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The curtain rose on the Formula 1 World Championship without any shocking news. Those who expected a different story from the Brazilian Grand Prix were disappointed for the moment: McLaren still looked like the strongest team, and with Prost it won its eighth consecutive victory. Only Niki Lauda's retirement (when he was already third after 13 laps) deprived them of a possible one-two. This is the reality. But the first signs, worrying for the rivals of the Ron Dennis team, were positive for Ferrari. The Maranello team immediately placed itself in the role of number one opponent of the team proposed again as favorite in the fight for the title. A deep analysis of the obtained performance on the track of Jacarepaguà allows a hole series of considerations, data in hand. Only 3 teams deserve the full score, they proved to be competitive at a high level, in order: McLaren, Ferrari and Lotus. However, the gap between the first and the third was already relevant, at least on the track, considering that De Angelis placed himself behind Prost and Alboreto with one lap to go. Lotus still deserves an appeal because Senna was not lapped at the moment of the retirement and his colleague Roman admitted to have made a double mistake in the preparation of his car (tires too hard, damper strings too soft) with the following result of unintentionally limiting the performance. So the first reason of the world championship is a head-to-head duel between McLaren and Ferrari. In the next races, other teams may enter the race, because in Formula 1, race after race, a lot of things can change. But for now, the discussion seems to be limited to a fight between the English cars with Porsche engine and those from Maranello. The drivers are the ones who admit the validity of these claims. Alain Prost admits it:
"Ferrari has been strong and will be the only one to give us cause for concern".
Niki Lauda confirms:
"Alboreto impressively overtook me a few times on the straights during the tests".
Indeed, the 156-85 has shown considerable potential. And it is not to be forgotten that it was on its debut, a car completely new in terms of aerodynamics, mechanics and engine (the McLaren only changed the rear suspension and made some minor adjustments). Alboreto conquered the pole position to the sound of track records and he finished the race with a gap of 3.259 seconds to the McLaren. If we look at the lap times of the two protagonists during the race, we can make interesting comparisons. The best time of the French driver was 1'36"702 (track record against the 1'36"925 of the Italian). A minimal gap. Prost won the first part of the race before pitting. When he came back from the pits, he had an advantage that fluctuated between 25 and 30 seconds. This means that in the 31 remaining laps, Ferrari recovered more than 20. It is clear that the McLaren driver slowed down in the end not to risk, but in the tank of his car (545 kg heavy at the technical checks) only 10 liters of fuel were found. The meaning is twofold: if Prost had driven to the maximum until the end, he could have run out of fuel or he could have finished underweight (540 kg is the minimum allowed) and risked being disqualified. So it was not a victory in souplesse, the one of the Transalpine, but at the limit of the car's possibilities. Now it remains to be seen what will happen in the next races, especially those that will be held on the fast tracks. To all this must be added the weight of the accident with Mansell that caused a malfunction of the left front wheel of the Ferrari of Alboreto, at least until the replacement of the tires. In short, the Maranello team seems to be on the right track and the driver himself is optimistic. Alboreto is not one to lose his temper, and when he says that McLaren will not have an easy life, he has his reasons. Having made these considerations, on Wednesday April 17, 1985, Formula 1 is once again shaken by a twist: the resignation of Arnoux, announced only four days before the second race of the season, the Grand Prix of Portugal, and so surprising at this moment, provokes a series of questions that for the moment have no answer. A lot of hypotheses have been made, but only with time it will be possible to understand which is the best. The statement of Ferrari, which attributes to the French driver the initiative of separation, justifies the decision with the precarious physical condition of Arnoux.
"Enzo Ferrari received today in Maranello the driver René Arnoux, who revealed to him the personal motives that, in relation to his actual physical shape, lead him to ask to be released from his current commitments.The engineer of Ferrari, noted with regret the decision of Arnoux, expressed to him his gratitude for the valuable collaboration during the last two seasons and for the professional fairness and for the sporting fair play. Johansson will drive the second Ferrari 156/85 from the Portuguese Grand Prix".
But the year before, the relationship between Arnoux and Ferrari was deteriorating, especially because of some delusional tests of the French and for the opinion - correct - of the driver towards Ferrari. Arnoux once said to Enzo Ferrari:
"Commander, we have everything here, we don't need anything else: if you need an autoclave, a machine tool or anything else, you can buy it. But the results are not satisfactory if we compare them with our possibilities, with our facilities".
