Tuesday 31th May Ferrari keeps quiet. No statement, nor confirmation or denials, concerning the news about the revolution emerged after the Mexico City Grand Prix.
"Not everything that has been written these days corresponds to reality".
However two events become part of the outline of the situation. During the next week the board of directors of Ferrari Automobili will meet and on the agenda there will also be the designation of Pietro Lardi Ferrari as Executive Vice-President. This means that the son of the Modena-based constructor has actually left the racing management. Secondly: John Barnard is looking for a home (if he hasn’t already found it) close to Fiorano track. In sporting terms, obviously, the new and, at the same time, most important news is the effective return of the british designer at the head of Maranello team, with his attendance in the garage and on the track. The decision developed by Enzo Ferrari has perhaps 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?
Then there’s another human aspect to be considered. John Barnard is not a simple character, his relationships with suppliers and co-workers are always complicated. With Italian due to language communication difficulties, with the other because of disregard or lack of confidence. With this revolution Enzo Ferrari probably wants to give a violent shot at the helm, hoping to make the umpteenth miracle. But he will have to deal with additional factors: the team, for better or worse, given the political situation for two years now, has really achieved miraculous results. No other team in a similar mood would have always been able to maintain such a respectable level. Sign that always exists a school, a passion from the base, i.e of the mechanics and technicians, that go forward by inertia. And Barnard could definitively break this weak balance.So this is almost a despaired attempt. On one side the possible resolution of the problems, on the other one, in case of failure, the risk of a crisis with a few ways out. In the meantime, Saturday 4th June 1988, on the Fiorano track, under the stage not yet completed, will be in 100.000, with the suits, banners, white flags and the red ones of the Prancing Horse. Enzo Ferrari will remain in the old house in the middle of the track, waiting for the Pope and his greeting.I f the flu that knocks him out for two months won’t nail him to bed again, he will be present sooner that the Pope’s helicopter lands on the meadow. Enzo Ferrari would have wanted to meet him in that house located between the big turns of the track, as if by accident, without fanfare and megaphones that accompany Holy Father’s trips. This time he can’t. The visit of Wojtyla in the rich and prosperous Emilia, where the two images of work cross and are placed side by side, the one of the producer and the other of the success.
"He will stop for three minutes in that house, not any longer".
Announced Giuseppe Verucchi, vicarial of Modena, almost trying to diminish that embrace. But that’s not entirely true. Surely, the Pope doesn’t show up in Emilia for Enzo Ferrari, or only for Ferrari. But anyway the day takes on a particular importance. And this is demonstrated by the fact that for this event invitations are no longer enough and maybe, for the first time, around a meeting with the Pope also the ticket scalpers went wild: 50.000 invitations were distributed, but they were not enough. The demands have become pushy. They have become thousands and thousands.
"And someone started to sell free tickets".
Reported from the parish. This gathering between the Pope and Ferrari was born two years ago, when Wojtyla came to Romagna and stopped by the circuit of Imola. After the Mass, the Pope asked the Prelates where Enzo Ferrari was, if they saw him, in the end he expected to see him. Father Erio Belloi, vicar of Maranello, the one 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, there were those who started working towards the meeting between the lord of Formula 1 and the Pontiff. Letters and contacts followed, and from the Vatican, a commemorative medal arrived to Ferrari.
"I would even go to confession with him".
And the announcement, as in a carefully studied direction, came right on the day of his birthday, ninety years old among his people, as he likes, without spotlights and pointed cameras. Then Marco Piccinini, sports director of Ferrari, went to Piacenza and met Monsignor Casaroli and brought him to the Maranello factory. The Ferrari clubs, it seems without the knowledge of Enzo Ferrari, consigned the Pope the #2 card, in silver, almost sealing an alliance: the #1 is Enzo Ferrari's. Then came further visits and more contacts. Until one fine day the bishop of Modena, Monsignor Quadri, and Father Galasso Andreoli arrived at his office and explained the program to him. Everything is ready since then. The last details have been prepared in those days. And also the last expenses: the diocese has insured the Pope’s visit for 5.000.000.000 lire, as if to say that it paid an insurance policy. In Fiorano, Vittorio Gidella, chairman of Ferrari, should make the honors. Given the necessary premises, unfortunately, on Saturday, June 4, 1988, Enzo Ferrari did not show up for the appointment with the Pope in Maranello. A bit of fever and a new burst of flu contracted two months ago keeps him in his house in Modena. Enzo Ferrari was in his office the day before, pale and a bit tense. Giovanni Paolo II phones him, at the end of the visit, to check on him, wish him a happy birthday and to express admiration for what he saw. He calls him to the little white house, with red shutters and green Venetian blinds, in the middle of the track of Fiorano: there, as mentioned, the Polish Pope and Enzo Ferrari were supposed to meet. Says Don Erio Belloi, parish priest of Maranello:
"He had been waiting for this meeting for some time, for at least two years. The engineer once told me that the Pope is an exceptional man. This shouldn’t come as a surprise because Ferrari has always been very interested in religious problems; practice, it’s well known, is not so much, but religion is of great interest to him".
