
On Monday, October 4, 1993, Tyrrell with its new technical manager Harvey Postlethwaite signs a collaboration agreement with the Fondmetal team to create a technology centre in Casumaro (Ferrara) that will be headed by French aerodynamic engineer Jean-Claude Migeot, a former Ferrari engineer. Speaking of Scuderia Ferrari, there is satisfaction with the test held on Wednesday, 6 October 1993, on the Estoril circuit by Jean Alesi. Although the test is interrupted at 20 laps from the end due to engine problems, the very engine, modified, offers a remarkable performance: best lap in 1'24"4, when in the race Prost had achieved a time of 1'26"1. Waiting for the weekend dedicated to Ferrari, Saturday 9 and Sunday 10 October 1993 at Mugello, President Montezemolo confirms, rewarding the gentlemen-drivers who participated (and won) in the 348 Challenge, the project for an Imsa car intended for US customers. Montezemolo declares:
"The signs of recovery in Formula 1 were seen at Estoril with a Ferrari in the lead. The drivers? There are Alesi and Berger".
Ferrari could send a lighter car with a more powerful engine to the last two Grand Prix. Alesi declares that the latest version of the V12 can bore rivals, namely Williams, Benetton and McLaren. Waiting for Frank Williams to announce Ayrton Senna's engagement on Monday, October 11, 1993, and confirm Damon Hill, the Brazilian driver lets himself go in one of his usual opportunistic statements. Senna, from Buenos Aires where he was passing through, pays tribute to his great rival Alain Prost:
"A driver who wins the title four times can only deserve the greatest respect".
Then he adds that it is not his intention in the future to move to America to race in the Indy championship:
"It's not a speed competition like Formula 1, but just a kind of show. Racing is interrupted without warning and a few manufacturers are engaged: Ford and Chevrolet. As for the drivers, these are mostly old glories".
Ferrari, the only car manufacturer in the world that can offer its customers-drivers an authentic circuit to race, celebrates at Mugello the end of the competitive season for its gran turismo cars with a ritual that could be considered propitiatory. Great party with the European final of Challenge 348, free admission for the public and the two Formula 1 driver, Gerhard Berger and Jean Alesi, ready to indulge in performance to those present. On Saturday, October 9, 1993, the Austrian, who arrived early, confirms the good intentions for the last two races of the World Championship, in Suzuka and Adelaide.
"Let's not talk about victory, it would take a stroke of luck. But points and maybe the podium is within our reach. The most important fact is that we continue to progress: we had started the season with 6-7 seconds of separation from Williams, and now we are at 1-2 seconds. Ferrari is on the right track and that's the best premise for 1994 when we're going to try to win races".
The Ferrari operation towards the future, on the eve of the last two races of the Formula 1 World Championship, on Sunday, October 10, 1993, lives a moment of reflection and at the same time of momentum during the day dedicated to the Maranello team in its Mugello circuit. A party with thousands of people in the stands and along the track, with the customer drivers engaged in a series of performances, culminating with the races reserved for the Challenge 348, won by the Austrian Karl Baron, and above all with hundreds of Maranello cars in the paddock. In the foreground the red colour, which is in the hearts of the fans, and the new 456 GT, the splendid 2+2 that represents the most recent effort of the Maranello factory to be at the top of the grand touring car market. The meeting provides in particular the opportunity - as has been said - to talk about programs and objectives with the protagonists of yet another adventure that should lead the racing team, in the next year, to find a leading role in the world of the Grand Prix.

Dr Cesare Romiti is also present at the party. Fiat's CEO reaffirms Ferrari's vocation for competition and confidence in President Montezemolo.
"There are symptoms of recovery. But beyond the results that everyone expects, there is no doubt as far as the programs are concerned: Ferrari is in the races and will stay there, just as it will continue to do its super-car. It is a matter of pride and honour, essential to his life. Stability is also needed. Luca Montezemolo is in charge of carrying out all the work and will continue to do so. Unfortunately, these are difficult times, we asked the president to spend less, but just enough to win again".
There is, of course, also talk of Fiat.
"The moment is difficult for everyone. But we also have our program that started with the Punto. It seems that the public liked it, we will see the response of the people in November. However, my feeling is that people again want cars and a good Italian car".
