When, in 1985, Ayrton Senna switched to Lotus with the fame of a rising star, he found Elio De Angelis as his teammate. The two drivers held each other in high esteem, were even quite close friends, but were also divided by fierce rivalry. It was a year of friction, suffering, half words, and controversy. From then on, the Brazilian chose a particular philosophy: he tried to impose poor quality riders as teammates on his side, such as the Scottish Earl Johnny Dumfries in 1986 and the clueless Japanese Satoru Nakajima in the following season. He wanted to be the first driver, to avoid interference in car tuning and unnecessary dispersion of means and energy. Thus, the moment it became known last summer that Ayrton Senna would move to McLaren, alongside two-time World Champion Alain Prost, there were many who were surprised. And comments flowed in all directions.
"Ayrton will be downsized".
Claimed one part of the insiders.
"Prost has found bread for his teeth again".
Said others. But all agreed in predicting a very difficult coexistence and an all-out struggle. The predictions, however, did not quite come true. The challenge between the two drivers is certainly one of the dominant motives of this World Championship. But the mutual esteem and professionalism of the Frenchman and the South American have perfectly replaced an impossible friendship. Both have found a modus vivendi that can be considered exemplary. It must be said that it was Ayrton Senna who overcame the most difficult obstacles; the Brazilian fit into a team where Alain Prost had been known and loved for many years and was able to win a space of his own and many sympathies within the team. Ayrton Senna affirms:
"I had a very hard time, for many reasons. Inside I had to seek the trust of the technicians, outside I had to fight against the maliciousness unleashed by Nelson Piquet with his statements to the newspapers. Someone else in my place, had he not been driven by an identical passion, would also have given up. But I love racing, I have made it a reason for living, and I think I have overcome all the problems well".
How is the relationship with Alain Prost?
"At first we looked at each other with distrust. Now there is great respect. We exchange information. He is a very experienced driver who, however, has always had to fight hard to get results. Great tactician and natural talent. A very tricky opponent for consistency and regularity. It is clear that he tries to take fewer risks, he has already arrived, he has much more to lose by doing crazy things".
Does this mean that Ayrton Senna is a reckless driver?
"I would say definitely not. I think I just have a different kind of driving, more aggressive. But I don't look for unnecessary dangers. It's clear that if you want to make a pole position you have to give it your all, look for the limit. But nothing more".
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 incorrect. Now I really understand his temperament: he is just very determined, sure. He is a great professional driver, finicky and sensitive, who only in exceptional situations was almost forced to take actions outside the norm, perhaps because he did not have an adequate vehicle. Perhaps he still lacks some experience, but this, for him, is not a bad thing. When we think too much we probably also lose some of the polish in our craft".
So the climate at McLaren is idyllic? Well, let's not exaggerate. An instrumental role in keeping the two playboys in check is certainly played by manager Ron Dennis, a man with a hard hand. Clear pacts and long friendship, whoever steps out of line pays. Dennis uses a carrot and stick. He coddles the drivers and stimulates them with a stern attitude, with no concessions for anyone. Explains, smiling, Ron Dennis:
“Everyone would like to have Senna and Prost on the team. They are great, the top of Formula 1, as is McLaren's policy. But there is a secret: We have super-competitive cars and so everything becomes easier. Equal means for both, precise rules. And nobody can complain. If they go on to win one race each, 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. Filed the 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 are racing on a city circuit, very slow, where fuel consumption will have no bearing. For Gerhard Berger and Michele Alboreto, therefore, a chance to thoroughly test the qualities of the engine deeply modified by a fortnight, with more power available. In fact, in Canada, failures aside that led to the retirement of the two Maranello single-seaters, the Ferrari drivers did not have the opportunity to screen the competitiveness of their cars. If we also consider that on this track full of jumps, with slippery asphalt, with tracks, the driving of the racers will have its own weight, as will be important the brakes, which should be better on the Ferraris than on the McLarens, there is really some chance for a positive result. And indeed, the environment appears quite optimistic, with the usual caution and necessary realism. Says Michele Alboreto:
"McLarens continue to be unbeatable in theory. It's useless to have illusions. But each race fortunately makes its own history, and we must also hope that the British team perhaps runs into a bad day. That can happen. However, we must not just hope for the misfortunes of others".
And Gerhard Berger retorts:
“It will be very important to get a good position on the starting grid. With minimal gaps in the performance of the cars, it becomes very difficult to overtake and lap on this track, reasoning that starting at the front will be a great advantage. Our first task, therefore, is to attack in qualifying. McLaren that is, in this case, must be fought immediately, before the actual race".
