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On Tuesday, May 31, Ferrari remained silent. No statement, confirmation, or denial concerning the news about the revolution has emerged since the Mexico City Grand Prix:
"Not everything that has been written these days corresponds to reality”.
However, two events have become part of the situation's outline. First, during the next week, the board of directors of Ferrari Automobili will meet, and the designation of Pietro Lardi Ferrari as Executive Vice-President will be on the agenda. This means that the son of the Modena-based constructor has actually left racing management. Secondly: John Barnard is looking for a home close to the Fiorano track (if he hasn’t already found one). In sporting terms, the most important news is obviously the return of the British designer to the Maranello team, with his presence in the garage and on the track. Enzo Ferrari's decision may have a very specific origin: the ninety-year-old owner felt betrayed by his closest collaborators. And the son, who acted as a mediator in these years, trying to keep a certain balance between the opposite internal factions (for and against Barnard), was involved in the revolution that Ferrari wanted to make with the aim of finding positive outcomes. Now, assuming that the whole process is completed exactly in these terms (they can always change their mind and it wouldn’t be the first time), different questions are asked regarding the future. The first one is related to the role of the current technicians. There is no doubt that Harvey Postlethwaite will not accept the reduction in rank. And it seems that the designer is guided to accept an offer to get back to England. He has at least a couple of convincing options, the most considerable comes from Ken Tyrell. Up to now Barnard has made it clear he didn’t have so much faith in men who are part of the staff of Maranello. But if His and Midgeot, to show solidarity, should really resign, how will they find the required people to work quickly? And mainly who will keep going with the project of the naturally aspirated engine, still needy of important developments?
Another human aspect must be considered, though. John Barnard is not a simple character; his relationships with suppliers and coworkers are always complicated. He has communication difficulties with the Italians due to language barriers, and he disregards or lacks confidence in the others. With this revolution, Enzo Ferrari probably wants to take control, hoping to work his magic once again. However, he will have to deal with additional factors. For better or worse, the team has achieved miraculous results given the political situation of the past two years. No other team in a similar situation would always be able to maintain such a high level. This shows that there is always a foundation of passion among the mechanics and technicians that propels them forward. Barnard could definitively break this fragile balance, so this is almost a desperate attempt. On the one hand, there is the possible resolution of the problems; on the other hand, in case of failure, there is the risk of a crisis with few ways out. Meanwhile, on Saturday, June 4, 1988, at the unfinished Fiorano track, 100.000 people will gather, wearing suits and holding banners and white and red flags of the Prancing Horse. Enzo Ferrari will remain in his old house, located in the middle of the track, waiting for the Pope and his greeting. If the flu that laid him up for two months doesn't put him back in bed, he will arrive before the Pope's helicopter lands in the meadow. Ferrari would have wanted to meet the Pope in his house between the big turns of the track, as if by accident, without the fanfare and megaphones that accompany the Holy Father's trips. This time, he can't. Wojtyla's visit to wealthy and prosperous Emilia will juxtapose two images of work: the producer and the successful.
"He will stop for three minutes at that house, no more".
Giuseppe Verucchi, vicar of Modena, announced, almost trying to diminish that embrace. But that’s not entirely true. The Pope surely doesn’t show up in Emilia for Enzo Ferrari or Ferrari alone. Nevertheless, the day takes on a particular importance. This is demonstrated by the fact that invitations alone are no longer enough. For the first time, ticket scalpers have gone wild for an event with the Pope. Fifty thousand invitations were distributed, but that wasn't enough. The demands became pushy. There were thousands and thousands of them.
"Someone started selling free tickets".
A parishioner reported this. The Pope and Ferrari first met two years ago when Wojtyla came to Romagna and stopped by the Imola circuit. After Mass, the Pope asked the prelates if they had seen Enzo Ferrari. He expected to see him. Father Erio Belloi, the vicar of Maranello who rang the bell when Gerhard Berger returned to win a few days later, said to Enzo Ferrari, gloating,
"The Pope asked for you".
Enzo Ferrari was astonished.
"He’s a respectable man. I would like to meet him".
From that moment on, people began working to arrange a meeting between the Formula 1 legend and the Pope. Letters and contacts followed, and a commemorative medal arrived from the Vatican to Ferrari.
"I would even go to confession with him".
