On Wednesday, June 26, 2002, Scuderia Ferrari is completely acquitted - legally, for not having committed the crime - of the charge of manipulating the Austrian Grand Prix result, because the regulations allow team orders. Ferrari, on the other hand, is heavily punished financially, for the scene played out on the podium by Michael Schumacher and Rubens Barrichello. A record fine, the one inflicted by the FIA World Council on the Maranello team: $1.000.000, half to be paid immediately and the other to be kept ready: it will only be demanded if the incident is repeated within a year. The Federation delegates, unable to hit the Italian team with disqualifications or penalties of any kind, thought it best to hit them in the wallet. Money, after all, always comes in handy: life costs money and managers certainly cannot travel by plane in economy class or stay in hotels that are not luxurious. If the rules and articles of the sports code are not clear, one can also exaggerate.
"We respect the decisions of the FIA".
Jean Todt says, as the two drivers leave through a side exit of the building in Place de la Concorde. And these are his only words after the hearing before the World Council. Ferrari's explanations were simple:
"We lost three titles at the last race from 1997 to 1999. We have the right to bet on a driver to win the World Championship".
This philosophy is also implemented by other teams and - as mentioned - permitted by the code. So much so that in its statement the FIA reiterates:
"The World Motor Sport Council deplores the way in which team orders were given and respected in the Austrian Grand Prix. However, the Council itself considered it impossible to punish the drivers, who, bound by a contract, are obliged to respect the instructions given. This type of situation has existed for some time and it had already been recognised in the past that a team has the right to decide the finishing positions of its drivers, depending on what it considers to be the best strategy to adopt in order to win the World Championship. That is why it was decided, albeit reluctantly, that Scuderia Ferrari Marlboro could not be punished for giving orders to its drivers in Austria".
The question of the prize-giving ceremony is different. In this case the procedures were not respected, according to the FIA (Article 170 of the sporting code). Rubens Barrichello was on the top step of the podium when the German anthem was played, and was joined by Michael Schumacher at the moment the Italian anthem was played. Michael Schumacher received the trophy for first place from the Austrian Chancellor and handed it to the Brazilian, then he also took the cup for second from the Vice Chancellor and did not thank the two.
"It is the duty of a team to control that its drivers observe the relevant protocol and that they avoid embarrassing the dignitaries of the country where the races take place under all circumstances".
In short, a mere matter of procedure and attitude. Bernie Ecclestone, when leaving the meeting, comments:
"Every rule was respected. What happened in Austria was not liked, but Ferrari had the right to do what they did, while Schumacher, perhaps dazed by the booing he received, behaved stupidly".
In any case, Max Mosley, president of the FIA, says he has appointed a commission of four - anonymous - members to study the possibility of avoiding team orders. It's hard to say how it will be done, given that nowadays with two-way telemetry, if you want, by sending a radio impulse from the pits, you can blow up an engine and reduce its performance at any time during a race.
"As always Ferrari respects the decisions of the FIA. As for what happened on the podium, I agree that, in front of so many television viewers, the ceremony should be a serious and composed moment for the image of Formula 1".
This is the first comment of Ferrari president Luca Montezemolo, who adds:
"At certain times even in our sport you have to behave like in other sports, or in the heat, when there are national anthems. Otherwise I am happy with the victories and enjoy them".
Regarding the Federation's expressed rebuke of the incidents at the Austrian Grand Prix, the Ferrari president says:
"Things like that are done once and never again. Which doesn't mean that we have to go against our own interests. We give team orders and we will continue to give them, also to avoid that the drivers themselves, with their behaviour, can create problems and not serve the interests of the team. Team orders, in sport, have always been given; they are frequent in cycling, in other disciplines and even in Formula 1. But the scene on the podium was made by the drivers and that is not good. From now on the utmost attention will be paid to the team's award procedures and Ferrari would like to thank the CEO and his delegation at the FIA for their support".
Having forgotten the events of the Austrian Grand Prix, on the eve of the British Grand Prix Michael Schumacher is just a few points away from becoming World Champion. The German driver has 76 points, his brother, Ralf Schumacher, second in the standings, is 30 points behind. Should the German driver accumulate another 14 points in two races, he will no longer be within reach.
"I want to take the first step here in England. Forget about retiring as someone wrote [a local tabloid, ndr] and Damon Hill claims. I won't leave Formula 1 even if I get my arse kicked. I'm still having fun. And we want President Montezemolo to be with us too. We've heard the rumours, read the papers: we're all pushing for him to stay in the family".
Incidentally, on Friday, July 5, 2002, Ferrari president Luca Montezemolo should be present at the meeting between the constructors and team owners for the history of the new championship. But he is unlikely to show up at the circuit. In the meantime, in England, another made-in-Italy character is holding court: Flavio Briatore, who covers himself in modesty and does not comment on his latest adventures.
