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Is this a season to waste for Ferrari? The question arises after some rumors leaked from Maranello. At a summit held at the team headquarters on Monday, May 9, 1988, attended by engineer Gradella, it was reportedly decided to accelerate the program for the naturally aspirated car designed by John Barnard. The car could make its race debut in August, around the time of the Hungarian Grand Prix in Budapest. The track is theoretically less favorable for turbocharged single-seaters. The decision was prompted by the poor performance of the F1 88 at Imola and highlights a less-than-brilliant situation. In a sense, it is a forced path, but it also has negative aspects. Focusing on the English-made single-seater will likely mean abandoning the development of the turbo, which is already uncompetitive. This will mean renouncing any chance of competing in the world championship, assuming that there would be an opportunity to compete with McLaren in the next few races. But these are not the only problems. Last year, it became evident that there were two factions within Ferrari. One was led by Piero Lardi Ferrari and Postlethwaite and favored the development of the turbo. The other was led by Barnard and his technicians and was inclined to focus on the aspirated. The intention to shelve the turbo will certainly dishearten the first group, while energizing the English designer from Guildford. It's a kind of revenge for Barnard, but it won't all be downhill for him. He designed and built the car with advanced concepts to accommodate a 12-cylinder aspirated engine and an electronically controlled gearbox. However, the power unit does not seem to be performing as expected at the moment and requires extensive testing and trials. The unit refers to previous experience and apparently delivers maximum power at 12.500 RPM and torque at 11.000 RPM, i.e., very high and of little use. It's doubtful that the new car will be as good as what McLaren will achieve with Honda's help, not to mention the other competitors already announced (e.g., Ford and Lamborghini) or supposedly on the way (Renault, BMW, Mercedes, and Toyota). In short, the prospects are for a long period of difficulty. Ferrari has lacked programming and method.
At Fiorano, they work with passion and skill as always, but this is no longer enough. Suffice it to say that Honda, which rarely speaks for itself, invested seven years to develop the current turbo. They are following a long-established program with meticulous Japanese attention to detail. The Roman driver Emanuele Pirro was hired as a test driver. He tests the cars on the Suzuka track according to a strict schedule, and each time, he reports on the latest and future modifications studied in the Formula 1 world championship to the McLaren laboratory. Furthermore, Honda is collecting data on the eight-cylinder Judd engines used by March and Williams. These engines are actually Hondas that are processed in England. Honda is doing this to expand its knowledge base in preparation for the use of naturally aspirated engines in the next World Championship. In this area, the powerful Japanese manufacturer has already prepared at least two 10-cylinder engines and one 12-cylinder engine. However, it is possible that a completely new power unit will be released before 1989. Amidst this tense atmosphere, Ferrari prepared to face the Monaco Grand Prix, the third race of the World Championship, on Sunday, May 15, 1988. His, the engineer responsible for the engines, announced that there would be some novelties. Thus, the Monaco race would serve as a decisive test for the turbo. If things went wrong, John Barnard would be the last hope again. It was a season of transition, as announced by the Maranello technocrats. A year of passion for the Ferrari fan. The team is at a crossroads. They can either live another gregarious championship with the final satisfaction of a few successes when the game is already over, or they can build a bridge to the future by working on the aspirated engine project. Or, they could build a bridge to the future by working on the aspirated engine project. At the Ferrari summit, the second path was chosen. What do the drivers think? Michele Alboreto seems to have locked himself in a polemical silence. Gerhard Berger, on the other hand, speaks up. The Austrian driver interrupts his golden retreat in Monte Carlo, where he has spent a few days with his beautiful fiancée, Anne, to participate in the Turin Racing Show. It's time to be optimistic and attract autograph hunters and sponsors. Berger confides all his perplexities to notebooks.
"It's true. I said that we could get closer to the Hondas and become more competitive. But as for the immediate future, and perhaps the whole season, the fans will have to be patient. The car is slow; we have lost ground".
Does that mean closing the championship discourse this year?
"If I thought that, I would pack my bags. But for now, it seems to me that the title is a two-man race between Prost and Senna: Prost, who is favored by experience, and Senna. Piquet is a third wheel, although his car is not great".
Pessimist?
"No, just realistic. At Imola, things went worse than expected. Given the Fiorano tests, we can take a few small steps forward at Monte-Carlo. But nothing more for now".
Is Barnard right? Is it time to abandon our illusions and focus entirely on the aspirated engine?
"I have great faith in Barnard. But you have to focus on one thing at a time. Today, we are trying to make the turbo work. In two months, the aspirated engine will be ready. We will test it at Fiorano; hopefully, it will work".
It's a soft position. Much softer than the one attributed to Alboreto. After all, it's common knowledge that Berger is closer to the British designer's ideas than Alboreto is. However, Berger is intelligent enough to avoid quarrels and broaden the discourse.
"I don't know if the great work being done at Ferrari will help close the gap with Honda engines in the short term. I think it's a question of money. The Japanese invest much more in research. It's a general problem of European industry versus Japanese industry. But it is also a fascinating bet".
It's so fascinating that Berger, one of the most sought-after drivers in Formula 1, has decided to stay at Ferrari again next year.
"As long as I feel good, there is no reason to change. I want to win a world title with Ferrari. It will take time and a lot of work. But I am sure I can do it. Winning here will definitely be more beautiful".
Pilots are smart and diplomatic. They have learned who they can talk to and how to act depending on the circumstances. Take Alain Prost, for example. At Imola, he responded to the Italian press by saying:
"We are strong, but at Monte Carlo, anything could happen. Cars with naturally aspirated engines could give us trouble, and Ferrari could too".
It was just enough to raise hopes and illusions. However, Prost himself, interviewed recently by French television, changed his tune completely.
"Ferrari? It doesn't stand a chance of winning in Monte Carlo. In fact, I'd say Berger and Alboreto will have a hard time finishing first in any race this year. At the very least, they should retire both McLarens. Then again, they will always have to reckon with Piquet's Lotus, as well as several cars with naturally aspirated engines".
It couldn't be clearer. Even in his world title predictions, the Frenchman is explicit:
"It's going to be a fight between Senna and me. The Brazilian will be a tough opponent".