The announcement came on his ninety-first birthday, as if it were carefully planned. He celebrated with his people, without spotlights and pointed cameras, as he prefers. Then, Marco Piccinini, Ferrari's sports director, traveled to Piacenza, where he met Monsignor Casaroli. Piccinini brought Casaroli to the Maranello factory. Without Enzo Ferrari's knowledge, the Ferrari clubs consigned the Pope the #2 card in silver, almost sealing an alliance: #1 belongs to Enzo Ferrari. Further visits and contacts followed. One fine day, the Bishop of Modena, Monsignor Quadri, and Father Galasso Andreoli arrived at his office and explained the program to him. Everything has been ready since then. The last details were prepared in those days. The diocese has also insured the Pope’s visit for 5 billion lire, as if it had purchased an insurance policy. In Fiorano, Vittorio Gidella, the chairman of Ferrari, was to receive the Pope. Unfortunately, on Saturday, June 4, 1988, Enzo Ferrari did not show up for his appointment with the Pope in Maranello. A slight fever and a new bout of flu, contracted two months ago, kept him in his home in Modena. The day before, Enzo Ferrari was in his office, looking pale and tense. At the end of the visit, Giovanni Paolo II called him to check on him, wish him a happy birthday, and express admiration for what he saw. The Pope invited Ferrari to the small white house with red shutters and green Venetian blinds in the middle of the Fiorano track. There, as mentioned, the Pope and Ferrari were supposed to meet. Don Erio Belloi, the parish priest of Maranello, says:
"He had been waiting for this meeting for at least two years. The engineer once told me that the Pope is an exceptional man. This shouldn’t come as a surprise, as Ferrari has always been interested in religious issues. He doesn't practice much, but religion is of great interest to him".
An act of kindness is how official sources define the call. However, the deepest and most appreciated tribute to Enzo Ferrari from Giovanni Paolo II was bestowed a few minutes earlier when he drove on the test track in a Mondial Cabriolet 3.2 driven by Piero Lardi Ferrari. The Pontiff in white standing on the red car, holding onto the windshield, is captured by photographers and television operators dangerously leaning out from a specially equipped truck preceding him:
"Now, the Pope will ride along the track in a Ferrari".
The speaker announced, causing a roar from the 4.000 people present:
"The choir sings 'Tu es Petrus".
The speaker added. However, the notes of the sacred anthem gave way to the syncopated rhythm of "When the Saints Go Marching In" as the Mondial set off with a clunk for the driver who had trouble shifting into first gear. The victory lap, probably one of the slowest ever recorded on the track, is marked by the sparkling cadence of this gospel song. The Pope adds another experience to his record of firsts and transgressions against pontifical norms:
"Ferrari certainly doesn't need any publicity. But how much is that photo worth?"
A reporter asked Ferrari Chairman Vittorio Ghidella. But Ghidella doesn't take the playful provocation:
"An event like this pleases everyone, believers and non-believers alike. The Pope was very open, kind, and human. He said what a modern, intelligent pope should say".
Did you ask him for a blessing?
"I think a blessing is always needed".
Enzo Ferrari is following this pontifical plunge into the world of engines and high speed. In front of the warehouse is a piece of Ferrari history: from the 125 S of 1947, the first built in Maranello, with Gerhard Berger's blonde 7-year-old daughter, Cristina, on board, to the F40 and the #27 Formula 1 car of Michele Alboreto, which still bears Gilles Villeneuve's number:
"How fast is it?"
The Pope asked Michele Alboreto in Italian and Gerhard Berger in German:
"More than 300 km/h".
This bilingual response caused a papal gesture of amazement. Also fitting is Ferrari's gift: a traveling Mass service made of titanium, the metal used for racing chassis. The workers melted the titanium Madonna, which the Pope blessed and placed in Maranello as a souvenir of the visit. The papal coat of arms stands above the prancing horse on the chalice and pyx:
"I had never seen the Pope in person. He is an extraordinary person".
Michele Alboreto is impressed. On the other hand, Gerhard Berger's comment is more professional:
"I will win in Canada".
The atmosphere is that of a unique festival where church choirs blend with commercial rock. The Pope speaks and recalls:
"Free initiative is an important right as long as it is carried out through proper channels, avoiding any form of prevarication over others".
Next to the altar, there is a mountain of Parmesan cheese wheels and a tractor. Pietro Corradini, Ferrari's communist chief mechanic, exclaims:
"I would like to ask him how he felt in Modena because I think the reds are more hospitable to him than the whites”.
Meanwhile, amid the joyful atmosphere, questions about the team's future continue to circulate in the Fiorano courtyards regarding the rumors that arose after the Mexican Grand Prix. Piero Lardi confirms his willingness to leave sports management for an important industrial assignment:
"I didn't want an official interview, but there's no point in hiding from it. It's not true that I quarreled with my father. We have two different points of view on the employment of John Barnard. He is in charge of the team; he makes the decisions".
The son of the constructor makes it clear that he doesn’t have much confidence in him. Meanwhile, engineer Ghidella replies:
"Don’t let me say anything. There will be a Ferrari Board of Directors meeting later on; we'll see what happens. I don't think anything will change." Barnard is the technical manager".