An act of kindness: this is how the call from official sources is defined. But the deepest and most appreciated tribute to Enzo Ferrari, from Giovanni Paolo II, was bestowed a few minutes earlier, driving on the test track in a Mondial Cabriolet 3.2, driven by Piero Lardi Ferrari. Standing, holding onto the windshield, the Pontiff in white on the red car is captured by photographers and television operators who precede him, dangerously leaning out from a specially equipped truck.
"Now the Pope will ride along the track on a Ferrari".
Had announced the speaker, causing a roar from the 4.000 people present.
"The choir is Tu es Petrus".
He added, but the notes of the sacred anthem give way to the syncopated rhythm of When the Saints Go Marching In while the Mondial sets off with a demerit note for the driver, who grinds the first gear. The victory lap, probably one of the slowest times ever recorded on the track, is marked by the sparkling cadence of this gospel. And the Pope adds another experience to his ideal record of firsts and transgressions against pontifical norms.
"Ferrari certainly doesn't need any publicity, but how much is that photo worth in dollars?"
A reporter asks the Ferrari Chairman, Vittorio Ghidella. But the playful provocation isn’t collected.
"An event like this pleases everyone, believers and non-believers alike. The Pope was very open, kind, and human. He said what a modern and intelligent Pope must say".
Did you ask him for a blessing?
"I think that a blessing is always needed".
Enzo Ferrari follows this pontifical plunge into the world of engines and high speed. Aligned in front of the warehouse, there’s a part of the history of Ferrari: from the 125 S of 1947, the first one built in Maranello, with Cristina, Gerhard Berger's 7-year-old blonde daughter, on board, to the F40, to Formula 1 #27. the car of Michele Alboreto, which still bears the number that belonged to Gilles Villeneuve.
"How fast is it?"
The Pope asked in Italian to Michele Alboreto and in German to Gerhard Berger.
"More than 300 km/h".
It is the bilingual response that causes a papal gesture of amazement. Also in style is the gift (a traveling Mass service) from Ferrari, made of titanium, the metal of racing chassis; also in titanium is the Madonna melted by the workers, blessed by the Pope and placed in Maranello as a souvenir of the visit. On the chalice and pyx the papal coat stands above the prancing horse.
"I had never seen him in person, the Pope, he is an extraordinary person".
Says Michele Alboreto, who is impressed. Gerhard Berger's comment, on the other hand, is more professional:
"I will win in Canada".
The atmosphere is that of a unique festival, where church choirs get mixed up with commercial rock. The Pope speaks, and recalls that:
"Free initiative is an important right, as long as it is carried out in correct forms of confrontation, avoiding any form of prevarication over others".
Next to the altar a mountain of Parmesan cheese wheels, a tractor and more, exclaims Pietro Corradini, Ferrari's communist chief mechanic:
"I would like to ask him how did he felt in Modena, because I think reds are more hospitable to him than whites".
In the meantime, in the joyful atmosphere of a different day, questions continue to circulate in the Fiorano courtyards about the future of the team, 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 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 decides".
The son of the constructor makes clear that he hasn’t got so much confidence in the constructor. While engineer Ghidella replies:
"Don’t let me say anything. Later on there will be the Board of Directors of Ferrari, we will see. I don't think anything will change. Barnard is the technical manager".
From Marco Piccini, on the other hand, comes a small reproach to the journalists who have made some 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, by the way, only what one wants to be known is shared. But the radio-box continues to send out messages.Gerhard Berger would have accepted the reconfirmation, Michele Alboreto - very dark in the face, not because of his tan - is not sure about staying at Maranello. The usual names are mentioned: Nigel Mansell and Stefano Modena in particular. Harvey Postlethwaite and the other technicians are not present. There is, however, only a quick appearance by engineer Renzetti, one of those responsible for the engines, who doesn’t hide the presence of a difficult situation:
"With the development of the aspirated engine, we are still far behind".