There is a lot of determination, therefore, at Ferrari, even if the tension of a difficult time on the team management level continues to be felt in the team. Decisions are awaited about the person who is to lead the team on the organizational level. Above all, clarifications announced by the sports director, Marco Piccinini, are awaited. In short, there are technicians like Harvey Postlethwaite who would like to know if there is still room for them at Ferrari. On the competitive level, it should be noted that McLaren's five consecutive victories and especially the absolute dominance highlighted by Alain Prost and Ayrton Senna shocked Formula 1. Apart from Ferrari's attempts to make up ground, the other teams now seem resigned to fighting only for placings or working for the future. Says Alessandro Nannini:
"We at Benetton would love to have a great race, also because we have Ford engines and we play at home. But who can beat those? They have an edge".
And the clear superiority of McLaren and the Honda engine is causing discussion, creating, as usual, uncontrolled rumors. Making comparisons with Lotus, which has the same powertrains, there are even those who claim among the drivers that there is trickery aboard the impregnable British cars. But the McLarens were disassembled in Montreal and FISA engineers found nothing irregular. It is always the case, when a car is going too fast, suspicion arises. But, meanwhile, we will probably have an hour-long battle between Alain Prost and Ayrton Senna for provisional pole position. And, indeed, on Friday, June 17, 1988, on the Detroit street circuit, the usual script is recorded. First the McLarens, then Gerhard Berger's Ferrari. Michele Alboreto is eighth, preceded by the very good Alessandro Nannini, once again the best among the naturally aspirated cars. This is the response of the first practice session of the Detroit Grand Prix. A difficult qualifying day especially for the Maranello team, which struggles a lot in the set-up of the two single-seaters. The best time is marked by Ayrton Senna who is launched to equal a great record, held by Niki Lauda. The Austrian in 1974 with Ferrari had recorded six consecutive pole positions, an absolute record in Formula 1. Since Stirling Moss had also recorded 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 the Brazilian maintains the position today he will flank Lauda. Says Ayrton Senna 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 die can go down again, on the limit of 1'39"0. Of course, here it only takes a millimeter to destroy the hiatus".
Certainly, Ayrton Senna's is a superior car, but the South American is also modest on this occasion: with a time of 1'40"606. he trimmed 1.4 seconds off his teammate, Alain Prost. stuck on a time of 1'42"019. who has the same vehicle. The driver's foot, courage, and technique count a lot on this angled and difficult track. If Ayrton Senna's margin was remarkable over Alain Prost. it is necessary to point out how the Frenchman pulled Gerhard Berger off by only a scant 0.3 seconds. But perhaps this limit is unrealistic. Since Stirling Moss had also recorded 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 the Brazilian maintains the position today he will flank Lauda. Says Ayrton Senna 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, on the limit of 1'39"0. Of course a millimeter is enough here to destroy the car".
Certainly, Ayrton Senna's is a superior car, but the South American is also modest on this occasion: with a time of 1'40"606. He trimmed 1.4 seconds off his teammate, Alain Prost. Stuck on a time of 1'42"019, who has the same vehicle. The driver's foot, courage, and technique count a lot on this angled and difficult track. If Ayrton Senna's margin was remarkable over Alain Prost, it is necessary to point out how the Frenchman pulled Gerhard Berger off by only a scant 0.3 seconds. But perhaps this limit is unrealistic. Gerhard Berger, beyond the position gained, which is still the highest of aspirations, does not seem very satisfied. His car is still not well balanced. Even worse is Michele Alboreto (1'43"925, 3.3 seconds more than Ayrton Senna), who spends the day looking for some kind of solution, although this time he also has the spare car.
"The engine response time and the set-up are not right. The first one is very high and I find it difficult to come out of the corners well. The second one doesn't allow me to drive smoothly because I have to correct my lines all the time. But I don't despair".
That is, if the rain announced by the weather forecasters does not come. In the duel, unfortunately at a distance between the McLarens and Ferrari, drivers equipped with cars that mount naturally aspirated engines entered behind Berger. Alessandro Nannini, as noted was the fastest, but he was not happy:
"My Benetton is still not right, I have understeer. I can do better".