Marco Piccini, on the other hand, has a small reproach for the journalists who made assumptions:
"Wait until you know the events well before drawing conclusions".
The fact is that one never knows the exact scope of the sequence of events, and only what one wants to be known is shared. Meanwhile, the radio box continues to send messages. Gerhard Berger has accepted the reconfirmation, but Michele Alboreto, who looks very pale, is unsure about staying at Maranello. The usual names are mentioned: Nigel Mansell and Stefano Modena, in particular. Harvey Postlethwaite and the other technicians are absent. However, there is only a brief appearance by Renzetti, one of the engineers responsible for the engines. He doesn't hide the fact that the situation is difficult:
"With the development of the aspirated engine, we are still far behind".
Meanwhile, preparations for the Canadian Grand Prix are in full swing. The cars are already in Montreal, and the spare parts will leave Fiorano. They will be the ones that John Barnard wanted in terms of suspension and aerodynamic details. Regarding the powertrains, the team is considering adopting a new intake box in yet another attempt to close the gap with Honda. Gerhard Berger seems quite optimistic, but perhaps he is just joking out of hope and satisfaction at John Barnard's full-time return. Meanwhile, the Japanese at Honda remained silent, only saying:
"We are not normally interested in buying small companies".
McLaren denies this. Nevertheless, there are increasing whispers in Formula One environments that Honda will take over the majority of the British team. Rumors aside, there are many small signs, not the least of which is the official name of the team. Until last year, it was called Marlboro-McLaren-Honda, but it is now entered in the World Championship as Honda-Marlboro-McLaren. The owner, Saudi businessman Mansour Ojjeh (who, contrary to some accounts, is not a sheik), is said to have sold a large stake in the team to Honda, while Alain Prost reportedly retained a small percentage, having likely received part of his exorbitant fees in shares in previous years. These are merely speculations, though Honda's direct intervention would lend more validity to the Japanese commitment. McLaren's goal is clear: to dominate, defeat its rivals, and become the superpower of the future in motorsport. The team's success, winning three World Championships in recent years - two with Alain Prost and one with Niki Lauda - and dominating the first three races of the season, stems from its work method and organization. The Honda men, who only arrived in 1988 to supply the engines, did not give McLaren this mentality. It was Ron Dennis, the manager and former mechanic, who is an unpleasant and fussy character, but definitely a winner. He is a boss who had the courage to appoint one man alone to clean the cars, which must always be perfect and shiny. Dennis certainly has a plan for the future with Honda. It is precise and foresees everything, step by step. With technical supervision from Gordon Murray, Dennis entrusts different departments with various projects. He had one engineer, Nichols, design this year's new turbocharged car and another engineer, Oatley, prepare the car with a naturally aspirated engine. It is said that the single-seater car is almost ready to hit the track:
"We will win all the races this season".
Ron Dennis declared before the beginning of the World Championship. So far, he has kept his promise.
In fact, it has been quite challenging. The plan was to equally divide the successes between the two drivers, Alain Prost and Ayrton Senna. This would allow the Frenchman to win his third world title, while leaving the Brazilian to attempt to set a new pole position record. This would leave nothing to the opponents. But that is not enough. The plan also includes conquering the United States, an important market for Honda. The most famous race is certainly the Indy 500. The plan is to win at Indy, perhaps as soon as next year, but no later than 1990. It will have a 2600cc turbocharged eight-cylinder engine and a special car. There is also talk of hiring Peter Warr from Lotus to manage this project. Who knows what will happen? What is certain is that McLaren leaves nothing to chance. While Alain Prost and Ayrton Senna lap the Ferrari in Japan at Suzuka, Honda's private track, Emanuele Pirro tests future materials near and far at fixed dates and times. From the circuits, Japanese computers transmit millions of digits without interruption via satellite transmissions. Everything is analyzed, tested, and checked. Changes to the cars are tested in near real time with the latest updates. Rumor has it that Mercedes and BMW, among others, are ready to try Formula 1 again, driven by precise market requirements. However, the competition will still be intense and challenging. To break McLaren's hegemony, it will be necessary to set up a long-term program, find trained and experienced technicians, and perhaps choose even more innovative solutions. Ferrari could perhaps win a few races with a bit of luck and a half-miracle. This could happen next Sunday in Montreal at the Gilles Villeneuve track on Notre Dame Island when the championship resumes with the fifth round of the season. However, sporadic victories won't stop the Anglo-Japanese team from expanding. On the other hand, Enzo Ferrari seems to be the one who could sell his 40% company share to Fiat. This hypothesis is plausible, but it isn't certain that the share transfer has occurred. On Tuesday, June 7, 1988, Fiat's CEO, Cesare Romiti, confirmed this at the Fidis assembly.