"Me a playboy? In truth I'm just a single guy... They say a lot, they write about Adriana Volpe, they photograph me claiming that I am with Lady Victoria Hervey. They film me at Twiga, my bathing establishment in Forte dei Marmi, three metres away and they don't see that Luciano Benetton is with us. I go to Maurizio Costanzo's, I pass by Perugia and I even have a flirtation with Monica Bellucci. In short, it's true that I like women, but that's not all I do, I'm a hard worker and I work hard".
After the winning adventure with Benetton, with Michael Schumacher's two first world titles, the 52-year-old Italian is now embarking on another challenge, that of taking Renault to the top.
"I was surprised when they called me. French team, based in England, Italian manager. I made it clear: you do as I say. They accepted and now they're happy. Last week I was in Paris for the launch of the new Megane, there were four thousand dealers, when we entered the hall an incredible applause broke out. I'm happy, the goal is to be at least second in the standings next year".
What is left of the fatuous Briatore charmer of women?
"Well, the years go by and I have many commitments. It is clear that I have not yet retired, in that sense".
And he shows his friends his new home, the Fingest Manor, located in Chequers Lane, in a secluded valley about thirty minutes' drive from the centre of London and the same distance from the team's headquarters in Enstone, near Oxford. A brick building, with an old, deconsecrated church and cemetery attached, in which several apparently tame Rottweiler dogs run around. The property - not lacking, of course, a helicopter landing zone - counters the 1.500 square metres of buildings including the guesthouse. The furnishings, designed by Italian architect Celeste Dell'Anna, are sumptuous, rare and expensive pieces. Six bedrooms in the main building, three in the annexes.
"It is an expensive area, like central London. But it is peaceful here, nobody can build anything. I only did a renovation. My life in Fingest? I get up around 7:10 a.m., at 8:15 a.m. I am in the office. I go home for dinner time. Normal Italian cooking, we are equipped. Then I watch some television. Around midnight everyone goes to bed".
What about parties, weekends, holidays?
"Weekends last the space of a Saturday, on Sunday you already have to be here to get ready. I'll make a break for the opening of my club, the Billionaire in Costa Smeralda on July 12. A quiet affair: only fifteen tables booked in the restaurant, ten guests each. The cost? Ten thousand euros. One, however, we'll put up for auction, for charity, in favour of the children of Arzachena".
It is not Briatore's only charitable work that leaves the proceeds of a sponsorship of a jewellery company. He, on the other hand, is not doing badly: he is co-owner, among others, of Pierrei, a pharmaceutical company, of Rizzoli near Bologna, and of a sanitary ware factory in Potenza.
"I have to look after, including Formula 1, about 2.000 people".
Did you think as a child that it would come to this?
"Only in my dreams".
And Naomi Campbell? Flavio is being sentimental:
"I loved her, I still love her".
But now he has to think about winning with Renault. Tenth race of the World Championship. It is raced at the home of the British teams. Here modern Formula 1 took its first steps: debut race on Saturday, May 13, 1950. The circuit was then made from the runways of the airport used during World War II. Then, little by little, it became a high-speed circuit (246 km/h average in 1987), now with chicanes and tight bends it is down to 220 km/h. The facility is in danger of disappearing due to a lack of hotels and access roads. This year permission was granted after the construction of a road, but it is not finished, the traffic jams are frightening. As always on the eve of the British Grand Prix, the tabloids are talking big. Former World Champion Damon Hill says:
"I am sure that Schumacher will quit racing at the end of the year. He will win his fifth title and say goodbye. That is why Montoya has not renewed his contract with Williams. He is waiting to see if a place opens up at Maranello".
Obviously, Damon Hill's thesis has been denied by the person concerned. The one who really risks disappearing is Arrows who asks and obtains to delay scrutineering until Friday morning, by 10:00 a.m. Apparently it is a dispute between the team and the Morgan bank over a payment of $5.000.000 to Cosworth, supplier of the engines, which has not yet been made. If the problem is not resolved, Arrows will not be able to race and it could be the beginning of bankruptcy. It is a crisis, a deep crisis. After Prost, which went bankrupt before the start of the World Championship and miserably ended in pieces at auction, the story of Arrows will almost certainly end in a similar way. The stable, founded in 1978 by former driver Jackie Oliver with some partners, in twenty-five years ran 380 races without ever winning one. In the spring of 1996, the team was taken over on lease by Tom Walkinshaw, an eclectic Scottish entrepreneur, involved in various sectors of motor racing, from production cars to sport. According to some specialist magazines, he is among the top 100 richest men in Britain. Yet on Thursday, July 4, 2002, his cars were blocked by an order of Judge Lightman of the High Court in London on an application by Cosworth for an overdue payment, as mentioned, of $5.000.000. Walkinshaw asked for an extension of time for technical verifications and also to settle the debt. But he found an insurmountable obstacle. Niki Lauda, responsible for the sporting activities of the American manufacturer and all related companies, denied permission.
