belongs not only to the machines but also to the drivers. On Sunday, May 6, 1984, after the Saturday night rain, the race takes place on a dry track under overcast skies. Keke Rosberg faces the race with the reserve car after a water leak occurs before the formation lap. Andrea De Cesaris is even more unlucky as his car experiences fuel pressure issues. The Italian driver fails to line up on the grid in time and has to start from the pit lane. In the San Marino Grand Prix, Alain Prost and Nelson Piquet make good starts, with the Frenchman already leading the race at Tamburello corner. Keke Rosberg's car encounters problems, and the Finnish driver holds up those behind him. Niki Lauda also misses a gear at the start, losing several positions. Jonathan Palmer remains stationary on the grid but manages to start with the assistance of the marshals. In the first lap, François Hesnault retires after a collision with Laffite, and Patrick Tambay, at Tosa, is hit by Eddie Cheever. At the end of the first lap, behind Prost and Piquet, are Derek Warwick, René Arnoux, Manfred Winkelhock, followed by three Italian drivers: Michele Alboreto, Riccardo Patrese, and Elio De Angelis. On the third lap, Alboreto overtakes Winkelhock. The German driver slows down those behind him, while Patrese retires on lap 7 due to an engine failure. On lap 8, Niki Lauda passes Winkelhock and starts closing in on the two Ferraris. On lap 12, the Austrian McLaren driver attacks Alboreto at Villeneuve corner, but the Italian driver manages to hold his position. However, at Piratella corner, Lauda completes the pass. Later, Lauda also overtakes Arnoux.
The Austrian seemed to be able to move into the top positions when, on lap 16, he is forced to retire due to the Porsche engine in his McLaren breaking down. At the same time, Teo Fabi overtakes Manfred Winkelhock, moving into sixth place. Prost leads the race comfortably when, on lap 20, he spins due to a brake problem. The French driver still manages to continue the Grand Prix while maintaining the lead. On lap 21, René Arnoux makes a pit stop, returning to the race in sixth place. On lap 25, Michele Alboreto retires due to an engine problem. Nelson Piquet, on lap 27, overtakes Derek Warwick, moving into second place. Shortly after, Elio De Angelis makes a pit stop to change tires and rejoins the race in tenth place. Alain Prost pits on lap 30 without losing the lead upon rejoining the track. After Nelson Piquet, in second place, are Derek Warwick and René Arnoux, who overtakes Teo Fabi on lap 31. These are followed by Andrea De Cesaris, Martin Brundle, and Elio De Angelis. Warwick decides to lower the turbo pressure to limit consumption. However, shortly after, the fourth gear's gear breaks, and the English driver is forced to yield the third position to Arnoux on lap 40, who passes him at Tamburello corner. On lap 49, the two Brabham drivers, Nelson Piquet and Teo Fabi, retire due to turbo problems. Arnoux moves into second place, while De Cesaris is in fourth place, followed by De Angelis, Cheever, Bellof, and Brundle. Warwick's problems with the Renault worsen over time, and the English driver is forced to concede the third position to Andrea De Cesaris on lap 51 and the fourth position to Elio De Angelis on lap 52. After changing tires on lap 56, Stefan Bellof yields the seventh position to his teammate, Martin Brundle. Brundle's race ends shortly after due to a fuel supply pipe break in his Tyrrell. One lap from the end, Andrea De Cesaris retires due to fuel depletion.
Eddie Cheever and Elio De Angelis also run out of fuel on the last lap, but De Angelis manages to hold onto the third position. Alain Prost wins the San Marino Grand Prix, followed by René Arnoux and Elio De Angelis. It is McLaren's third victory and Prost's second. The Formula 1 World Championship launches the English car with a German engine and a French driver into a clear lead after only four races. A deserved success in a somewhat uneventful San Marino Grand Prix, enlivened only by marginal incidents, with many of the expected protagonists eliminated by a myriad of small accidents and mechanical failures. The only one to oppose the dominance of the team that is dominating the beginning of the season is Ferrari, which achieves a significant result with René Arnoux but in a condition of manifest inferiority. Retired Alboreto in the early stages of the race, out in order Tambay, Rosberg, Lauda, and Piquet, what remains in memory of the day is an exciting comeback by Andrea De Cesaris, nullified, however, by a finish conditioned by fuel consumption, a touch of class from the ever-great Lauda, and a few other interesting episodes. The sore point is called fuel. The fear that new regulations will force drivers to drive like accountants is a reality. It is true that the challenge to reduce consumption within the limit of 220 liters proposes valid technical arguments. And it is equally true that credit must be given to those who have or will solve the problem in the best way, achieving the most valid performances and therefore the brightest results. But if all races, like the one seen at Imola, will have only two cars at the finish with full laps, what spectacle will Formula 1 offer in the future?