"Fiat will not drop the right of pre-emption it holds on the Ferrari shares it owns. Perhaps there is some truth to it".
Essentially, the deal is not finalized, but Fiat certainly won't allow others to participate in such a prestigious industry. The group has controlled 50% of Ferrari Auto since 1969, and this stake is currently divided between Enzo Ferrari (40%) and Piero Lardi Ferrari (10%). Regardless of what happens, the racing management will remain with Enzo Ferrari under an old pact. In other words, Enzo Ferrari will always be the point of reference for racing, even if he sells his entire stake to Fiat. Sports management will remain in the hands of English designer John Barnard, who will work in Italy. On Wednesday, June 8, 1988, the board of directors of Ferrari will meet in Maranello to approve the appointment of Piero Lardi Ferrari as vice president of the company. The board includes Enzo Ferrari, honorary president; Vittorio Ghidella, president; Piero Lardi Ferrari, general manager; and Razelli, Fusaro, Pininfarina, and Piccinini. Meetings of this kind are held two or three times a year to review the status of the sports activities. Ferrari production is experiencing a successful period. In 1987, the company sold 3,842 cars. That's 279 more than the 3,663 sold in 1986. 1988 promises to be just as good. The order book is at six months; the wait for a Ferrari is long worldwide. Ferrari is currently undergoing a period of profound transformation and remains at the center of attention, especially with the return of the Canadian Grand Prix after a year's absence. Everyone is looking to the Maranello team to control the overpower of the McLaren. On a track where fuel consumption is key, the fate of the World Championship will be sealed. If Alain Prost and Ayrton Senna have it too easy, if the turbo engines are not competitive here, and if Ferrari does not catch up with the British team, the fight for the title will be a McLaren family affair. It must be said that the Maranello team lacks confidence. Gerhard Berger speaks for everyone with much directness and regret:
"Honestly, I’m not optimistic. At Ferrari these days, there is a lot of politics and little progress on the track. I feel like I'm on a boat where everyone is rowing in different directions. It's frustrating because the potential is great. If we were all united, we could compete with McLaren. I just hope that we get a clear definition of roles and tasks".
The Austrian could not be clearer. As far as the race is concerned, Gerhard Berger also fears the issue of fuel consumption.
"In Mexico, they told me that the sensor that sends data to the computer wasn't working. I trust them. But I want counterevidence. I will only be convinced if I can go all the way and push to the maximum".
There is also uncertainty about the presence of the announced changes: the new intake box, which is supposed to provide more horsepower, and the aerodynamic modifications designed by Barnard. It all remains to be seen. Meanwhile, the beer war that caused the cancellation of the Canadian Grand Prix is not over yet. In fact, clashes between the old and new sponsors continue. Although Brasserie Molson took over the organization of the race from Labatt with the approval of FISA and FOCA, they are still fighting in the newspapers. Some say the work on the Notre Dame circuit - including the new pits, press center, garage, and revised track - is fantastic. Others argue that the facility is beautiful but lacks water and, most importantly, electricity in the control tower, which could compromise the test. The Canadians spent $6.000.000, but the connections were not made due to bureaucratic problems. Nevertheless, the Canadian Grand Prix, the fifth event of the Formula One World Championship, will kick off on Friday, June 10, 1988, with the first qualifying round. Even though it is still Thursday evening, the circuit looks like a construction site. The pits are beautiful and functional, but without water. The new press room in the control tower is spectacular. Unfortunately, it's a lounge that can only accommodate a dozen people at a time. It would have been more suitable for the forgotten toilets. Never mind. Millions were spent renovating the facility, giving total freedom to people who may never have seen a racetrack before. And, of course, FISA stands by and watches. But the cars will still take to the track. The usual reason for doubt is the same: Will someone be able to stop McLaren? As with other Grand Prix, all eyes are on Ferrari. In Canada, Ferrari is known for its hard work and technical innovations. New inlet boxes have been installed (this system concerns the supercharging of turbine gases), and the "pop-off" valve has been set back and placed in a more vertical position. In fact, a hole had to be drilled in the car body because the valve protrudes a few centimeters. This should provide more power and enable better engine utilization. However, Harvey Postlethwaite, the current head of development and setup of the cars, talks about his future among mechanics and technicians:
"I like Ferrari. I feel good in Italy. But I don't know what will happen. Nobody explains anything to me. It's clear that my future depends on what's decided".