Returning to talk about Ferrari, President Luca Montezemolo does not want to create illusions:
"There's still a lot to do. I was excited for the second place in Monza and for the first time since I returned to Maranello, I saw one of our leading cars in the Portuguese Grand Prix. Encouraging progress for those who are working with and for us. We believe we have finally taken the right path. I am very happy with what Jean Todt is doing with the team, John Barnard is doing his best to make a car that should be ready by early January. In addition, we took the engineer Valerio Bianchi for the technical direction, an element of great experience in organisation and management. We have two complementary drivers such as Alesi and Berger, in whom they have renewed confidence. Last year - I admit - we had thought of Senna. But the Brazilian had his problems going to Williams. In short, there are the premises to do well. On Wednesday in Paris the Formula 1 World Council will definitely express itself on the regulations, there should be no surprises, we will run, as we hoped, with single-seaters equipped with passive suspension".
Ferrari will be on the track with the 348 and will return to the race with a car for the American Imsa series.
"We will also continue with our Challenge, which will compete in races in the United States as well and in addition we will sell a few cars to the Americans for their Koreas, using the Formula 1 engine".
The last words to Gerhard Berger and Jean Alesi, who went down on the track in the rain with their cars, make the crowd shiver by performing even in some head warheads. Declares the Austrian:
"I hope to win a few races in 1994 and to be able to aim for the World Championship to win later".
Jean Alesi replies:
"As far as I'm concerned, I'm thinking of the two races we have left to play, in Japan and Australia. We will have a lighter car, with better aerodynamics and with a more powerful engine. I want to try. I advise fans to stay up in front of the television on the nights of October 24th and November 7th...".

Due to the time zone, the two races will take place when the first light of dawn will be in Europe. Meanwhile, on Friday, October 8, 1993, despite McLaren's Pembrey test, which was supposed to reassemble the Lamborghini engine, from Paris Ron Dennis calls Daniele Audetto, in Modena, and informs him that he does not believe in the Lamborghini project, making official instead the achievement of the agreement with Peugeot for the free supply of V10 engines ahead of the 1994 season.
"The two companies have reached an agreement, long-term and exclusive, under which starting from 1994 Peugeot will supply a specially developed V10 engine to the McLaren team".
At the same time, despite an ongoing improvement in the power delivery to the medium revs of the engine as requested by Ayrton Senna, and despite the ongoing negotiation with the Benetton team for a possible supply for 1994, from the United States, President Eaton decides to permanently close the Lamborghini engineering project. This regardless of whether the day after the Portuguese Grand Prix, Senna had tried again the McLaren equipped with a Lamborghini engine modified according to his requests (previously, the Brazilian had noticed the brutality of the delivery of engine power, and had asked to modify it), marking times of more than a second better than the standard MP4/8. This increase in performance was not penalised by the greater weight as well as the consumption of the tires which remained optimal thanks to a well-calibrated balance by the good distribution of the weights. Senna was so enthusiastic that he asked Ron Dennis if the Lamborghini engine could be used by McLaren already in the last two races of the 1993 season. The Brazilian had not yet made agreements with Williams and the possible use of the Italian engine seemed the element able to convince him to remain tied to the Woking team even in 1994. But, while the engines were now ready to be shipped to carry out the tests, shortly after 9:00 p.m. on the day before the departure for England the phone call of Ron Dennis arrived at Lamborghini who declared that he wanted to withdraw from the deal, on Wednesday, October 6, 1993, Ayrton Senna signs the contract with Williams and the day following the event held at Mugello by Ferrari.
"Good morning, Frank".
The British manufacturer responds:
"Good morning to you, Ayrton, but it's already afternoon here".
The official announcement of the Formula 1 wedding of the year - the one between Williams and Ayrton Senna for the next two seasons - is given by phone 10.000 kilometres and four time zones away, in front of journalists gathered simultaneously in London and Brazil for an unusual satellite press conference. The voice of the English manufacturer croaks from the speakers:
"It's the crowning achievement of a mutual courtship that lasted ten years. I finally succeeded in my intent to have Senna. When Prost announced his retirement from racing we were faced with a dilemma: how to keep the title of World Champion. Alain Prost is a great talent who has given a lot to our team, not only when he is behind the wheel but also on the scenes. It seemed to us that Senna was the only driver able to replace him. Our future with him promises to be exciting and I hope he can start trying our new car as early as December. As for Damon Hill, he has gone far beyond our most rosy expectations this year and I think he has not yet finished surprising us".
Ayrton Senna, beaming, nods. The driver makes an appointment to the press in his office: a very modern thirteen-story building covered with blue crystals and with a helipad on top, which stands out miles away between the low houses of the Santana district, on the northern outskirts of São Paulo. A small bourgeois neighbourhood wedged between an airport and Carandirù, the largest prison in Latin America.