Ferrari is working hard to recover from the unexpected crisis at the start of the season. While accelerating the naturally aspirated engine program with John Barnard's car in Maranello, they are also trying to develop the turbo program. Considering the three-and-a-half-liter, twelve-cylinder, electronically controlled gearbox will require long, severe testing, the technicians are trying to solve the problems that slowed the current single-seater. After finishing second and fifth in Rio de Janeiro, Berger and Alboreto performed poorly at Imola (the Austrian finished fifth and the Italian retired), with Senna and Prost dominating. The work mainly concerned the supercharging system and the engine. According to the drivers, the engine shows a worrying drop in power in the new configuration at 2.5 bar pressure with the pop-off valve imposed by FISA. In Formula 1, secrets are short-lived. It turns out that Honda has found a system that makes maximum use of the pressure. Essentially, the Japanese engines immediately have the maximum supercharger and therefore all the horsepower required for acceleration with an immediate response. This is in contrast to the Ferrari, which has a progressive utilization starting from idle and reaching the top with a delay. This means that the Maranello team must work on several fronts: the engine's structure, the turbines, the valves, and the electronic mapping. Jean-Jacques His, the engineer in charge of this sector, is working in forced stages to achieve this. It is a complex operation that will take time, but it will be worth it if it yields positive results. It is unrealistic to have high hopes for the Monaco Grand Prix, which begins on Thursday, May 12, 1988, with the first qualifying round (compared to other races, the Principality enjoys the privilege of starting practice one day early). The second qualifying round is on Saturday, and the race is on Sunday. It is unlikely that the modified and upgraded engines will be available for testing. However, it is possible that at least one of these engines could be used in the Grand Prix if the dyno results are positive. The situation could change radically by the Mexican Grand Prix, the fourth round of the World Championship, scheduled for Sunday, May 29, 1988. By then, the evolution should be complete, and Ferrari will be better able to defend itself.
The future programs and the eventual debut of Barnard's car will depend on the results achieved in these two races (Monaco and Mexico) and, above all, on the performances of the Maranello single-seater in relation to those of McLaren and the other most competitive rivals. The project entrusted to the English technician will now be monitored more closely to avoid falling behind in both turbo and naturally aspirated engines. It's no secret that many Formula 1 teams are already thinking about 1989, when turbo engines will be retired and naturally aspirated engines will be mandatory. Williams was among the first teams to make a move. Having been abandoned by Honda despite winning the world title, Williams had to fall back on the atmospheric 8-cylinder Judd this year. The English team started negotiations with Renault, which already has a 3.5-liter, 10-cylinder engine ready. The French company has not yet decided whether or how to use it, but many managers have already come forward. Among them is Frank Williams, who would probably prefer an exclusive contract. Lotus, where the technical manager is the Frenchman Ducarouge, is also possibly in the running. Lotus has had a relationship with Renault in the past, with Renault supplying turbo engines. Meanwhile, Honda's success has also prompted other Japanese manufacturers not to lose ground, among them Toyota. Other companies could emerge with programs and projects ranging from building a single-seater to constructing an engine. While these important issues are being discussed, the third act of the Formula 1 World Championship begins on Thursday, May 12, 1988, on the most prestigious stage: the Principality of Monaco. Starting Thursday morning, the cars will take to the track on the narrow, winding street circuit. This will be McLaren's final test, as they dominated on the mixed and winding Rio de Janeiro track and the fast Imola track, where turbocharged cars were expected to struggle with fuel consumption. If the British team succeeds in this difficult test, the World Championship will depend solely on the rivalry between Prost and Senna, who have equally divided the victories thus far. McLaren manager Ron Dennis is categorical:
"There's no problem. We'll be first everywhere this year. For me, it makes no difference whether it's Prost or Senna. We'll see at the end of the season who deserves it more".
It's an enviable confidence, backed by the performance of the MP4/4s. The red and white single-seaters dominated the first two races with overwhelming superiority. Ayrton Senna reiterates:
"I don't think our rivals can give us much trouble. We have an exceptional engine and a chassis that many have perhaps underestimated; it is very well balanced. Clearly, on this type of circuit, the values will be closer, and the gap between us and the others will be smaller. In theory, cars with naturally aspirated engines will have a better chance. But I think it will basically be harder for us to lose than to win. In any case, we will have the first indications on Thursday during practice".
McLaren is the big favorite, therefore, thanks also to the skill of its drivers, a factor not to be forgotten, with the rivals forced to chase. This is the dominant theme of the Monaco Grand Prix, even if the other teams don't show their cards. Among the optimists are Benetton, the protagonist at Imola, and Williams. Nigel Mansell explains:
"We've had engine problems that have slowed us down so far, but in both Rio and Imola, we've shown that we're up to the task. Our technicians have worked hard to solve the overheating problems revealed by the engines. We hope to start the race with more confidence. I will try to do everything I can in qualifying to start at the front. Staying in the front rows here is already half the battle".
Ferrari is bringing three cars and a new bodyshell, which will be fitted if necessary. Berger and Alboreto will test different aerodynamic solutions. The Italian's car has a smaller rear wing, while the Austrian's has a larger one. They will also test a different intake box. The Maranello team is not making any predictions; the watchword is:
"We will see".
Almost all the teams have carried out tests on various circuits in recent days. Even the Osella, which was rejected at Imola scrutineering, should now comply with the regulations. They have moved the engine mountings and modified the rear part of the chassis. The car seems to be running well enough to be optimistic about qualifying. As usual, five drivers will be competing for four places in the first free practice session this morning. Larini (Osella), De Cesaris (Rial), Caffi (Scuderia Italia), Modena, and Larrauri (Eurobrun) will be competing. Twenty-six of the thirty cars competing in the official timed sessions will then be admitted to the starting grid. The racers criticize this crowding on the track for the usual safety reasons. But, as usual, their opinion counts for nothing. If the Monaco Grand Prix were to take place on the motorway from the principality to Maranello, Michele Alboreto could race with his eyes closed. He has been commuting to the Fiorano track for five years. This winter, between tests, he drove at least 20,000 kilometers in single-seaters. All of this, just to achieve a modest fifth place in Rio de Janeiro. Now, the situation is even worse. But Alboreto is a man of character.
"This is the moment when you have to stay calm. Of course, that's not easy. However, I always manage to find the motivation to start again and have hope. Driving for Ferrari is always a privilege, for better or worse. I don't give up; on the contrary, I try my best. I always have faith in a turnaround, even though the gap to the Honda-powered cars is enormous right now. It won't be an immediate recovery, but we'll overcome this crisis as well".
