download

#403 1984 European Grand Prix

2021-09-09 01:00

Osservatore Sportivo

#1984, Fulvio Conti, Giulia Noto,

#403 1984 European Grand Prix

Ferrari, comforted by Arboreto's second place in Monza, wants to resolve the problems that have made its Formula 1 season challenging as soon as possi

fotor-2023112222119.jpeg

Ferrari, comforted by Arboreto's second place in Monza, wants to resolve the problems that have made its Formula 1 season challenging as soon as possible. This is a summary of the responses that Enzo Ferrari himself offered in a direct debate with the public on Tuesday, September 11, 1984, during the afternoon, as part of the Festa dell'Unità-Sport (Unity-Sports Festival) organized at the old Modena racetrack that had hosted many motor racing events in the past. The manufacturer openly discusses sports but also, above all, essential issues, politics, industry—anything asked with curiosity and admired respect, prompting a flurry of applause. Two hours of questions and explanations cover various topics, memories, impressions, and news, especially about the World Championship, cars, drivers, and the team's future. Confirmation comes for the debated 4-cylinder engine:

 

"This new engine will be running in the test room in 15-20 days. We built it in anticipation of fuel consumption reduction. But also because it allows for the use of significantly higher fuel pressure. For the next season, we will try to catch up with our competitors. They say ours is a curable disease. And Ferrari has excellent doctors".

 

Regarding why Forghieri, Ferrari's chief designer, wasn't in Monza:

 

"Someone with 74 days of accumulated vacation is entitled to a little break if he asks for it. But it's not in question. He remains our man for technical matters. If we need to find another specialist for specific research, we will look for one".

 

As for the modified car that couldn't race in Monza, Ferrari explains:

 

"We had to change three engines at the Lombardy circuit because they weren't working. The same engines tested immediately afterward in our workshop had a few more horsepower than when they left Fiorano. We discovered there was probably a power outage. This caused fuel supply imbalances that literally burned the cars' turbines, especially on Sunday morning during free practice. For now, we haven't figured out what it is. But we will get there".

 

Asked about hiring Lauda, Ferrari responds in the Modenese dialect:

 

"We don't like reheated soups".

 

But then, continuing to talk about the Austrian, he adds:

 

"In racing, there is no luck or unluckiness. Lauda is a driver who knows how to handle cars. Prost built his own championship and reaped what he sowed".

 

Then a confirmation:

 

"Next year, Ford, which has allocated astronomical sums to develop a turbo engine, will probably provide it to teams that request it. It's a new challenge that we accept".

 

The circuit is no longer the same; it has completely changed. But the name remains: Nurburgring. And, eight years after the terrible accident that brought him between life and death, Niki Lauda returns to the German track.

fotor-202311222291.jpeg

The track that the Austrian driver subsequently managed to have rejected by the sports authorities and removed from the Formula 1 World Championship calendar. Now the facility has been rebuilt: state-of-the-art, designed by a computer, brought from over 20 kilometers of the old track to the current 4542 meters with only fourteen curves. Niki Lauda, with his McLaren, along with almost all the other teams, will conduct a series of tests from Tuesday, September 18, to Friday, September 21, 1984. These are the planned tests to prepare for the European Grand Prix, which will take place on Sunday, October 7, 1984, as the penultimate race of the World Championship. A race that could mean the mathematical conquest of the third world title for the Salzburg driver. The championship leader has already said that he will have no psychological qualms, as the new circuit appears very safe, completely different from the one that led to the exclusion of Formula 1. However, Lauda's return to the Nurburgring is still a very important appointment. It will decide definitively the challenge with teammate Prost, whom he leads by 10.5 points, and probably the result of this race will also play a decisive role in the driver's future. Niki, in fact, has had a meeting in Paris with Bernard Hanon, president of Renault, in recent days for a possible move to the French team. If McLaren does not accept his contractual demands, the Austrian could accept offers from the French team, which is seeking a revival. Talks mention 2.5 million dollars for a season plus the opportunity to sell advertising space on the suit. Meanwhile, on Tuesday, September 18, 1984, Bernie Ecclestone announces:

 

"We are pleased to announce that we have reached a three-year agreement for Pirelli to collaborate with Brabham to develop and supply Formula 1 tires. We have followed with interest the progress of the Italian company during the 1983-1984 seasons and are confident that a partnership with a competitive team will lead Pirelli to achieve the same results obtained in all the other competitions it has participated in".