In the meantime, preparations for the Canadian Grand Prix are in full swing.The cars are already in Montreal, spare parts would leave Fiorano, but they would already be the ones John Barnard wanted in terms of suspension and aerodynamic details. Regarding the powertrains, a new intake box could be adopted, in yet another attempt to close the gap with Honda. Gerhard Berger seems to be quite optimistic, but perhaps his are just jokes dictated by hope and satisfaction at John Barnard's full-time return. In between, the Japanese at Honda hid behind a no comment, merely saying:
"We are not normally interested in buying small companies".
McLaren denies. Nevertheless there are whispers in Formula One environments with increasing vigor that Honda would take over the majority of the British team. Rumors aside, there are many small signs, not the least regarding the official name of the team, which until last year was called Marlboro-McLaren-Honda and is now entered in the World Championship as Honda-Marlboro-McLaren. The owner, the Saudi businessman Mansour Ojjeh (who is not a sheik as some literature would like to see him) is said to have sold a large share to the big car company, while a small percentage is said to have remained in the hands of Alain Prost, who probably charged part of the prohibitive fees in the past years in shares. But these are only dissertations, details, even if Honda's direct intervention would give a more valid justification for the Japanese commitment. The fact remains that McLaren wants to rout the field, defeat its rivals, become not just the Ferrari of the 80s and 90s, but the superpower of the future, the depositary of motorsport at the highest level. Behind the results of the team that has won three World Championships in recent years, two with Alain Prost and one with Niki Lauda, and dominated the first three races of the season, lies the working method, the organization. What gave McLaren this mentality was not the Honda men, who only arrived in 1988 to supply the engines. The brains is Ron Dennis, the manager, a former mechanic, an unpleasant and fussy character but definitely a winner. A boss who had the courage to appoint one man alone to clean the cars, which must always be perfect, shiny. Ron Dennis certainly has a plan for the future, stipulated with Honda. A precise planning that foresees everything, step by step. With the technical supervision of Gordon Murray, Dennis entrust the work to different compartments that deal with the various projects. He had an engineer (Nichols) design this year's new turbocharged car, he had another engineer, Oatley, prepare the one with a naturally aspirated engine. And it is said that the single-seater car is almost ready to go on track.
"We will win all the races of this season".
Had declared Ron Dennis before the beginning of the World Championship. And up to now he has kept his promises.
In fact, it has apparently been devilish. The plan would see an equal division of successes for the two drivers, Alain Prost and Ayrton Senna, leaving the Frenchman to win his third world title and the Brazilian, for now, to attempt to establish a new pole position record. Precisely to leave nothing to the opponents. But that is not enough. The planning also includes conquering the United States, a very important market for Honda. The most famous race is certainly the Indy 500. And so here is the plan to win at Indy, perhaps already next year, in 1990 at the latest. A 2600 cc turbocharged eight-cylinder engine, a special car. Also a manager (there is talk of Peter Warr, taken from Lotus) with just this task. And then who knows. What is certain is that McLaren leaves nothing to chance. While Alain Prost and Ayrton Senna enjoy lapping the Ferrari in Japan, at Suzuka, Honda's private track, Emanuele Pirro continues to test the material to be used in the future, near and far, at fixed dates and times. From the circuits, with satellite transmissions, Japanese computers transmit millions of digits without interruption. Everything is analyzed, tested, checked. Changes on the cars are tested almost in real time with all the latest updates. It is rumored that Mercedes and BMW, among others, are ready to try an ordeal at Formula 1 again, driven by precise market requirements. But the fight will still be titanic, difficult. Only by setting up a long-term programme, finding trained and experienced technicians, perhaps choosing even more innovative solutions, will it be possible to break McLaren's hegemony. It is not excluded that Ferrari, by performing a half-miracle, could perhaps win a few races, with a bit of luck. It isn’t impossible that this will also happen next Sunday in Montreal, at the track dedicated to Gilles Villeneuve on the island of Notre Dame, when the championship resumes with the fifth round of the season. But sporadic episodes won’t prevent the Anglo-Japanese team from continuing its expansion. On the other hand, who could sell his company share - of 40%, to Fiat - seems to be Enzo Ferrari. The hypothesis is plausible, but it isn’t totally certain that the share transfer has already occurred. Confirmation of this came on Tuesday 7 June 1988 from Fiat's CEO, Cesare Romiti, at the Fidis assembly.
"Fiat will not drop the right of pre-emption it holds on the Ferrari shares it owns. Maybe there is something true".