"Either pay now, or the cars stay in the pits".
The engines are mounted on the Arrows, but the control units that allow them to start and run have been removed. Meetings, endless discussions, frantic contacts with banks, with possible lenders and buyers. According to rumours, Red Bull has offered to pay 60% of the debt immediately and 40% in three months. Alternatively, it could be Walkinshaw himself, out of his own pocket, to keep the business alive. The truth will be known by 9:00 a.m. on Saturday, July 6, 2002. Niki Lauda has imposed this deadline, otherwise Arrows will be excluded from the race and therefore from Formula 1: the regulations provide for a penalty of $710.000 if you miss a race for serious reasons, but insolvency causes immediate expulsion and the loss of all rights. A few months ago, Walkinshaw had spent a handsome sum to buy out part of Prost in order to take over the credits - premiums and percentages - accumulated with last year's results, but had been blocked by a French court. Behind this story there are certainly complicated situations that are difficult to understand. Walkinshaw is also the owner of TWR, a technology company with a very high turnover that works for several car manufacturers. Sensational implications are not excluded. And even if Arrows could somehow save itself on Saturday (the employees are around 250, the drivers the German Heinz-Harald Frentzen and the Brazilian Enrique Bernoldi), its future will still be very uncertain, unless it is rescued by a buyer with great means. It is said, even if it cannot be calculated exactly, that Formula 1 moves around 5,000,000 euro per year. One third of this amount is spent by the teams, the rest comes from the induced revenue: TV revenue, spectators, hotels, etc. Grand Prix have an ever-growing audience on video around the world, often surpassing even the most important football matches.
But, just like football, the motor circus also suffers from a serious growth crisis. The teams with the most resources or the best sponsors (McLaren-Mercedes, Ferrari, Williams-Bmw, Toyota, Renault) spend between 200.000.000 and 300.000.000 euros per season. The small teams are between 50.000.000 and 60.000.000 euros per year. Engine rental alone costs $25.000.000 for seventeen races. McLaren, after having presented a 10.000.000 euro motorhome three months ago, just in these hours announces that its 28 mechanics involved in the pit stops during the British Grand Prix will wear a special astronaut suit, fireproof and cooled (50 kilometres of 2 millimetre tubes inside), made in collaboration with the European Space Agency by a Canadian company that produces the suits used on the Nasa Shuttles. No expense is spared to have the best of technology. But, at this point, given that other teams - Jordan, Minardi and BAR, which has still laid off employees - are also at risk, somehow the talk that the constructors are making of creating a new World Championship becomes topical. They demand that the revenues administered by Bernie Ecclestone, of which they only collect a small percentage, be distributed to a much greater extent among all the teams. And this becomes a question of survival. Without Arrows the cars in contention become twenty.
"And soon there may only be sixteen".
A gloomy Flavio Briatore sentences. Meanwhile, Rubens Barrichello gets a taste for staying ahead of Michael Schumacher. He does it again on Friday, July 5, 2002, in the first practice session of the British Grand Prix on a wet track. Best lap in 1'31"457, at an average speed of 202.363 km/h, 0.424 seconds ahead of his teammate. The German skipped the first hour of testing because he ended up spinning, with his engine switched off. Third was Giancarlo Fisichella, almost 2 seconds behind, then Juan Pablo Montoya, Takuma Sato and Jacques Villeneuve, all much further back. Also thanks to the Bridgestone intermediate tyres. Good weather is forecast for qualifying, while rain could return in the race. To improve visibility, a blue instead of red rear light is being experimented on Minardi, Toyota and Jaguar. News in the drivers' market: according to the Brazilian press, McLaren is negotiating the signing of Helio Castroneves to replace David Coulthard in 2003. Saturday, July 6, 2002, Juan Pablo Montoya takes his fourth consecutive pole position, fifth in the season, and eighth in his career. A surprise feat, that of the Colombian driver, in the last minutes when it seemed that the fight for the best time was a matter between Michael Schumacher and Rubens Barrichello. The Brazilian was leading by 0.01 seconds over his teammate and everything predicted that the German would try to overtake him. In fact the World Champion was very quick in the first sector, able to take the lead, but got lost in traffic with all the competitors on the track at the end and had to settle for third place. This is because in the British Grand Prix the two South Americans will be on the front row, Juan Pablo Montoya ahead and a little further back Rubens Barrichello. Michael Schumacher will be forced to chase. The Colombian driver says:
"I'm surprised too, I didn't expect that… We changed something on the car and it worked out for the best. At the beginning I had to struggle with understeer, in the last few minutes it turned into slight oversteer, but that didn't stop me from being the fastest. I had done the same thing in the previous three races and then it went wrong. I hope to make up for it all in one go. Williams is competitive, I hope to have no problems".