The Transalpine has been confirmed only thanks to the pressure of the sponsor that provides for the recruitment of the drivers (Marlboro) and for the promise of the driver for a renewed commitment. During last November, Marlboro, Ferrari's sponsor, expressed the wish that Alboreto should be flanked by Andrea De Cesaris for 1985, and the commander agreed, even proposing to his driver the change to Ligier, together with a substantial compensation. A satisfying exchange, at least from an economic point of view, which he didn't want to talk about. A few weeks later, without the knowledge of his boss, the driver went to Paris to undergo surgery on a calf muscle that had become dangerously swollen under the strain of the race. Nothing strange, apparently, but in just such a circumstance Ferrari, which hadn't forgotten the rudeness, found itself with an ace in the hole. Arnoux's contract, in fact, would have been terminable in case of less than perfect physical conditions, and here is the reason for the divorce. Arnoux didn't shine in the first race in Brazil (fourth place in the standings can be considered acceptable, but the gap of almost two seconds to Alboreto during the test is not justified). It must have provoked some disagreements within the team and in the end it came down to a divorce, consensual, to create the least possible damage. In the whole story there is a question without an answer, at least until now. Arnoux was a really fast driver, a pole man, the brave one who was involved in the famous duel of Digione with Villeneuve. How did this decision come about? Only Arnoux, if he wants, can answer this question. With the purchase of Johansson (considerable choice, but also obliged, because he was the only free driver of a certain level and with a discrete experience), Ferrari achieves a double purpose: it has a fresh and fighting driver to side Alboreto, so that also the Italian driver feels stimulated. It is a tactic already proven. And perhaps a prize will also arrive for Toleman, who left the driver free. Johansson, 29 years old, ten Grand Prix to his credit (he drove the last four with Toleman, while in Brazil he drove a Tyrrell's car, replacing Bellof), the Swede doesn't have particularly brilliant career requirements. But aggression and temperament are recognized. And these are the qualities that would have impressed the old Modenese constructor. At least for the moment, Michele Alboreto - surprised like everyone else by what happened a few hours earlier - prefers not to comment.
"I would like to think more about it, I am surprised like everyone else. I don't know my team-mate very well, with whom I raced years ago in Formula 3 and later in the same Grand Prix of Formula 1. I will have time to get to know him, but I prefer to wait a little bit. It doesn't hurt to think for a moment".
Some years later, the same Arnoux will confirm that he was the one to ask for resignation, after a single race. This resignation will trigger various theories from the outset, completely unfounded. It will be said that Arnoux had a story with Piero Lardi's daughter (obviously denied by both parts), or even that the French was found in possess of drugs. To say the truth, Arnoux was meeting Piero Lardi's daughter by accident (Antonella Ferrari) when, going to the pool of Formigine with his chauffeur, it happened for the two to see each other. But both people in the matter carried on with their activities in different places and clearly visible from the offence of the local population.
Unuseful to say that the French driver never made use of drugs. Having cleared every doubt on this matter, the attention goes somewhere else, seeing that the Portugal Grand Prix will have a new protagonist: Stefan Johansson, Swedish, 29 years old. The new driver arrives during the evening of April 16 of 1985 in Fiorano and on Wednesday he tries for all the afternoon on the Fiorano's track: 63 laps, same as 190 km, almost half a race, better time of 1'10"3. Arnoux, meanwhile, becomes practically unavailable after having released some embarrassed statement. At first he contradicts himself on the reasons that led to his break with Ferrari, then, with a certain reticence, he admits to not be in a very good physical shape. And meanwhile his substitute take the Ferrari's cockpit. In Ferrari they are saying that it was better like that, that a driver not at the maximum of performance runs even greater dangers than those inherent in this already risky sport. In contrast Johansson lives these first hours with Ferrari almost as in a dream. He shows up at the end tests, with a faced marked by the fatigue but with a big smile. He is willing to talk, also to explain his hole life. But his story is abbreviated, forcibly.
"In my family, there has always been passion for motorbikes. My dad Roland was a driver, my sister Asa, 24 years old, was swedish champion of the A112 Autobiography trophy. I also started soon, and now I think to have gotten to a great position. Between the other things I was born on September 8 of 1956, the day of the Monza Grand Prix".
How did I get to know I was hired by Ferrari?
"It was yesterday afternoon. Hawkridge phoned me. Toleman's manager, and told me to call Marco Piccaninny, Ferrari's sporting director. An hour and a half after I was in a flight to Italy".
What first impressions did you have?
"A great emotion. Arriving to Ferrari has been an incredible experience. Here everything is amazing. It will take more than a day to get used to the idea".
Which aspect of the car impressed you the most?
"An exceptional engine. And the best gearbox I have ever used".
Why have you been chosen?
"I don't know. I don't know maybe because I was the only free driver or maybe because I proved to be pretty fast. By the way I'm not the one to say these things. The only certain thing is that they gave me a great opportunity, and I will try to seize it".
Arnoux was defined as one of the fastest drivers in Formula 1.
"It is true, René is really fast. I will try to get to know Ferrari and I'll try to show the best of my possibilities. I can't say anything more".
And the first meeting with Enzo Ferrari?