Is there any chance of returning to the top at Monte Carlo?
"Honestly, I don't think we can get close to McLaren. We will also have to consider the competitiveness of naturally aspirated cars on a track like Monaco. But we are working hard. The last tests at Fiorano were positive. It's the little things, but the team is determined to catch up".
In which areas have you tried to improve the cars?
"Our single-seaters are excellent on the chassis side. Unfortunately, to compensate for the lack of engine power, we had to reduce the aerodynamic pressure by reducing the size of the wings. This causes problems in corners. At Monte Carlo, however, the problem should be less severe. That is why the engine engineers have tried to improve acceleration".
The engine: It has always been Ferrari's strong point. Now, with the changing relationship with its rivals, there is a lack of horsepower.
"We all know how much Honda has invested in research and development. It won't be easy to catch up with the Japanese, who have more efficient working methods. Unfortunately, I must admit that we were misled by our engine manufacturers in the winter. They provided us with engines for testing that were not configured correctly, compared to the one we were obliged to use in the races. Now, it's a matter of making amends, and I think they're doing that within the time constraints".
There has been talk of approving Barnard's aspirated engine car as soon as possible:
"That is the future. In my personal opinion, the present still lies in the turbo. We must make the best use of it; otherwise, we won't have a chance at success".
And Berger?
"He is a very strong man; he has proven it time and again. There are no problems with him now. We're both looking forward to having a competitive car. We work together for Ferrari".
Is the Formula One world championship already a foregone conclusion? It would seem so. On Thursday, May 12, 1988, McLaren continued to dominate, and the prospects were now for a resounding en plein. The British team seems poised to achieve a series of exceptional results. Their goal is to win all sixteen races this season, which has never been done before and probably won't be done again. But that is not enough. The team's plans seem to include an even more ambitious goal: the conquest of the third world title by Alain Prost and sixteen pole positions for Ayrton Senna. Senna would thus officially become the fastest driver of all time. Senna and then the gap. He is almost two seconds behind Prost and the same distance behind Mansell. The others are even further back, with Berger in fourth place and Alboreto in tenth place. Other than being the king of the rain, Senna put everyone in line in the first qualifying session in Monte Carlo, despite the fact that practice was plagued by thunderstorms. McLaren still dominates, even on a slow circuit. Ferrari shows some small progress if you look beyond the chronometric result. However, the gap between the English and Italian teams remains enormous. Nannini was also in good form, finishing fifth. Anything goes: accidents (fortunately without consequences), various troubles, and mechanics forced to make frantic repairs in the pouring rain. McLaren camouflaged itself during the morning free practice session, taking no risks. Honda brought a modified engine to Monte Carlo, and the Prost-Senna duo spent time fine-tuning it, only to go wild when the stopwatch started running.
The Brazilian barely misses the track, completing a lap in 1:26:464 at an average speed of 138.564 km/h. This may sound ridiculous for Formula 1, but when you look at the top speeds, it pales in comparison. Piquet reached 261.070 km/h on the descent after the tunnel and 240.290 km/h at the finish line. These figures show that Ferrari has a chance to make headway in the second qualifying round. Berger is slightly slower (260.660 km/h) in terms of top speed. However, in acceleration, i.e., from the Rascasse corner to the end of the pits, he falls 11 km/h behind the Brazilian Lotus driver. Clearly, the chassis of the Maranello cars is fine, but the engine is still the weak point. Berger and Alboreto encounter many problems. The Austrian was involved in two accidents. The first was in the morning and was more serious and dangerous. His engine dies right in the tunnel. While the marshals push the Ferrari to the side, De Cesaris's Rial arrives off course. The Roman skids on the slippery asphalt, tries to brake, and hits Berger's car anyway. The marshals, alerted by the noise, rush for cover just in time. The Rial is destroyed on impact and the Ferrari's rear suspension breaks. Both drivers are scared. In the afternoon, while pushing to the maximum, Berger sees a car coming out of the pits wide and is forced to swerve. He ends up on the still-wet track, skids, collides with the guardrail, and bends the suspension. Practice is partially compromised. Alboreto is also plagued by his usual bad luck. Despite always being among the top three as the track dries, he wears out the first set of tires before they are perfect. When he came into the pits to change them, the nut holding the left rear wheel seized, and he lost those decisive seven to eight minutes that allowed almost all of his rivals to improve, except for Piquet, who was in 13th place and had problems with a turbine. Many others have misadventures as well. Larini crashes the Osella, and Warwick and Cheever go off the road in the Arrows. Tarquini also suffers a setback with the Coloni. The worst happens to Stefano Modena, who is disqualified for an infraction. The young Italian failed to stop in the pits for a weight check, and the stewards applied the regulations that provide for immediate elimination in such cases to the letter.
Modena is a valuable driver, so his absence is regrettable. However, since he did not participate in the preliminary meeting where the regulations were reviewed, the punishment was somewhat deserved. On the other hand, the Minardis did well with the Spaniards Sala and Carapos finally without any problems. Caffi had trouble with the Dallara, experiencing gearbox breakage and then hitting a low wall, while Capelli's March stopped on the track due to an electrical system failure. Faced with Senna's overwhelming supremacy, reaffirmed with his best time in qualifying, followed by Prost, everyone else struggles to find alternative motivations. Ferrari is trying, albeit unsuccessfully, to recover from the crisis. Meanwhile, Williams and Benetton, fueled by the competitive spirits of Mansell and Nannini, are vying for the title of best car with a naturally aspirated engine. However, there are also some new developments at the back that are making people talk. The talk of the town is Ags, a small team from the south of France that is performing unexpectedly well. After placing tenth at Imola, Philippe Streiff's AGS finished eighth in practice, ahead of Warwick's turbocharged Arrows, Alboreto's Ferrari, and the two Lotus-Hondas of Nakajima and Piquet. It also outperformed various teams with prestigious names, such as Lola, March, Tyrrell, and Ligier. It's a strange story, that of AGS, which has its headquarters in Gonfaron, about ten kilometers from the Le Castellet circuit. The owner, Henri Julien, was a mechanic with a passion for racing. In 1951, he built a Formula 3 car with a 500cc Sinica engine. Then, he switched to a twin-cylinder BMW engine, followed by a Panhard engine. For many years, he piloted his own cars before moving on to the role of manager with well-known racers: Ragnotti, Dolhem (the brother of Didier Pironi, who also perished in a plane crash last month), Dallest, and Gaillard. They passed through Formula 2 and Formula 3000, achieving a few victories along the way. Last year, the big leap. With a little money, a few gifts from Renault, and a perfectly improvised car with a revised, but not corrected, Renault chassis, Ags made the big leap. The car struggled to qualify with Pascal Fabre and only achieved an unhoped-for sixth place in Australia at the end of the season when it passed into the capable hands of Roberto Moreno. Important things happened in Gonfaron over the winter.