Nice situation. It's true that Piero Lardi Ferrari has left office. But what about the sports management? Marco Piccinini, for example. The team is living in a climate of uncertainty. If Barnard does regain total command, how will the men react? From the mechanics harassed by the English designer's absurd ideas to the technicians who don't share his work style, how will they respond? Why aren't roles and responsibilities clarified once and for all? These are Ferrari's real current problems: political and organizational. Technically, Postlethwaite denies that new rear suspensions designed by Barnard are coming. He explains that, due to the elimination of a curve, the track in Montreal seems faster than in the past and that it will be necessary to lighten the aerodynamic pressure.
Regarding the failure in Mexico, he confirms that it was a sensor measuring the gasoline that malfunctioned, a problem caused by the high altitude. John Barnard's imminent return has shaken up the Formula One community. The reactions are all positive. Of course, Alain Prost speaks well of it.
"I'm worried. John is good. With him, Ferrari can catch up".
Everyone else agrees, more or less. Instead, Michele Alboreto hides behind an obvious phrase.
"At this point, I just don't want to throw away a year of work. Having a competitive car is enough for me; the rest counts for little".
However, things change, but in Formula 1, it's always the same story. In Canada, during the first qualifying round, the McLaren duo, Ayrton Senna and Alain Prost, had the two fastest times. The Ferrari makes up for something though, reducing the heavy gaps of previous races. Gerhard Berger, brilliant once again, is third, 0.3 seconds behind the Brazilian. Michele Alboreto is fourth, as usual, farther behind. It seems that Ferrari has increased its power considerably thanks to the new power source box and modifications to the turbo system and engines. The two cars are almost always the fastest in terms of top speed. One might think that the remaining gap is due to aerodynamics and chassis. The Maranello single-seaters have remained almost the same as last year, while McLaren has completely redesigned its cars. The situation becomes more complicated in the race, where fuel consumption comes into play. The McLarens should have no problems, but Ferrari is concerned after what happened in Mexico. Gerhard Berger says:
"My car is doing quite well, although it could be improved in terms of setup".
The Austrian spins out and gets caught up in a corner, straddling a curb. Nothing serious. The trials started late due to common organizational problems, such as a lack of electricity at the aid stations, and were interrupted several times. In the last few minutes, Nicola Larini had an accident with the Osella while Oscar Larrauri and Philippe Alliot were already stopped on the track. Thus, the qualifying round was interrupted. In the final round, Ayrton Senna and Gerhard Berger resume their roles as frontrunners for their teams, respectively behind Alain Prost and Michele Alboreto. Behind the McLarens and Ferraris came Nelson Piquet, who was feverish due to the flu. Then came Eddie Cheever and Nigel Mansell, the first driver with a naturally aspirated engine car. The Englishman was 0.1 seconds ahead of Riccardo Patrese. Riccardo Nannini had problems with his shock absorbers and finished eleventh. Throughout the day, Yannick Dalmas also destroys his Larrousse. His off-track exit was less spectacular but just as devastating to the car, which was damaged beyond repair. The young Frenchman did not subsequently take part in qualifying. The second practice session will be held on Saturday, and many things could change. Gerhard Berger promises to attack; he wants to scratch McLaren's supremacy at least once and perhaps insert himself between Ayrton Senna and Alain Prost on the starting grid. The Frenchman is watching, keeping an eye on the World Championship standings above all else. The experienced McLaren driver tries not to make any mistakes. On Friday, he broke a turbine in the last laps. He is willing to let Ayrton Senna have the pole position. As long as the South American leaves him alone during the race. On Saturday, June 11, 1988, during the second practice session, not much changed in terms of times. It was Ayrton Senna's fifth pole position (down to 1'21"681 at an average speed of 193.484 km/h), followed by Alain Prost. Third place went to Gerhard Berger, one of the few who couldn't improve, and fourth place went to Michele Alboreto, who made slight chronometric progress.
The big news was Alessandro Nannini, who started in fifth position and was the first driver with a naturally aspirated engine to do so, ahead of several turbo engines, including Nelson Piquet's. The Benetton driver could be one of the main protagonists in the race if consumption slows down McLaren and, especially, Ferrari. There was also a bad accident. Englishman Derek Warwick ended up in the dust that Gabriele Tarquini brought onto the track. Warwick crashed very violently into a wall in front of the pits at 200 km/h. Fortunately, the racer only suffered bruises and a crushed vertebra. On Sunday morning, he will find out if he can race. It was a really difficult day for Ferrari, especially during free practice in the morning. While Michele Alboreto remains calm and moderately confident, Gerhard Berger causes a commotion. Struggling with a problem in the rear end of his race car - and with an engine that isn't running well - the Austrian demands that the reserve single-seater be adjusted for testing with a full tank of petrol. His lively protest triggers a chain reaction among the Maranello team, who start arguing with each other. They speak in a multitude of languages: Emilian, Italian, French, English, and German. Marco Piccinini is the only one who remains calm. When asked to explain what is going on, he replies without hesitation:
"We are doing some cross-checking of consumption".
