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In 1985, when Ayrton Senna switched to Lotus, he was already a rising star. His teammate was Elio De Angelis. The two drivers held each other in high esteem and were quite close friends. However, they were also divided by fierce rivalry. It was a year of friction, suffering, half-truths, and controversy. From then on, Senna adopted a particular philosophy: he tried to choose teammates who were poor drivers, such as the Scottish Earl Johnny Dumfries in 1986 and the clueless Japanese driver Satoru Nakajima the following season. Senna wanted to be the first driver to avoid interference with car tuning and the unnecessary dispersion of resources and energy. Thus, when it was announced last summer that Ayrton Senna would be moving to McLaren alongside two-time World Champion Alain Prost, many were surprised. Comments flowed in all directions:
"Ayrton will be downsized”.
One insider claimed.
"Prost has found his match again”.
Others said. But they all agreed that coexistence would be very difficult and that there would be an all-out struggle. However, the predictions did not quite come true. The rivalry between the two drivers is certainly one of the dominant themes of this World Championship. The mutual respect and professionalism between the Frenchman and the South American, however, have perfectly replaced an impossible friendship. They have both found a modus vivendi that can be considered exemplary. It must be said that Ayrton Senna overcame the most difficult obstacles. The Brazilian joined a team where Alain Prost had been known and loved for many years, and he was able to establish his own space and earn the team's respect. Ayrton Senna affirms:
"I had a very hard time for many reasons. Internally, I had to earn the trust of the technicians. Externally, I had to combat the maliciousness unleashed by Nelson Piquet's statements to the newspapers. Someone else in my place, without an identical passion, would have given up. But I love racing. It's my reason for living, and I think I've overcome all the problems well".
What about his relationship with Alain Prost?
"At first, we distrusted each other. Now, there is great respect. We exchange information. He is an experienced driver who has always had to work hard for his results. He's a great tactician with natural talent. He is a very tricky opponent when it comes to consistency and regularity. Clearly, he tries to take fewer risks because he has already arrived and has much more to lose by doing crazy things".
So, does this mean Ayrton Senna was a reckless driver?
"I would definitely say no. I just drive more aggressively. But I don't seek out unnecessary dangers. If you want pole position, you have to give it your all and push to the limit. But nothing more".
Now, we turn the questions over to 33-year-old Alain Prost. Is Ayrton Senna a madman?
"Before, maybe I thought so too. He seemed reckless and wrong. Now, I really understand his temperament. He's just very determined. He's a great professional driver who is finicky and sensitive. He was only forced to act outside the norm in exceptional situations, perhaps because he didn't have an adequate vehicle. He may still lack experience, but that's not necessarily a bad thing for him. When we overthink, we probably lose some of the polish in our craft".
Is the climate at McLaren idyllic? Well, let's not exaggerate. Manager Ron Dennis certainly plays an instrumental role in keeping the two playboys in check, a man with a hard hand. There are clear pacts and a long friendship: whoever steps out of line pays. Dennis uses a carrot-and-stick approach. He coddles the drivers and motivates them with a stern attitude and no concessions for anyone. Ron Dennis explains, smiling:
"Everyone would like to have Senna and Prost on the team. They are the best in Formula 1, as is McLaren's policy. But there's a secret: we have super-competitive cars, so everything becomes easier. We provide equal resources and precise rules for both. Nobody can complain. If they each win one race, we will let them battle until the end within the sporting rules. They may look like an odd couple. In reality, they are two true champions".
Meanwhile, it is always exam time for Scuderia Ferrari. After a lackluster practice in Montreal, the Maranello team is back for the start of the Detroit Grand Prix. Why is there talk of another test? It's simple. Here, we're racing on a slow city circuit where fuel consumption won't matter. For Gerhard Berger and Michele Alboreto, therefore, it's an opportunity to thoroughly test the modified engine, which has more power. In Canada, the Ferrari drivers did not have the opportunity to test the competitiveness of their cars due to failures that led to the retirement of the two Maranello single-seaters. Considering that this track is full of jumps and has slippery asphalt and tracks, the drivers' performance will be important, as will the brakes, which should be better on the Ferraris than on the McLarens. There is a real chance for a positive result. Indeed, the mood is optimistic, though cautious and realistic. Michele Alboreto says:
"McLarens continue to be unbeatable in theory. It's useless to have illusions. But each race makes its own history, and we can hope that the British team has an off day. That can happen. However, we cannot just hope for the misfortune of others".