Financing was secured (nothing major, around 1 million lire - a small sum compared to the 40 millions lire used by top teams) and engineer Christian Vanderpleyn designed new bodywork. The engine is the classic 20-year-old Ford-Cosworth. At their debut in Rio, everyone looked at them as if they were pilgrims. But they soon realized that the Ags were a reality - a beautiful reality of Formula One. It's the human side of a ruthless, ultra-competitive, sophisticated, and electronic sport. Friday will be a rest day, while Saturday will be the second day of qualifying. Senna hopes it will rain but says he can take pole position if the weather is good. Prost promises to attack his teammate. Meanwhile, Ferrari would be content to make a good impression, as long as Berger and Alboreto can run regularly. These drivers are never happy. Neither is Ayrton Senna, who, after an abysmal performance in the first qualifying session, fears losing pole position on the second day of practice. On Friday, May 13, 1988, Senna takes a long break in the paddock on his rest day while his teammate plays a relaxing game of golf with colleagues. He watches the mechanics work and keeps a close eye on his McLaren-Honda:
"We are the best, but I am still not completely satisfied with the engine response, which is too slow in the corners".
Senna is a perfectionist and a driver who leaves nothing to chance:
"I like city circuits, but they are full of pitfalls, and there are too many of us on the track in Monte-Carlo, with twenty-six cars. You can't go slowly because you reach 280 km/h on the descent after the tunnel, and the ascent of the Casino is followed by a blind bend that you have to take at full throttle. There are many risks, and every detail has to be fine-tuned".
Ayrton doesn't make predictions. But the numbers speak for themselves: a possible victory lost due to Jacky Ickx's decision to interrupt the race in 1984 when Ayrton was driving the Toleman and about to catch up with Prost in the pouring rain; retirement the following year while fighting with Alboreto's Ferrari for first place due to the failure of his Lotus's Renault engine; pole position in 1986 and third place; and success last year with the Lotus-Honda. Only half an admission:
"It's true that I usually drive well here, but the race is also like a game of roulette, with only one chance".
Starting in first place at Monte Carlo is a big advantage because overtaking is difficult, especially with the same car. Prost, still bothered by his missed start at Imola, knows this very well:
"It won't be easy to overtake Ayrton, but a lot depends on the weather conditions. If it doesn't rain and we get the car right, who knows?"
Alain Prost wants to play poker. After winning the most prestigious race in Formula 1 three times in a row from 1984 to 1986, Prost, always on the hunt for records, is a candidate for tomorrow's race:
"I know perfectly well that this will be the most difficult and challenging Grand Prix in recent years. For the first time, there will be twenty-six cars at the starting line. This is a lot for a circuit as narrow and winding as this one. Overtaking will be difficult, especially considering the increased performance level of the single-seaters".
The Frenchman says no more. But it's clear that the toughest obstacle for him will be his teammate, Ayrton Senna. It would not be surprising if the experienced and astute Alain had devised a plan to pass his teammate at the start, when he might be most vulnerable:
"To be honest, I will have my work cut out for me at the start, given what happened at Imola, where I was caught off guard. The Honda engine has only one problem at these junctures: you have to keep it at a high, exact rpm to avoid a sudden drop that could stop you on the grid. At the same time, I realize that if there is an opportunity to overtake Senna easily, it will be at the start".
There is a plan, but it's clear that Prost has no intention of revealing it. He would risk making a bad impression if the opposite were to happen at the start of the Monaco Grand Prix, after all. However, it must be said that all competitors are a little worried about the start, whether they are at the front, middle, or back of the grid. Everyone agrees that twenty-six cars are too many for this track. However, the needs of sponsors, television, Balestre, and Ecclestone are currently unavoidable. Returning to the race, with at least eight Italian drivers and five or six cars, it has to be said that the Italians have little hope of achieving success, especially since Capelli with the March and Larini with the Osella did not qualify on Thursday in the first timed practice session. As previously mentioned, the Ferrari could make some progress, but it is unthinkable that it could beat the McLarens, unless the English team experiences unforeseen troubles or technical recoveries that are currently unthinkable. There is a glimmer of hope for Nannini and Patrese. They start in good positions and have two competitive cars at their disposal: the Benetton Ford and the Williams Judd with naturally aspirated engines. The last Italian to win at Monte Carlo was the Paduan, in 1982, while Ferrari's last success dates back to 1981 with the unforgettable Gilles Villeneuve. Riccardo Patrese says:
"Honestly, we don't have many illusions. Here, the turbos aren't penalized by consumption, and I don't see how we could overtake Prost and Senna".
However, some people do not have these problems and would simply like to improve their lineup. Nelson Piquet, for example, falls into this category. The Brazilian cannot rely on consistency to achieve third-place finishes like he did in Rio de Janeiro and Imola. He will have to try to get off to a good start. And what about Ferrari? There is some hope, in theory. Harvey Postlethwaite is waiting for a phone call from Maranello to find out if new engines are on the way. It seems that the Maranello team has discovered Honda's secret to increasing power. However, any modifications will then have to be finalized. Checks on the cars of Michele Alboreto and Gerhard Berger revealed that the brakes were badly used. Discs, calipers, and pads have made such progress recently that it is no longer necessary to make them excessively large or thick. A tweak here, a tweak there, and you can file down the gaps. Ferrari's technical manager of the turbo car sector explains:
"Our single-seaters are basically good, and the drivers are satisfied with the road holding, at least. The problem, particularly on this track, is acceleration. I must admit that I envy my colleagues at McLaren, who don't have to worry about the engine. It arrives practically out of the box, and the Japanese take care of it. Maybe the British don't even know what they're putting on their cars".
However, it is certain that Jean-Jacques His, the power unit boss, is developing something at Fiorano in terms of both the engine's supercharger and the internal structure of the six cylinders. There will also likely be an attempt to increase the revs, as the Hondas seem to be revving above 14.000 RPM. However, major changes pose a significant risk to reliability. Postlethwaite concludes:
"We've had two races; this is the third. It's too early to consider us defeated. After Imola, I was bitter and disappointed. Today, I won't say I'm optimistic, but I am confident".