Later, however, he breaks down and murmurs, jokingly:
"I’m tired. I'm going home, and I'm dropping out".
Managing such a situation must certainly be exhausting.
"Ferrari will be like an open book within a couple of weeks at most".
Marco Piccinini finally gives the public a positive note after the recent controversy involving the Maranello team:
"Clarity will be provided. Every role will be clarified, and responsibilities will be made official. It's just a matter of days".
Marco Piccinini does not mention any names. Regarding the designer, Barnard emphasizes the commitment of all collaborators to improving the performance of the turbo car. There was no indication that the men would leave due to the Englishman's return to team management. However, there is some controversy with Barnard regarding the engineer His, who is responsible for the engines:
"The aspirated engine was ready in March. It's not true that its development delayed the new car's entry onto the track. We had some reliability issues initially, as is normal, but we solved them through extensive testing. We are now reaching 13.000 rpm for 600 horsepower, and we believe we can increase the power. We are almost at the second generation of the 12-cylinder".
He also says that he hasn’t received any offers from Renault and does not know where he will end up if the relationship ends. He would also like to gain experience with production engines but has not received any proposals in this field, not even from Fiat. Regarding the difficulties experienced by the turbo engine at the start of the season, the French technician admits:
"Unlike Honda, we started by trying to reduce consumption. The Japanese first found the power and then thought about the rest. Now, in terms of performance, we are almost on an equal footing; we just need to finalize things".
Gerhard Berger confirms this feeling:
"The engine is definitely better than the one we had in Monte Carlo, for example. The comparison with Mexico isn't valid because of the altitude. Now, we have to try to get the chassis right, which we have somewhat ignored. I think the difference with the McLaren is now around half a second per lap, but I could be proven wrong for unpredictable reasons. Today, it's difficult to make a prediction; it'll all depend on fuel consumption. The track is dangerous because of the inexperience of the marshals, who move too slowly, and because of the design of the new layout. There are at least two or three points where we'll need to be very careful, starting with the walls after the chicanes and at the exit of the pits".
Meanwhile, Michele Alboreto is keeping out of the way.
"I foresee a tactical race. The car is doing quite well, but I don't think the McLarens are within our reach yet".
However, other teams have to solve problems that are certainly not easy. For example, the French team, Larrousse, has to set an authentic record to get its two drivers into qualifying. To sum it up, Yannick Dalmas wrecked his car on Friday, and it was worse than Philippe Alliot's wreck in Mexico. There were not enough parts to assemble a third car. The remaining parts left Paris on the Concorde at 11:00 a.m. They arrived in New York, transferred to LaGuardia Airport, and took a scheduled flight to Montreal. Then, they took a helicopter to the track. The delivery was made at 12:00 a.m. The flight from Paris to Montreal took one hour (considering, of course, the six-hour time difference). Quite a record, by the way. This is Formula 1. On Sunday, June 12, 1988, at the start of the Canadian Grand Prix, Alain Prost got off to a great start, overtaking Ayrton Senna. The two McLaren drivers were followed by Scuderia Ferrari drivers Gerhard Berger and Michele Alboreto, as well as Benetton drivers Alessandro Nannini and Thierry Boutsen. After ten laps, Berger began experiencing problems with his Ferrari's fuel system. On lap 19, Senna passed Prost at the L'Epingle hairpin as they approached a group of lapped drivers. The Brazilian driver then created a lead that he wouldn't lose for the rest of the race. Shortly before, on lap 15, Alessandro Nannini stopped due to electrical problems. Gerhard Berger retired with similar problems on lap 22. Meanwhile, Nigel Mansell passes his former rival Nelson Piquet before his Judd engine fails, forcing the English driver to retire on lap 28. Riccardo Patrese suffered the same fate on lap 32, as did Michele Alboreto on lap 33. Taking advantage of others' misfortunes, Thierry Boutsen climbs to third place. Even the smaller teams had a clear chance to score points. By the halfway point, Philippe Streiff had moved his AGS into fifth place, ahead of Andrea de Cesaris's Rial. However, Streiff retired on lap 41 due to a rear suspension failure. Meanwhile, de Cesaris ran out of fuel with three laps to go. This allowed Ivan Capelli to move up to fifth place and Jonathan Palmer to sixth. After completing 69 laps, Ayrton Senna won the Canadian Grand Prix, finishing just under six seconds ahead of Alain Prost. Thierry Boutsen followed 45 seconds behind. Nelson Piquet finished fourth, one lap behind Senna. He was followed by Capelli and Palmer. Despite his injury, Warwick finishes the race in seventh place after battling with his teammate, Eddie Cheever, who retired on lap 31 due to a broken throttle cable. Who can stop McLaren now? Five races, five victories, and three one-two finishes. This includes the Canadian Grand Prix, which Ayrton Senna won by beating his teammate, Alain Prost. A single, masterful overtake at the hairpin bend that led to the pit straight, and that was it for the Brazilian. This was despite a magnificent start by the Frenchman, who immediately took first place from him. Many expected the British cars powered by Honda engines to struggle with fuel consumption.
