Enzo Ferrari turns the page. On Tuesday 21 June 1988, the Modena-based manufacturer publishes the definitive organization chart of the racing team in a long-awaited and announced press release. As far as we know, Piergiorgio Cappelli, a specialist design engineer with managerial experience at Alfa Romeo, will become the head of sports management, replacing Piero Lardi Ferrari who has risen to the position of vice president of the company. John Barnard will be confirmed as technical director and Marco Piccinini as sporting director. On a purely formal level, this reorganization could appear to be routine. But it is in fact a revolution, with important innovations. If Enzo Ferrari rightly remains the team's number one, Cappelli's inclusion on the second step of the top management sheds light and clears the field of misunderstandings. In essence, the Fiat Group passes from a simple role of sponsor to a direct involvement, under the supervision of the engineer Vittorio Gradella. Cappelli will be Enzo Ferrari's deputy and will have other collaborators. The name of another technician is mentioned, Pierluigi Castelli, coming from the research center as plant manager. John Barnard will depend directly to these two men, who will work in Maranello and on the track and will have, as stipulated in his contract, true technical responsibility for the cars. And speaking of cars, having now ascertained the insufficient competitiveness of the one powered by the turbo engine (which will in any case be developed for the next races, so much so that on Monday 27 and Tuesday 28 June 1988 Michele Alboreto and Gerhard Berger will be engaged in tests at Silverstone ), the urgency to get the aspirated single-seater conceived in Guildford onto the track as soon as possible. The new model will be tested by the end of July. Due to the design complexity of John Barnard's new machine with electronically controlled gearbox, it seems that the production of at least two or three examples will be started: it is also necessary to carry out a series of comparisons. Among the technicians currently working at Ferrari, no one has so far officially expressed their intention to leave. However, it would be normal if one of the designers for personal reasons deems the commitment no longer interesting in the new reality. In any case, the team, right at this moment which can prefigure a real relaunch, will need all the available strength. Thursday 30 June 1988 the weather predicts rain also on the French Riviera. It is not all an hot summer: people wear an anorak and sweater, only to get red-hot if a ray of sunshine appears. This very uncertain meteorological climate, so much so as to predict that Sunday 3 July 1988 the French Grand Prix could be the first of the season held in the rain, contrasts with the environmental situation, flat and boring, with the rumors concerning the drivers and however the future programs of the stables that hold court instead of the usual sporting and competitive speeches. In fact, after six races McLaren seems to have already killed the World Championship and Ayrton Senna at this point in his race in the fight for the world title is the only one who doesn't worry about the water which could reduce the track into a slimy trap.
"It's the same for me, now it's Prost who has to defend himself. In the sense that my teammate, despite being in the lead in the general standings, can no longer allow me to win again. In short, he has to pull his nails out, too. And if by chance he had to do it in the conditions that I prefer, that is with the rain, for Prost it would be a problem to add to the others. All in all, I feel very relaxed".
Senna thinks he's safe. But perhaps some black clouds are gathering, in a metaphorical sense even on its currently rosy and shining horizon. The adversaries study some plan to come to the rescue. Benetton meditates victory at Le Castellet, where in theory cars with naturally aspirated engines should have no chance against turbos. But there is an explanation. Alessandro Nannini says:
"McLaren, Ferrari and company, having more power, shouldn't find obstacles in terms of lap performance. But if we look at the race, the situation could also be different, if not reversed. According to the latest tests that we have carried out, our cars should be the best in terms of road holding and entering the difficult corners of the Paul Ricard. This means that someone could have trouble with their tyres, being forced to stop in the pits to change them. So if we manage to balance the Benettons well, a big surprise could also arrive, without forgetting that fuel consumption will also play an important role here".
And here, for McLaren, an opponent sticks his head out. But everyone points to Ferrari as the only team able to give some trouble to the overwhelming power displayed by the team of Alain Prost and Ayrton Senna. However, the Maranello team is rejecting this role, not because it is not attractive, but because it does not believe it is still competitive at the moment. The returning John Barnard has not yet had time to get his hands on the car with a turbo engine, the new managers Capelli and Castelli certainly cannot work miracles and their work, above all, is set on the future, on the single-seater with the naturally aspirated engine for 1989. Michele Alboreto maintains:
"However, Barnard will also have to do something about the turbo car, as it would be unthinkable to stand still. Perhaps here at Le Castellet we will still have problems, but in the following races perhaps there will be the possibility of seeing the McLaren Martians more closely".