The only attraction, with a completely sentimental character: is the area where Ayrton grew up as a boy. As the driver's helicopter lands on the roof, he honours his younger brother Leonardo, who divides his time between the business of the family firm - the Ayrton Senna Promotions and Business - and the thousand parties to which he is invited as the brother of the Brazilian driver. They pass glasses of Coca-Cola and pretzels, and the photographer's elbow with the cameraman to place themselves in the front row. Then, finally, Ayrton Senna appears, with his inseparable sponsored blue cap. The spotlight lights up, while radio and television begin to broadcast live: after Pelé, Senna is the most popular athlete in the history of Brazil, one of the very few symbols of national pride of a country immersed in the worst economic and social crisis in its history. This is why, even in recent weeks, Alain Prost's victories and the long history of the move to Williams have consumed pages and pages of all the newspapers, before the long-awaited happy ending. Thanks to this new contract, the three-time Brazilian World Champion will race with the English team in the next two Formula 1 World Championships. Damon Hill is confirmed by his side. Comment Ayrton Senna:
"A great choice. Today Damon is a better driver than he was a year ago: he has a season of success and good results behind him, and he has acquired the self-security and experience necessary to be a good companion".
Tests with the new single-seater will begin in December or, at most, in January. Until then, Senna will respect the contract with McLaren, with which he will compete for the last two Grands Prix that are missing at the end of the season. Neither he nor Frank Williams wants to comment on Alain Prost's retirement or the difficulties of the past.
"Alain is a very talented driver, who has made a very good contribution to our team, and his exit has made it necessary to find a replacement up to the task. Ayrton was the only possible choice".
No absolute comment of the two also on the financial aspects of the contract, but a lot of desire to celebrate and make plans for the future. How does Ayrton Senna feel about the idea of finally driving a Williams?
"With the two-year agreement signed on September 6, a new cycle of my career opens. In Williams everything will be new: the machines, the engines, the environment. I will have to learn a lot of things even if the ten-year experience in Formula One will help me. In this work you must always learn, this is the most continuous commitment. For me, it's almost a dream come true. The first Formula 1 I ever drove was a Williams, during a series of tests in 1983. I'm going back now, ten years later, and I hope to win the next World Championship. It's been a long time since I last made it (actually just two years, ed) that I don't even remember how to do it anymore. In the last three years, I have already been several times very close to an agreement with Frank. We even went so far as to sign a contract, which, however, for reasons not dependent on me, we could not put into practice. Now is the right time. In December I will start testing the car. With the new regulations and Ferrari's progress, Williams is no longer the absolute favourite for the title. In addition to Ferrari, I am sure that the McLaren with the Peugeot engine will also bother us".
You already have the title in your pocket, a Brazilian journalist-fans tells him, don't you think the next championship can be even more monotonous than the last one, with you driving the best car in the Circus?
"The conditions for making a good championship are all there, but it will be less easy than you think. The abolition of part of the onboard electronics and the likely restoration of refuelling in the race will almost certainly make the next season technically much more competitive than the last one".

Who will be the main opponent to beat?
"Ferrari. It's constantly growing and I believe that with the new car, it will become even more competitive".
And in the future, is there still a chance to race with Ferrari?
"For now I have two years ahead of me with Williams and a lot of work to do. Then anything will be possible".
By the way, again from Scuderia Ferrari, on Monday 11 October 1993 Jean Alesi sets a very fast lap time at Mugello, and at the end of the tests, he declares to be very satisfied and more optimistic for the next Japanese Grand Prix. The Frenchman runs in 1'23"60 with his lightened Ferrari and with a new active suspension control, but with the old 5-valve engine. On the same track this year the Maranello cars had never fallen below 1'27"0. Gerhard Berger (1'26"45) does not complete his schedule and will practise again on Tuesday. In Paris, meanwhile, McLaren and Peugeot announce that the agreement for the supply of the engines by the French company to the British team will last four years. The first driver is Mika Hakkinen and the second should be Mark Blundell, the test driver to choose between Alliot and Dalmas. Formula 1 thus shows two sides of the coin: on the one hand the golden one, with the entry of other large car companies (Peugeot and Mercedes with engines), on the other that of the economic crisis that grips it. Minardi, a serious and committed team, announces on Thursday, October 14, 1993, that it would have replaced Christian Fittipaldi in the last two races with the Frenchman Jean-Marc Gounon. The reason for the change, as had already happened for Barbazza who had to make way for Pierluigi Martini, was the chronic lack of funds. The exclusion of the young Brazilian displeases the driver's father, Wilson Fittipaldi, who from São Paulo announces an appeal to the FIA, to demand that the terminated contract be honoured through a fax by the Faenza team. According to the former driver and manager, the dismissal was unacceptable, while Christian was flying to Japan. According to the indictment, Minardi has not yet paid a single cent of the driver's salary, which has brought four million dollars in sponsorships to the team and the only points in the standings over the past two years. Giancarlo Minardi's reply is peaceful:
"I practised with regret a solution provided for in the contract. It is true that Fittipaldi still has to be paid, but I have committed to doing so as soon as possible. It's no secret that small teams are obtained with debt. That's why I had to take Gounon. But I also have to say that I had warned the boy here in Faenza, that I paid him for the trip to Suzuka and that the data provided by the father is not real. A reaction, that of Wilson, that does not take into account the situation".