"I can't even express myself. I was really emotional. I would probably have had the same reactions if I had suddenly found myself in front of the Queen of England".
What is your goal for Sunday's race?
"I want to finish the race, I want to work well, I want to get to know the guys from the teams and learn how to fine-tune the car. So far I have only had one small problem, the adjustment of the seat. But these are things that are easy to solve".
Piccini informed Ferrari that he had signed a contract with Johansson to work together for the whole of 1985. The driver had to wait until 2 p.m. to take to the track until all the necessary insurances were in place. Toleman had already given his consent to the FIA and the Swedish driver was registered with Ferrari for the World Championship. On Thursday, April 18, 1985, Johansson and the Englishman Dumfries left for Portugal (the Scot, Ferrari's third driver, will take part in the Formula 3000 test). And we will see him on the track in his new red overalls. The numbers of Ayrton Senna and Elio De Angelis come out of the roulette of the Grand Prix of Portugal, at the end of the first turn of qualifying. It is not accidental that the two Lotus obtained better times in this prologue of the second test of the Formula 1 World Championship. It can be said that the Brazilian and the Italian had a good dose of luck on their side, and it can be said that all the others were accompanied by a less favorable fate. Senna and De Angelis are ahead of Lauda, Alboreto, Prost and Patrese in the provisional standings, at the end of an hour of testing that was disrupted by the rain, which created different situations for each driver who took to the track. The bad weather complicates the situation considerably, so it will be necessary to wait for today's session of time laps to have some clarifications. In particular, to see the Swedish Stefan Johansson at work, who makes his debut at the wheel of the Ferrari that until a few days ago was Arnoux's. The new driver takes his place on the grid, but without any clear indication of his current possibilities, because of a series of some drawbacks that harassed his debut.
The exploits of Lotus were not a surprise. We are talking about roulette because it was an easy result. But the cars of Senna and De Angelis proved to be real qualifying cars. In reality, it was De Angelis who would win the sprint for his team-mate. At the beginning of the qualifying session, the Roman driver takes to the track immediately, while some raindrops are already falling. Two laps and nothing done because of the wet track. With the same tires, Elio follows shortly after checking the state of the track, and when the rain stops he finds himself doing a great run in 1'22"306, finding himself in the lead of the moment. In the technical boxes of Lotus, the waiting Senna is immediately released. The Brazilian, unleashed, overtook the Roman driver with a time of 1'21"708. De Angelis quickly returned to the pits to change tires and try to overtake Senna again. But he was blocked by a new downpour. Anyway, both drivers say that they can do better if the weather allows it on Saturday. Ferrari, which had problems in the morning to fine-tune the set-up of the cars, turned out to be strangely unbalanced, living the qualifying in a diametrically opposed way. Alboreto and Johansson were unable to complete a single clean lap. For the fourth time, the Milanese driver is on used tires. And when he is ready to use new ones, a bit of traffic on the track, a bit of wet tarmac again does not allow him to go on. Johansson, a bit emotional but perfectly at home in the new team, sees all kinds of trouble happening to him. As soon as he gets on the track, after half a lap, he stops because of an electrical problem, with the engine off:
"Unfortunately I had to leave the car in the grass and I used the spare car that was prepared for Michele. Pedals that didn't fit my size, a car seat that didn't help me drive, in these conditions, with the rain, the dusty track, I went from one side to the other. We hope that on Saturday everything will be normal and we will see what we can do. Do not expect any miracles. It is clear that I have to learn quickly, but step by step".
Alfa Romeo seems to have made some progress after the negative debut in Rio de Janiero. The new car was rushed to the Balocco circuit last week, where they tried to run for cover. The front suspension has been modified and hardened, the radiator outlet has been lengthened, and the rear wing has been modified to improve aerodynamics.
The care has given, at least for an hour, in this first day rank a bit whimsical, positive results, with Patrese gaining sixth position. However, the joy of this small step forward is immediately dampened by an internal dispute. Nothing serious, but an episode that could disturb the already not too idyllic relationship between Patrese and Cheever. The two teammates are involved in an accident that also involves Nigel Mansell. Past the pits is a hairpin turn, then a short straight, then a right turn. The Englishman is in front, followed by Cheever and Patrese. Mansell is not fast, Cheever flanks him on the inside, but further to the right, in line with the two cars in front of him, comes Patrese. The result: Riccardo passes unharmed, Eddie buffers the Williams that has gone into the grass. The British driver accuses Patrese of being the cause. Cheever returns to the pits and ironically cheers his team-mate on, without commenting on the episode, but making him understand that the responsibility lies with the driver from Padova, who would have pushed him against the other car. But Riccardo denies all accusations.
"It's like I'm back in 1978, when everything that happened was my fault. Those two were less fast. There was a gap inside, exactly in the right trajectory, and I went through it. I don't think I touched anyone, otherwise I would have noticed. Look at my Alfa, there is not a scratch on it".