We are in the seventh act of the Formula 1 World Championship, this time on a traditional track, that of Paul Richard, for the French Grand Prix. And as has happened since the beginning of the season, there are still those who are deluding themselves, those who venture wrong predictions, those who foresee a great fight. Remaining cautious, it is legitimate to formulate only one question: Prost or Senna? This is the real theme of the race scheduled for Sunday, given that a false step by McLaren cannot be foreseen, queen of the six races held so far. Michele Alboreto continues:
"For us there is only one hope that the Frenchman and the Brazilian, in the heat of their fierce head-to-head, will make a mistake. Otherwise we fight for third place".
The challenge between the French expert and the emerging star of Formula 1 actually took off at full throttle. The environment is divided, the focus is on Prost's experience and Senna's skill and it must be said that the two, while maintaining a formal attitude of friendship, begin to distance themselves. Alain Prost, in particular, understood that he had to face a difficult moment: a good part of the title will be played for in the next two or three rounds.
"In terms of the points standings, I could afford to finish second four more times before being reached at the top. But in practice, since discards will come into play later, since only eleven results can be accumulated, I don't have to leave any more victories to my teammate".
Alain Prost had previously unbalanced himself, arguing that Ayrton Senna is very good on city tracks, but no stronger than him on traditional circuits. And since he was the one who runs practically at home on a classic track, he won't be able to find excuses in case of defeat. Senna, on the other hand, limits himself to smiling. Another topic is the pilot market. At the center of attention, as always, Ferrari. It should be a day of great interest for the Maranello team: John Barnard is expected on the track after ten months of absence. Official sources say that the English designer will arrive on Friday morning, which is why any speeches are postponed for 24 hours. The new Cappelli and Castelli executives should make their debut on Friday. Waiting, therefore, to drink from the source of technical wisdom, that of Barnard, there is always talk of the future Ferrari: Gerhard Berger has been confirmed for 1989, Michele Alboreto not yet.
"Nobody told me anything. I wait for news".
Everyone now takes the signing of Nigel Mansell for granted. Indeed, the English press claims that Scuderia Ferrari has an option on the Williams corridor. So what is waiting for the Maranello team to make it count? It seems - and this is a surprise - that a decision from Alain Prost awaits. Thanks to a powerful sponsor, the Frenchman would agree to end his career at Ferrari with Barnard in whom he places great trust. We'll see, although the arrival of Nigel Mansell seems more probable, who would unleash a whirlwind of changes. Michele Alboreto could go to Williams or Tyrrell. If he were to opt for the latter team, Nelson Piquet could even return to Williams alongside Riccardo Patrese, already fed up with Lotus. Ferrari would also be in contact with Thierry Boutsen: a fallback if other moves deemed preferable fail. In the future also the hypothesis of a great return to Formula 1 by Mercedes. A spokesman for the German company confirms its interest in the world of Grand Prix. But a decision will only be made in a couple of months. In this regard, a holy German alliance against the Japanese is looming, the engine could be studied in collaboration with Porsche in the Welssach research center. An attempt to break Honda's current superiority. But the Japanese seem not to care. Furthermore, an interesting new scooter produced by Honda is circulating in Le Castellet. His name is God. Either the Japanese don't really know the meaning of the term, or they've really gone to their heads. Meanwhile, the races follow one another, the championship is approaching the mid-season halfway point and McLaren continues to dominate, Ferrari chases without too much hope, the others limit their role to that of extras. If there weren't small internal episodes, marginal events on a human level to animate the eve of the race, boredom would be total. On the competitive level, Friday 1 July 1988, the first round of qualifying of the French Grand Prix records an attempt by Alain Prost to stop the unleashed Ayrton Senna.