Gerhard Berger retorts:
"Getting a good position on the starting grid will be very important. With minimal performance differences among the cars, overtaking and lapping on this track becomes very difficult, so starting at the front will be a great advantage. Our first task, therefore, is to perform well in qualifying. In this case, McLaren must be fought immediately, before the actual race".
There is a lot of determination at Ferrari, even though the tension from the difficult time in team management continues to be felt. Decisions are awaited regarding who will lead the team organizationally. Most importantly, clarifications announced by sports director Marco Piccinini are awaited. In short, technicians like Harvey Postlethwaite would like to know if there is room for them at Ferrari. Competitively, McLaren's five consecutive victories, especially the absolute dominance highlighted by Alain Prost and Ayrton Senna, shocked Formula 1. Apart from Ferrari's attempts to catch up, the other teams now seem resigned to fighting only for placements or preparing for the future. Alessandro Nannini says:
"We at Benetton would love to have a great race, especially since we have Ford engines and we're playing at home. But who can beat them? They have an edge".
The clear superiority of the McLaren and Honda engines is causing discussion and, as usual, uncontrolled rumors. Some drivers are even claiming that there is trickery in the seemingly impregnable British cars, making comparisons with Lotus, which has the same powertrains. However, when the McLarens were disassembled in Montreal, FISA engineers found nothing irregular. Suspicion always arises when a car is going too fast. Meanwhile, we will probably witness an hour-long battle between Alain Prost and Ayrton Senna for provisional pole position. On Friday, June 17, 1988, on the Detroit street circuit, the usual script played out. First came the McLarens, then Gerhard Berger's Ferrari. Michele Alboreto was eighth, preceded by Alessandro Nannini, who was once again the best among the naturally aspirated cars. This was the outcome of the first practice session of the Detroit Grand Prix. It was a difficult qualifying day, especially for the Maranello team, which struggled with the setup of the two single-seaters. Ayrton Senna recorded the best time, equaling a great record held by Niki Lauda. In 1974, Lauda had recorded six consecutive pole positions with Ferrari, an absolute record in Formula 1. However, Stirling Moss had also achieved a similar feat in 1959–1960, but at the turn of two championships, in the last three and first three races of two different seasons. If Senna maintains his position today, he will tie Lauda's record. Senna said this without breaking a sweat, while his opponents appeared scarred and fatigued.
"It was relatively easy because the track has improved a lot compared to two years ago. I think we can go down again to the limit of 1'39"0, but of course, here it only takes a millimeter to destroy the balance".
Certainly, Ayrton Senna has a superior car, but he is also modest on this occasion. With a time of 1'40"606, he trimmed 1.4 seconds off his teammate Alain Prost, who has the same vehicle and was stuck on a time of 1'42"019. Courage, technique, and footwork are important on this angled and difficult track. While Ayrton Senna's lead over Alain Prost was impressive, it's worth noting that the Frenchman beat Gerhard Berger by a mere 0.3 seconds. However, this margin may be unrealistic. Stirling Moss also achieved a similar feat at the turn of two championships, in the last three and first three races of two different seasons. If Senna maintains his position today, he will surpass Lauda. Ayrton Senna said this again, without a drop of sweat on his face, while his opponents appeared scarred and fatigued.
"It was relatively easy because the track has improved a lot compared to two years ago. I think we can go down again to the limit of 1'39"0, but of course, a millimeter is enough here to destroy the car".