Niki Lauda returns to the circuit where he won the Formula 1 World Championship last year, and where he had mocked his team-mate and rival Alain Prost in the last race for half a point. The Austrian is calm: he lost in Brazil, retired, while the Frenchman won his first race of the season. But Niki does not despair, has the strength of relaxed nerves. Three world championships in the meat box and rosy prospects also for the future. In fact, for Lauda, the discourse towards a fourth world championship is not forbidden.
"Of course, Prost has more reasons than I do. And besides, he started on the right foot. But I will not despair, I will try to make my season, taking advantage of the favorable opportunities. Last year I finished second on this circuit, 13 seconds behind Prost. Now I hope to do even better".
Then the World Champion decided to make a sensational revelation, to explain a backstage that he had never spoken about before.
"Now I can tell you what happened to me here in Portugal in 1984. I was in danger of losing the title in the last laps. Nobody knew it, but I arrived at the finish line with a broken turbine and a gearbox without any oil. I think I could have gone one more kilometer and then I would have had to give up. I wasn't able to overtake Johansson because my car had practically no turbo pressure, so I was in big trouble. But luck was on my side".
So Lauda is also hoping for his lucky stars. For the moment, he has to be satisfied with third place on the provisional grid. The Austrian follows the unstoppable Senna and De Angelis. The two Lotus were out in front, leaving the rest of the field in their wake in a rather uncharacteristic session, with rain falling at the start, during and at the end of the session. On Saturday everything could change, if not at the top (front row) at least at the back. Above all, a recovery is expected from Rosberg, who only completed one lap in almost 15 minutes (he was obviously stationary on the track) at an average speed of 17 kph. Perhaps a lap on the run would have been faster. It is to be expected that the Finn in his Williams-Honda will try to catch up, as well as Piquet. Ferrari, currently fourth with Alboreto and twelfth with debutant Johansson, should also do something. The Milanese rider is indeed optimistic. In the first session, as mentioned, he had some problems, he couldn't find the right lap. But the car seems to be going well and the Italian is hoping to take another pole position like in Rio de Janeiro.
"Of course we had a few hiccups. In the morning we couldn't find the right set-up for the cars. Then we solved the problems, at least partially, and now we should be running at full speed. We just hope the weather continues to be bad. If it doesn't rain, I'll be fighting on equal terms with Senna, De Angelis and company".
Also making its debut at Estoril was a new team, the German Zakspeed, with a car built entirely in Germany, including the engine. This debut was quite positive, the car renewed, under the guidance of Dr. Jonathan Palmer particular inconveniences. A big problem, the owner of the Zakspeed has not yet been able to set up an electronic power system that gives him guarantees. In short, he can start, maybe have a good race, but he is not sure he will finish because of fuel consumption. Even on Saturday, April 20, 1985, the Lotus is running like a thunderbolt, the McLaren is pushing, the Williams remains at the top. And the Ferrari? It was always in the front rows, but fell back, with Alboreto in fifth and the rookie Johansson in eleventh. Last year's story seems to be repeating itself: a brilliant start in qualifying in Brazil, then a gradual decline that made it less and less competitive. It is still too early to say, but the Portuguese Grand Prix on Friday and Saturday revealed a certain intolerance of the Maranello cars for the demanding Estoril circuit. Difficulties in finding a set-up that suits the track, tires that cannot be used to the maximum, the riders' efforts thwarted. But today's race could be different. We are well aware of the differences between a car prepared for a 300-kilometer race and a car prepared for a single fast lap. The fact remains that Brazilian Ayrton Senna, the rising star of Formula 1, put everyone in their place. The 27-year-old Brazilian, in his Lotus, lapped in 1'21"007, setting a new track record (the previous one was by Piquet, 1'21"703) with an average speed of 193.316 km/h. This Senna is truly a potential champion. This Senna is truly a potential champion and has a very fast car at the moment, at least in practice. Less fortunate was his teammate Elio De Angelis, the only one of the top fifteen not to improve on his opening day time.
"An unbelievable series of mishaps practically stopped me in my tracks. With the first set of tires I found two slower cars in my way. With the second one I did a record lap, then the timekeepers signaled that I was the fastest of all in the intermediate sections, when a turbine exploded before the pit straight".
For the Roman, the Lotus could be the big surprise. He claims that the engine has clearly improved and that he and Senna will be able to make life difficult for everyone in the race. A somewhat optimistic prediction, because on the front row next to Senna is Prost himself, who continues to make progress. If the Frenchman's car dominated in Rio with some ease, starting from sixth position, it is to be believed that also this time it will not be so easy to make things difficult. In the McLaren (where Lauda is also seventh) there is only the unknown factor of the sophisticated electronics, which has not always proved to be very reliable. In Brazil, the Austrian was forced to retire due to the failure of the on-board computer that automatically regulates the turbo pressure. Lauda, on the other hand, promises an aggressive race.