And a joke follows:
"I'm starting to get bored with these pole positions".
The race?
"I'm going to end up in the points, given what has happened so far".
A bit of superstition on the part of Juan Pablo Montoya, but it is clear that victory is within his grasp. Even if the Colombian does not consider himself the favourite:
"Over the radio from the pits someone shouted at me: don't take pole, don't take pole! It's bad luck... Instead, I pushed the accelerator hard. Starting in front is always a nice advantage. However, I think the Ferrari is still unbeatable".
Juan Pablo Montoya beats Rubens Barrichello by just 0.034 seconds, Michael Schumacher by 0.044 seconds, with a circuit record lap finished in 1'18"998, at an average speed of 234.279 km/h. One and a half seconds slower than the time that had allowed Michael Schumacher to take pole position in 2001. For this race the Williams has changed a lot: new aerodynamics and something different in the mechanics: experts say it now looks like a Ferrari coloured white and blue. In any case, the two drivers of the Maranello team messed themselves up a bit in this qualifying. In an attempt to improve, they changed front and rear wings, adjusted the bars differently, and tried to find a balance that was not found. Michael Schumacher was the fastest only in the first sector, while Rubens Barrichello was very consistent, but without producing any highlights.
"In the first attempt I found a cloud of smoke [due to the broken engine of Button's Renault, ndr] coming out of a corner and I was forced to slow down. Then I looked for the best compromise in the balance of my F2002. On the last lap I got on track behind Michael's car, which was very slow and maybe I didn't warm up the tyres enough, so I arrived at the first sector with a precarious grip and I gambled a possible pole position, also because of the traffic".
Michael Schumacher, who had already appeared very nervous in the morning, did not give much away:
"I couldn't get the best out of the Ferrari, even at the end it wasn't perfect. But I am not overly worried, we showed we can recover in the race".
It has to be said, however, that Williams-Bmw seem to have made up for some of the gap they had in the other races. Of course, the final result will depend as always on the start, strategies and tyres. In theory, Ferrari should still have a good tyre advantage during the race. However, there is the unknown factor of the weather: it didn't rain yesterday, but today thunderstorms are possible at race time. The engineers, therefore, will have to consider very elastic tactics because the use of the safety car is not excluded if water should wet the track after the start. Behind the top three, Ralf Schumacher is also lurking. McLaren-Mercedes seem to be far behind, as Kimi Raikkonen is fifth, followed by David Coulthard, more than a second behind, but they are banking on regularity. Jarno Trulli starts in seventh and dreams of picking up some points. Giancarlo Fisichella, between gearbox failures and blown engines, has to chase from seventeenth position. Meanwhile, after meditating all night, Tom Walkinshaw, in order to race his Arrows, put his hand in his wallet. That is, to cover the debt with Cosworth he was forced to draw on his personal assets and probably received help from Bernie Ecclestone. So the two orange single-seaters took part in practice and - barring any sensational surprises - will be racing in the British Grand Prix. Figures have not been made: it seems that Red Bull, intent on buying the team, has also put something in. The affair, however, as admitted by the very tense Walkinshaw himself in a press conference at dawn, remains complicated:
"We should also be there in the next race in France and probably finish the season. My goal is to sell the team. There are negotiations, I hope they will be successful".
The intrigue seems to have stemmed from a non-payment by the betting company Euro Bet, which sponsored Arrows last year. A problem that had brought in the investment bank Morgan Grenfell, which had taken 45% of the team. To cover debts Walkinshaw allegedly tried to sell a third of the company without being able to do so and was blocked by the courts. He was then prevented from doing so by Ford manager Niki Lauda. The Austrian manager is also accused of having acted in this way in order not to make a bad impression on Jaguar, which is often behind the Arrows, which also uses older engines.