On Friday, October 22, 1993, the first day of free practice of the Japanese Grand Prix marks a real record for drivers with suitcases. That is, for drivers who pay hundreds of millions to run. However, the teams in economic difficulty have set fair prices, since there are three rookies. On Jordan in place of Naspetti, the Northern Irish Eddie Irvine climbs. The British team, which is in its fourth exchange, after Boutsen, Apicella and precisely Naspetti, this time focuses on a national product. Instead, a Japanese, Toshio Suzuki, takes the place of Alliot at Larrousse, while Frenchman Jean- Marc Gounon replaces Christian Fittipaldi at Minardi. The story is not over yet but for now, there is the French in the cockpit of the car. In the now distant 1987, in Suzuka, Gerhard Berger interrupted, with a victory, a record fast of Ferrari. Now that negative record has already been largely beaten: from the 37 races without success at the time it reached 48. For those who believe in historical courses and recourses, on Sunday, October 24, 1993 something similar to what happened six years ago could happen: seeing a red car whizzing first on the finish line. Excess of optimism? Mental projections of a desire of the subconscious? Time zone delirium? Maybe yes. But, after a long time, the Maranello team seems to have regained at least part of its sprint.

And it's not just sensations. If the last qualifying round has not reversed all value and consideration in the meantime, those who have the courage and the desire, among European fans, to get out of bed to watch the Japanese Grand Prix on television should see a compelling and spectacular race. In which Ferrari could have an important part. And, if kissed even a little by luck, maybe turn the dream into reality. All this is based on a day during which Gerhard Berger and Jean Alesi won P6 and P7 respectively. Is that all? No, that's not all: Ferrari this year had never been so close to the top, as the Austrian driver is 0.437 seconds away from Alain Prost, author of a frantic provisional pole position, because in turn with only 0.002 seconds ahead of Michael Schumacher. However, more than the overall data speak in favour of the Maranello team some partials: speeds very close to those of the best in each section of the circuit; chronometric surveys of sectors of the track in which Jean Alesi is even the fastest of all; an engine that shows further progress. All these speeches could be thwarted by a trivial breakdown or a sudden weather change. But they have to be done. Also because Gerhard Berger manages to stay in the provisional pole position for about twenty minutes. Then, on the second attempt, his car does not work perfectly and the Austrian driver is overriding. And because Jean Alesi, after a couple of mediocre laps, runs into a shivering track exit at about 240 km/h, in which from a nice accommodation to his single-seater. And he can no longer try his hand, despite an extraordinary exhibition of the mechanics who repair it in 15 minutes, unfortunately ending up with completed tests. However, the performance is there. And the good Jean Alesi, who is optimistic by nature, lets himself go in another statement of those that make the blood tremble in his veins:
"Maybe my blood pressure is a little high, as the emergency room doctor told me, but now we're having fun".