The Frenchman tries to snatch pole position from his teammate and for the moment he has succeeded, setting the best time in 1'08"171, at an average of 201.358 km/h. The two-time World Champion had said that with his return to traditional tracks he would have put an end to the speed supremacy of the Brazilian. But, despite having beaten him by 0.285 seconds, he's still not safe, given that he tried again on Saturday and that already at Imola Ayrton Senna overturned a similar situation on the final day of practice. The other novelty of the day concerns the return of John Barnard to the Ferrari pits as technical manager. The Englishman, wearing blue trousers and a white shirt, shows up punctually on the track at 8:00 a.m. And as if time hadn't really passed, he behaves in the same way as he did a year earlier. Aloof attitude, no smile, not even a pat on the back. Enough to advise against asking him questions. In the morning, through the good offices of sporting director Marco Piccinini, they try to organize a meeting, so as not to bore the English with individual interrogations. But Barnard replies no, stating that he is only available for any technical questions. He doesn't actually talk to many. The British technician also exchanged a few words with Ascanelli and Nardon, responsible for the cars of Berger and Alboreto. And, at least in public, don't exchange information with the pilots either. While acknowledging that John Barnard doesn't have much more to say at this point, a collective hello and two half-sentences would also have been received with sympathy. But this is the character and the characters are not easy to change. Thus a kind of tam-tam emerges through Piccinini, who with leaflets and notes asks questions and answers, expressing the thought of the ineffable English technician.
"The naturally aspirated car program has been postponed for some time for many reasons, not least the decision to continue with the turbo, which is considered competitive this year. We weren't in a hurry. I know everything about the current single-seater, since I have never ceased to be Ferrari's technical director. The main problems are of an engine nature, due to the slow response of the turbo in qualifying and fuel consumption in the race. We can improve, but I think McLaren is impregnable for now. At most we will be able to do a few races a little closer".
Then the usual stuff, of course. He's fine with the new Maranello team organization chart, but he can't say otherwise:
"I participated in the decisions".
Then he reiterates the fact that he is not in charge of public relations or the press, the team works well, there is harmony. The new manager, Pier Giorgio Cappelli, will arrive on Saturday. Who knows, he might not be a little less stingy with information.
Returning to the race, behind the McLarens, the Ferrari took Berger and Alboreto to the second row. Apart from the fight between Prost and Senna, the two drivers of the Maranello team fought with less heavy gaps than usual: Berger is 0.8 seconds behind the French and 0.6 seconds behind the Brazilian. The Austrian is also the author of an accident, with consequent bent suspension, with the Eurobrun of Larrauri, while the Italian fights well to stay in front of the Lotus of Piquet and succeeds. The best of the drivers with a naturally aspirated engine is Alessandro Nannini at the wheel of the Benetton-Ford. On Saturday 2 July 1988 the professor gives a good whack on the student's rapacious fingers. Just as he had promised and anticipated. Alain Prost does not let himself be intimidated by his teammate, Ayrton Senna, and takes pole position in the French Grand Prix. A more platonic action since in the race they will both start from the front row with their unbeatable McLarens. But for the Brazilian, the qualifying result is equivalent to a lesson in humility that could have psychological repercussions. The Frenchman makes it clear that under certain conditions he is not inferior, that he will defend the leadership with all his strength and finally that it will be very difficult to snatch the very probable third world title from him. Alain Prost completes a perfect lap in 1'07"589, at an average of 203.589 km/h, and that's it. Previously Ayrton Senna had tried to mortify Alain Prost, taking away from him the best time set on Friday with a lap of 1'08"067. But Alain Prost was not intimidated and responded like a great champion. Not only did he chase Ayrton Senna from the first place, but also blocked it in his attempt to set a new all-time record for consecutive pole positions. The race is open to victory for both McLaren drivers. The South American suffers with class, but he's certainly not the type to give up the fight. In the race, indeed, he will have one more reason to push to the max, to counter his friend-rival. In this fratricidal struggle lie all the hopes of the others to interrupt the positive streak of McLaren which has always won since the beginning of the season. Gerhard Berger and Michele Alboreto set the third and fourth fastest times, not too far from the two British cars, given that the Austrian is 0.2 seconds behind Ayrton Senna. Berger himself, however, after rehearsals is very clear:
"We are improving, but there are always problems with fuel consumption and tire wear. If all goes well we could finish third, but I don't exclude the possibility that we could finish lapped by the McLarens".