On Sunday, July 7, 2002, Rubens Barrichello is relegated to last place after being stationary on the grid at the start of the formation up lap of the British Grand Prix. Olivier Panis, on the other hand, starts the race from the pits in the reserve car after his BAR car stops during the formation lap. At the start Juan Pablo Montoya holds the lead, ahead of the Schumacher brothers. Further back Allan McNish fails to start due to a transmission problem and is forced to retire, while Felipe Massa spins out in an attempt to overtake Jacques Villeneuve, restarting in last place. In the first few laps Juan Pablo Montoya manages to keep Michael Schumacher behind him with difficulty, as the German driver follows him by a short distance. Behind them, Ralf Schumacher and Kimi Räikkönen fight for third position, followed by David Coulthard, Jarno Trulli and Jenson Button. On lap three the Finnish McLaren driver manages to pass the German Williams-Bmw driver at Copse corner, moving up to third place, while Rubens Barrichello quickly recovers from the back of the pack, reaching eighth position in just six laps. During the sixth lap it starts to rain: within a few laps the track gets completely wet and at the end of lap 13 the vast majority of drivers, with the exception of David Coulthard and Pedro de la Rosa, who do not take advantage of this choice, stop in the pits to change tyres. The Ferrari drivers choose the intermediate tyres, while Williams prefers to fit rain tyres. The Maranello team's move proves to be a better one and Michael Schumacher quickly makes up the gap to Juan Pablo Montoya, overtaking him on lap 16. Three laps later Juan Pablo Montoya is also passed by Rubens Barrichello, dropping to third. Behind the top three, Kimi Räikkönen, who has lost almost a minute in the pits due to a misunderstanding with the team, makes several overtakes, moving up to fourth place, while his teammate, who has been on track too long on dry tyres, remains in the middle of the pack. Heinz-Harald Frentzen retires due to engine failure while occupying seventh place, while Jacques Villeneuve and Felipe Massa recover several positions, also taking advantage of the superiority of the Bridgestone wet tyres. The rain is less intense than before and on lap 23 David Coulthard makes a stop to fit dry tyres.
However, radio communication between the Scottish driver and his technicians is disrupted and when David Coulthard returns to the pits, the mechanics are not ready to receive the Scotsman's car and this costs him around 20 seconds. Kimi Räikkönen and the two Renault drivers, Jarno Trulli and Jenson Button, also return to the pits, but after a few laps it starts raining heavily again and the four drivers are forced to fit wet tyres again. Around lap 30 the Schumacher brothers and Rubens Barrichello pit, while Juan Pablo Montoya continues without stopping. However, Ralf Schumacher is slowed down by a problem with the refuelling system, which causes him to lose around thirty seconds and forces him to make a further stop a few laps later. The rain stops falling and on lap 36 David Coulthard makes his fourth pit stop, fitting dry tyres. He is imitated by his teammate, who a few laps later is forced to retire with an engine failure. Twenty laps from the end, with the track now dry, the Scuderia Ferrari drivers and Juan Pablo Montoya return to the pits to mount dry tyres. BAR drivers Jacques Villeneuve and Olivier Panis, who have climbed to fourth and fifth place thanks to good strategies, also make the tyre change, maintaining their position. Immediately after the last refuelling Juan Pablo Montoya passes Rubens Barrichello, but is overtaken by the Brazilian on lap 46. With 60 laps completed, Michael Schumacher wins the British Grand Prix and takes his seventh victory of the season. Rubens Barrichello finishes in second place, followed by Juan Pablo Montoya, Jacques Villeneuve and Olivier Panis, who takes the first points of the season for BAR-Honda. In sixth place Nick Heidfeld crosses the line in the Sauber-Petronas, the last driver to score points. Juan Pablo Montoya was right. After taking pole position on Saturday, the Colombian had no illusions:
"I'm racing for third place, the Ferraris are still unbeatable".
And so it was: first Michael Schumacher, second Rubens Barrichello, although the driver from São Paulo, blocked on the grid during the formation lap by an electronic problem, was forced to start in last place. The drizzle that fell on the circuit after about twenty minutes of the race, could also have complicated things for the Scuderia Ferrari cars. Instead, it turned out to be another winning weapon.
On the wet, but not waterlogged asphalt, the intermediate tyres immediately fitted to the two F2002s made the difference. There can be no proof, but in all probability the German would have won anyway, given the pace he was able to impose at the end when the track dried out, but it is certain that the changing weather situation put both Williams-Bmw and McLaren-Mercedes in more difficulty than they already were, not to mention the other competitors. A still stratospheric Ferrari. A perfect team, not a flaw on a particularly difficult day, a car, the F2002, that doesn't allow the rivals to come close. It is the whole package that works like clockwork, from the mechanics to the aerodynamics, from the engine to the electronics, right up to the important contribution of the Japanese Bridgestone tyres, which made the difference at the crucial moment of the race, in the light but thick and insidious rain. Then there is the pit formation, directed by Jean Todt and Ross Brawn, the mechanics - even the youngest - always calm and efficient, and the drivers. Michael Schumacher: almost a robot, brushstroke trajectories, constant rhythm, vision of the race. Rubens Barrichello: wild, imaginative, brilliant. Starting in 21st position, on lap 19 he was already second, with thrilling overtaking moves, one of which - on lap 47 - was a masterpiece, when he overtook Juan Pablo Montoya, narrowly avoiding impact with the Colombian's car, clutching at the last moment. A race to remember, which took the Brazilian driver to second place in the World Championship standings. Now it is easier to do the maths. Michael Schumacher has a 54-point lead over his teammate, 55 over Juan Pablo Montoya and 56 over his brother, Ralf Schumacher.