He, therefore, expects that the race will not blatantly deny the predictions and hypotheses. Meanwhile, Gerhard Berger takes his dose of fun in his daily accident. This time, however, not on board the Ferrari. Ron Dennis invites the Austrian driver to try the latest McLaren F1 model, the Gran Turismo that the English team has been striving to produce for four years. But as soon as the McLaren boss pushes his foot on the accelerator, the car crashes into the guardrails, to the applause of the crowd. A few hundred million damages and the car to be sent back to England for repairs and brought back to Australia by next week for scheduled performances. Berger, although a little scared, has never had so much fun. Ron Dennis, a little less. However, there is a possibility that McLaren will take revenge: if it manages to win, at the expense of Ferrari and always taking into account the considerable possibilities of Williams and Schumacher's Benetton (with four steering wheels) it will reach Ferrari, on the top of the teams that have won the most since always, at 103 first places. The premises indicate that the race, the penultimate of the Formula 1 World Championship, may be very hard-fought. On Saturday, October 23, 1993, in the second qualifying round, the show is even greater, the best among those seen this year. A battle on the edge of the tenth of a second, which in the end sees Alain Prost - pole position number 13, the number 33 of the career, like the legendary Jim Clark - prevail over Ayrton Senna (therefore once again the Frenchman and the Brazilian sit on front row at the start on the Suzuka track), ahead of Mika Hakkinen and Michael Schumacher. Gerhard Berger follows in P5, who was on the provisional pole for nine minutes making Ferrari's dream. Much further away, in P14, struck down, Jean Alesi, the victim of a road exit that prevented him from improving, after having a momentary first place time cancelled due to an interruption of rehearsals for an accident of Andrea de Cesaris. It is therefore Gerhard Berger, the reference point of Ferrari:
"I'm happy, not so much for me as for the team. Progressing in this way has a very important and positive meaning. We are less than five-tenths behind Williams when at the beginning of the championship we were detached by 3-4 seconds and even more. We have improved with the engine, in mechanics in general, and aerodynamics. This means facing the winter stop and the preparation of the new car with great confidence, with the certainty of being on the right track".
Gerhard Berger is not a man of blatant gestures.

It is concrete and never hides behind excuses. In so many years of activity, no one has ever seen him exaggerate, accuse nonsense, or exploit a situation.
"When I agreed to go back to Ferrari I knew very well that I wouldn't have an easy life. And so it was. For the team and me. I also had a problem with my elbow, with a severe inflammation that maybe someone underestimated. I underwent two surgeries with total anaesthesia, caught an avalanche of antibiotics, problems that would knock anyone out. I resisted, but I don't want to give myself too much credit. People may think I'm crazy, but I'm going to be able to fight a year for the world title. And I wish he was next with Ferrari".
The positive moment of the Maranello team is however disturbed by a series of rumours that have crossed the Formula 1 pit in recent days. There is talk of a collaboration with Honda. Ferrari some time ago had denied, then made half admissions, then talked about a collaboration with the Japanese company that had provided a list of super-specialized suppliers. Nobuiko Kawamoto, president of Honda, clarifies, at least for his part, the mystery:
"There has always been a friendship between us and Ferrari. Which some time ago turned into an agreement of cooperation between companies, of mutual exchange of information and data. The agreement also covers Formula 1. After all, we are no longer rivals on the track. Ferrari people came to our headquarters in Wako and we went to Maranello. This does not mean that Ferrari now mounts a Honda engine, it is always a Ferrari. As for what we had, I can't say, these are confidential arguments. We are currently interested in Formula Indy for the US market. But we will continue to maintain contact in Formula 1 through Mugen".
On Sunday, October 24, 1993, at the start of the Japanese Grand Prix, Ayrton Senna precedes Alain Prost, while Gerhard Berger overtakes Michael Schumacher. Eddie Irvine, the fifth occupant of this year's second Jordan, surpasses both Michael Schumacher and Damon Hill shortly thereafter. Damon Hill also briefly passes Michael Schumacher in the early stages, but the German driver resumes the position shortly thereafter. The order sees Ayrton Senna leading the race, followed by Alain Prost, Mika Häkkinen, Gerhard Berger, Eddie Irvine and Michael Schumacher. The German passes Eddie Irvine on lap 2, while Damon Hill will precede him two laps later. Michael Schumacher and Damon Hill then approach Gerhard Berger. At the end of lap 9, the three come out of the final chicane close to each other, and Damon Hill passed Michael Schumacher on the starting straight to take fifth place. On lap 11, Damon Hill manages to pass Gerhard Berger out of the 130R, but later the Austrian driver positions himself on the internal trajectory entering the chicane. Hill tries to pass the Austrian driver's Ferrari to the outside but fails to complete the manoeuvre. Michael Schumacher, left inside, can't stop fast enough as Hill takes the corner behind Berger, and hits the right rear wheel of the British driver, damaging the front left suspension and knocking himself out.