In essence, the deal is not yet done, but Fiat will certainly not leave the participation of such a prestigious industry to others. The group has controlled 50% of Ferrari Auto since 1969: this is currently split between Enzo Ferrari (40%) and Piero Lardi Ferrari (10%). No matter what happens, the sporting part, i.e. racing management, will remain with Enzo Ferrari under an old pact. In other words, Enzo Ferrari will always remain the point of reference for racing, even if he sells his entire shareholding to Fiat. The sports management remains in the hands of the English designer John Barnard. who will work in Italy. The board of directors of Ferrari will approve on Wednesday 8 June 1988 in Maranello the appointment of Piero Lardi Ferrari as vice-president of the company. The board includes Enzo Ferrari himself, honorary president, Vittorio Ghidella, president, Piero Lardi Ferrari, general manager Razelli, Fusaro, Pininfarina and Piccinini. Meetings of this kind are held two or three times a year and are mainly to take stock of the situation in the sport activity. Ferrari production is going through a happy moment. In 1987 it sold 3842 cars. 279 more than the 3663 sold in 1986. And 1988 promises to be just as good. The order book is at six months, the wait for a Ferrari model is long worldwide. Ferrari, which is going through a moment of profound transformation these days, is always at the center of attention, also for the return, after a year's absence, of the Canadian Grand Prix. Everyone is looking at the Maranello team as the only dam to control the McLaren overpower. On a track where fuel consumptions are decisive, the fate of the World Championship is sealed. If Alain Prost and Ayrton Senna should still have it too easy, if the turbo engines should not, at least here, prove competitive and if Ferrari should not catch up with the British team, the fight for the title will become a McLaren family affair. And it has to be said that there isn’t much confidence within the Maranello team. Speaking for everyone with much directness and regret is Gerhard Berger:
"Honestly I’m not optimistic. At Ferrari these days there is a lot of politics and little concrete on the track. I feel like I'm on a boat where everyone is rowing on their own. And I feel bad because the potential is great, because if we were all united there would be the capacity to fight McLaren. I just hope that we get a clear definition of roles and tasks".
Clearer than that the Austrian could not be. Gerhard Berger, as far as the race is concerned, also fears the issue of petrol consumption.
"In Mexico they told me that the sensor that sent the data to the computer wasn’t working. I trust them. But I want to have counter-evidence. Only if I can go all the way and push to the maximum will I be convinced".
And there is also uncertainty about the presence of the announced changes, the new intake box that is supposed to give more horsepower and the aerodynamic modifications designed by Barnard directly. All to be checked, to be experienced. Meanwhile, the beer war that caused the cancellation of the Canadian Grand Prix is not over yet. In fact, the clashes between old and new sponsors continue. Brasserie Molson took over (with the approval of FISA and FOCA) the organization of the race from Labatt, they are still fighting in the newspapers. There are those who say that the work done on the Notre Dame circuit (new pits, press center, garage, revised track) is fantastic, while the denigrators argue that the facility is beautiful, but there is no water and above all no electricity in the control tower, which, at least, could compromise the running of the test. The Canadians spent 6.000.000 dollars, but the connections were not made due to bureaucratic problems. Nevertheless, on Friday, 10 June 1988, the Canadian Grand Prix, the fifth act of the Formula One World Championship, will kicks off with the first qualifying round. Even though it is still Thursday evening the circuit looks like a building site. Beautiful, actually, and functional pits, but without water, spectacular the new press room in the control tower. It's a pity that it's a lounge, that is, very small, with the conference room accommodating only a dozen people at a time. It was more suitable to accommodate the toilets that have been forgotten instead. Never mind: millions are spent to renovate a facility, giving total freedom to people who may never have seen a racetrack. And FISA, of course, stands by and watches. But the cars will still take to the track. The reason, the doubt, is the usual: will someone be able to stop McLaren? As in other Grand Prix, everyone is looking at Ferrari. In Canada, Ferrari is apparently hardworking and full of technical innovations. New inlet boxes are installed(this is a system that concerns the supercharging of turbine gasses), the 'pop-off' valve has been set back and placed in a more vertical position, so much so that a hole had to be drilled in the car body because it protrudes a few centimeters. It should give more power and allow better utilization of the engine. However, among mechanics and technicians, Harvey Postlethwaite, the current head of development and setup of the cars, talks about his future:
"I like Ferrari, I feel good in Italy, but I don't know what will happen. Nobody explains anything to me. It is clear that my future depends on what will be decided".