Senna's car is certainly superior, but he is also modest on this occasion, finishing with a time of 1'40"606. He trimmed 1.4 seconds off his teammate Alain Prost's time. Prost stuck to a time of 1:42:019 with the same vehicle. A driver's footwork, courage, and technique count for a lot on this angled and difficult track. While Ayrton Senna's lead over Alain Prost was significant, it's worth noting that the Frenchman beat Gerhard Berger by a mere 0.3 seconds. However, this margin may be unrealistic. Beyond the position gained, which is still the highest aspiration, Gerhard Berger does not seem very satisfied. His car is still not well balanced. Michele Alboreto is in an even worse position (1'43"925, 3.3 seconds behind Ayrton Senna), and he spent the day looking for solutions, even though he had the spare car this time.
"The engine response time and setup are not right. With the first one, I find it difficult to come out of the corners well because it's set too high. The second issue is that the setup doesn't allow me to drive smoothly because I have to correct my lines all the time. But I won't give up".
That is, if the rain that the weather forecasters announced does not come. In the duel, the drivers with naturally aspirated engines, unfortunately, were behind Berger. Alessandro Nannini was the fastest, but he was not happy.
"My Benetton is still not right. I have understeer. I can do better".
There were major problems for Nelson Piquet. He finished in tenth place and was preceded by Philippe Streiff's AGS. It is a really bad year for Lotus, mortifying the reigning World Champion. This time, Gérard Ducarouge, one of the most sought-after technicians, seems to have made a mistake. Returning to Ferrari, we pick up the usual radio box rumors. Not only is there talk of a flight of engineers with the return of John Barnard, but also of a flight of arms, with mechanics reportedly asking to move from the racing team to production. Enzo Ferrari is expected to reveal the final organizational chart the week following the Detroit Grand Prix. Meanwhile, on Saturday, June 18, 1988, Ayrton Senna equaled the records of Niki Lauda and Stirling Moss. The Brazilian will start the Detroit Grand Prix, the sixth round of the Formula One World Championship, ahead of everyone. This is Senna's sixth consecutive pole position. However, this feat is proving to be more difficult than predicted, as has been the case in previous races. During practice, Ayrton Senna's pole position is challenged by the Ferraris of Gerhard Berger and Michele Alboreto, who came in second and third, respectively, beating the other McLaren driver, Alain Prost. The two Maranello cars set the best times in the second qualifying round.
The Austrian recorded a time of 1'41"464, while the Italian recorded a time of 1'41"700. Thanks to the time of 1'40"606 he recorded on Friday, Ayrton Senna achieves his record. However, Ferrari has never before been so close to McLaren in the current World Championship, with limited chronometric gaps. The Maranello team's winning move was to send the cars out on the track immediately. Under the scorching sun and with an ambient temperature of at least 35 °C, the asphalt deteriorates and lifts after a few minutes. It becomes practically impossible for anyone to make further improvements, except for those who were really too far behind on Friday. McLaren waits and is punished for it. Ayrton Senna, Gerhard Berger, Michele Alboreto, and Alain Prost were there. The race will be intense. When Berger realizes he could have taken pole position from Senna, he goes wild, performing high-stunt numbers. There are two spins, including one at the end of the straightaway with locked wheels, skidding, and mind-boggling overtaking. However, it is impossible to do better. However, on a circuit where lapping is difficult, the Austrian driver will have the chance to pass Ayrton Senna at the start. Michele Alboreto, on the other hand, will be able to execute a tactical race, while Alain Prost will be forced into a problematic chase. At the end of qualifying, Gerhard Berger says:
"For the first time, I found myself in a position to take an unexpected pole position. But I encountered terrible traffic, and the track was slippery and full of jumps. It's a track that changes from morning to afternoon. (Editor's note: Senna had turned a 1'40"606 in the morning free practice.) It may also be one of the elements of surprise during the race".
Apart from weather conditions that could affect tire behavior and car grip (no pit stops are planned, but they are not excluded), the Detroit circuit will put brakes, gearboxes, and engines to the test. On the other hand, there won't be any issues with gasoline consumption. This is another positive for Ferrari.