This is also a morale boost for Berger and Alboreto. Meanwhile, Formula 1's expansion into Eastern Europe continues. After two years of the Hungarian Grand Prix in Budapest, it seems that it is now the USSR's turn. There has long been talk of a race to be held on a city circuit in Moscow, and now, the possibility has become more concrete. Two days ago, Bernie Ecclestone returned from a visit with the Russian leadership with positive news. A decision is expected by November, as the Soviet Union plans to enter the competition as an organizer and manufacturer. So much for fear and risk. On Saturday, May 14, 1988, Ayrton Senna may be thinking about it while on foot; in the car, he forgets everything and just presses the accelerator. Otherwise, it's hard to explain how he manages to humiliate his opponents after raising a cry of alarm about the dangers of a street circuit crowded with twenty-six cars. The Brazilian quickly inflicts the heaviest gap of the season on his teammate, Alain Prost, leaving all the others far behind.
"Sometimes I think I know some of the reasons why I do my job. Monte Carlo, 1988. Qualifying session. Saturday afternoon: I was already in pole position, first by half a second, then by a second. I kept going faster and faster. Soon, I was two seconds faster than anyone else. I was driving instinctively. I was in another dimension, in a tunnel, far beyond my rational capacity. That day, I told myself, 'This is the maximum I can reach. There is no margin for anything more.' I have never felt that way again".
The Brazilian will start on pole position once again in the classic Monaco Grand Prix. This is a considerable advantage on a track where overtaking is difficult, and it is unlikely that McLaren will not succeed, given the performance of the British cars and Honda engines. Ferrari positioned itself as a possible outsider, thanks to Gerhard Berger and Michele Alboreto's third and fourth place finishes. Backed by an excellent chassis, the two Scuderia Ferrari drivers delivered a stellar performance. The figures speak for themselves. While the Maranello cars are second only to the Honda-powered cars in terms of top speed (downhill), the data transmitted by the Longines-Olivetti service highlights the engine's shortcomings in acceleration. Senna crossed the finish line at 241 km/h, just ahead of Prost and Piquet. However, Berger (230 km/h) and Alboreto (229 km/h) were surpassed by Ghinzani's Zakspeed and Larrauri's Eurobrun, which has a naturally aspirated Cosworth. Ferrari obtains an even better-than-expected overall result, despite nothing having arrived from the Fiorano workshops. Evidently, the engine modifications are not yet ready, and any further investigation into the potential improvement of the supercharging system is postponed until the next Mexican Grand Prix in two weeks. There are many reasons for this dominance. The Senna-Prost rivalry for supremacy within the team, Berger and Alboreto's pursuit to seize opportunities in case of a McLaren driver crisis (there are no tire changes, so it will also be a tight race without stops), and Mansell's (P5) potential involvement are all factors. Nannini (P6) and Patrese (P8) have non-supercharged cars. It is also worth mentioning the two Arrows of Warwick and Cheever, who are doing well. The last qualifying session is finally rain-free and features a duel between Senna and Prost, as well as a fight between the other drivers. Senna immediately wins with a time of 1'23"998, his third consecutive pole and nineteenth of his career, leaving his teammate about 3 seconds behind at the end of practice. For Ferrari, it is a crescendo. Berger battles with Mansell for a long time and gives the impression that he can attack Prost and finish on the front row. In fact, the technicians warn him about Prost's margin. Alboreto struggles hard to overtake Mansell, but Prost and his colleagues at Maranello appear more than satisfied when they are third and fifth. There was also a roaring tussle in the queue to take part in the Grand Prix. For the first time, all the Italians in contention entered the grid (with the sole exception of Modena, who had been excluded on Thursday for failing to stop at the pit lane entrance for a weight check).
Nine Italian drivers are in the race: Alboreto, Nannini, Patrese, Caffi, De Cesaris, Capelli, Ghinzani, Tarquini, and Larini. This is already a fine record considering the meager satisfactions of these times. It is a negative moment for the Japanese driver Nakajima, who is a clear sign of Lotus's lack of competitiveness. He shares some of the blame with the World Champion Nelson Piquet, who is in P11. It is also a negative moment for the acerbic German driver Schneider, for Campos (his teammate Sala did well in the Minardi), and for Bailey, who were all eliminated by an accident with Palmer. The Englishman is paying for his inexperience in Monte Carlo. Tarquini, also a novice on this track, ran only a few laps due to a broken differential. Capelli crashed his March, breaking a suspension, and Larini, with his brand new Osella that still needs fine tuning, hit the qualifying goal with extreme difficulty. Immediately after the official practice that saw him third, Austrian Gerhard Berger said the same sentence three times - German, English, and Italian:
"I am the first of the second".
Then, bouncing from one language to another and from one journalist to another, he says even more interesting, if less amusing, things about his and Ferrari's moment:
"I gave it my all. I think the car gave its best too. We had more power than at Imola. I only had some problems at the end. At the Casino bend, the car went away from me. There, I thought it was a matter of tires; it was a matter of water".
There was a broken radiator and water on the rear wheels, which held little. Someone was confused and misinterpreted, even speaking of water in the cockpit:
"But by then, it was official practice time. Now, we will work again. In Mexico, we will improve. Then, we will become World Champions. I joke and dream. But I want to say that we are moving forward in small, important steps".
Best wishes for Mexico. But here?
"Here, Senna runs away".
Double the Ferrari?
"Not this time".
Alboreto adds:
"We're used to seeing Senna and Prost run away. We expect to see them at the start and then on the podium. But Monte-Carlo is always a strange race. There are more ambushes there than elsewhere".
Berger had casino problems; Alboreto had one less accent:
"There were casino problems on the track, too much traffic. On the last lap, I could have made up time, even from the front row. But, coming out of the tunnel, I found a car - I don't know whose - that was going 70 km/h slower than me. Anyway, it's a great chassis with a good engine. We're ready to take advantage of any infighting at McLaren. Or a mistake. The important thing was that Berger and I were at the start just behind those two".
During one of his practice sessions, Alboreto spoke with Gianni Agnelli:
"He asked about the car, how we fit in it, and how it drives".
Some say that Alboreto told the Avvocato, who was dignified rather than sad:
"I just can't let you win. I'm sorry".