"Second place is not good for me, I have to win. Last year I started eleventh, this time it is theoretically easier".
Very important will be the start, with a number of sprinters in the first rows. In the order Senna, Prost, Rosberg, De Angelis, Alboreto, Warwick, Lauda and the aggressive De Cesaris, author of a great performance with a Ligier with Pirelli tires (the Italian qualifying tires are not yet tuned) and heavier than the others by about thirty kilos. It may well be that Ferrari will make it in the distance, that Alfa Romeo (promising in free practice, then relegated to P13 with Patrese and P14 with Cheever) will finish in the points. But the forecast is not favorable for the Italian colors. There are no smiling faces at Ferrari. A lot of work, a lot of commitment from everyone, but boring results compared to the team's potential. The problem, at least in appearance, is still the chassis. There is no question about the engine, so much so that almost all rivals consider it the most competitive. It is precisely the abundance of horsepower that creates the biggest drawbacks. It seems that not all the power can be put to the ground.
Despite the impressive aerodynamic loads, the tires do not warm up enough and the performance is limited. Just one figure is enough to highlight the problems: Senna, on his fastest lap, crossed the finish line at 309 km/h, Alboreto at 295 km/h. The cars from Maranello are difficult to drive, nervous, unpredictable in the corners and sometimes seem to stall at the front. Michele Alboreto admits:
"It is clear that there are still problems to be solved. But I am not that pessimistic about the race. If there are no surprises we can get a good result”.
Stefan Johansson is full of enthusiasm, but perhaps also suffering from the difficulties of a not easy novitiate and the pressure of an environment to which he is not accustomed.
"I can't expect miracles, it takes one or two races to get to know the car, to get the best out of it, I hope to contribute to the tuning of this single-seater".
The new driver had a rather troubled evening; in the morning he broke an engine and had to start qualifying with the spare 156-85. Rumor has it that many interesting innovations are being prepared in the Fiorano workshops for the upcoming San Marino Grand Prix. Ferrari's goal was to get the most out of Estoril, and they were already thinking about the future. On Sunday, April 21, 1985, during the reconnaissance lap, Mansell was the victim of a spin due to the heavy presence of water on the track from the continuing rain. Pierluigi Martini also spun his Minardi and Cheever had an electrical problem. All three are forced to retire. At the start, Keke Rosberg remains stationary, but fortunately all the drivers manage to pass him on the sides without hitting him; at the same time, in the leading positions, Senna extends the pace in front of De Angelis, Prost, Alboreto and Lauda, who are all scattered among themselves. In the middle of the pack, Piquet had little fun experimenting with the disastrous wet tires supplied by Pirelli, with which he barely managed to stay on track, while his team-mate François Halnaut retired after three laps following a spin. Meanwhile, during lap 4, there was also contact between neo-Ferrarista Johansson and Patrese, who were fighting just behind Piquet, who unintentionally slowed them down. The Swede continued, the Italian of Alfa Romeo retired, Alain Prost had a little trouble keeping up with the two Lotus, and Alboreto undermined him, and the rain showed no signs of abating. Ayrton Senna continued to increase his lead, also favored by the vicissitudes encountered by de Angelis, who from lap 10 onwards was running with a deflated left front tire and with the floor of the car coming loose.
This favored the rejoining of Prost and Alboreto and the formation of an interesting trio ready to fight. Meanwhile, Senna overtook the sixth-place finisher, Derek Warwick, and continued his attempt to escape, while Alain Prost tried several times to overtake de Angelis, and although he was obviously faster, the Lotus' high top speed made the maneuver difficult. The track conditions worsened lap by lap and even created dangerous situations, like when Rosberg's Williams remained in the middle of the track coming out of the last turn, after the spin that caused the Finn to retire. Fortunately, the poor visibility did not lead to a tragic accident. Prost is the next illustrious victim of the day: on lap 30, the track becomes impassable and Alain lands on a puddle of water, begins to aquaplane and loses control of the car, hitting the barrier. The fact that the race should be stopped is also shown by the fact that Senna himself, at one point, after crossing the finish line, raises his arm to indicate that the track is flooded and that the driving conditions have become extremely dangerous. But Amédée Pavesi did not agree and let the race continue. With just over ten laps to go, Lotus designer Gérard Ducarouge and Niki Lauda, who had also retired due to electrical problems, went to the pits to have the race stopped, but again nothing could be done. In the last laps, the mistake affects everyone, even Senna, who is the author of a small excursion on the grass with all four wheels, but fortunately he manages to return to the track regularly to win his first race in Formula 1. A resounding success, in pouring rain, finished with a one-minute lead over the second placed driver, Alboreto, who, thanks to Prost's retirement, is the new leader of the World Championship.