Followed by the two Benettons of Thierry Boutsen and Alessandro Nannini, and two Lotuses of Nelson Piquet and Satoru Nakajima. Then the cars with naturally aspirated engines by Nigel Mansell and Ivan Capelli. Returning to Ferrari, John Barnard's second day should be recorded with the questions entrusted to the sporting director, Marco Piccinini, and the answers returned shortly by the English coach. Nine in all. We report the first question, because it is fun. Are you satisfied with his work after 608 days at Ferrari?
"I'll only be satisfied when the cars are competitive and fight regularly for the win".
Who knows why he waited so long…
"The new car with an aspirated engine will not necessarily have an electronically controlled gearbox. Everything is possible. We're testing active suspension on a laboratory turbo single-seater. Whether we will use this system or another, we will decide after the tests. The gearbox was chosen by me and was part of the design package for the car with an aspirated engine".
Meanwhile, Guildford continues to build car components, box parts, suspensions for both the new one and the currently used single-seaters.
"We work hard. I don't think the programs are lagging behind what Honda is doing".
Furthermore, another piece of news is now certain: Nigel Mansell will be the Ferrari driver in 1989 together with Gerhard Berger. The news - as mentioned - is not official, but it is certain. The Englishman would have said yes to the Maranello team's proposals and at the beginning of the week following the French Grand Prix he will sign the contract, probably in Switzerland, and he will make the announcement on Thursday 7 July 1988, at Silverstone. To his fellow journalists, Nigel Mansell, avoiding naming his new team, says:
"I haven't signed an agreement yet but I already know exactly what I'm going to do at the end of this championship. I'll be more precise on the eve of the British Grand Prix".
There is talk of an engagement close to 5.000.000 dollars. Nigel Mansell is considered one of the top drivers of Formula 1, together with Ayrton Senna, Gerhard Berger, Alain Prost and maybe even Nelson Piquet. Nigel Mansell had already said yes to Ferrari in April 1986, but then changed his mind a fortnight later and stayed at Williams. Also on this occasion the negotiation must have been complicated as Williams relaunched the offer. But the Englishman, burned by the defeat suffered last year against Nelson Piquet and probably encouraged by Ferrari's recovery programmes, seems to have preferred to change the situation. Ferrari had contacted or had been approached by several drivers. The names of Alain Prost, Thierry Boutsen, Alessandro Nannini and Stefano Modena have been mentioned. But the goal was to find first of all a free, expert and very fast rider. In this sense, the goal has been achieved as Undoubtedly the meek Nigel Mansell is one of the best ever. It remains to be seen whether cohabitation with Gerhard Berger will be easy. Michele Alboreto, after five years of honorable service, is left free to look for another team. Nothing has been communicated to the Italian rider yet, but it is clear that he will not be taken by surprise. It's a pity that Alboreto, due to various vicissitudes and so much bad luck, has only collected three victories so far, because he deserved more for commitment and talent. Michele Alboreto's future does not seem to be defined yet. He will certainly find a good team, but it won't be easy either given the movements underway. It could go to Williams, Tyrrell or maybe even Benetton. For the first, the more attractive one, he is battling with Riccardo Patrese, Nelson Piquet and Thierry Boutsen. If the Belgian were to change, he would free up a place next to Alessandro Nannini. In the meantime, Dr. Pier Giorgio Cappelli, 46, Enzo Ferrari's deputy at the helm of the racing team, makes his debut under the banner of Ferrari innovations. The Italian manager says that his job is to plan, organize and reinforce the team:
"The product of the team are the victories that we will seek together with Barnard and all the technicians".
Meanwhile, we learn that Silvio Berlusconi wants to increase his commitment to Formula 1 and is concluding a sponsorship agreement with the Umbrian team Coloni. Coloni's partner would be Publitalia. Is this the first step in acquiring his own Formula 1 team?