Marco Piccinini explains more about Ferrari's current situation in Monaco:
"McLaren has a 10 km/h margin on us to make it round numbers. But we are satisfied. Is Berger already thinking about the next Grand Prix in Mexico? The Monte-Carlo race is interesting. We're right behind the McLarens and ready. We've worked well so far, starting to make up for some errors in judgment made in the recent past. We also chose the right moment in the last practice to perform at our best, taking advantage of lighter traffic, although it's always heavy".
Alessandro Nannini, in P6 with his Benetton, says:
"I did not expect the turbos to be so strong here. With my naturally aspirated engine, I noticed the turbos more than expected during acceleration. I had a stiff setup; at the Hotel Loews corner, the left front wheel lifted - a risk. I hope it can be remedied for the race".
Riccardo Patrese, in P8 with the Williams, admits:
"It was a bad day. I had various problems in free practice and didn't use it much. The electrical system was also malfunctioning. I set the eighth time with four minutes to go. My heart was in my throat. Woe if I had to start too far back; it would be an automatic end here".
It's a whole different world now with McLaren. Ayrton Senna declares:
"This morning, I said I would go down to 1'24"0. I did even better. Those are thousandths of a second, but they count too. I only have one problem: the first corner. If someone doesn't bump into me from behind at Santa Devota, then the race is mine. Pole position is not enough for me. I would like to be beyond that corner already".
Alain Prost emphasizes:
"Senna takes too many risks. I had brake problems; however, in the end, I almost caught up to him".
However, witnesses scattered around the circuit say that Prost actually took more risks than Senna, whether it was the brakes or something else. We shall see in the race. Of course, if everything goes smoothly for the two of them, there won't be anything to see. There will only be something to watch. Or rather, to watch. As expected, Giovanni Agnelli appeared in the Monaco Grand Prix pits. Perhaps for the first time in sports history, reporters do not have to embellish the lawyer's words, unearth meanings he may not have intended, but rather, they must condense and summarize. We've gone from the situation predicted by a television anchorman ("One day, at the stadium, the lawyer will tell us it's Sunday, and we'll all be happy with the scoop") to a cornucopia of good statements. Avvocato Agnelli, the stock market doesn't decide to go up, and suddenly, we have a lot of Fiat shares. What should I do?" Lawyer Agnelli replies:
"I have more than you. Console yourself. Let us suffer together".
Agnelli arrives in Monte Carlo by helicopter and enters the Ferrari pit at 10:40 a.m., while free practice is underway. Then, after half an hour, he leaves by motorboat. Agnelli entered the pits without a pass, something not even Prince Ranieri manages to do here. The pass with the Agnelli inscription is around the neck of financier Carlo Bonomi, who works with Agnelli. Agnelli is very fast and athletic. Followed by journalists and photographers, he answers questions. What did he say to Alboreto?
"Nothing in that noise. I asked about the small cockpit and its dimensions. I saw the guy full of spirit again".
But the great Ferrari is more of a memory than an actuality:
"True. But it's about beautiful memories".
That's very true, but we're always hearing you say that we must be patient:
"Patience is one of our virtues".
The idea is that Fiat is more of a consultant than a partner with Ferrari:
"As you know, Enzo Ferrari and his team are responsible for the technical aspect of the relationship. They work hard; we improve".
But on the other side is all of Japan:
"True. They are well determined on one goal: this Formula 1, which is a great showcase".
A showcase and a Trojan horse?
"Yes. We realized that a long time ago, though. We have more scattered, diversified interests. They throw men, capital, and energy into this venture. But in the world of technology, one is quick to move on and catch up".
It takes open eyes:
"I think it would take open eyes".
Is the insistence on Ferrari (before Berger's third half) a crisis?
"I would never use the word 'crisis' when talking about Ferrari, given its reputation and the efforts it is making".
No Indianapolis, despite certain signs at Ferrari?
"I wouldn't say that. It's a very special race, not ours a priori".
Does she like Prost?
"He's an excellent driver, but be careful. Certain judgments must also take into account the car you're driving. I like our drivers at Ferrari".
Fortunately, the start of the Monaco Grand Prix on Sunday, May 15, 1988, is regular, with the usual Santa Devote protecting the racers. Senna, in pole position, took the lead without any problems. Behind him, however, Berger, who was very quick, took advantage of Prost's uncertainty (he made a mistake inserting second gear) and slipped past him. This set the stage for the dominant motif of the race. Meanwhile, Alboreto lets go of the unrestrained and always very good Nigel Mansell in the tussle at the first corner to avoid dangerous and useless accidents. Several accidents occur in the first lap, eliminating a World Championship protagonist (Piquet) and two drivers who could have theoretically achieved a good result. The Brazilian world champion collides with Palmer's Tyrrell - such are the dangers when you are in the middle of the field - and is forced to retire due to a broken front wing attachment. Alex Caffi was also eliminated after colliding with Capelli about a hundred meters in, and Streiff was stranded after the accelerator of his AGS broke. This formed a small, boring group of cars, with Senna far behind and Berger busy containing Prost's cautious attacks. Experience teaches, however, and Prost himself had lost a race he had won by crashing. The Frenchman is now a master of competitive tactics. The most beautiful performance, however, was shown by the McLaren driver and the Ferrari driver from Austria, who drove to the best of his ability despite having a slower car than the English one. Senna takes an unbridgeable lead of one to two seconds per lap, setting an infernal pace that Prost cannot match. Prost is stuck behind Berger with little chance of passing him. The first twist comes on lap 33, however. Mansell, who was having difficulty, was attacked by Alboreto, who had been tailing him for eight laps. At the pool curve, the Englishman goes wide; the Italian slides in. When the Williams comes back to close the corner, the collision is inevitable. Luckily for Alboreto, Mansell's car is more damaged after spinning out and losing its suspension. Riccardo Patrese emerges from the rear and takes Mansell's place, bringing Alboreto closer. But Patrese runs into a difficult double with Alliot, a delightful character in everyday life but an unpredictable driver on the track. The much slower Frenchman blatantly widens his trajectory. Patrese passes him, but the Lola driver suddenly closes in. The bump sends the car first against the wall, almost at full speed, and then against the barriers. The car is destroyed, but the driver is unharmed. Two laps later, Berger's Ferrari seems to be in trouble. Before the finish line, Prost overtakes Berger on the outside without any problems. The grid pairs are thus reshuffled: two McLarens in front and two Ferraris behind. Meanwhile, Senna seems to be in a kind of competitive trance, lapping at unnecessary speeds when his lead is practically unbridgeable. With fifteen laps to go, Ron Dennis shouts to the Brazilian driver over the radio:
"Slow down. He'll never catch you. Slow down".