"The brakes will play a very important role. Not because of wear, but because of the temperatures of the pads and discs. When they are excessive, the wheels tend to lock up, and hitting a small wall becomes very easy. In any case, I'm quite satisfied. Starting on the front row is really nice. I think it will be an incredible race. Only a few will make it to the finish line. The track is slippery; you can crash anywhere".
Michele Alboreto is also happy with his performance, but he doesn't want to make predictions.
"I've been too unlucky so far. I want to get to the finish line first, and then I'll talk. I improved the car's setup a lot in the last tests".
Finally, Harvey Postlethwaite adds,
"For the first time, we can win, too".
In short, for the first time since the beginning of the World Championship, Ferrari has a real chance of challenging McLaren for the win. Apart from the two spectacular crashes involving Ivan Capelli and Stefano Modena, there have been several changes in position. Alessandro Nannini lost the lead among naturally aspirated cars to his teammate, Thierry Boutsen, who is in fourth place. Nigel Mansell is in sixth place, and the Italian driver is in seventh place. Nicola Larini was left out due to engine problems in the Osella, as were Satoru Nakajima in the Lotus and the two Zakspeeds of Bernd Schneider and Piercarlo Ghinzani. However, at least one of them — Larini — could be rescued if Capelli, who still wants to race despite a minor foot injury, or Modena were to sit out. City circuits are usually slower than others and therefore not very dangerous. However, when an accident occurs, the cars can spin between concrete walls or guardrails, creating a trap. Thus, two accidents that would probably have had no consequences for the drivers at normal racetracks precluded the health of Ivan Capelli and Stefano Modena. Both end up in the hospital. The former reports an injury to his left foot with a six-week prognosis and painful bruises; the latter is under observation with a suspected vertebral compression fracture. Modena's seemingly minor collision occurred at Turn 6 on the Detroit circuit. The Italian driver, in his Eurobrun, was in second gear and drove through the curve slowly. However, perhaps the angle of the car, which was not seriously damaged, caused whiplash. The marshals noticed that the concrete block where the impact occurred had shifted. The young Italian driver remains almost lifeless in the cockpit for about 20 minutes.
Doctors arrive a few moments later and tell him not to move. However, Stefano Modena appears confused. When he is extracted from the car, his neck is immobilized. Modena was placed on a rigid stretcher and transported by ambulance to Detroit Receiving Hospital for a series of tests. Ivan Capelli's accident at the beginning of the pit straight was frightening and spectacular. It was similar to Philippe Alliot's accident in Mexico City. However, the March does not fly through the air; it crashes into a low wall. The left front suspension opens, and the fireball, traveling at over 200 km/h with the wheel stuck on the edge of the barrier, destroys everything in its path. McLaren, Lotus, and Scuderia Ferrari monitors fly as people throw themselves fearfully to the ground. Shrapnel flying through the air hits four people: a Honda engineer, who is later taken away on a stretcher; a Lotus mechanic; a firefighter; and a steward. They all suffer only minor injuries. Ivan Capelli emerges from the cockpit alone and slumps to the ground. The Italian driver complains of pain in his back, neck, leg, and left foot; the suspension must have entered the chassis. The incident again raises concerns about the safety of this type of track, where even a minor accident can cause serious problems, especially since many of the corners are blind, and drivers cannot see anything above them. The discourse regarding the pits is even more problematic. The thick wall in Mexico City prevented very serious consequences for Philippe Alliot, but in a rough situation like the one in Detroit, with one-meter-high concrete blocks, a massacre could have occurred. Single-seaters are so fast and unpredictable that nothing is needed to set them off course, even in a straight line. On Sunday, June 19, 1988, Stefano Modena's misadventure was resolved happily. The doctors gave him the all-clear at 8:00 a.m., and he took part in the warm-up and the race after being kept overnight for observation.
"It was a hard hit. The whiplash from hitting the wall so hard with the gearbox almost made me faint".