Hill manages to continue and inherits the P4 on the next lap, when Gerhard Berger returns to the pits to carry out the tire replacement. Meanwhile, Alain Prost also inherits the head of the race when Ayrton Senna returns to the pits to make the tire change. Shortly after it starts to rain, which is an advantage for Alain Prost and the other drivers who have not yet stopped to replace the tires, as theoretically they will have to make one less stop. Senna begins to reach Alain Prost as the track gets wet and on lap 21, as the rain intensifies, the Brazilian passes the Williams driver to the approach of the Spoon curve. At the end of the lap, Senna enjoys a 2-second lead, the two show up at the pits to mount the wet tires. Senna moves away quickly in wet conditions, accumulating an advantage of over 30 seconds at the end of lap 27. Prost exits at the first corner but manages to return without wasting time to Senna, delayed by traffic. Shortly after the rain stops falling and the drivers begin to re-enter to mount the slick tires, while the track begins to dry. After the pit stop, Hill returns almost a lap behind Senna, who still mounts the wets. Failing to overtake Hill, Senna is overtaken by Irvine, who has been lapped but is chasing Hill for the conquest of fourth position.

Irvine, also in wet tires, tries to overtake Hill at the first corner, but fails to close the manoeuvre, while Senna waits for the duel to be over, before overtaking the pair. Senna loses 15 seconds from Prost this phase, after concluding the dubbing of Irvine and Hill. At the end of lap 42, after Senna and Prost made the pit stop to mount the slick tires, Senna's lead returned to 24 seconds. With only 12 laps to go, Prost no longer opposes the pace of the Brazilian and is content with second place. Meanwhile, Rubens Barrichello manages to catch up with Eddie Irvine, while Gerhard Berger's engine gives way to lap 41. With four laps to go, as he struggles with Derek Warwick to keep the P6, Eddie Irvine buffers the compatriot's Footwork in braking, at the chicane approach, putting him out of the race. Irvine manages to continue and conclude by winning a point at his first Grand Prix. Ayrton Senna wins the Japanese Grand Prix, after cutting the finish line first ahead of Alain Prost, Mika Häkkinen, Damon Hill, Rubens Barrichello and, as mentioned, Eddie Irvine. The fastest lap of the race is set by Alain Prost. Dreams - it is said - end at dawn. But they can also turn into a nightmare. As happened at Ferrari, it unexpectedly fell back into the hell of the bad guys. A day, indeed a very black race for the Maranello team, as in the worst moments of this troubled season. Alesi retired after eight laps, due to the electronic control unit that was supposed to manage the engine; Berger was forced to abandon due to the failure of the engine, when in any case he was already relegated to the rear, in tenth position. So many hopes have gone up in smoke along with the collective illusion that recent progress could result in a brilliant season finale, a perhaps even fortunate success. But at this point, it is clear that it takes much more, and that some valuable performance is not enough to make up for the accumulated delay. At the end of the race, the organisers of the Japanese Grand Prix communicate official data on the attendance of the crowd in the three days of the race: 351.000 paying spectators, a record. In front of this immense crowd, Ferrari received very little applause, except in the days of practice when Berger held the provisional pole position for about ten minutes. The Maranello team, therefore, leaves the circuit well-agonised of the thud in which it was the protagonist. Very dark faces and a few words, also from Giovanni Agnelli jr., son of Umberto, passing through Japan, who can only pronounce a sentence of circumstance, after attending the race:
"You can always do better".
Alesi, on the other hand, was almost witty, hastily leaving the circuit:
"It didn't go so well, a bad weekend".
Jean Todt is also laconic:
"A big disappointment. Now we need to look at the material to understand what happened. Then we'll decide what to use in the last race in Adelaide, Australia".
A little more willing to give explanations is Gerhard Berger, although very sorry. The Austrian, among other things, was the victim of a gross box error.
"I had come back asking to mount the slick tires because the track was drying out. They put the rain ones on me again. They didn't understand me. Apart from that, the car in the wet was undrivable, because it was too low. Our suspension does not allow us to lift it in case of need during the race. In the end, I could go quite well, but the engine broke. I hope for the Australian Grand Prix: Adelaide is a city circuit and we should face fewer difficulties. In the fast curves, we are not there yet. And in addition, at the start, we are too slow. I resisted Schumacher's attacks, but it's clear that this way you don't win the races. You work a lot and you don't collect anything. And that's frustrating".