Nice situation. It is true that Piero Lardi Ferrari has left office. But what does the sports management, i.e. Marco Piccinini, do? The team lives these moments in a climate of uncertainty. If it is true that Barnard will regain total command, how will the men react, from the mechanics, harassed by the English designer's absurd ideas, to the technicians who do not share his way of working? Why are roles and responsibilities not clarified, once and for all? This is Ferrari's real current problem, political and organizational. On the technical side, Postlethwaite denies that new rear suspensions (by Barnard) are coming and explains that in Montreal, where the track seems faster than in the past due to the elimination of a curve, it will be necessary to lighten the aerodynamic pressure.
For consumption, he confirms that in Mexico it was a failure of the sensor that measured the gasoline, a problem that was somehow caused by the high ground. John Barnard's imminent return has shaken up the Formula One circle. And the reactions are all positive. Of course, Alain Prost speaks well of it:
"I am worried, John is good, with him Ferrari can catch up".
And everyone else more or less agrees. Instead, Michele Alboreto hides behind an obvious phrase:
"At this point I just don't want to throw away a year of work. It’s enough for me to have a competitive car, the rest counts for little".
However, the overview changes, but in Formula 1 the music is always the same. Even in Canada, in the first qualifying round, the McLaren duo, Ayrton Senna and Alain Prost, set the two best times. But the Ferrari makes up for something, reducing the heavy gaps of the previous races. Gerhard Berger, brillant once again, is third, 0.3 seconds behind the Brazilian, while Michele Albereto is as usual fourth, more detached. There is the impression that Ferrari, thanks to the new power source box and the modifications made to the turbo system and the engines, has increased power considerably, so much so that the two cars are almost always the best in top speed. One can then think that now the gap is due to aerodynamics and chassis. The Maranello single-seaters have remained almost the same as last year, while McLaren has completely redone its cars. The matter becomes more complicated for the race, where fuel consumption will be involved. The McLarens should have no problems, while at Ferrari there is no little concern, after what happened in Mexico. Says Gerhard Berger:
"My car is going quite well, although it could improve in terms of set-up".
The Austrian performs a spin that causes him to get caught up in a corner straddling a kerb. Nothing serious. The trials, which started late due to common organizational problems (there was no electricity at the aid stations), 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 qualification round is interrupted. In the final, Ayrton Senna and Gerhard Berger, who are now respectively behind Alain Prost and Michele Alboreto, resume their role as front runners in their team. Behind the McLarens and Ferraris, followed Nelson Piquet, feverish due to a flu, then Eddie Cheever and Nigel Mansell, first of the drivers with a naturally aspirated engine car. The Englishman is 0.1 seconds ahead of Riccardo Patrese. Riccardo Nannini has problems with his shock absorbers and is eleventh. Throughout the day, also Yannich Dalmas destroys his Larrousse. The off-track exit is less spectacular, but just as devastating for the car, which is damaged in an irreparable way. 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 would like to at least scratch McLaren's supremacy for once, perhaps inserting himself between Ayrton Senna and Alain Prost in the starting grid. And the Frenchman is watching, keeping an eye on the World Championship standings above all. The experienced McLaren driver tries not to make any mistakes (in spite of everything, on Friday he breaks a turbine just in the last laps) and is willing to leave the fiery Ayrton Senna in the role of pole position man. As long as then in the race the South American somehow leaves his way. Saturday 11 June 1988, during the second practice session, not much changed in terms of times. Fifth pole position for Ayrton Senna (down to 1 '21"681, at an average of 193.484 kmh), followed by Alain Prost. Third place for Gerhard Berger, one of the few who couldn't improve, and fourth for Michele Alboreto, in slight chronometric progress.
The big news is Alessandro Nannini, who will start in fifth position, first among the drivers with a car equipped with a naturally aspirated engine, ahead of several turbo engines, including that of Nelson Piquet. The Benetton driver could be among the big protagonists in the race, if consumption, as it seems, will slow down McLaren and especially Ferrari. There is also a bad accident. The victim is Englishman Derek Warwick, who ends up on the dust brought onto the track by Gabriele Tarqulni's run-off and he crashes very violently, at 200 km/h, against a wall in front of the pits. His Arrows crashes and the racer fortunately only suffers bruises and a crushed vertebrae: Sunday morning he will see if he can race. For Ferrari that is a really difficult day, especially in the morning, during free practice. While Michele Alboreto works quite calmly, remaining moderately confident, Gerhard Berger stirs up a real row. The Austrian, who is struggling with a problem in the rear end of his race car (but the engine isn't running well either), demands that the reserve single-seater is adjusted to test settings with a full tank of petrol. His lively and picturesque protest triggers a kind of chain reaction among the men of the Maranello team, who start arguing with each other. Phrases in Emilian, Italian, French, English and German, a veritable multitude of languages. The only one who remains out of the general nervousness is Marco Piccinini who, when asked to explain what is going on, replies without even blinking:
"We are doing some cross-checking of consumption".