Ayrton ended McLaren's streak of eight consecutive victories, brought a Renault engine back to success after two years (the last one had been in Austria in 1983 with Prost), and virtually consecrated himself as the wizard of the rain. Instead, De Angelis had to give way to the return of the talented Tambay's Renault, and in the last part of the race, Mansell crowned his long pursuit to at least get into the points, imitated by Stefan Bellof. The two Ligier cars of De Cesaris and Laffite, fitted with Pirelli tires, were completely missing. The Alfa Romeos were also out of the running: Cheever, after an exceptional start from the rear, because of a broken spark plug (lap 38), and Patrese - as already mentioned - because of the accident with Johansson. In the end, Ayrton Senna won his first race in Formula One, while Michele Alboreto, second with Ferrari, jumped to the top of the championship. At the same time, McLaren, after eight consecutive victories, missed the deadline, with Prost and Lauda retiring, the Frenchman because of an off-track accident, the Austrian because of an engine failure, probably again due to an electrical problem. These are the three main facts of the Portuguese Grand Prix, the second round of the season. It was a spectacular race in many ways, with only nine riders crossing the finish line and numerous retirements. But even in the worst weather conditions, the great talent of the 25-year-old Senna, a driver of temperament and superlative technique, was on display. It is difficult to say whether the storm helped him or not. The Brazilian's superiority was such that any talk of hindsight is out of the question. One fact alone is enough: Senna lapped everyone except Alboreto. The young Ayrton Senna's task was certainly made easier by the fact that his car, the Lotus with the turbocharged Renault engine, proved to be perfect, balanced and competitive. A race under normal conditions would probably have stressed the cars more and perhaps even favored a different result.
But you have to accept the result of the day as it was. With an always combative Tambay in third place at the wheel of the Renault, a De Angelis once again blocked by a mishap, in fourth position, a Mansell always confused but also tenacious, in fifth, and the other magician of the rain, the German Bellof with the aspirated Tyrrell to close the row of drivers finished in the points zone. The top six did not include Stefan Johansson, the new Ferrari driver, who finished eighth. However, the Swede had many good excuses: his single-seater was hit on the fifth lap by Patrese, the author of a reckless maneuver, and later he was involved in another accident with Winkelhock, which caused him to break the front wing. The chronicle is more full of accidents and crashes than a true story. In practice, Senna started at the front and stayed there, risking only a few difficult overtakes. The Brazilian thus entered the Formula One roll of honor with a thrilling victory, an outright victory, in his second season in the Grand Prix world and his second race with Lotus. An achievement that has few precedents, especially in the modern era, and which places the South American in the firmament of drivers' champions. It was already known that Senna was a potential champion: the placings obtained in the past, in particular the second place in Monte Carlo last year (again a race run in the rain) and numerous important races, had focused everyone's eyes on this character who will certainly be the talk of the town. A young man (he is only 25 years old) who works hard, who is always focused, who thinks only and above all about racing. The final laps were a kind of Brazilian samba. When Senna crossed the finish line, his explosion of joy sent the crowd into raptures: Ayrton raised his arms to the sky, let go of the steering wheel several times and made gestures of great satisfaction. On the podium, the Brazilian could hardly hold back his tears, spraying everyone with champagne and, without realizing it, sweeping away the trophies and cups that had been prepared for him.
"It was a good victory: first place was in my plans, but I didn't expect it so soon. Racing in the rain is always difficult. The Lotus was perfect. The engine is very quiet and progressive. I was a bit worried about the carbon brakes, which behave unexpectedly in the wet. At the end of the straight, I was forced to use fourth gear instead of fifth because the wheels kept slipping. I don't have anyone in particular to dedicate the victory to, but I think I deserve it, as does the Lotus, which showed that it is not just a qualifying car. I am not thinking about the championship at all, for now I will try to live for the day and collect as many points as possible. Do you want to know where I learned to drive in the rain? Certainly not in Brazil. It was the school of karting that taught me everything. When a driver goes through these little miniature cars, he can learn a lot, especially in terms of driving sensitivity. I always tried to use the throttle well, and I did well".
But how do you drive an 800-horsepower car like this on a track that looks like it's covered in oil?
"It's simple, it's a matter of dosing the throttle well. You have to drive very cleanly, with extreme precision. Then everything is easy if the car responds well to your commands. And the Lotus-Renault is probably the best single-seater in Formula 1 at the moment. With this win, I have also answered those who criticized me, those who believed that we only prepare our cars for qualifying. But now we have to prove them wrong in the dry. And I can tell you that we will be the protagonists again at Imola".