 

This telegram puts an end to another of the questions that have animated discussions about Formula 1 in recent times. Pirelli, determined to rise to the top in this challenging automotive specialty, signs a contract with one of the leading teams in the World Championship. After talks with Ferrari, which ended with no agreement, the managers of the Milanese company managed to make a significant deal by joining one of the best teams that boasts the current World Champion, Nelson Piquet. The fact that the shrewd Bernie Ecclestone made this choice is a valid reason for some interesting considerations. Brabham is certainly not a team that ventures into the unknown. There is, therefore, technical confidence in Pirelli and its ability to emerge, as it has done for many years in rallies and, commercially, in the grand touring car sector. It is clear that the Italian company must have guaranteed a significant commitment, both in terms of testing and race organization and in economic availability. But it is also true that with a partner like BMW (which provides turbo engines to the team) and with a demanding driver like Piquet, this agreement must have been thoroughly evaluated. For Pirelli, the road was one-way: in an environment dominated by Michelin and Goodyear, it was a matter of either giving up or putting tires on a competitive car. Now, however, comes the moment of truth: in the 1985 World Championship, those results that were denied by limited collaboration with small teams must also come. Brabham, which already has Parmalat as a sponsor, becomes a little more Italian. For the rest, Pirelli will evaluate, based on its production and development capabilities, whether to continue supplying other teams as well. In the meantime, tests are taking place in Germany, and on Wednesday, September 19, 1984, even the new Nurburgring circuit proves challenging for Niki Lauda. A real curse seems to haunt the Austrian driver on the German track. The McLaren driver injures a foot. A first check excludes fractures, but Lauda immediately departs for Vienna, where he will undergo a more thorough examination. The incident occurs along the track. The car stops due to an engine failure. The driver gets out, and some spectators try to help him push it. In the action, Lauda's left foot ends up under a rear wheel. Niki immediately expresses a grimace of pain, but then reaches the pits on his own. Only after some time does he realize that the limb has swollen. He then goes to the nearby city of Koblenz, where an X-ray is taken that excludes any bone fractures. This new episode comes on the eve of the decisive race in the fight for the World Championship. It is likely that the inconvenience will not affect the world title battle, but it is still incredible how Lauda is always involved in unfortunate incidents in the most delicate periods of his career. 

fotor-2023112222852.jpeg

On Thursday, September 20, 1984, Niki Lauda returns home to the island of Ibiza, with his left foot tightly bandaged. The Austrian driver is first examined in Vienna, and the medical professionals find a stretched ligament: healing should take place quickly. The Austrian driver says:

 

"I got a good scare, but fortunately, it's nothing serious. There are no problems for the next race on October 7: I can fight with Prost on equal terms and try to definitively win the world title".

 

Lauda continues to be at the center of the driver market: in addition to Renault, Williams would also be interested in signing him. Lauda's requested amount remains unchanged: $2.5 million in salary, plus $1.5 million for sponsorships on the suit. After the tests for all teams, the subsequent days of relative rest are dedicated to the composition of the teams for 1985. The latest events, especially with the revolution in the tire sector after the agreement between Brabham and Pirelli and the sensational withdrawal of Michelin, certainly bring some confusion to the various teams. Because the importance of tires cannot be underestimated in such a sophisticated environment as Grand Prix racing, where even the slightest technical variation can impact results. The announcement of Michelin's withdrawal from the Formula 1 World Championship is made on Monday, September 24, 1984.

 

"The teams with which it has collaborated were informed in a timely manner to allow them to adopt the appropriate measures for the 1985 season. Indeed, Michelin's goal - to verify the versatility of its radial technology - has been fully achieved, as since 1977, there have been 57 victories (12 of which this year out of 14 races) and three World Champion titles won on Michelin radial tires. Michelin will continue the development of its radial technology in all other areas of competition".