All it would take is for Michael and Rubens to finish first and second again in the same order in France to close the World Championship discourse. The others would all be cut off. In this case, winning the title would not be mathematical as Rubens Barrichello would still have a chance, winning all the remaining races to be contested, with Michael Schumacher still not scoring any points. Nor is it easy to predict that the Brazilian would try to thwart the German. To be absolutely certain, however, the ideal result for Michael would be to win the race ahead of his brother Ralf. That way they would all be eliminated. The others of course. The situation is less clear in the Constructors' Championship, although Ferrari has now almost doubled Williams-Bmw: 118 to 61 points. But there are still 112 points up for grabs, so it will be necessary to wait a few more weeks. It is very difficult, not to say impossible, for the Anglo-German team to overturn the classification in its favour. Increasingly in crisis instead is McLaren-Mercedes, which is inexorably losing second place. In the race the mechanics had prepared the tyres for David Coulthard's car when Kimi Raikkonen came into the pits, so the Finn lost over a minute during the stop. The team explained the mishap by a problem with the on-board radios. But, then, there's no point dressing the mechanics in thermal space suits produced in collaboration with the European Space Agency and Nasa, when you then trip over a radio. In any case, Kimi Raikkonen, now relegated to around tenth position, then stopped with a broken engine. And David Coulthard suffered one of the most searing defeats of his career, on his home track, where he had triumphed twice, in 1999, the day of Michael Schumacher's accident, and in 2000. David Coulthard, who now has Brazilian girlfriend Simone as his only consolation, finished tenth with two laps to go, more than ten kilometres behind his Ferrari rival.
"The infamous weather at Silverstone played a nasty trick on us Brits".
And, meanwhile, Michael Schumacher can play the lottery: his number is 60, as many were the laps of the race, as many his Formula 1 victories, as many points that he will need in the next race to eliminate all competition in the challenge for the world title. If, on the other hand, the German wanted to engage in other contests where more numbers are needed, we can suggest many: Ferrari's fourth one-two since the start of the championship, the Schumacher-Barrichello duo's tenth, number 56 in the history of the Maranello team, Michael Schumacher's fifteenth consecutive top-six finish, his twelfth consecutive podium finish. There is also an absolute record, but the number is repetitive: the German is the first driver in the world to finish ten races on the podium without stopping since the start of a World Championship. And he also signed Scuderia Ferrari's success number 52, but that cannot be played. With his fists raised to the sky after crossing the finish line, perhaps Michael Schumacher thought back to that July day in 1999 when his dreams along with his right leg were shattered at Stowe corner. He had said on the eve of the race:
"Memories, even bad ones, remain, but on the track there is no room for memories".
And in the race, he probably forgot everything, with his second victory in Great Britain.
"I had a lot of fun. At the beginning of the race I was a bit worried about Rubens, I was sorry. When I heard that he was second, behind me, I was surprised. But I was also happy".
No revenge for Germany's defeat in the World Cup:
"No comparisons can be made and then, let's wait for 2006 for that".
How was the challenge with Juan Pablo Montoya?
"As always: close, tight and interesting. We had many opportunities to fight closely. I have to recognise that he always behaves correctly. He is direct and predictable. I like to battle with the Colombian".
Now it is hard not to talk about the title...
"I am lucky. On Saturday I was bitter about how things had gone in qualifying. It was also a bit my fault. The race was complicated because it was not easy to predict what would happen with the weather. We were convinced that the rain would not come. Instead we were wrong. But it went well".
Credit to the drivers?
"Usually we are the ones who decide whether it is appropriate to change the tyres, because we have a direct feeling of the track. But I have to recognise that we have a magician in the pits. Luckily Ross Brawn is good, very good. I wasn't sure, I didn't really know which tyre to choose. Our technical manager took care of that. And he was right. The trust between us is enormous, we had already experienced it several times in the past".
What were the crucial moments of the race?
"The last lap before coming into the pits when it started to rain. It was difficult to stay on the track. Then I always remained calm. Our pit stops were perfect. The others made mistakes, but that can happen. When you make mistakes, it is only because of panic. You have to make decisions in a few moments. It happened to us too. Those who don't know motor racing may laugh, but it means that they have not understood the difficulties".