Senna's opinion is shared by Elio De Angelis, who was unlucky to finish in fourth place, although his ambitions were such that he could have fought for the win.
"Our car is really competitive. It is good in all situations, on all tracks. That's the only way to win a world championship. I am not saying that we are fighting for the title, but I am saying that we are fighting for the overall victory".
Even the Italian, although bitter about not being able to fight to the end, recognized his team-mate's ability:
"Senna is certainly a great driver. Unfortunately, I could not defend myself: racing with only three wheels is impossible. I thought I had a broken suspension and that's why I didn't stop in the pits. Now, with good reason, I can believe that if I had pitted and changed my tires, I might have achieved a better result".
Once again Ferrari is second with Michele Alboreto, although after Saturday's practice there was not too much optimism in the Maranello team. There was confidence in the work done, in the skill and commitment of the drivers, but the problems that had arisen in qualifying and also in the morning free practice had caused some concern. Everything was resolved for the best, even if Johansson was unable to score any points. Piero Lardi, son of Enzo Ferrari:
"I don't feel anything special because we are used to racing and to negative and positive results. It seems to me that Pironi was the last driver in our team to lead the championship. We hope to continue like this".
Was there never any contact between the Italian team and Senna?
"My father, who watches television, is always interested in promising young people. There was also interest in Senna, but the facts did not allow us to meet. However, I believe that we have no problems in the field of drivers at the moment. Alboreto and Johansson are both more than good".
Michele Alboreto, the leader of the championship, is satisfied:
"It was a very difficult race, very close, full of risks. At the start I risked hitting Rosberg's Williams. Later, I found myself in the middle of the pit lane turn and miraculously avoided it. When I passed De Angelis, I wanted to close my eyes. I couldn't see anything, I was in a cloud of water and I tried everything".
The car?
"It went well. But we still have a lot of work to do, we need to make further progress. We were almost on the same level as the McLarens, but the Lotus was unassailable this time. They had more traction than us, especially coming out of the slow corners. But our engine was perfect and very powerful. In any case, it is completely stupid to race like this with the track flooded with water. I don't know why they didn't stop the race at three-quarters of the way through, as the regulations say. Now comes the hard part: it is very difficult to stay in the lead of the championship. I always try to win every race, but it is not easy. We have a whole program to do. I believe that the title can come not only with placings, but with first places".
Is he happy to have a partner like Johansson?
"I feel good with him. And I also hope that he will be strong in the next races. It is better to have an ally who takes points from the opponents than a squire without temperament".
At the end of the race Stephan Johansson looked a bit disappointed:
"Of course I expected better. Unfortunately I couldn't do better. When Patrese hit me in the first laps I thought the race was over for me. Instead I was able to keep going. But after a few minutes I found myself in front of Winkelhock and his car spun on the track. I had Berger in front of me and could see nothing. The Austrian avoided the obstacle and I hit him without even realizing it, only avoiding a more serious impact at the last moment. I went into the grass and bent the front wing".
On the episode of the first accident, even Patrese himself agrees with the Swede:
"I feel sorry for Johansson, but I tried to overtake him. Maybe I pushed too hard because I felt the car was running well. But when I saw that the track was closed, I realized that I would not have been able to pass without touching the Ferrari".
During the race, all the riders complained about the situation and asked for the race to be stopped early, as required by the regulations. Instead, the Portuguese race director, no doubt under pressure from outside, decided to continue the race at the two-hour limit set by the regulations. If there had been a little more conscience, the race could have been stopped at least 75% of the way through the scheduled laps, so that it could have been fully counted in the World Championship. The most angry of all was Niki Lauda, who had to retire for other reasons anyway:
"It's unbelievable that they make us race like this. They are taking unnecessary risks. I don't understand why nobody intervened to stop the race".
His team-mate Alain Prost, who was furious about the forced retirement, shared the same opinion:
"It was like water skiing. I found a big puddle, my car aquaplaned and after a series of caroms I hit the barrier. Luckily I hit the back of the car, but I must say I was very scared".
The winner himself, Ayrton Senna, has no sympathy for the organizers:
"I also cannot give myself a reason for the decisions that were taken. In Monte Carlo, the race was stopped when I was catching up and in second place. On that occasion the track was certainly less flooded than at Estoril. But this time it went all the way with the risk of disaster for everyone".
The only one not to complain was Stefan Johansson:
"I am used to it, in fact I like riding in the wet. My only big problem was the cold. My overalls were soaked with water and I drove with chattering teeth. At one point I was even afraid I was going to get cramps in my legs. That's what hurt me the most, but I think we have to race in whatever conditions we find. Of course we cannot be careless, but rain is also part of the game”.