Ivan Capelli, with a cast on his left foot, had to give way on the grid to his compatriot, Nicola Larini, in the Osella.
"I would have liked to race, but it was not possible. The doctors gave me a six-week prognosis".
A few hours later, at the start of the Detroit Grand Prix, Gerhard Berger tries to surprise Ayrton Senna. The Brazilian held on well, however, while his teammate, Alain Prost, allowed himself to be overtaken by Thierry Boutsen. The Frenchman reacts immediately, though, and regains fourth position over the next lap. He needed only two more laps to pass Michele Alboreto's Ferrari with ease at the exit of the tunnel. A minute later, the same fate befell Gerhard Berger. The two Maranello cars were also attacked by Thierry Boutsen's Benetton. The Belgian tried to thread his way through, and his maneuver was successful, especially since the unfortunate Austrian had to stop due to a puncture in the left rear tire. On the eighth lap, the two McLarens began their carousel, one behind the other. But the negative twists and turns for Scuderia Ferrari were not yet over. After Boutsen took third place from Alboreto, the Italian driver found himself battling Alessandro Nannini, who arrived immediately behind him. With too much audacity and a bit of naiveté, the Italian driver inserted himself inside the wide Ferrari but clearly in front. The collision is inevitable when Alboreto turns left. The Ferrari got the worst of it and veered off course. Alboreto also risked injury because the car's position was dangerous. He was forced to wait for all the competitors to pass before he could resume the race in last place after pushing the car. Alessandro Nannini's race was short-lived. In fact, the Benetton driver was forced to pit almost immediately after bending a suspension. Withdrawal was inevitable. Shortly after, Nigel Mansell also retired due to electrical problems. Mansell had been in fourth position. The Englishman had already switched cars during the alignment lap due to a gearbox failure. Michele Alboreto subsequently attempted a comeback to at least score points. However, on lap 46, while attacking Alex Caffi for sixth place with worn tires, he ends up off the road. Ayrton Senna won the Detroit Grand Prix, followed by Alain Prost, Thierry Boutsen, Andrea De Cesaris, Jonathan Palmer, and Pierluigi Martini. Later, McLaren-Honda and then the void: First Ayrton Senna, then Alain Prost. History repeated itself at the Detroit Grand Prix, the sixth round of the Formula 1 World Championship. It was the sixth consecutive victory for the British team and the third of the season for Senna, who equaled his teammate's record but remained 12 points behind in the championship standings.
It was a disastrous race for Scuderia Ferrari: Gerhard Berger and Michele Alboreto retired: the Austrian due to a puncture and the Italian after going off the track when his car became almost unrideable due to an early collision with Alessandro Nannini's Benetton. Behind the impregnable McLarens, which scored their fourth one-two finish of the season, came the cautious Thierry Boutsen, followed by the Italian Andrea De Cesaris. De Cesaris had missed a fifth-place finish in Montreal when he ran out of gas. De Cesaris drives for Rial, a German team with limited resources, consisting of just six mechanics and designer Gustav Brunner. Brunner is the same technician who designed last year's Ferrari before leaving Maranello due to disagreements with John Barnard. Beyond all discourse, it's a bore. Moreover, how can one have fun in the face of McLaren's clear supremacy, which doubles everyone else's performance? Accidents aside, Ferrari would not have been competitive anyway. They could have fought for third place, though, as Thierry Boutsen slowed down a lot in the finale. However, after making a good impression in Saturday's qualifying, there was a sudden alarm about excessive tire deterioration during Sunday morning's warm-up. The track had changed because it was patched with concrete where it was crumbling. Gerhard Berger and Michele Alboreto started with cars that slipped and held little track. Had they not had trouble, they would have gotten into the points, but not ahead of McLaren. McLaren team mechanics congratulated each other with British reserve. In the grandstands, Brazilian fans waved their flags in honor of Ayrton Senna. Honda's Japanese smiled happily. These are scenes we have seen before in Detroit. The McLaren-Honda's dominance is diminishing the interest in the Formula 1 World Championship, which cannot rely solely on the rivalry between Ayrton Senna and Alain Prost for each race. Even in Detroit, the race followed the usual pattern. Ferrari was out of the game, and the others were nonexistent. McLaren was on the loose. Even the most ardent Formula 1 fans stopped watching. It's better to take a walk or read a good book while sipping an ice-cold drink. Without a challenge or competitiveness, any race becomes monotonous. Even worse, Ferrari has betrayed its fans, who are present all over the world. A sportsman is exalted above all if his team plays well and wins, no matter how they fight. This is not happening for the Maranello team.