Can calculations be made now?
"I go to Magny-Cours to win. We have a fantastic team and a fantastic car. I admit that we are very close to winning the World Championship. However, selfishly, I would like to do it in Germany, at Hockenheim, on July 28. Let's wait and see".
The Brazilian is also looking forward to being free of team commitments in order to go wild and look for more successes, like the one at the Nurburgring. Without forgetting that in three races this year he has been ahead of his teammate in qualifying. Rubens Barrichello explains:
"Everything happened to me this time. I don't want to think about what would have happened if I hadn't stood still on the formation lap. I put it in gear and the engine died: luckily nothing irreparable like in Barcelona. Anyway, I don't care. The important thing is the result: I'm second. I engaged in a fantastic duel with Montoya, nice and rough. He is fast and honest. My mood at the start? When you are in certain conditions you take more risks, I pushed hard. I had worn rear tyres because of the pace I had taken, at one point I put one on a white strip and spun, but I managed not to lose too much ground. I feel calm and strong. I think I can win again".
On Saturday, after conquering his fourth consecutive pole position, it must have crossed Juan Pablo Montoya's mind that if he had once again failed in the race, as he had done in the last three outings, people would have started to murmur. Instead, the Colombian managed to show great character in a race certainly not suited to his and his Williams-Bmw's characteristics. In practice, Montoya was the only one who, at least as long as the sun was shining on the Silverstone countryside, appeared able to counter the hegemony of the Scuderia Ferrari drivers. Then came, right on time, the rain, and he too had to surrender in the wet.
"I did everything I could to fight them but there was little I could do. I am proud to have fought all the time, but being able to compete with this Ferrari here was really difficult. Just look at the facts. Both in the warm-up and in the race, they were faster than me, even by several seconds. Their fastest laps were simply faster than mine, but by a lot. In those conditions there is little you can do, they have too much of an advantage. You can only try to defend yourself and hope that things work out".
Juan Pablo Montoya was also penalised by the weather conditions due to Michelin tyres.
"We knew that we would only have any hope in the dry, and in fact as long as it rained a little we held up very well. But then in the pouring rain we were forced to change tyres and at that point we basically lost any chance. Despite everything, I was only a couple of seconds behind Rubens and so I decided to push on, to see if I could pass him and keep the position".
A brave choice but, at that point, there was little else to do.
"If I had waited I wouldn't have caught him anymore, so instead I attacked him straight away, put him under pressure and overtook him. Only, at that point, all the difference between our cars came out and there was little I could do. Once I came out of the pits, it went well at first, but then things changed. Their tyres had more traction than mine, it was not easy to hold the track. That was another reason why he overtook me. Barrichello was very good, I did my best, but at that moment the advantage was all on his side".
In fact, apart from the weather and tyre conditions, the two Williams were also in trouble in other respects. Both Montoya and especially Ralf Schumacher had problems with the fuel nozzle.
"True, but the tyres made the difference. If you look at the facts, in the top six there is only one Michelin driver, myself. Then comes Ralf, who finished eighth. It's certainly not easy to work like that. A lot of good work has been done, but as far as tyres are concerned, there is still a lot to be done. It seems clear to me that, at the moment, tyres are the most important issue in Formula 1. We can’t change the weather nor human errors. But on tyres we can and must still improve".
Ralf Schumacher agrees.
"This Ferrari is too strong, to counter it you have to take a big step forward, and not only on tyres. Everything is fine with them but they are also good. No, I haven't congratulated Michael on the world title yet, because he hasn't won it yet even though it's only a matter of time. At this point it's a question of who will finish the World Championship behind Ferrari and, between us and McLaren, the one who makes the fewest mistakes, not the one who races best, will finish second. What does that mean? That you have to get down to work. For example, to make a decent impression at Silverstone a driver who was not a Ferrari driver had to invent a miracle. Juan Pablo managed to do it, I didn't".
The sense of duty in Formula 1 is taken almost like a mission. At Silverstone, BAR, the Honda-powered team, owned by British American Tobacco and partly by Craig Pollock, Jacques Villeneuve's manager, took the first points of the year. Fourth was the Canadian and fifth was Olivier Panis. At the end David Richards, current team manager, thanked Bridgestone for the result, who had provided competitive tyres, and chief mechanic Alastair Gibson. The latter, a few hours before the race, was in hospital where his wife was giving birth. But he couldn't resist and came to the track working hard. Eventually, he returned to the clinic for the birth of his first child. Behind the scenes, behind the showcase of billions, of super-luxurious motorhomes, of private jets of the most advanced technology, something human remains. But the challenge is tough and there is no stopping it. On Tuesday, July 9, 2002, for example, Scuderia Ferrari will be back at work for a series of tests with Luciano Burti at Fiorano and Luca Badoer at the Mugello circuit. On Friday, then, the two test-drivers will be joined by Michael Schumacher, who will also be on track on Saturday. A week's holiday instead has been granted to Rubens Barrichello. In short, even Ferrari, which in a few days in France could have won the World Drivers' Championship with Michael Schumacher and shortly afterwards the World Constructors' Championship, is not stopping. The development of the F2002 continues (at Magny Cours there will still be some aerodynamic innovations) and at the same time the study - and perhaps even the production of some elements - of next year's car is already at an advanced stage.