Later on, however, he breaks down and murmurs, although as a joke:
"I’m tired, I go home and I’m dropping out".
Certainly, managing such a situation must be exhausting.
"Ferrari will be like an open book, within a couple of weeks at best".
Adds Marco Piccinini, finally giving the public a positive note after the recent controversy involving the Maranello team.
"Clarity will be provided, every role clarified, responsibilities made official. It is a matter of a few days".
Marco Piccinini does not mention any names. About the designer Barnard points out that he is working, emphasizing the commitment of all collaborators to improve the performance of the turbo car as well. There was no indication of the supposed flight of men due to the Englishman's return to team management. In slight controversy with Barnard enters instead the engineer His, responsible for the engines.
"The aspirated engine was ready in March. It's not true that its development has delayed the new car's entry onto the track. We had some reliability problems at the beginning, as is normal, but they were solved with a lot of testing. Now we are getting up to 13.000 rpm for 600 horsepower and we think we can increase the power. We are almost at the second generation of the 12-cylinder".
His also says that he hasn’t received any offers from Renault and does not know where he will end up if the relationship is terminated. He would also like to gain experience in production engines, but in this field he has received no proposals, not even from Fiat. On 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, whereas 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 lack the finalizing".
The feeling is confirmed by Gerhard Berger:
"The engine is definitely better than the one we had, for example, in Monte-Carlo. The comparison with Mexico isn't valid because of the altitude. Now we have to try to get the chassis right, which we have a bit ignored. I think the difference with the McLaren now is around half a second a lap, but I could also be proven wrong by the facts, for unpredictable reasons. Today it's hard to make a prediction, it'll all depend on petrol consumption. The track is dangerous, both 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 it will be necessary to be very careful, starting with the walls after the chicanes and at the exit of the pits".
While Michele Alboreto keeps out of the way:
"I foresee a tactical race, the car is going quite well, but I don't think the McLarens are within our reach yet".
However, there are also other teams that have to solve problems that are certainly not easy. Larrousse, for example, as the French team has to set an authentic record to get its two drivers into qualifying. In a nutshell: on Friday, Yannick Dalmas had wrecked his car, worse than Philippe Alllot's in Mexico. Parts were missing to assemble a third car. So the parts left Paris on the Concorde at 11:00 a.m.. Arrival in New York, transfer to La Guardia airport, scheduled flight to Montreal, helicopter to the track. Delivery to destination at 12:00 a.m.. One hour from Paris to Montreal (considering of course the 6-hour time difference). Quite a record, by the way. This is Formula 1. On Sunday, 12 June 1988, at the start of the Canadian Grand Prix, Alain Prost makes a great start and overtakes Ayrton Senna. The two McLaren drivers are followed by Scuderia Ferrari drivers Gerhard Berger and Michele Alboreto and Benetton drivers Alessandro Nannini and Thierry Boutsen. After ten laps, Gerhard Berger starts having problems with the fuel system of his Ferrari. On lap 19 Ayrton Senna passes Alain Prost at the L'Epingle hairpin as they approach a group of lapped drivers. Then the Brazilian driver creates a lead that he wouldn't lose for the rest of the race. Shortly before, on lap 15, Alessandro Nannini stops due to electrical problems, while Gerhard Berger retires with similar problems on lap 22. Meanwhile, Nigel Mansell overtakes his old rival, Nelson Piquet, before his Judd engine fails, forcing the English driver to retire on lap 28. Also Riccardo Patrese suffers the same fate on lap 32, and Michele Alboreto on lap 33. Taking advantage of the misfortunes of others, Thierry Boutsen climbs to third place. And even the smaller teams have a clear chance to score points. Halfway through the race Philippe Streiff takes his AGS to fifth place, ahead of Andrea de Cesaris' Rial. However, Streiff retires on lap 41 with a rear suspension failure, while Andrea de Cesaris runs out of fuel with three laps to go. This allows Ivan Capelli to move up to fifth place and Jonathan Palmer to sixth. With 69 laps completed, Ayrton Senna wins the Canadian Grand Prix just under six seconds ahead of Alain Prost, followed at 45 seconds by Thierry Boutsen. Nelson Piquet is fourth, one lap behind Ayrton Senna, followed by Ivan Capelli and Jonathan Palmer. Warwick, despite his injury, finishes the race in seventh place, after battling with his teammate, Eddie Cheever, until the American retired on lap 31 due to a broken throttle cable. And now who can stop McLaren? Five races, five victories, three one-two wins. Including the one in the Canadian Grand Prix that Ayrton Senna takes by beating his team mate, Alain Prost. A single overtake, masterful, at the hairpin bend that once led to the pit straight, and that was it for the Brazilian. Despite a magnificent start by the Frenchman who had immediately taken the first potion from him, and those who expected the British cars powered by Honda engines to struggle with fuel consumption.