Sunday 3 July 1988, at the start of the French Grand Prix, Alain Prost got off to a good start and maintained first position, followed by Ayrton Senna and the two Ferraris of Gerhard Berger and Michele Alboreto. Nelson Piquet passes the two Benettons and climbs to fifth place. Despite concerns in McLaren's garage over excessively high fuel consumption (fuel readings in the cars showed less fuel used than Honda's telemetry was telling the team), the British team is reportedly dropping its pilots free to battle, with the risk of running out of fuel, to teach them to be cautious given the enormous advantage that the team has over its opponents. However, the on-board readings are correct and Alain Prost maintains a two-second lead over Ayrton Senna until the mid-race pit stops, while Gerhard Berger's early pit stop on lap 22 allows his team-mate , Michele Alboreto, to move into third place. Ayrton Senna pits three laps before Alain Prost. The Brazilian driver takes advantage of a particularly slow pit stop against the French driver - due to a stuck front wheel nut - to take the lead of the race. But the traffic present at the Mistral Straight corner (including an unhelpful Piquet who most likely enjoyed seeing Senna lose his advantage over Prost up close) and a gearbox problem allow Alain Prost to get close to his teammate and to pass him on lap 61, when they both lapped Alex Caffi and Pierluigi Martini at the Signes corner. In the meantime, Gerhard Berger climbs back to third position taking advantage of Michele Alboreto's pit stop, while Nigel Mansell is forced to retire on lap 48 due to suspension problems, although he was already late by a certain number of laps due to a leak of power from its Judd V8 engine. In the closing laps, Alain Prost increased his advantage over Ayrton Senna, while the Brazilian driver continued to have gearbox problems, losing the use of several gears.
Alain Prost wins the French Grand Prix with an advantage of almost 32 seconds over Ayrton Senna, who despite gearbox problems still manages an advantage of almost 35 seconds over Michele Alboreto. Gerhard Berger, fourth, finished the race one lap down, followed by Nelson Piquet and Alessandro Nannini. The score is now four to three. But Alain Prost not only scores a goal into Ayrton Senna's goal. Probably the French champion also undermines, with his decisive overtaking on the Brazilian, during lap 61, the morale of his adversary-teammate. Everything was expected, except for a conclusion of this kind, with roles reversed, with Alain Prost in the role of the hunter and Senna in those of the prey. It happened three quarters into the race, a soporific race, nullified by the superiority of McLaren which reached its seventh consecutive victory since the start of the season and its fifth double. Alain Prost had got off to a great start, gaining a small margin of advantage, nibbling tenth on tenth. Then he had seen the gap almost cancelled - about 4 seconds - due to the lapping and finally, in the planned tire change, the mechanics of the English team had made a mistake, due to a rear wheel that didn't want to be retightened, causing him to another similar delay. Prost found himself on lap 36 chasing as in previous races. But at Paul Richard the situation was different: the McLaren #11 was traveling at a higher pace, nothing seemed impossible for Alain Prost. And in a few laps the Frenchman had moved like a menacing shadow behind the Brazilian, almost glued to his car. Prost could play in his favorite way, the one taught him perhaps by Niki Lauda, the cat and mouse. He stood there waiting for his rival to make a mistake, without forcing the action. A stressful presence. A few tenths separated them, until, during lap 61, the right moment came for the decisive overtaking. Alain Prost says at the end of the race:
"Senna had already braked a couple of times abruptly, as usual. When we got behind Martini's Minardi, I realized that Ayrton might have made a mistake. His car seemed to lose effectiveness due to the lack of air necessary for the aerodynamic pressure. I saw an opening and I slipped decisively. It was a fairly easy race, because I had set up the car well over the previous two days. I was slightly superior, faster than Ayrton at all points of the circuit. So I felt able to attack it. In any case, this is a very important victory because I had decided to attack starting from the French Grand Prix and I succeeded. Prost also made a self-criticism: .I realized that in the previous races I had used too much prudence in the lappings. We needed to act more decisively as my main rival in the fight for the title has the same car as me. Maybe I understood it too late and lost some points".
A cautionary tale for the McLaren pits:
“Perhaps the mechanics were no longer used to changing tyres. I lost precious seconds that could have cost me the win".
The championship?
"It's still long. It will probably be decided in the end, even if I will try to close the discussion first. Now the tracks I like are coming, Silverstone and Hockenheim, very fast circuits, and I will be able to take fewer risks when lapping. In any case, Senna will not be an easy rival to beat".
Called into question, Ayrton Senna replies with great prudence, while proving to be calm, able to hide the sure disappointment with an apparent serenity.