"They have a six-month head start".
The opponents say. And Jean Todt aims to keep it that way. One of the reasons in favour of the Maranello team is the rivalry between McLaren and Williams, i.e. between Mercedes and Bmw. Both teams are aiming for second place in the standings, but the team of Juan Pablo Montoya and Ralf Schumacher has taken the lead. It is to be expected that the challenge between the two teams will remain tense until the end of the season, or at least until the games are played out. So the two Anglo-German houses will be forced to continue work on the current single-seaters and leave aside that for the future. Even so, one and the other risk compromising (for example with the engines) for 2003. It is a never-ending, no-holds-barred battle, because at stake is the name of two prestigious marques that are not used to bowing their heads, and it is precisely on this struggle that Ferrari is relying: it intends to take advantage of it to continue its domination.
It cannot be said that Jean Todt is someone who likes to go the extra mile. Even after his eighth win of the season, after his fourth one-two finish, after Michael Schumacher has practically humiliated his rivals and is close to winning his fifth world title, Ferrari's general manager tries to make a guess at the future:
"I dream that we can win the World Championship. It doesn't matter when it happens: Michael has to collect 15 points in seven races to achieve his goal. If another driver were to come out on top in all the races remaining before the end of the season, he could even beat him. But it will be quite difficult. We have to stay focused, also because in the Constructors' standings the fight is still open".
The French manager praises all his men, from the drivers to the last mechanic, and makes it clear that the merits of these successes must be equally divided among each team member. And when asked if the words spoken a few days ago by president Montezemolo ('A personal cycle is over, it is time to take a pause for reflection'), prelude any changes, he replies:
"Every ten years a cycle ends. But another one also opens. The winning team doesn't change. We all intend to stay together a little longer".
In truth, the team is already confirmed until 2004. And at the technical summit there will still be Ross Brawn, the engineer whom Michael Schumacher publicly thanked after his victory in Great Britain. Forty-seven weapons, born in Manchester, married to Jean, two beautiful girls (Helen and Amy), he has a past full of achievements. As head of research and development at Williams from 1978 to 1984 he won two World Championships with Alan Jones and Keke Rosberg. In 1990-1991 he was at Jaguar, which won the drivers' and the constructors' world championship titles in the sport-prototype cars. From 1992 to 1996, he went to Benetton, winning two World Drivers' and one Constructors' Championships. Then with Ferrari five consecutive titles, to which he will almost certainly add two more at the end of the season. Perhaps predestined in name (Ross as in Red, Brawn as in muscular strength, he is a giant at 6'3" and of proportionate weight) Ferrari's technical director is a quiet man. It has never happened to see him, in public, raise one word too much. At Benetton they used to call him the fish, because he would whisper with his mouth almost closed. Absolute coolness in the most difficult moments, calm, a sense of organisation, unbeatable in his working methods, Ross is reflected in his hobbies: he loves fly-fishing, gardening (he collects rare roses). His vices are few: beautiful cars - he has a Ferrari 550 Maranello and an Alfa Romeo 166 - and fine wines. From French Chateaux to Brunello, Sassicaia, Barolo and Barbaresco. Hard to see him at dinner with just any bottle of red. Brawn also has another mania and that is what makes him a track magician. He studies all possible race strategies. Every tactic he puts into practice has at least two or three possible variations. He decides on the fly, he's sure. And if he talks very little at the factory, during the races his radio conversation with the drivers is continuous. Especially with Michael Schumacher: the German provides impressions and judgements, the engineer calculates every possible situation, even the unpredictable ones, with computer speed. Everything is planned: during testing there are even 10 to 20 pit stops a day. Hundreds over the course of a season. At Silverstone, letting loose a little, he reveals one of Schumacher's secrets:
"Michael is fantastic because he always arrives at the finish line. That is a huge advantage for a team. I never thought a driver could finish fourteen or fifteen races in a World Championship. It's simply inconceivable. It's not enough to go fast, you also have to finish races. He brings the car home even when it is in pieces".