However, there is no way the team principal can persuade Ayrton Senna to slow down. On lap 66, at the Portiere corner, the McLaren can be seen veering too far to the right before crashing into the guardrail on the left. Disappointed with himself, the Brazilian driver abandons the car and heads for his apartment on Princess Grace Boulevard, not far from the Portier. There, he will remain for hours, lost in thought. It will be some time before Ayrton answers Jo Ramirez's countless phone calls. Between tears, he admits:
"I don't know how it happened. I barely grazed the inside of the curve or the barrier, and the car jumped. The steering wheel slipped from my hands, and in a split second, I was hitting the outside of the track. I must be the biggest idiot in the world".
Alain Prost made poker. It was his fourth victory in the most prestigious race in Formula 1, his 30th career success, and a leap forward in the standings. The race seemed frozen and almost pointless, with the first four on the grid in order until almost the end. Then, Senna made an unforgivable mistake, which he later admitted, by crashing into a guardrail. This twist brought both Ferraris onto the podium—an unexpected result—with Berger and Alboreto in first and second place, respectively. McLaren still dominated, but at least the Maranello stable confirmed that it was the only alternative to the British team's supremacy.
In terms of performance, Senna could have lapped at least Alboreto if he had not thrown away the victory. In the end, however, only the two Maranello cars did not suffer the shame of being lapped. The fourth and fifth places went to Warwick in the Arrows and Palmer in the Tyrrell, the first driver with a naturally aspirated engine to finish. Patrese also finished with a lap to spare, despite his efforts. Only ten single-seaters finished the race, proving it is always a tough test. Alain Prost said he was happy without hurting Ayrton Senna:
"I won because Ayrton stopped. OK, but I was ready. When I passed him, I thought about my points and McLaren's, and I was overjoyed. This is sports; this is competition, even between drivers of the same team. I don't know what happened to him. I want him to talk about it because every sentence I say could be misinterpreted. After I missed the transition from first to second at the start, I raced for second place: I was well ahead when Berger passed me".
From there, I started thinking about second place, which I absolutely had to take and keep. Berger's car was leaking oil and water. Every now and then, I pulled three to four seconds off to avoid risking it, as well as to clean my visor with my gloves. I had decided to try to pass Berger in the second half of the race, and I did. Maybe he made a mistake when I passed him. Up to that point, I was satisfied with myself. Then, I switched to childish happiness when I found myself in first place. I had problems with the rear brakes, which wasn't serious, but still annoying. It's possible that Senna had them, too - and more serious ones - until the accident. But I won't say any more about Senna's misfortune. A few days earlier, however, Prost said of Senna, who was in pole position:
"He takes too many risks".
From Prost to Senna, not even the flowers of the winner, only the good work of leaving the explanation of the madness to him. Prost clarified to an English journalist how long he and Ayrton would remain the strongest:
"Until the end of the year. But we are not just the strongest; we are the very strongest." There are no problems with Senna because he has shown himself to be a respectful colleague so far. I think I also have respect for him as he does for me. But, honestly, I was worried. If he had won another race and accumulated nine points, he would have at least challenged my position at the top of the standings. Instead, he remained at zero, and now things are getting difficult for him. Not least because, at this point, the team has to rely mainly on one man".
Alain Prost could not have been clearer. The Frenchman criticized his rival's mistake quite harshly. His rival had preferred to rest a few minutes at home before admitting he had made a very important mistake:
"I don't know exactly what happened. But our cars were perfect. We had some problems with the rear brakes, but they only overheated. All we had to do was take breaks every now and then and not push it to the max, and everything was fine. He must have brushed the track a bit too much. He took the right turn too fast, touched the front wheel, and lost control of the car. He crashed on the other side, and the race ended miserably for him, as the nine points were right in his grasp".
After the accident, Senna left the car at the circuit and fled on foot to his home in Monte Carlo, not Brazil. He went to bed. He told a friend:
"I don't know what to think. I want the car examined thoroughly before deciding if it was my mistake or a brake malfunction".
Three hours later, he woke up and explained everything to a Brazilian journalist:
"It was my fault. I knew the car was innocent. I wanted to think about it and take my time. I was happy. I was in the lead. I knew Berger had passed Prost. I was dreaming of becoming World Champion. Then, Prost became second. He did some very fast laps. I answered him. I reestablished my big lead, but then I lost my concentration. I lost my rhythm. When you lack concentration, everything becomes more difficult. I had already risked going off the track two or three laps before, and unfortunately, it happened again, and I was out of the race. I delayed braking, hit one side, lost control of the steering, and hit the other. It was all over. I'm very sorry because I wanted to win in Monte Carlo and recover points in the standings. Prost says that the championship is now downhill for him. I would respond that the season is still very long and anything can happen".
Someone said that Senna wanted to beat everyone; he had revealed this to a friend. He wrecked a car and perhaps undermined his own ranking. On Sunday night in Monte Carlo, some people praised him for being brave, while others condemned him for being insane. As mentioned, two other brutal incidents determined the outcome of the race, at least as far as the finishing positions are concerned. The first incident involved the Alboreto-Mansell duo. The Maranello team was worried about an intervention by the stewards after the collision between the Ferrari and the Williams. The incident took place at the Piscina curve. It is a rather dry right-hand bend. Regarding this incident, Michele Alboreto recounts:
"I was faster and had been behind for eight laps. Mansell was slowing me down noticeably. I saw the Williams come off the racing line and widen to the left, so I slipped in. Maybe Mansell didn't see me properly. He closed in, and there was nothing I could do. These are things that happen at the Monaco Grand Prix, where there is nowhere to overtake safely. After the race, I saw Mansell, and we shook hands. He understood that it wasn't intentional".
On the other hand, Nigel Mansell accuses Alboreto of being unfair. However, he does so in a civil manner without protesting too much:
"I was in front; I chose the lines. He shouldn't have entered. In any case, I expected an intervention from the stewards. They summoned us to race direction. We watched the accident footage several times together, and in the end, they decided it was okay. Then they said I was too impetuous".