 

Another war is in full swing in Formula 1. It concerns the delicate and always decisive sector of tires, involving not only racing issues but also and above all enormous commercial and industrial interests. Michelin's withdrawal is symptomatic of an anomalous situation, determined by exacerbated rivalry among tire manufacturers. In recent years, instead of reaching agreements among themselves, major manufacturers have competed for the best teams with millions of dollars and provided material to contracted teams for free. Regarding the French brand's withdrawal, various hypotheses can be made, beyond the announced satisfaction for the results achieved. The first is that Michelin itself (financially struggling, with losses of about 1.2 trillion lire in the last two years) may have preferred to withdraw from Formula 1 rather than comply with the conditions requested by the teams or those it may have contacted for the future. It is also possible, however, that the French multinational found itself exposed after the recent agreement between Brabham and Pirelli. It is difficult to know if the shrewd Bernie Ecclestone was already aware of the French withdrawal (when asked, the English manager denies being aware of Michelin's withdrawal), but it is clear that he took advantage of the favorable moment. Ecclestone secured a very advantageous contract from Pirelli. There is talk of 11 billion lire for three years, including sponsorship, available material, and the cost of numerous tests. However, it is not excluded that Michelin, deprived of Brabham and informed of McLaren's likely switch to Goodyear (news that the English team has practically confirmed), may have preferred an immediate exit from the scene. The problem now remains unsolved for several teams that were equipped with French radials. These teams (Toleman, Ligier, and Renault) must find another partner. Renault announces that it has officially requested tires from Goodyear. It has been rumored for some time that the Japanese company Bridgestone (among the world's leading manufacturers) intends to enter Formula 1, but there is no confirmation at the moment. Pirelli - avoiding comments on the news - had already stated that it could supply other teams, but Brabham will be the only one employed for development and testing. In short, another source of uncertainty for the future of Formula 1, while the 1984 World Championship is nearing its conclusion. 

fotor-2023112222428.jpeg

If we add fairly well-founded and not officially denied rumors about the likely withdrawal of Parmalat as the main sponsor of Brabham, the situation becomes even more unclear. Nelson Piquet, a sought-after driver, had announced in recent days that he was practically in agreement with his manager Bernie Ecclestone for a contract renewal. Now, however, the delicate balances that led to this statement have been broken, and Piquet could enter the market. It is not known exactly what the Brazilian's demands are, but it is clear that we are talking about approximately 3 million dollars. It remains to be seen who will offer him this gain, along with technical guarantees. The teams that could keep an eye on Piquet are McLaren (which has not yet renewed with Lauda) and Renault, looking for a champion to possibly replace Patrick Tambay. In competition with Nelson are Niki Lauda and the highly rated Keke Rosberg. The latter seems not to have liked either the season spent with Williams, particularly negative, or the hiring by his current team of Nigel Mansell, a driver whom the Finn does not like. Lauda's tug-of-war, determined by the economic demands of the Austrian, who does not intend to settle for less than a total gain of 4 million dollars, conditions all movements, even if the entry into the market of Piquet and Rosberg could ruin the plans of shrewd Niki. In short, we are in the midst of a brawl, where the available good seats (few) and the required millions (many) play a decisive role beyond any technical choices. Apart from the most well-known names, the composition of the 1984 World Championship is still up in the air for other protagonists. While the arrival of two new teams is announced (the all-German Zakspeed and the all-Italian Minardi), drivers like Elio De Angelis, Andrea De Cesaris, Teo Fabi, Stefan Bellof, Thierry Boutsen, Surer, and Laffite are not officially placed yet. In short, the last two races on the calendar will serve not only to designate the World Champion but also and above all to know which drivers will still have a place in Formula 1 and who instead will have to stay at home. 

 