"I raced with the reserve car, and everything went well. I had quite a bit of luck, and this also helps in trying to win the world title. I am absolutely not satisfied yet, and I want to win the next race in Dijon. I am convinced that I will make it this year. In the past season with Renault, we had a scary drop in results towards the end of the championship. This time, however, with McLaren and Porsche associated, I think we will improve, that is, we will get better and better".
Alain Prost appears content but not particularly happy with this victory. The experience of 1983 has made him very cautious in his statements, and the Frenchman waits to sing victory, even though the success in the San Marino Grand Prix has given him an advantage over his teammate. Outside the McLaren team, only complaints are heard. Renault is not making a drama, but certainly not jumping for joy for Warwick's fourth place. The Englishman says:
"Several laps from the end, I had to communicate through the radio in my helmet to the pit that the fuel consumption was extremely high. They ordered me to reduce the turbo pressure, and for this, I absolutely couldn't defend myself from the attacks that were coming at me. It's incredible to have to race in this way for a driver who would always like to go at maximum speed".
The only happy face, surprisingly, is Nelson Piquet, who has retired for the fourth consecutive time:
"I had the best race of the year because I learned a lot. I ran out of clutch from the tenth lap and had to drive by changing in an unusual way. Despite that, I could keep the Ferraris behind me".
Disappointed Ferrari? No, satisfied. René Arnoux's second place has satisfied the Scuderia. They didn't expect more from this race, given how things had turned out. No one says it very openly, but the most serious problem that the 126 C4s faced on the Imola circuit was tire issues. Michelin has proven, this time, to be clearly superior to Goodyear. Michele Alboreto makes a hint to the issue immediately after watching almost the entire race from the pits after his retirement:
"The first exhaust pipe on the right bank broke, and there was nothing more for me to do. With turbo engines, the lack of gas pressure is decisive. However, I wouldn't have been able to fight for the victory anyway. The McLaren was far superior to the Ferrari".
And he adds:
"There was a second difference per lap, maybe more. With Arnoux, we agreed: we wouldn't attack each other as long as the cars remained in equal conditions. He was slightly faster on the straights, I a bit better in corners. I am always satisfied with the car, and not all is lost because the championship is still long enough".
Michele Alboreto is always a realistic driver. But he doesn't forget certain ethical issues:
"I was particularly annoyed at the start. I was able to start very well and gained several positions, from thirteenth to sixth, but there was a great confusion. Fortunately, I always look around when it's time to start. Some people absolutely don't know how to drive sensibly. When I arrived at the first corner, Tosa, there were pieces flying in the air and cars spinning. Another issue concerns the fans. I like motorsport enthusiasts; since I was young, I have always followed races with great interest. But some people, some overly excited fans, I really don't want to see them".
The Italian driver's speech ends here. It will resume with the next race, the French Grand Prix in Dijon. For René Arnoux, everything went quite well:
"I think I had a good race. I had some small problems with the brakes and also with the engine, which I solved by myself with adjustments. The McLaren was, however, untouchable. Now I am well placed in the World Championship standings. With Alboreto, no difficulties, we get along perfectly".
Engineer Forghieri’s laconic comment:
"We made a full house with Arnoux's result. The Frenchman was very good; too bad for Alboreto, who could have placed. We were not up to McLaren's level. Unfortunately, the hot weather and the sun arrived suddenly and slightly upset our plans. We will try to make up for it in the next race".
Nobody has talked about Prost and his climb in the standings. McLaren is intimidating; it is certainly the enemy to beat for Ferrari. However, it is also worth considering that other teams have faced a lot of difficulties, and the situation is not entirely irrecoverable. There is a lot of hope in the American tire supplier; hopefully, they will prepare new tires. At the San Marino Grand Prix, the president of Alfa Romeo, Ettore Massacesi II, a manager of the Milanese automotive company, did not hold back accusations against Rai at the end of the race:
"They continued to talk all day about Ferrari and McLaren without making a single mention of Alfa Romeo. I protest as the president of Alfa Romeo and as an Italian citizen".