On the other hand, Scuderia Ferrari disappointed. For the first time this season, neither of the Maranello cars reached the finish line. Gerhard Berger retired on lap 23 due to electrical problems, likely an ECU failure. Michele Alboreto retired shortly after, as his engine had stopped working. Berger had tried to keep up with the McLarens, but he quickly realized that he wouldn't be able to fend off the Benettons behind him. Alboreto, who had taken a more cautious approach, didn't fare much better. At this point, only the Prost-Senna duel held up the World Championship. The first has three wins, and the second has two, with the certainty that they will continue to put on a show until the end of the season, leaving all the others in the background. The Brazilian has closed the gap in the standings. He still needs to regain 15 points, but he has moved into second place, overtaking Gerhard Berger. The most relevant fact of the Canadian race, however, was the McLarens' dominance, even on a circuit where fuel consumption was considered prohibitive for turbo engines. . This was not the case for several cars with aspirated engines, which also ran out of fuel before the end. This happened to Andrea De Cesaris, who lost a gratifying fifth place. Despite not having imposed limits, this occurred due to the fact that they had assembled 200-liter tanks. The more careful Benetton had a higher quantity, at 215 liters. Furthermore, Thierry Boutsen, the most combative, took third place ahead of Nelson Piquet, whose rickety Lotus allowed him no illusions. In fifth place was the excellent Ivan Capelli, whose March caused cramps in his legs due to the narrow cockpit. Sixth place went to Dr. Jonathan Palmer, who profited from the misfortunes of others. On the podium, amid a thousand sprays of champagne, Alain Prost and Ayrton Senna celebrated their umpteenth triumph. It must be said that, during these months of cohabitation, the two champions have learned to respect and appreciate each other. They have a heated rivalry, but also respect each other, at least before and after the races:
"I had a good start, and when I was in the lead, I thought I could dominate the race. Instead, I lost for two reasons. First, when Ayrton Senna overtook me, I had moved too far to the left because of a lapped car, and my brakes weren't working well. The Brazilian applied pressure to the turbines and collided with me cleanly. Second, once I fell behind, I knew that if I kept up that pace, Ayrton would run out of gas".
However, Ayrton Senna didn’t run out of gas:
"It happened when I had to lap Arnoux and the two Arrows. At that moment, I lost contact. I pushed as hard as I could, but then I realized that I would no longer be able to catch him. I should also mention that, at the end, they signaled to me from the pits to maintain my position and bring home second place, as long as I didn't do anything crazy. I obeyed. If a similar situation arises, I hope Senna will do the same for me. They signaled to me from the pits at the end to hold my position and bring home second place without doing anything crazy. I obeyed. If a similar situation arises, I hope Senna will do the same for me".
Is the World Championship title in question again?
"It was never mine yet. It's too early; there are still too many races to run. Maybe the point-scoring game will decide in the end. The next race in Detroit will still be in Senna's favor. When we get to the traditional tracks, I'll try to increase my lead by taking some risks. However, I must admit that Senna is the fastest and most skilled driver I've ever had as a teammate".
Senna smiles and takes off his hat in the direction of the Frenchman, acknowledging the compliment. Afterwards, the Brazilian says:
“Taking pole position on this track was a mistake. A driver shouldn't let himself be fooled by his greed to always prove he's the best. The first place on the grid was on the dirty part of the track, and my wheels slipped even though I didn't make a wrong start. I threw myself into Alain's wake, looking for the ideal spot to overtake him. However, it seemed difficult; it seemed to me that Prost was faster in a straight line. But I was wrong. When a gap opened up, I jumped in, and it went well. Once I was in front, I realized the cars were equal and he wouldn't have had a chance to catch me if I hadn't made mistakes".
Was it a smooth victory?
"No, there were some issues. I knew we were at the limit with consumption, even though we could maintain a faster pace than our rivals. I didn't trust the computer because it had betrayed me in Mexico. So, I adjusted to Prost. When he attacked, I responded".