The deadlock and waiting situation is unlocked on Monday, October 1, 1984, when Renault officially announces that it has confirmed French driver Patrick Tambay in its Formula 1 team for 1985. This news puts an end to numerous speculations that had Renault interested in Niki Lauda and Nelson Piquet as well. On Tuesday, October 2, 1984, inevitably, the mosaic of teams for the next Formula 1 championship is coming together. After Tambay's signing for Renault, it's the turn of the two most important pieces of the driver market. Niki Lauda and Alain Prost renew their contracts with McLaren for another year. The signing, according to what Marlboro (which sponsors the English team) announces, takes place in the morning at the McLaren headquarters in Woking. After finally dispelling any doubts about the future 1985 World Championship, there are still doubts to be dispelled about the current end of the season. In theory, the European Grand Prix should be the hottest race of the 1984 World Championship, the one that can decide the fight for the world title. In reality, however, it risks being a polar race: at this time, the Nürburgring usually offers cold, fog, rain, and perhaps even snow. Why Formula 1 ended up here to contest the penultimate race of the 1984 season in October (and the drivers raced in Dallas with 42°C in the shade in July) is difficult to explain. These are the follies of this sport. The fact remains that on the new Nürburgring circuit, Alain Prost and Niki Lauda compete for the world title. The favorite is the Austrian because he has a 10.5-point advantage and can race by balancing brain and accelerator. Like in the good old days of Ferrari and the World Championships of 1975 and 1977. But will the shadow of the Nürburgring, the circuit where Lauda risked burning to death on August 1, 1976, have a negative psychological impact on the McLaren driver? Visible signs of that drama still remain on Lauda's face. True, the track has completely changed, but doesn't Niki fear historical recurrences? Moreover, during the free practice, he almost broke a foot. A sign of destiny?

 

"If I were to believe in such things, if I lived by stupid superstitions, I would have done better to stop racing many years ago. And then, about that famous fire, I absolutely don't remember anything. I've watched the footage several times; I've even come to think that I wasn't the protagonist of those frightening images. I practically have a memory gap. I have even returned to the scene of the accident twice and felt no emotion. No, that is certainly not the problem".

 

What then are Lauda's fears for this race?

fotor-2023112222841.jpeg

"A very strong Prost and the very nature of our sport, Formula 1. You can set the fastest lap time, start well, be in the lead for the whole race, and then be forced to retire at the last minute due to a trivial failure. In short, you are never sure until you have crossed the finish line. Therefore, making predictions is pointless, even though it is clear that I have a good chance. Now, in addition to everything, I am calm because having renewed the contract with McLaren for 1985, for another two years, I don't even have the thought of uncertainty for the future. I will give it my all to try to achieve a result that allows me to win".

 

A month of rest may have changed the balance of power. Here, De Angelis' Lotus went very fast, Brabham is always dangerous. And even Ferrari should not be underestimated. It seems that the Maranello team has solved the problems recorded in Monza with the new single-seater. There are also a new front spoiler and different rear wings. It is still an outsider role for Alboreto and Arnoux, but perhaps there is hope. A first verdict is obtained on Friday, October 5, 1984. Alain Prost, although surpassed by the usual fast Nelson Piquet, puts twelve cars between himself and his great rival Niki Lauda in the first qualifying session of the Formula 1 European Grand Prix. A negative placement for Lauda, which could prove decisive if rain continues to disrupt on Saturday. Now Niki, who was not blocked by the wet track but by electronic problems on his McLaren, must hope for the mercy of the weather to attempt a recovery that allows him to start closer to his teammate. The Austrian says:

 

"On this track, despite appearances, overtaking is not easy. If I were to remain in 15th place, I would suffer a significant handicap. I hope not to be forced to engage in a chase".

 

The day proves to be quite tumultuous for the McLaren team. A light rainstorm decides to hit the circuit area five minutes before the start of the official practices; already in the morning, Lauda, with two cars available, had managed to complete only four laps: an issue with the gearbox first and then the electronic control unit had practically stopped him in the pits. The technicians of the English team had also decided to change the turbines on Prost's car, and so the Frenchman found himself in difficulty, unable to start the qualification before the rain wet the asphalt. While Piquet launches like a rocket on the new Nurburgring, setting the first official record after a lap in 1’18"871, at an average speed of 207.315 km/h, the two protagonists of the fight for the world title risk remaining mere spectators because with the wet track, they could do little to change the situation. However, luck comes to the aid of Alain Prost, as the rain lasts only a few minutes, and subsequently, the track dries up. And while Niki Lauda, still struggling with electronic problems, can only achieve the fifteenth time, his rival-competitor with an almost perfect car approaches Nelson Piquet, rising to second place. The challenge for the world title continues to be exciting, although the two opponents show a lot of sportsmanship. Prost and Lauda, however, in their personal duel, will have to take into account the protagonists of the day, starting with Piquet. The initial results confirm the supremacy of the Brazilian and his Brabham in lap speed, and also the recovery of other teams such as Renault, with Patrick Tambay in third place, Williams fourth with Keke Rosberg (the Finn has a modified Honda engine), and Ferrari finally satisfactory with the fifth place of Michele Alboreto and the sixth of René Arnoux. The 126 C4-M2 cars are starting to perform, although during the day, a mysterious understeer emerges that did not show up in the mid-September free practices. Arnoux marks the best top speeds (247 km/h on the finish line, 288 km/h at the end of the pit straight). Clearly, there is still something to review, but it seems that the Ferrari team is on the right track. Michele Alboreto says:

 

"We don't make predictions, but we should have a decent race. And then, we are working a lot for the future".

 

During the day, Niki Lauda saved his rival Alain Prost from trouble. The sportsmanship of the Austrian stood out when the French driver risked being without the engineer who takes care of his car. Englishman Alan Jenkens had quarreled with one of the safety officials in the pit, and after a rather lively dispute, the McLaren technician was called to the police station. 

fotor-2023112222437.jpeg

The officers wanted to fine him and even arrest him because Jenkens continued to protest. But Niki Lauda intervened as an interpreter and calmed the situation to avoid the worst. In the end, the technician was able to return to the team. The duel between Niki Lauda and Alain Prost in the European Grand Prix continues, instead, on the track. On one side, there is an experienced and calculating champion, on the other, the emerging star of Formula 1. Both on the same car, McLaren, both with an equal number of victories, five, achieved during the season. If Prost is practically obliged to win to hope to surpass the rival in the last race that will take place at the Estoril circuit on October 21, Lauda will be forced into a difficult pursuit, perhaps the most challenging task of his career. On Saturday, October 6, 1984, rain freezes the starting grid. Therefore, Nelson Piquet will start in pole position (the eighth of the season) with Prost at his side, while Lauda will have to start from the fifteenth position with the goal of gradually climbing, having to overtake, among others, people like Tambay (third time), Rosberg (fourth), Alboreto (fifth), and Arnoux (sixth). Lauda prepares for the race meticulously. Having two cars available (McLaren brings three to each race, assigning a pair in turn to one of the two drivers, and this time it was Niki's turn to be favored), the Austrian has set up one for rain and one for dry conditions. He performed well in the rain (best time in free practice, second in timed practice behind De Angelis), so it is clear that he is ready for any eventuality. And Prost?

 

"I hope the weather is kind, and we avoid a race on wet asphalt. I would be forced to take many risks because I am obliged to seek the first place. I absolutely cannot have any other goals, even if Lauda were to retire, as I must recover as many points as possible to fight on equal terms in Portugal. I know Niki too well to give him even the slightest advantage. Clearly, however, I will also try to plan based on how the race unfolds".

 

The weather forecast is good. The Federal Meteorological Center of Offenbach says that there should be clear skies on Sunday until early afternoon. Then clouds will come again, but it should not rain during the Grand Prix. Although general attention is monopolized by the challenge for the world title victory, let's not forget that other competitors can aim for success. Tambay with Renault, an unfortunate protagonist at Monza, could be one of the most dangerous outsiders, while Piquet always bears the problem of the reliability of the Brabham. If there are no engine failures, however, the Brazilian has an excellent chance of securing his third victory of the season. The Ferrari issue remains. Alboreto and Arnoux have more competitive cars than they have had in recent tests. There is no reason to be deluded, but it would not be a surprise if a positive result arrived. Even Alfa and Osella, all in all, can nurture some ambitions: not for success, certainly, but at least to perform well. The latest news, a gossip note. To warm up the spirits, chilled by the ambient temperature, Stefano Casiraghi, consort of Carolina of Monaco, takes care of it. Annoyed by the intrusion of photographers, the showbiz youth reacts lively to the attacks of the photo reporters.