"I was surprised, I honestly didn't expect an attack at that point. He could have done it later too, with greater confidence as I had problems with the gearbox and lacked engine braking. Prost instead took a big risk and it worked out for him. The only excuse I can find is that Martini could also get out of the way and avoid making me move, an action that convinced Prost to try to overtake. The gearbox was not working well, even before Prost passed me. He was good anyway. He would have overtaken me anyway maybe a lap later. I also had problems with fuel consumption: Senna's speech was strange as he also uttered a mysterious phrase: «Prost started with more petrol than me…".
But the Brazilian says no more, citing industrial and technical secrecy. It must be said, however, that during the end-of-stroke checks it was ascertained that there was still enough fuel in the tank of Alain Prost's car to do two laps. The race was only interesting for this episode. For the rest there was no story. Let's take Ferraris, for example. At the start Gerhard Berger, very good, tried to overtake Ayrton Senna, but was immediately pushed back. After ten laps the Austrian was already far from Alain Prost and detached from Ayrton Senna, while Michele Alboreto was traveling about fifteen seconds behind. Gerhard Berger subsequently self-eliminated with a double spin for a mistake in changing a gear. Forced to chase him, he used up too much fuel and the rest of his race was dedicated to maintaining fourth position. Michele Alboreto raced decisively at high pace, one of his most beautiful races. But what's the point of fighting so much when the result is already written from the start? Third and fourth place are the maximum objective of the Maranello team, and it has been achieved. Even John Barnard does a thorough examination of the situation, saying:
"Berger consumed more petrol than Alboreto and this explains his race. The two drivers had chosen the best car set-up solutions for their driving characteristics. If we make a few steps forward, maybe we'll be a little closer to the McLarens at Silver on Sunday. Our goal this year is to maybe win a race, but I honestly don't think it will be possible".
It is also the opinion of Gerhard Berger, much more unbalanced in the predictions of victory:
"Never, this year we won't succeed, unless the McLarens break everything. They are too far apart. For me, I threw away third place with a mistake. During lap 22 I made a wrong gear in a corner from third. I put the first. So I spun off the track. The tires picked up stones and when I re-joined I lost control of the car again. Then I had to stop early to change tyres. In all, I lost about forty seconds and there was no possibility of recovering as I was at the limit with fuel consumption".
For Michele Alboreto the joy of the podium is not enough to soften the bitterness of the inevitable separation from Ferrari. Officially, the Italian driver has not yet been informed of the arrival of Nigel Mansell as to be fair, the announcement must be made first by Williams, but it is clear that he is aware of the situation and this makes him sad.
"Everyone comes to ask me, everyone wants to know and I know nothing. I was imagining something because they've been telling me for some time: don't worry, we'll let you know. I think I've always been fair to everyone, I was waiting and still waiting for Ferrari to tell me something. I could have left on other occasions, because there have been, and instead, stubborn, I preferred to stay, suffer for so many things, wait for the good car to arrive, I just don't understand...".
The Italian driver doesn't make any controversy, he's just waiting to be able to move on the market. And about the race he has little to say:
"Everything as expected. McLarens belong to another planet. Perhaps the next tracks will be more favourable to the characteristics of our misfortunes, but that won't change much. My car's set-up was recommended by Barnard, then my technician Nardon also corrected my camber and everything went well. In any case, I had never had any doubts about my possibility of getting on the podium again. It seems to me that Berger's car was more over steering. For this reason, when I was behind him, I tried to show myself as I was faster. I don't want to make irreverent comparisons, but Prost and I have a different driving style and consume less fuel and brakes than Senna and Berger".
At Le Castellet Vittorio Ghidella, managing director of Fiat Auto and president of Ferrari, personally explains plans and hopes for the future. Ghidella outlines the relaunch plan with the inclusion of two new managers in the workforce, Pier Giorgio Cappelli and Pier Guido Castelli.
"The Ferrari’s situation is delicate, but recoverable. We will try to find a solution for every problem, working hard, with method and seriousness. Next year there will be an opportunity to start from scratch with the change of regulation, with a new car with a naturally aspirated engine. This does not mean that we will abandon the turbo now, but we will refine it with a commitment to at least become competitive. However, it is clear that miracles cannot be performed".