Perplexity, disappointment, apprehension. These words can explain the mood of the Scuderia Ferrari after the race. Not that there were illusions after practice, but hope is the last thing to die. Scuderia Ferrari's sporting director, Marco Piccinini, admits:
"It was the worst race of the season. For the first time, we did not get a car into the points zone. It's a pity because the drivers deserved at least some satisfaction. We found out exactly what caused the retirements. Berger was stopped by an electronic control unit failure; perhaps there was interference. When we reset the computer, the engine ran normally. Regarding Alboreto, however, there was a leak in the water radiator, possibly caused by a pebble. The temperature increased, and the engine failed".
Overall, Gerhard Berger seems very realistic:
"The engine stopped working as early as lap 22. However, I wouldn't have been able to take third place either. I was behind the McLarens for a few minutes. They were going as if they had 500 liters in their tanks, not the permitted 150. We've made some progress in terms of engine power, but we're still far behind in management".
The Austrian also said that the car performed well on the straightaway and was very fast. However, it had grip problems in the corners, partly due to the small wing it was fitted with. In response to Gerhard Berger's comment, Michele Alboreto said:
"In the next race, the McLarens will also be in front of us. There is no doubt. I had a careful strategy of saving fuel and tires, but it was all for nothing. I could have gone much faster, but I wouldn't have made it to the finish line." As I drove, I told myself to stay calm and that maybe I would pick something up in the end or get closer to Senna and Prost. But then, when I saw the times they were recording, I realized it was all for naught".
The engineers say little. The engine manager, His, seems annihilated by the performance of the six-cylinder Honda:
"It's unbelievable what they can do in terms of performance".
Before the race, Gérard Ducarouge, the designer of Lotus, which has the same Japanese engines, declared:
"If the McLarens drop below 1'28"0 on the lap, I'll become a monk. Then I'll withdraw the team because with these differences, it would be pointless to continue racing".
Now, what will Ducarouge do? No one knows. What is known, however, is that on Sunday night at the Notre Dame circuit, the Canadian police were forced to arrest a fan who wanted to steal a wheel from Ayrton Senna's McLaren. The car had been completely disassembled by the stewards after the race. They practically dissected the car to see if it contained any secrets, perhaps an extra gas tank, to explain its incredible performance during the Grand Prix. But nothing suspicious was found; everything was in order. As the pieces were piled up, the man tried to make off with the tire and rim. When the officers stopped him, he tried to justify himself.
"I paid $75 for the ticket. I have the right to take home a souvenir".
In some respects, this enterprising man had a point. The McLaren MP4/4, which enabled Senna to secure the British team's fifth consecutive victory in Canada, is undoubtedly a historic car. There has never been such clear dominance or overwhelming superiority in recent years. While the other cars struggle with myriad problems, Ayrton Senna and Alain Prost compete for victory alone, undisturbed. Another McLaren achievement coincided with Ferrari's heaviest defeat of the season. Two cars retired, despite a bit of misfortune. Above all, however, the Maranello team was disappointed by its lack of competitiveness. Theoretically, it couldn't have even aimed for third place given its pace during the race. The serious and worrying fact is that Ferrari patches one problem only to find another. Now that the engine seems to have regained power, the problem of fuel consumption emerges. You don't have to be a technical expert to know that more power means more fuel consumption. However, that isn't the main reason for the crisis. In fact, the Maranello team increasingly feels the absence of a driver who can match power. There is a disconnection between the various sectors, as well as nervousness. Responsibilities are shifting, and not-so-subtle accusations are being exchanged between motorists, chassis builders, and electronics engineers, with the drivers caught in the middle. For example, on Sunday evening, we learned that the ECU failure on Gerhard Berger's car was not accidental. It appears that the mapping, or the input of data necessary for optimal engine management, was incorrect once again. The same thing happened in Mexico with both single-seaters. At this point, the question is what will happen next. If things continue at this pace, the turbocharged car won't produce any results. All that remains is to send John Barnard forward with his revolutionary design, which has been in development for too long, to see what the overpaid British designer has actually accomplished. Enzo Ferrari personally demanded John Barnard's return, and now the Guildford technician must pass this test. Radio Box claims that the beautiful new single-seater will remain a museum piece. This is a serious accusation. At least two technical solutions are said to be flawed, particularly the electronically controlled gearbox, which reportedly doesn't last more than twenty laps and doesn't provide any advantage. There are two possible outcomes. Either Barnard will prove that he has used the time between his hiring and today productively, or his contract will be terminated in accordance with its terms. If Barnard has built a competitive car, he will remain with Ferrari. If he does not pass the test, he will be free to move on to another job, perhaps with Mercedes. The important thing is to make a quick and good decision because Ferrari is already behind schedule.