fotor-20231122215910.jpeg

On Sunday, October 7, 1984, the sky was clear, although the temperature remained low. At the start of the European Grand Prix, Alain Prost got off to a good start and overtook Nelson Piquet, who had to concede another position to Patrick Tambay. Derek Warwick, Michele Alboreto, René Arnoux, Riccardo Patrese, and Eddie Cheever followed. Meanwhile, Ayrton Senna, to avoid colliding with Eddie Cheever's car, ended up hitting Keke Rosberg's Williams. This triggered a chain reaction involving Gerhard Berger, who in turn hit Marc Surer, involving Piercarlo Ghinzani and Teo Fabi. Only the latter remained in the race, aided by race marshals. On the fifth lap, Niki Lauda, after passing the two Alfa Romeo drivers in the early laps, also passed René Arnoux, moving up to sixth position. The Austrian found himself behind Michele Alboreto, unable to overtake him. On lap 19, Michele Alboreto attempted to pass Derek Warwick, leading to an attempt by Niki Lauda to overtake. However, the positions remained unchanged. Later, during lap 22, the trio of Warwick-Alboreto-Lauda lapped Mauro Baldi. Baldi let Warwick and Alboreto pass but didn't notice Lauda's arrival. To avoid contact, Lauda missed the braking point and spun. Fortunately, he managed to continue the Grand Prix. During lap 26, Elio De Angelis, who was in seventh place, retired due to a turbo failure, while during lap 38, Eddie Cheever also had to retire due to a fuel pump failure. Meanwhile, Patrick Tambay's Renault engine began to lose performance, allowing Nelson Piquet to climb to second place on lap 43. The French driver was then passed by Warwick, Alboreto, and Lauda. Later, Tambay pitted, rejoining the race in twelfth place, and ultimately retired on lap 39. Meanwhile, the exhaust on Warwick's Renault broke, allowing Alboreto to close the gap and secure third place on lap 49. Three laps later, Nigel Mansell's Lotus suffered a turbo failure, forcing the British driver to retire. On lap 55, Lauda attempted to pass Warwick at turn 7, unsuccessfully, before a mistake by Warwick at the last corner allowed Lauda to move up to fourth place. Meanwhile, Teo Fabi, in tenth place and with a gearbox problem, retired, although he faced a potential disqualification for being pushed by race marshals. On lap 62, Nelson Piquet and Michele Alboreto, battling for second place, set the fastest lap of the race in the same lap. However, Derek Warwick, in fifth place, retired due to an engine overheating issue. 

 

The duel between Piquet and Alboreto continued until the last lap, with the Brazilian forced to slow down due to fuel shortage. The same problem occurred for Alboreto just meters before the finish line. The Italian and the Brazilian finished second and third, respectively, zigzagging their cars to use the last drops of fuel in their tanks, stopping shortly after crossing the finish line. Alain Prost, in the meantime, won the European Grand Prix. Consequently, the challenge between Niki Lauda and the French driver would continue until the end of the season, adding to the uncertainty that characterized the entire year. Despite Lauda's inability to secure a decisive result, he had to endure the comeback of his rival who decisively won the European Grand Prix. Now, Lauda's advantage (fourth at the finish) had become slimmer: 4.5 points were significant but did not offer sufficient guarantees of success against the unleashed French rival. The challenge would continue, as is now a tradition in Formula 1, until the last breath. Prost's victory, his sixth of the season and the fifteenth of his career, was easier than expected, concluding a relatively uneventful race with few noteworthy incidents. Unfortunately, there was yet another major initial collision that eliminated five cars (fortunately without consequences for the drivers), a spin by Lauda that dashed any hope of at least a better result if not a complete victory, and a final duel between Alboreto and Piquet, both running out of fuel on the last lap. Alboreto overtook Piquet just before the finish line, and they both stopped shortly after. This ending allowed Ferrari to secure a brilliant second place with the Italian driver, while Arnoux finished in fifth position. It was another step forward for the Maranello team, which seemed to have reorganized and regained a minimum level of competitiveness, regardless of the result. For the Italian colors, things went fairly well: another good result for Alfa Romeo with Patrese finishing sixth, confirming the slight progress of the Milanese cars. Four Italian drivers were in the top eight, with Andrea De Cesaris in seventh and Baldi, who had an impressive performance with the Spirit, finishing eighth. After the race, Lauda and Prost did not meet. The Frenchman ascended the podium, happy and satisfied, while Lauda, not particularly upset, preferred to disappear immediately, thinking about the World Championship title that had eluded him for the time being. However, surrounded by many journalists, Niki had to explain what had happened during the race. 

fotor-20231122215921.jpeg

"Nothing: I was doing very well, I was in full recovery mode when I found myself in a difficult overtaking situation. Warwick and Alboreto were in front of me, about to lap Baldi. We were in a turn, the two cars in front of me passed, I had the impression that the Italian's Spirit was getting back on the racing line, and I had to brake to avoid a collision. Unfortunately, the wheel lock was too abrupt, I spun, and I damaged my tires. From that moment on, my car couldn't keep up with Prost's pace at the front".