There has been a lot of talk about the new car, but it never arrives. With John Bamard behind him, the Ferrari president says:
"We will have a stable regulation for several years. For this reason it will be necessary to plan, even to look ahead. We have a single-seater that could take to the track again next week, but for in-depth tests it will be better to wait another twenty days. It is a car that is in some respects revolutionary in terms of aerodynamics, suspension and gearbox. There will not be a single model but probably several prototypes before reaching the final definition. We have four tracks available, Fiorano, Nardò, Balocco and Imola. It will be necessary to take care of the electronic management of the engine with Magneti Morelli, which is very important. The engine will remain the V12, even with a five-valve cylinder head".
Ghidella reaffirms his full confidence in Barnard who, however, will have a close collaborator in Castelli.
"We clarified our ideas with the English coach. He's here and so he means we're in agreement. I am convinced that he is very good. Marco Piccinini will continue to be the official spokesperson for Ferrari. But he will only be able to say what he will be authorized to say. After all, he's very good at not talking…".
As for the structure of the team again, Ghidella says:
"It will be reinforced where necessary, but above all there will be close collaboration with the Fiat Research Center, as it is no longer the time for strokes of genius, but for laboratory analyses, which will be decisive".
Those methods that have been used for some time by the Japanese...
"Honda bet risking on Formula 1 and was successful. It is a reality against which we have to react, but I don't think they are unbeatable. We can also add a little imagination and creativity to the method. They focused on an engine and worked for several years before reaching the top".
Pilots problem. No indiscretions but many indications.
"Next year we will change team. We have dealt with several riders. I'd like an aggressive and courageous one, also because in 1989 with the leveling of the naturally aspirated engines it will be necessary. We will also have a third driver to test the new car, but he will have to be free from Formula 1 commitments".
As for the youngster for the tests, the names of the Swiss Gregor Foitek, the French Jean Alesi and the Brazilian Roberto Moreno are mentioned, all currently involved in Formula 3000. There was also talk of Stefano Modena, but it seems that the Italian prefers racing, rather than being a test driver. After having touched on various other topics, not just sports, Vittorio Ghidella devotes ample space to Enzo Ferrari.
"He would also like to win the World Championship this year, because his spirit has never changed. And he bets for the next one. Unfortunately he is not well: he is perfectly lucid as always, but health problems do not allow him to be as active as he would like. He himself opened the door to the future. He asked us to help him solve the problems. He is aware of everything and at least he has the last word. Cappelli will be his assistant, his arms and legs. Nothing has changed in Ferrari and at the same time a lot has changed. Now there is a direct involvement of Fiat which I represent. Companies continue even if the founder is not present. It is the law of life. The important thing is that Ferrari win again. And this is our primary goal".
Ferrari, like all the other teams, will send the cars directly to Silverstone, where the British Grand Prix is scheduled for Sunday 10 July 1988. There won't be time to make major changes. Tests are instead scheduled in Hockenheim, in the following week. Work is underway on the engine to try and improve its performance, both in terms of fuel consumption and turbo response time. Finally, Jean-Marie Balestre, president of FISA, gave himself a splendid gift for his 66th birthday. He bought a Ferrari F40. It costs 380.000.000 lire, but it seems he got a discount. The car was almost always parked at the entrance to the pits of the Paul Ricard circuit. In France, even the reigning World Champion, Nelson Piquet, who was left without second gear about fifteen laps from the end of the race, had to face quite a few difficulties:
"If I hadn't had this trouble, I would have managed to catch up with Berger. However that is not the point. It's a negative year, there's only McLaren in the championship, all the others don't count for anything, they're just extras".
Only 5.000 people watched Alain Prost win the French Grand Prix. Ticket prices too expensive (minimum 100.000 lire), they say around here. But there is the impression that at this point many teams are already thinking about next year. Only McLaren moves on all fields and remains the protagonist. Fortunately, the fight between Alain Prost and Ayrton Senna is exciting and will certainly not fail to provide other reasons of great interest. Now the French has launched the challenge. The answer is up to the Brazilian. Let's go back to the topic concerning Michele Alboreto. Was that of the Italian driver just a fatal attraction for Ferrari? Michele Alboreto, who finished third behind the elusive Prost and Senna, doesn't think so: those who expected controversies and declarations of fire following the affair are wrong.