After six races, the balance is clear: McLaren has won six times, with Alain Prost and Ayrton Senna each winning three times. Alain Prost is leading the World Championship standings thanks to his top placements: 45 points to Senna's 33. It's an absolute supremacy. It is right that the sports federation's commissioners verify the McLarens and the correctness of the solutions adopted. It is ridiculous that one day someone discovers that the engine has one gimmick and the next day, another. It's an all-Italian vice: discovering secrets. Even better if this secret appears to be fraudulent. Instead, it seems that McLaren and Honda have made a perfect match. McLaren excels in the chassis-aerodynamic part and sporting conduct, while Honda considers Formula 1 a showcase for its Japanese products and invests enormous technological and financial resources. This combination also thrives on the shortcomings of others. Inevitably, the talk shifts to Scuderia Ferrari, which is still the Formula 1 benchmark. Ferrari is not improving: a few flashes, a modicum of hope, then disappointment. The double retirement of Gerhard Berger and Michele Alboreto in Detroit follows that of Montreal. It was a disaster, at least in terms of results. In the background, we see power struggles, moving pawns, and uncertainties.
The old emperor is on the throne, but he is in increasing danger of becoming a monument to himself. There seems to be a contrast between the old and the new, between the systems of a glorious past and the realities of a world that is, whether we like it or not, moving toward the year 2000 in the name of electronics and speed. It's unfortunate because Ferrari does not deserve to be left behind. McLaren-Honda's performance continues to attract attention in Formula 1 discussions. As usual, when one car is clearly superior, disparaging rumors begin to circulate. There is talk — but it is precisely the drivers of the other teams who are spreading these rumors — of possible tricks and gimmicks; they are trying to uncover secrets. It's no secret that, to explain the low fuel consumption of Alain Prost and Ayrton Senna's single-seaters in Mexico and Montreal, someone even thought of hidden tanks in the chassis. However, in the days leading up to the Detroit Grand Prix, another piece of information leaked out. According to some engineers, based on findings by FISA inspectors, Honda had devised a system to pulverize gasoline in the injectors to create a near-perfect fuel-air mixture that burns without leaving residue and is exploited to the last drop. There has been talk of ultrasound and lasers. To clarify, the media asked engineer Giuseppe Giliberto, head of the fuel systems sector at Magneti Marelli-Weber, for a more realistic explanation. Magneti Marelli-Weber supplies Ferrari and the majority of other teams.
"As far as we know, it's a system that we also have in the experimental phase. It's nothing revolutionary and certainly not very useful. The savings are minimal - not enough to justify the differences. It does not use lasers or ultrasound, but rather, it is piezoelectric, which is very similar to what is used in certain lighters. There is a quartz lamella in the injectors that vibrates at a very high frequency when gasoline passes through, atomizing it. So, it's no secret".
How, then, can certain performances be explained?
"The most probable and logical hypothesis is that McLaren has created an exceptional car with an excellent engine driven by highly talented drivers. A few tenths are due to weight, others to aerodynamics, the setup, and acceleration. We believe that one of the real secrets of the McLaren Honda is their ability to use fewer horsepower, about 490, than other cars during the race. Prost and Senna can demand a lot of power when needed, such as at the start of the race to distance themselves from their opponents or during overtaking maneuvers, thanks to the turbo boost knob. During other phases, they maintain a consistently high pace, making the most of their car's capabilities".