 

Is the World Championship still wide open for Lauda?

 

"Yes, of course. Anything can still happen. Four and a half points are few to counter the aggressiveness of an opponent like Prost. I hoped for much more from this race, and I have to say I'm a bit disappointed. Certainly, I won't stop fighting to avoid Baldi and the tire issue, but the situation becomes very difficult. However, I still have a small advantage, and I will try to manage it somehow".

 

Lauda, launching an attack on Prost, encountered a misadventure during lap 22. He was already following Warwick and Alboreto when, in lapping Baldi, he spun dramatically. The Italian driver recounted:

 

"We were in the turn leading to the pits. I saw three cars coming. I moved aside. Warwick and Alboreto passed easily; perhaps Lauda hesitated, he braked suddenly".

 

For Prost, on the other hand, everything went perfectly.

 

"I am extremely happy. A race without a story, I did what I wanted without the slightest problem. I controlled the race to my liking; the pit kept me informed of everything Niki was doing. In the morning, I had an accident with the race car; I spun in a turn and collided with a rescue vehicle. There was talk of changing the car, but I preferred to take the original one that the mechanics repaired excellently. Now, the championship is wide open, everything has become easier, but I can't change my tactics. I will have to attack until the end. I always believed I could win the title, and I have shown, even on this occasion, that I am up to the situation. I was very relaxed this morning, and I must say I am even more convinced of my chances now. I know the Estoril track, but I haven't raced there since 1977. It will be difficult for everyone to compete on that circuit".

 

Is it possible that Prost didn't encounter the slightest difficulty? The answer is simple:

 

"No: I had a small headache too. I absolutely had to control the fuel consumption because we were on the limit. Fortunately, everything went well, and I didn't have to engage in particularly difficult overtakes. Above all, I managed to maintain exceptional concentration, which avoided any trouble".

 

The Frenchman was celebrated by the McLaren team, who went onto the track when he crossed the finish line, already at reduced speed. Among the most joyful fans was also Princess Stephanie of Monaco, who had been seen close to the French driver for some time. A good result was expected, and it promptly arrived with Michele Alboreto's second place and René Arnoux's fifth. To be honest, the Italian driver's placement was favored by the inconvenience suffered by Nelson Piquet's Brabham, which ran out of fuel. But these incidents are part of the Formula 1 game, and one cannot speak of luck or misfortune. Satisfied faces in the Maranello team, where Vittorio Ghidella, CEO of Fiat Auto, was present.

fotor-20231122215859.jpeg

"They did well, and especially Alboreto drove like a champion".

 

Alboreto, when asked, doesn't want to talk only about his own skill:

 

"It's thanks to the car that results are achieved in certain conditions. We've made progress, the modified car is starting to regain competitiveness. I certainly couldn't attack the McLaren, but I was close to the Brabham and on par with the Renault. There's always the tire issue to address, but that's a problem that doesn't concern me directly, and in any case, it will be resolved next year with Michelin exiting the scene. We're working for the future, and these are the first, small steps toward a better season. We hope to continue at Estoril".

 

If Alboreto intends to continue, after the third place in Monza and the second in Nurburgring, perhaps he is thinking of a victory. There are still fifteen days during which work will certainly be intense at Fiorano. As for Arnoux, he had a very honest race:

 

"I had major brake problems starting from the twentieth lap, so I couldn't attack, but only had to think about defending. Of course, if some cars hadn't retired in front of me, I wouldn't have reached the points zone. I also had an issue with the engine that didn't respond fully to the demands in some corners. However, these are only contingent facts. The positive note comes from the overall result of the team and the fact that the cars have become more competitive".