"It's been five fascinating seasons, a beautiful adventure. And then how many racers have there been more than me at Ferrari? If we only part at the end of the championship, it means that we both had a good time. After all, I have also traced a path, I have left the door open to an Italian rider, if not for the immediate future, for the future".
Monday, July 4, 1988 Michele Alboreto is at home, with a relaxing program: he goes on a boat trip with his wife Nadia, the little girl Alice and her mother. However, on Tuesday he will be in Maranello. He wants to go and say hello to Enzo Ferrari, talk to him about the race, as if nothing had happened.
"The news is not yet official, even if I too have heard the murmurs of the environment. I have no reason to be angry. I just feel a feeling of melancholy. But I'm closing a chapter, not the book. I still feel like a good driver and I think I'll get some satisfactions. In any case, I am and will always be proud to have been at Ferrari".
Good and bad moments. Which ones do you remember?
"There have been great tensions, some negative periods. But mostly the best episodes remained in my mind. The most moving fact? The first race with Ferrari, in Brazil. 25 laps immediately in the lead. An incredible feeling. Then obviously the victories in the following year: in Belgium, in Montreal, in the new Nurburgring. But also many fights, placings. I fought for the title that season, it went badly, we suffered a lot, but it was exciting".
In 1989 Ferrari will have Berger and Mansell...
"Ferrari must take the best of what the market offers. These decisions must be respected. Gerhard is very good, even if not unbeatable. Nobody is. I immediately understood that he was a smart guy, just look at where he put the wheels. In the sen| so die he arrived in Fiorano, he looked around and immediately understood everything. Right trajectories, excellent times, great consistency of performance. There wasn't much to teach him. Mansell is among the five fastest riders in my humble opinion. Him, Berger, Senna and Prost. And I'll put myself in it too, even if someone doesn't believe it. It has been said that I sat down because I had a daughter... Last year Piquet already had two children and perhaps more are on the way. Yet I don't think he's ready for retirement".
We still talk about Ferrari…
"I love Enzo Ferrari. I have respect. Just as I respect his son Piero. Being in this environment has allowed me to meet exceptional people. I have great admiration for people like Giovanni Agnelli. Cesare Romiti, Vittorio Ghidella. Today I can say it, given that I will leave Ferrari and my sentences cannot be mistaken for servility or opportunism. As regards the current situation, it must be recognized that there was an absolute need for a change. It won't be easy, it will take time. The biggest problem in recent years was a certain disintegration. We needed a point of reference, as there seems to be today. Making decisions, moving forward along a certain path, in a spirit of collaboration, whether they are right or wrong".
But it will be possible to beat perfect creature as McLaren-Honda?
"I can say a few things about this. First of all, McLaren has a secret: his name is Ron Dennis. the manager. He is the brains, the winning man. He too managed to put together a crazy gypsy like Gordon Murray and a pure technician like Steve Nichols. The engine of the car is certainly excellent. But remember that the previous McLaren model with the same engine was slower than our car. The MP4/4 daughter-in-law almost always gives us the lap".
What’s in the future of Alboreto?
"Now I look around. I'm not in a hurry, in seven years of Formula 1 I think I've done something good. I'd like Williams, but I have to wait. Then there's also the old Tyrrell. And maybe more. For the moment, I will try to do my duty to the end, committing myself 100% to Ferrari, as I have always done".
The new Ferrari wastes no time. It was said that the single-seater with the naturally aspirated engine would be tested in a short time on the private track of Alfa Romeo and on Monday 4 July 1988, around the plant, great movement was noticed. At noon John Barnard arrives with the chief mechanic Villadelprat. In the afternoon, a huge red truck from the Maranello team can be seen entering the circuit. The weather conditions are not favourable - a few drops of rain - and therefore it seems that the tests are postponed to next week. Also because this time the English designer seems to have taken on the task with great commitment and would also be willing to work on the turbo car to seek some refinement. Speaking of the aspirated single-seater, it seems that its singularity, aesthetically speaking, is in the fact that it is very narrow and tall. Just the opposite of the winning cars seen so far, generally low and flat.