Therefore, it's like discovering hot water. There's no real secret, just great efficiency from the entire team. Speaking of teams, Enzo Ferrari will announce the organizational chart for the racing team within two days, probably on Tuesday evening, June 21, 1988.
John Barnard, the absolute technical leader, will probably be assisted by several new collaborators and consultants, who are specialists in various fields. The new car with an aspirated engine, designed in the Guildford office, will then be tested. This news was officially confirmed by Scuderia Ferrari's Sports Director, Marco Piccinini, and it is the most positive thing to happen in Maranello today. As for the rest, there are just observations, not complaints.
"We were victims of three different incidents, but in any case, the cars were not competitive compared to the McLarens".
The road to recovery is still very long. A few words about Gerhard Berger:
"Bad luck? No, I had a flat tire. I noticed the car was unstable, and Alboreto overtook me. Unfortunately, when I slowed down, the engine stalled. In any case, we had several problems, and I don't think we could have achieved brilliant results".
Michele Alboreto admits to making a mistake and receives apologies from Alessandro Nannini when he walks back to the pits.
"In the incident with the Benetton, I wasn't at fault. I had to change my tires immediately and practically restarted with more than one lap behind me, in last place. I made a good comeback, but when I was pushing to at least get into the points zone, I got carried away and went off the track. Also, the asphalt was terrible, and the car was difficult to handle".
The atmosphere at McLaren is different, although Alain Prost isn't happy about Ayrton Senna's repeated successes.
"I realized in the first part of the race that it was impossible to catch Ayrton. There was a risk of going off at every turn, so I essentially lost the race in qualifying".
However, Ayrton Senna is deeply satisfied and shares his thoughts on a matter close to his heart:
"In Monte Carlo, I learned a lesson. I drove with maximum concentration, aiming for a steady pace. I don't like driving conservatively like this, but it was the only option given the track conditions and the lack of competitors. The asphalt was terrible, and we shouldn't race under such conditions. In any case, I won, and that always brings great pleasure".
Thierry Boutsen considers his second consecutive third-place finish a success.
"With the limitations of the naturally aspirated engines, there's nothing else one can do. But I was ahead of several turbo cars, and that's quite satisfying. The car was fantastic, and the experimental Ford engine proved to be very competitive. I never saw the McLarens except when Senna lapped me. At this point, I don't even consider them".
While Scuderia Ferrari disappointed, the Italians from the smaller teams achieved some success for once. Andrea De Cesaris returned to the points zone with Rial, making up for the Montreal setback with a well-earned fourth place and showcasing his undeniable talent and careful race conduct. However, the hero of the day was Pierluigi Martini, a 27-year-old from Lugo di Romagna who was nicknamed the Smurf because of his small stature and ready smile. After racing in Formula 1 at a young age with Minardi, Martini returned thanks to the withdrawal of Spanish driver Adrián Campos, who was a disaster. Martini brought Minardi to sixth place, the best result ever for the Italian team. This point is worth its weight in gold. According to the FISA-FOCA prize and assistance table, the small Italian team won't have to pay transportation expenses during the second half of the season. Thus, the Lambrusco will be replaced with champagne in the Minardi pit on Sunday evening. The prize distribution table is complicated and sophisticated. First, the fees required by the organizers vary from one race to another. For example, Monte Carlo pays around 2.000.000 dollars, which is one reason why the circuit is accepted despite criticism. FOCA collects part of this sum for general expenses. The Constructors' Association helps its members ship the cars. Of course, there are parameters here as well; those who achieve the best results have more advantages. To be eligible for privileges, one must score at least one point in the first part of the season, as was the case with Minardi. Several factors are considered when determining the race prize money. For instance, the driver who takes the pole position receives $20.000. The race is then divided into four categories for the top twenty finishers. Based on lap-by-lap positions, percentages are assigned. McLaren almost always places two cars at the front of the starting grid and keeps them in the lead from start to finish, earning about $600.000 per race.