On the other hand, the Scuderia Ferrari has disappointed. For the first time during the season not one of Maranello's cars reached the finish line. Gerhard Berger retired on lap 23 due to electrical problems, probably an ECU failure, and so did Michele Alboreto shortly afterwards, with his engine no longer working. The Austrian had tried to maintain the pace of the McLarens but it soon became clear that he would not even resist the attacks of the Benettons following him, while the Italian, who had set a more prudent race, didn't get far. At this point the World Championship was only held up by the Prost-Senna duel. Three wins for the first, two for the second with the certainty that they will continue to put on a show until the end of the season, alone, with all the others reduced to the role of extras. The Brazilian has reduced the distances in the standings: he still has to regain 15 points, but he is closer and has taken second place from Gerhard Berger. But the most relevant fact of the Canadian race was the dominance highlighted by the McLarens also on a circuit where fuel consumption was considered prohibitive for turbo engines. . Prohibitive only for the others, since several cars with aspirated engines also ran out of petrol before the end (this was the case of Andrea De Cesaris, who thus lost a gratifying fifth place) despite not having imposed limits, but only due to the fact that they had assembled 200-liter tanks, while the more careful Benetton had a higher quantity, at 215. What's more Thierry Boutsen, the most combative was able to take the third place, ahead of the very regular Nelson Piquet, to whom a rickety Lotus in all respects allowed no illusions. Then in fifth place was the excellent Ivan Capelli, with a March that caused fainting cramps in his legs because of the narrow cockpit, and sixth was Dr Jonathan Palmer, a cold profiteer of others' misfortunes. Among a thousand sprays of champagne, on the podium, Alain Prost and Ayrton Senna consecrated their umpteenth triumph. And it must be said that in these months of cohabitation, the two champions have learned to respect and appreciate each other. There is a heated fight between them, but also respect, at least as far as the before and after races are concerned.
"I made a good start, and when I was there at the front I thought I could dominate the race. Instead I lost for two separate reasons. First: when Ayrton Senna overtook me, I had moved too far to the left because of a lapped car and the brakes were not too bright. The Brazilian put pressure on the turbines and slammed into me, very clean anyway. Secondly, the moment I found myself behind, I told myself that if I continued at that pace Ayrton would end up having petrol problems".
Instead, Ayrton Senna didn’t get caught up…
"It happened when I had to lap Arnoux and the two Arrows. At that moment I lost contact. I tried to push as hard as I could then I realized that I would no longer be able to catch him. I must also point out that from the pits they signaled to me at the end to maintain the position, to bring home second place if I did not do anything crazy. I obeyed. And I hope, if a similar situation arises, that Senna will do the same to me. I must also point out that from the pits they signaled to me at the end to hold my position, to bring home second place without doing anything crazy. I obeyed. And I hope, if a similar situation arises, that Senna will do the same to me".
World Championship title in question again?
"It was never mine, yet. Too early, too many races still to run. Maybe the game of point-scoring will decide in the end. The next race in Detroit will still be in Senna's favor. When the traditional tracks come, I will try to increase my lead, perhaps taking some risks. However, I have to recognise that Senna is the fastest and also the most correct driver I have ever had as a companion".
An acknowledgement that Ayrton Senna accepts smilingly, taking off his hat in the direction of the Frenchman. And afterwards, the Brazilian says:
"Taking pole position on this track was a wrong move. A driver should not let himself be fooled in this way by the greed to always prove himself the best. The first place on the grid was in the dirty part of the track and the wheels slipped even though I didn't make a wrong start. I threw myself into the wake of Alain's car, looking for the ideal spot to try to overtake. But 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. And when I was in front, I realized that the cars were equal and that he wouldn't have had a chance to catch me if I hadn't made mistakes".