 

The Maranello team is therefore returning home with a wealth of experience and results that it hasn't seen in a long time. A completely negative day, however, for the highly skilled Elio De Angelis. The Italian driver, who started like a whirlwind and was already making his way towards the front after a few laps, was once again forced to retire due to the failure of the engine in his Lotus-Renault. A good race, on the other hand, for Patrese, who, with great consistency (to avoid excessive fuel consumption), managed to secure a point, which is an excellent achievement for him at this moment. A spectacular incident that could have had serious consequences involved a large group of cars at the first corner, right after the start. Almost everyone blamed the Brazilian Ayrton Senna for the incident, as he tried to overtake me from the wrong side. Keke Rosberg recounts:

 

"It was incredible to see that car trying to overtake me from the wrong side. A real recklessness because then the South American's Toleman hit me, pushing me off. I also heard several bangs from other parts, a sign that some cars piled up behind me. Fortunately, we didn't get hurt".

 

Senna, very calm, undisturbed by the serious criticisms, responded:

 

"There were three of us in the corner, me, Rosberg, and Cheever. We couldn't all pass, and the incident happened".

 

The collision between the Williams and the Toleman obviously caused a kind of disaster. The Osella of Ghinzani, once again very unlucky, the ATS of Berger, and the Arrows of Surer all arrived on the stopped cars. All the cars were immediately moved to the side of the track, and the race could continue normally, although there were fears of a repeat of the start. Teo Fabi was also blocked by the incident, but he managed to pass on the grass. Pushed by the marshals, the Italian was able to resume the race. Lauda, who was behind, also saw the incident but was quick to avoid it:

 

"They were all piled up on one side: I passed on the other".

fotor-2023112222147.jpeg

Niki Lauda missed a big opportunity to undermine Alain Prost's ambitions. This was the unanimous judgment on the European Grand Prix: at the Nurburgring, the French driver won with extreme ease while the Austrian secured a fourth place that doesn't suit him. Lauda's placement mainly allows Prost to hope for winning the Formula 1 World Championship with greater chances than he had before the German race. Anything can happen on the Estoril circuit, and that's exactly what Lauda wanted to avoid. If he hadn't encountered the unexpected spin in the 22nd lap while trying to pass Mauro Baldi's Spirit, Niki would have had a good chance of finishing second at the finish line. In this case, the championship would have been decided in advance.

 

"I had to brake suddenly to avoid Baldi's car, otherwise my race would have ended at that moment, and the damage would have been even greater".

 

Lauda doesn't particularly blame the Italian, although he mildly accuses him of changing trajectory abruptly. But deep down, he knows he made a mistake because he could have waited for the next straight to pass a car that was much slower than his. Certainly, when Lauda realized he was at risk of hitting the Spirit, he hesitated and had to lock the wheels to rectify. Even a champion considered as cool and calculating as him can misjudge a situation when under psychological pressure. Starting in fifteenth place, Lauda couldn't wait too long to recover against the rival since he had faster drivers ahead of him who would later make his life even more difficult. Of course, if Niki had foreseen the misfortunes of Tambay, Warwick (retired), Piquet, and Alboreto (ran out of fuel on the last lap), he probably would have restrained his impulsiveness. Now Prost and Lauda, separated by a small gap, will challenge each other at Estoril. The Austrian is still favored because to clinch the title, all he needs is a second-place finish, in case the Frenchman achieves another victory. Alain is faster (there are no doubts about that, given the data from the entire season), but Lauda can still rely on his tactical sense and his ability to seize opportunities. In any case, the challenge for the championship victory hangs by a thread and could turn one way or the other even by chance. In Formula 1, a car can stop without possible explanations even after a few meters. It remains a fact that, once again, the title will be decided in the last race of the season. It is worth noting that two drivers from the same team will battle; one against the other. As you may recall, in 1981 there was even a suspicion (never confirmed) that Williams went as far as sabotaging Carlos Reutemann (competing with Piquet) to please his teammate Alan Jones. Now it's up to McLaren to be the referee of the situation and the solution. There are no arguments to support that the English team prefers one of its two drivers, but the impression is that there are still sympathies within the team. On one hand, manager Ron Dennis and the main sponsor would like Prost to be the champion; on the other hand, Tag-Porsche could bet on Lauda.


instagram
twitter
youtube
whatsapp
tiktok
spotify