This is the negative side of the Japanese Grand Prix that instead marks the overbearing return to Ayrton Senna's victory. The fourth success of the season for the Brazilian, and the number 40 of the career. A first place that among other things gives McLaren the participation with Ferrari in the record of claims since the Formula 1 World Championship was born in 1950. Now the Italian and English teams are tied, at 103 victories. But it must be recognized that Ron Dennis' team has reached the top after playing 393 runs, against the 520 of the Maranello team and therefore has a much better average. Ayrton Senna's success was clear and clear. Built with a perfect start in which he overlooked Alain Prost who was in pole position and then consolidated with tactics and skill, without smudges. Senna attacked when the track was dry, increased his advantage on the wet at the moment when a furious thunderstorm spilt water in buckets on the circuit and finished in defence, without too much trouble. Behind him there is the Frenchman who is already World Champion, struggling with a Williams for once not perfect, and Ayrton Senna's teammate, Mika Hakkinen, a sure protagonist announced for 1994. At the places of honour in the order in the area points Damon Hill with the second Williams, the young Brazilian Rubens Barrichello and the Irish rookie Eddie Irvine, both on the Jordan.
If Senna was thrilled by his now indisputable talent, however, the character of the day was the semi-unknown Irvine. And not only for the placement obtained at the debut in Formula 1. Few people knew Eddie Irvine, although he had been in the automotive world for ten years. Races in England in the minor formulas, then Formula 3000 in the international championship and then in the Japanese one. A few victories but small cabotage, only one record, the one on the lap in the 24 Hours of Le Mans, driving a Toyota. Now, however, the Northern Irish (he was born in Newtownards on November 10, 1965, and his father is a car dealer) comes to the fore for taking a point in his first race, and especially for provoking the wrath of Ayrton Senna. The Jordan driver (contracted in place of Naspetti for the last two races, a little for the knowledge of the Suzuka track, and a little because he found a paying sponsor) already at the start showed that he was competitive. Taken in P8, on the first lap it was in P5. Then he started duelling with everyone. Overtaking and detaching from the thrill, crazy braking. Until he found himself, dubbed, behind the McLaren of Senna. One fake, another and then he slipped it outside. Then he did the same thing with Damon Hill. The two, having recovered from the surprise, subsequently resumed their positions. But in those few seconds, Irvine put his wheels all over, including lawns, just to pass. At the end of the race, Ayrton Senna says at a press conference:
"It's a special victory for me, having arrived at a special place where we won races and the World Cup. It was nice to see so many fans rushing en masse to incite us, waving all those Brazilian flags. In such variable conditions, it was very difficult to stay on track and also have a good race pace, but luckily I succeeded. I also escaped the crazy manoeuvres of two idiots, Irvine and Hill, who drove as if they were on go-karts. Irvine has yet to learn everything, he almost made me miss the race, and he filled my visor with sand. Today there was no better way to repay the team with which I won three World Titles. The 103 wins are a great record, and I am very happy to have made my contribution to this. I'm happy for Mika too, it's a great way for him to get started, but for me, it's a great way to finish".
Prost doesn't hide his disappointment:
"I would have liked to win, but today it was complicated to beat Ayrton. Since qualifying we were all very close, and today the conditions were not easy at all. However, I can't complain that much, Ayrton had a great start, and to get back to the position we wanted to try a one-stop strategy, hoping that he would make two. Then the rain came, so we didn't know what was going to happen. I also had some luck when I went on an oil stain and lost control, but I still managed to get back on track".
Ayrton Senna's statement is immediately reported to Eddie Irvine, who is engaged in his festivities. The answer is not long in coming:

"If Senna didn't want to have problems she could go stronger. I was doing my race. I didn't care about being dubbed. When I'm on the track I just try to be as fast as possible. The rest doesn't interest me that much".
And then it continues with unrepeatable sentences. Senna mocked and mocked. The Brazilian, who learned of the answer, heads to the young and presumptuous colleague in the Jordan motorhome, being accompanied by Norman Howell, McLaren's communications director, and Giorgio Ascanelli, his track engineer. Senna initially doesn't even recognize Irvine, sitting at a table, who has to raise a hand to get noticed by the Brazilian:
"Who do you think you are? Don't you know that when one is dubbed he has to step aside? What did you have in mind to do? They had to disqualify you. I was the leader of the race".
Seraphic, Eddie Irvine replies:
"I was running. I went to the commissioners and they didn't tell me anything. If you didn't want me to overtake you, you had to go stronger. Another time you go slower, so you don't get the sand on the visor".
Senna:
"I had passed you. While you were in front of me you went three times off the track in the same place, where there was oil, like a fucking idiot. You threw gravel at me for three laps. When I reached Hill, who was in a tire crisis, you should have stayed behind me! You risked getting me to retire".