Andrea De Cesaris against Elio De Angelis, both Romans with similar birth dates; people even confuse them by the sound of their names. Formula 1 drivers, with De Angelis finishing third thanks in part to De Cesaris' pit stop, precisely when De Cesaris was in third place, two laps from the end, due to running out of fuel. A great race for both, amid the almost total indifference of the people at the Imola's Dino Ferrari circuit, people who consider Rome as the outskirts of Maranello, Indianapolis as the faded outskirts of Modena. It's either Ferrari or nothing, in short. De Cesaris says:
"I haven't even scored a point in the standings, unfortunately, that's what counts. A beautiful race of mine? In ten days, you won't talk about it anymore, and whoever reads the Imola race results will decide that I did little".
De Cesaris started dead last, couldn't reach his spot on the starting grid for the regular start. Commissioner Remo Cattini, a Tuscan, stopped him; there were less than 15 minutes before the start when De Cesaris showed up to enter the track.
"All fair according to the rules. I had problems with the fuel pump, and I was late. But I think in France, they would have turned a blind eye and let a Frenchman through. I start last anyway, chase, overtake, overtake again, climb three-quarters of the Grand Prix, I'm third, I run out of fuel. I'm furious, and at the same time, I say that maybe I lost the third place due to the strain on the engine that De Angelis forced me into: we were both running out of fuel because he attacked and engaged me. Why? We both risked retiring; I suffered, he just got lucky. If he had stayed calmer, I would have been calmer too, and we both would have finished the race peacefully".
Informed of De Cesaris' outburst, De Angelis responds:
"He suffered more in the duel with me because he didn't have the car set up. I was looking for a placement, and I got it. What should I have done differently? Stay behind him and finish the race with remorse? I'm sorry not to have had enough fuel to finish the lap and get on the podium. I stopped at the Tosa curve, no big deal. I solved all the braking and engine problems in the race; after the tire change, the car was perfect. I'm sorry for De Cesaris, but I really couldn't have behaved differently".
Ferrari was defeated at home but with the honor of Arnoux's second place. Although the overall result can be summarized with a clear 3-1 in favor of McLaren (two wins for Prost and one for Lauda against Alboreto's single win), there are premises for a quick comeback. Potentially, the Maranello cars are at the same level, if not ahead, compared to the English ones equipped with the Tag-Porsche engine. The difference at the moment is made by the tires, thanks to Michelin's superior consistency over Goodyear. There are undeniable facts to support this thesis. The dominance at Zolder itself demonstrated when American tires worked perfectly. The San Marino Grand Prix, on the other hand, made it clear that there is nothing to be done for the Maranello team. These are old discussions. The substantial difference between Michelin and Goodyear at the moment is this: the French have few types of tires, all rather competitive, making it difficult to completely fail the choice. The Americans, being newcomers to radial tires, experiment and do not always get the compounds and constructions right. In essence, every race for Ferrari turns into a lottery, while McLaren almost certainly avoids mistakes. Obviously, mechanical failures on the cars must also be taken into account, but so far, they have balanced out. To try to close the gap, Ferrari is working hard. While other teams are still on the move, on Tuesday, May 8, 1984, Alboreto and Arnoux try at Fiorano. The cause of the exhaust manifold breakage on the Italian driver's car will be studied, and tests will be carried out on mechanics and aerodynamics.
And it is not excluded that some new experimental solutions will be studied. The fact that Ferrari wanted to send the drivers on the track immediately has a specific meaning: an immediate revenge is sought, already in Dijon on Sunday, May 20, 1984. If attention is focused on the Ferrari-McLaren duel, the other protagonists should not be forgotten. The San Marino Grand Prix highlighted quite serious problems for many of the most prominent teams. For Renault, there is the chronic problem of excessive fuel consumption. But there may be an even more difficult problem to cure: the engine is under accusation, and its performance seems decidedly lower than that of rivals. With two caliber drivers like Warwick and Tambay and with a car among the best, there are no other possible explanations for certain results. In a similar situation is Brabham, which has not yet brought a car to the finish in four races. BMW had found the necessary power last year to ensure Piquet's World Championship victory. This year, due to consumption issues, there have been modifications that lead to the explosion of the turbines. If a remedy is not found soon, the Brazilian will not be able to defend the title. As is known, many teams refuel cars with frozen fuel at -2 °C to gain 5-6 liters of volume in tanks limited to 220 liters. The trick has worked a few times. However, several drivers have had trouble starting, and it is not excluded that even Rosberg, author with his Williams of two consecutive non-starts at Zolder and Imola, is not a victim of this system. The fuel freezes the pumps, conduits, injectors, and the cars cannot start; the fuel injection control units break. If this continues, even the Williams-Honda risks only appearing in qualifying.