The two Williams were the cars with the most spins. Mansell on the reconnaissance lap, Rosberg on two other occasions. The Finnish driver, a former world champion, was also slightly injured on his second spin. His left wrist required three stitches, while his English teammate limped back to the pits with a sore leg. The reason for these numerous crashes was the Honda engine, which released its considerable power too suddenly on the ground. On Monday, April 22, 1985, the Portuguese newspapers were full of adjectives for Ayrton Senna, the magnificent winner of the Portuguese Grand Prix:
“Worthy heir of Fittipaldi and Piquet, double world champion. A fish in water. A driver capable of giving all his opponents a bath. An orchestra professor capable of playing a complete symphony all by himself".
The Brazilian has certainly achieved a great feat, proving that his ability to drive in all conditions is not a bluff, but a reality. Even his opponents have recognized this, from Michele Alboreto to Elio De Angelis. It remains to be seen whether the rain has improved the ability of Senna, a true wizard in the wet, and the competitiveness of the Lotus, which until Sunday was considered primarily a qualifying car. The proof, weather permitting, will be at Imola, in the San Marino Grand Prix. The Brazilian is certainly a talent (he has only eighteen Formula 1 races under his belt), of that there is no doubt. However, it will be necessary to see it fight at the top, in different situations, for the final consecration. A more complicated matter for Lotus, which is currently the most versatile and balanced car. In the race, on the track flooded with water, at 60-70% load, it proved to be clearly superior. But in Rio, for example, with the heat and the engine under greater stress, it had shown its limits with Senna's retirement and a third place finish by a De Angelis forced to play accountant to get to the back. But what were the secrets of the Lotus? The car was designed by Gerard Ducarouge, the technician who took over the difficult legacy of the brilliant Colin Chapman. The Frenchman, who had already excelled in his previous experiences at Ligier and Alfa Romeo (one of the many mistakes the Milanese company made in letting him go), put all his skills into this design. An aeronautical engineer, or rather a rocket scientist, Ducarouge has the ability to cut to the chase. The French engineer has managed to marry the Lotus well with the Renault turbo engine, which has also shown signs of undeniable progress in the French company's official cars (by the way, those who thought Patrick Tambay was a finished driver should think again). The general impression is that the British team has many chances to become a protagonist in the world championship, but that in the long run the fight for the title is more a matter between McLaren and Ferrari. Ayrton Senna and Elio De Angelis, on the other hand, have faith. They say:
"The Lotus is not only a speed animal in practice, but also a race winning car".
The Brazilian does not get too excited, but gives the impression of being determined to take on the challenge:
"I have no illusions, but I will try to live from day to day, from race to race. It is clear that if other favorable opportunities arise, I will not miss them".
Ferrari's balance sheet is in the black after two championship races. Michele Alboreto, second in Brazil and Portugal, leads the drivers' championship and the Maranello team is only one point behind Lotus in the constructors' championship. Again, four starts and as many finishes. And four accidents underlined the robustness and safety of the Ferraris, the one between Alboreto and Mansell at the start in Rio, the collision of De Cesaris with Arnoux and the two collisions with Johansson on Sunday. The part of the 156-85 that has received the most praise so far is the engine. The turbocharged six-cylinder, which was thoroughly modified during the winter break, can now hold its own against any engine. The integral electronic fuel injection system developed by Weber-Magneti Marelli, which is decisive for fuel consumption and performance, has achieved all the desired goals with state-of-the-art technology. However, the riders seemed to be struggling on the demanding Estoril circuit, especially coming out of the corners: lack of grip, insufficient utilization of both test and race tires, understeer and oversteer depending on the conditions. The set-up, the suspension, the chassis and even the aerodynamics were blamed, as it was impossible to understand where the fault lay that prevented the car from reaching its full potential. Perhaps the problem was with the engine. The search for so much power (we are talking about more than 900 hp) forced the engineers to change the operating speed of the engine itself, which may have lost its elasticity. If before the power delivery was relatively smooth and progressive, now it seems to have become brutal and sudden, so much so that it disturbs single-seaters and riders. But there is no sleeping in Maranello. There are those who have made the absurd assumption that Harvey Postlethwaite, the designer in charge of the chassis, who was absent at Estoril, is in disgrace and about to be dismissed from Maranello. In reality, the English technician is working extremely hard: at Imola, Ferrari wants to present many novelties. There is talk of two-stage turbines, aerodynamic modifications and other interesting solutions. Alboreto and Johansson ask for something better. On Friday 26 and Saturday 27 April 1985, the Maranello team was on the Imola track for a series of important tests. Says Alboreto:
"They are leading the championship, but the difficult thing is to stay there. But I assure you that we will do everything we can, all together".
Renault and Minardi will also take to the track with the new turbo engine developed by engineer Carlo Chiti. The challenge is therefore renewed even in free practice, with Renault becoming a threat (three engines in the top five in Portugal). A neck-and-neck race between two great industries, with McLaren always playing the role of referee.