The collision between Patrese and Alliot was also quite dramatic. Overjoyed at the point won, the Paduan put all the blame on the Frenchman:
"He's reckless. He was lapped and holding me back for two laps. Then, he went wide. I moved to the right to pass, but he also moved back to the line. It could have been a disaster. Luckily, he didn't do anything or damage my car too much".
It was a disappointing outcome for Alessandro Nannini, who was eagerly awaiting the Monte-Carlo test after the Grand Prix run at Imola. The Tuscan driver did not really have a chance to join the competition:
"After about ten laps, I ran out of clutch. That's a serious handicap on this circuit, where you have to change gears every few seconds. Then, the gearbox started to malfunction. It jammed, and at the St. Devote corner, I was stuck in sixth gear. I had to take the escape route and say goodbye to the race".
The battle between Prost and Senna continued. But will it always be a lonely family fight? Would no one be able to get between the McLarens? Ferrari came close with Berger's second place and Alboreto's third. Honestly, the Maranello team could never have won unless both British cars had retired. Their performances were too different; Senna was at least one to two seconds faster each lap. Berger tried; he overtook Prost at the start and kept him behind for three-quarters of the race. However, the Austrian could not do any more. He had problems with his car, which was leaking oil and water. Still, he managed to finish and bring home six precious points. After the Grand Prix, Michele Alboreto clarified:
"When I talk about our good competitiveness, I am referring to the rest of the world, not McLaren".
Having acknowledged this, everything else falls into place. He is fully satisfied, but things could go even better in Mexico. Alboreto continued:
"Important new features are coming to the engine, and improvements are also coming to the chassis".
This is the logical and sensible conclusion to Ferrari's day. Earlier, there had been perhaps excessive frenzy over second and third place. Throughout the race, there was a providential calm at the Ferrari box—a physiological serenity not even sought. In the morning, during the tuning tests, Cesare Romiti had visited, the second major presence from Fiat after Agnelli:
"This is a world full of work and professionalism. It arouses enthusiasm and generates esteem".
Then, the Grand Prix passed in relative calm. The pit was animated by the usual presences, without the usual crowding. It was a calm day, as Gerhard Berger also confirmed:
"I have an ugly face because I am tired. But the race went well, and the next ones will be better. I could have kept Prost behind me until the end with a few zigzags, but that wouldn't have been fair. When I realized he was easily catching up to me, I let him pass. I'm second in the standings, which is great, but nothing changes: we still have to work hard. We also have aerodynamic problems in addition to the known engine issues. I confirm that, barring any bad luck, we will still be the strongest behind the McLarens in Mexico".
What about the good start?
"Prost made a mistake when he missed the pass in second gear, so I overtook him".
Michele Alboreto adds:
"I pushed the car to its limits, but it still needs a lot of work on the engine and chassis".
The Ferrari drivers were satisfied but still lost a second per lap to McLaren:
"When I'm satisfied, I don't think about McLaren. McLaren is everyone's problem, not just Ferrari’s".
Marco Piccinini, Scuderia Ferrari's sporting director, continues:
"It was a 50% good day. Let's stay calm. Berger was splendid; he even made us dream of first place".
Harvey Postlethwaite concludes:
"On Wednesday, when I came here, I would have signed for this ranking and worse. It was supposed to be our bad day; it was Lotus's bad day. The podium is important, and so are the two cars that made it to the finish. This is called reliability, even if the performance is what it is compared to the McLaren".
On Monday morning, French newspapers emphasized that it was the weight of wisdom that allowed Alain Prost to score his 30th Formula 1 victory on Sunday and pull ahead of his teammate Ayrton Senna in the World Championship standings. The Brazilian candidly admitted that he made an incredible mistake when he crashed into a guardrail while he was well ahead in the race. Senna spoke of a lack of concentration. Prost therefore beat him on a tactical level and with experience gained over the years, sometimes at great cost. On a human level, this was the moral of the third round of the World Championship. Technically, however, the race lends itself to two evaluations. First, it confirms McLaren's overwhelming power with their third consecutive victory. Second, it marks a small step forward for Ferrari. They return to Maranello with a second place, conquered by the superb Gerhard Berger, and a third place, obtained by the tenacious Michele Alboreto. For the Maranello team, however, the recovery phase has not yet begun. The chronometric gap with the McLaren-Honda of Prost and Senna is still very high, quantifiable at 2-3 seconds per lap in Monte-Carlo. This makes it difficult to imagine being able to put up a valid resistance in the fight for the title. While at Fiorano (and especially at Guildford, where John Barnard works), the program concerning the new car equipped with a naturally aspirated engine is proceeding at full speed. Harvey Postlethwaite says:
"We are already late because, if things don't go well, there won't be enough time to revise the plans".
The Maranello team's technicians are working hard to prepare a significantly modified turbocharged Ferrari for the next race: the Mexican Grand Prix on Sunday, May 29, 1988. The most important problem, as is widely known, concerns the engine. More power is needed.
Honda is known for its ductility and elasticity, as well as its enormous resources, and has developed cutting-edge solutions. It seems that the Japanese six-cylinder was able to achieve 720 hp in the race thanks to a high number of revolutions (13.700 rpm), with a rapid utilization. This is why Jean Jacques His and his team are preparing a substantially new engine. They are working on the revs, for which the crankshafts and possibly the valves have been revised. A careful study of the supercharging system and turbines is underway. In simple terms, to avoid difficult technical arguments, we will say that the Ferrari engine currently has difficulty controlling pressure, which is limited to 2.5 bar by the pop-off valve, as per the regulations. The engine's intake box, or lung, is equipped with a throttle, or a bulkhead that opens and closes for each cylinder. However, when the supercharger pumps too forcefully, the pop-off valve opens, causing the system to malfunction briefly with reduced pressure and performance. To overcome this issue, Ferrari developed an additional throttle placed upstream of the box. This solution allows for constant pressure at all times. All the necessary materials, along with some aerodynamic modifications and minor setup tweaks, should be ready for Mexico. Clearly, this is risky, as so many changes could compromise reliability. However, this is also the only viable option. In essence, it is a desperate attempt given the time allowed by a pressing championship schedule. The future of Ferrari and the decisions that will be made should it fail depend on this attempt. Barnard is watching, and for Postlethwaite, the operation is a kind of final exam. Ferrari's second Englishman, who is also very emotionally attached to Scuderia Ferrari, could hardly accept another demotion in favor of his compatriot.