A smooth victory, then?
"No, there were some issues. I knew we were at the limit with consumption, even though we could keep a higher pace than our rivals. I didn't trust the computer, which had betrayed me in Mexico. So I adjusted to Prost. When he attacked, I responded".
Perplexity, disappointment, apprehension. With these words one can instead explain the mood of the Scuderia Ferrari after the race. Not that, after practice, there were illusions, but hope is always the last to die. Admits Scuderia Ferrari's sporting director, Marco Piccinini:
"It was the worst race of the season, for the first time we did not get a car into the point zone. It's a pity, because the drivers at least deserved some satisfaction. We found out exactly what caused the retirements: Berger was stopped by an electronic control unit failure, maybe there was interference. When we resetted the computer, the engine was running normally. Regarding Alboreto, however, there was a leak in the water radiator, possibly due to a pebble. The temperature went up and the engine gave out".
Gerhard Berger appears, all in all, 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 and not the permitted 150. We have made small progress in terms of engine power, but we are still a long way behind in its management".
The Austrian also says that the car was going well in the straights, very fast, while in the corners it had grip problems also because of the very small wing he had been fitted with. To Gerhard Berger's punchline, Michele Alboreto replies:
"Also in the next race the McLarens will be in front of us, there is no doubt. I had set a careful tactic of saving petrol and tyres, 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, that maybe I would have picked up something in the end, that I could have gotten closer to Senna and Prost. But then, when I saw the time that they were recording, I realized that it was all useless".
From the engineers, few words are expressed. 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".
And to say that before the race, Gerard Ducarouge, designer of Lotus, which has the same Japanese engines, had declared:
"If the McLarens drop below 1'28"0 on the lap, I'll make myself a monk. And then I withdrew the team, because with these differences it would be pointless to continue racing".
And now, the poor Ducarouge, what will he do? No one knows. What is known, however, is that the Canadian police were forced to arrest a fan on Sunday night at the Notre Dame circuit, as the last-mentioned fan wanted to steal a wheel of Ayrton Senna's McLaren that had been completely disassembled by the stewards after the race. The car had been practically dissected: they wanted to see if it contained any secrets, perhaps an extra petrol tank, to explain the incredible performance displayed during the Grand Prix. But nothing suspicious was found, everything was in order. And as the pieces were piled up around, the man tried to make off with the tyres 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. That McLaren MP4/4 that enabled Senna to score the British team's fifth consecutive victory in Canada is certainly a car that will make history. Never in recent years has there been such a clear dominance, such an overwhelming superiority. While the other cars are struggling with a thousand problems, Ayrton Senna and Alain Prost play for success alone, undisturbed. Yet another McLaren achievement coincides with the heaviest defeat of the season for Ferrari. Two cars retired, even with a bit of misfortune. But, above all, the Maranello team was disappointed with its lack of competitiveness, as theoretically it couldn't even have been aiming for third place, given the pace it kept during the race. The serious and worrying fact is that Ferrari puts a patch on one side and finds a hole on the other. Now that the engine seems to have regained power, the problem of consumption emerges. And you don't have to be a technical wizard to discover that with more power you use more fuel. But that isn't even the main reason for the crisis. In fact, in the Maranello team environment the absence of a driving man, of a person capable of matching power, is increasingly felt. There is a disconnection between the various sectors, also nervousness. Responsibilities are being shifted, not even subtle accusations are being heard between motorists, chassis builders and electronics engineers, with the drivers caught in the middle. On Sunday evening, for example, we learn that the ECU failure on Gerhard Berger's car wasn't accidental. It seems that the mapping, i.e. the input of the data necessary for perfect engine management, was wrong once again. And the same thing would happen in Mexico on both single-seaters. At this point the question is what is going to happen. If it continues at this pace the turbocharged car won't bring any results. So all that remains is to send John Barnard forward with his revolutionary creature that has been in gestation for too many months, to see what the overpaid British designer has actually been able to do. Enzo Ferrari personally demanded the restoration of John Barnard and now the Guildford technician will have to take this test. Radio box claims that the beautiful new single-seater will remain a museum piece. It is a serious accusation: at least two technical solutions are said to be wrong and in particular the electronically controlled gearbox is said to be unreliable, that it doesn't last more than about twenty laps and that it doesn't really give any advantage. So there are two cases. Or Barnard proves that he has used the period between his hiring and today properly, or the contract will be terminated, obviously respecting its terms. If the Englishman will have 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 will be to make a good and quick decision because Ferrari is already running late.