Irvine:
"Did I risk getting you to retire? When? Did I touch you? Have I touched you at least once?"
Senna:
"No, but you didn't take me for a matter of centimetres, and I was the leader of the race, I was the fucking leader of the race".
Irvine:
"A missed shot, even if for a short time, is still a missed shot".
Senna:
"Be sorry, if you don't behave properly next weekend, you might regret it, I guarantee you".
Irvine:

"The stewards said everything was fine".
Senna:
"Really? Wait for us to go to Australia. There the stewards will talk to you, and let me know if they don't tell you the same thing I just told you".
Irvine:
"Hey, I'm going out there for myself, to do the best I can".
Senna:
"I know, I've been through it too, and I understand you, but it's not professional at all if you're going to be dubbed...".
Irvine:
"But I would have followed you if you had passed Hill".
Senna:
"You have to let the leader pass, and not do what you did today. Three times you risked buffering Hill, and if it had happened I could have gotten in the way too. It's not the right way to behave at all".
Irvine:
"You talk, you talk, but you were just in the wrong place at the wrong time, that's all. I was battling with Hill".
Senna:
"You weren't competing! You were driving like a fucking idiot! You're not a driver, you're just a fucking idiot! Tell me one thing, who has to take precedence, you or the race leader who is about to dub you?"
Irvine:
"The leader of the race, but you were too slow and I had to overtake you to attack Hill".
Senna:
"How did I lap you if I was slower?"

Irvine:
"Because of the rain, on the slicks, you were faster than me but on the wet, you weren't".
Senna:
"Really? So how did I catch up with you and pass you with wet tires?"
Irvine:
"I don't know, I don't remember how the whole race went".
Senna:
"That's right because you're not competent enough to remember the race. That's how it goes, you know".
Irvine:
"Listen, do whatever you want, it's your opinion".
Senna:
"Be careful, little boy. If you act like this you will have problems not only with me, but with many others, and also with the FIA".
Irvine:
"Really? Good".
Senna:
"Ah? Good to know".
Irvine:
"Yeah, I'll see you on the track".
Senna can't hold up: first, he gives a shove to the Irish, which collapses backwards and then throws a punch in his face. Irvine tries to react, but other people intervene and the two are separated. But before being dragged away, Ayrton Senna yells at Eddie Irvine:
"Learn to respect people, especially when you're in the rotten wrong. It doesn't end like this. See you in Adelaide".

Threatens Ayrton Senna, who later, after calming down, admits the mistake:
"I know, but if I hadn't vented, I couldn't have slept tonight".
With Prost about to leave the scene, Senna finds another enemy. Not to mention the compliment to Damon Hill, his teammate next year. During the podium celebration, Ayrton Senna congratulates Mika Hakkinen on his first career podium, raising his arm to the sky at the time of delivery of the trophy. A gesture that seems to have the objective of forgetting the tensions we had in Portugal. Before the press conference, Alain Prost invites Ayrton Senna to make a symbolic gesture that can show the whole world that there is no longer any problem between the two, but Ayrton merely does not respond, completely ignoring the proposal. During the press conference, nothing happens, and Alain will later reveal that he had also thought of an exchange of helmets with Ayrton, to be carried out immediately after the Australian Grand Prix, but that he had abandoned the idea following the behaviour of the Brazilian on this specific occasion. The brawl between Ayrton Senna and Eddie Irvine in the post-race of the Japanese Grand Prix will be evaluated by the FIA: On Tuesday, October 26, 1993, the Federation is waiting for the official report that will be prepared by John Corsmit, his representative in Suzuka. Says FIA Chairman Max Mosley:
"Until I read it, I can't comment".
The two will likely be fined or disqualified. Meanwhile, Damon Hill, the third protagonist of the harsh duel, sides with Eddie Irvine.
"The era of the driver who says after you, man, this is long over thanks to Senna. When he arrived in Formula 1, Ayrton behaved very aggressively and then almost everyone copied him".
Explain the Williams driver, who in 1994 will have Ayrton Senna as a teammate (the cooperation between the two already seems random):
"There was nothing wrong with the way Eddie drove. I can understand this. I've run with him many times. I would say, if anything, that many of us are now more improved than we were in the past. It's normal".
Damon Hill remembers being rebuked by Senna in the San Marino Grand Prix:
"I told him that I was driving as I had learned to do by looking at him".
What about Irvine? The Irish from Jordan says:
"This environment is full of daddy’s boys who want to be bullied. Senna doesn't look anyone in the face. Why should I have had respect?"