Major problems for Nelson Piquet. Only tenth, also preceded by Philippe Streiff's Ags. For Lotus it is a really bad year, mortifying the reigning World Champion. This time Gerard Ducarouge, one of the most sought-after technicians, seems to have got it wrong. Returning to Ferrari, finally, we pick up the usual radio-box rumors. There is now talk of not only a flight of engineers with the return of John Barnard, but also a flight of arms, with mechanics reportedly asking to move from the racing team to production. By the week following the Detroit Grand Prix Enzo Ferrari is expected to make the final organizational chart known. Meanwhile, on Saturday, June 18, 1988, Ayrton Senna equaled the record of Niki Lauda and Stirling Moss. The Brazilian will start ahead of everyone in the Detroit Grand Prix, the sixth round of the Formula One World Championship. It is the sixth consecutive pole position for the McLaren driver. But the feat is not as easy as predicted and as had happened in previous races. Ayrton Senna's pole position, in fact, during practice is challenged by the Ferraris of Gerhard Berger and Michele Alboreto, who come 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 turns in 1'41"464 and the Italian in 1'41"700. Ayrton Senna, thanks to the time of 1'40"606 he recorded on Friday, achieves his record. But never before has Ferrari been in the current World Championship so close to McLaren, with limited chronometric gaps. The winning move by the Maranello team was to send the cars out on track immediately. Under a scorching sun, with at least 35 °C ambient temperature, the asphalt deteriorates and lifts after a few minutes, and it is practically impossible for anyone to make further improvements, except of course for those who were on Friday really too far behind their own and the car's possibilities. McLaren, precisely, waits and remains punished. Ayrton Senna, Gerhard Berger, Michele Alboreto and Alain Prost. The race will be hot. When the Austrian realizes that he could also have taken the pole position away from Senna, he goes wild performing high stunt numbers. Two spins, including one at the end of the straightaway with the wheels locked, skidding, mind-boggling overtaking, but it is just impossible to do better. However, the Austrian driver, on a circuit where lapping is very difficult, will also have the chance to pass Ayrton Senna at the start. Michele Alboreto, on the other hand, will be able to perform a tactical race, and Alain Prost will be forced into a problematic chase. Says Gerhard Berger, at the end of qualifying:
"For the first time I found myself in a position to take an unhoped-for pole position. But I always found terrible traffic and the track was really bad, slippery and full of jumps. A track that changes from morning to afternoon (Editor's note: Senna in the morning free practice had turned 1'40"606) and that may, also be one of the elements of surprise during the race".
The Detroit circuit, apart from the weather conditions that could affect the behavior of the tires and the grip of the cars (no pit stops are planned, but neither are excluded) will put brakes, gearboxes and engines to the test. On the other hand, there will be no problems with gasoline consumption. And that, too, is a positive for Ferrari.
"It will be precisely the brakes that 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 is the easiest thing in the world. In any case, I'm quite satisfied: starting here 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 satisfied with his own recovery, but he does not want to make predictions.
"I've been too unlucky so far, I want to get to the finish line first and then talk. I have improved the set-up of the car a lot in the last tests".
Finally, Harvey Postlethwaite adds:
"For the first time we can also win".
In short, for the first time since the start of the World Championship, Ferrari has a real chance to challenge McLaren for victory. Otherwise, apart from the two spectacular crashes of Ivan Capelli and Stefano Modena, there are several changes in position. Alessandro Nannini loses the leadership of the naturally aspirated cars to teammate Thierry Boutsen in fourth, with Nigel Mansell in sixth and the Italian driver in seventh places. Left out are Nicola Larini with engine problems in the Osella, the Lotus of Satoru Nakajima, and the two Zakspeeds of Bernd Schneider and Piercarlo Ghinzani. But at least one of them - Larini - could be fished out if Ivan Capelli, who still wants to take to the track despite a minor foot infraction, or Stefano Modena were to act as spectators. City circuits are usually less fast than others and, therefore, not very dangerous. But when something happens, they become traps because the cars spin between concrete walls or guardrails. Thus, two accidents that at normal racetracks would probably have had no consequences for the drivers precluded the health of Ivan Capelli and Stefano Modena. The two end up in the hospital. The former reports an infraction in his left foot - prognosis six weeks - and painful bruises, the latter is under observation with suspected compression of the vertebrae. Stefano Modena's seemingly minor collision occurs at Turn 6 on the Detroit circuit. The Italian, in his Eurobrun, is in second gear, so he drives through the curve slowly. But perhaps the angle of the car, which is not even seriously damaged, causes classic whiplash: the marshals notice that the concrete block where the impact occurred has shifted. The young Italian driver remains almost lifeless for about 20 minutes in the cockpit. Doctors, arriving after a few moments, tell him not to move. Stefano Modena, however, appears in a state of confusion. When he is extracted from the car, special protection is applied to his neck. Modena, placed in a rigid stretcher, is then transported by ambulance to Detroit Receving Hospital for a series of tests. Frightening and spectacular was Ivan Capelli's accident at the beginning of the pit straight. An episode like that of Philippe Alliot in Mexico City. The March, however, does not fly through the air, but crashes into a low wall, the left front suspension opens, and the fireball, launched at over 200 km/h, with the wheel stuck on the edge of the protection, rips everything in its path. McLaren, Lotus and Scuderia Ferrari monitors fly, with people throwing themselves fearfully to the ground. The shrapnel flying through the air hits four people: a Honda engineer, later taken away on a stretcher, a Lotus mechanic, a fireman and a steward. All suffer only minor injuries. Ivan Capelli emerges alone from the cockpit of the car 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 brings up again the safety discourse regarding this type of track where even a small accident can create serious problems also because many of the corners are blind and the drivers above cannot see anything. Even more problematic is the discorse regarding the pits. The thick wall in Mexico City prevented very serious consequences in the case of Philippe Alliot, but in a rough situation like this one in Detroit, with concrete blocks a meter high, a massacre could have happened. Single-seaters are so fast and unpredictable that now nothing is needed to set them off on a tangent even in a straight line. On Sunday, June 19, 1988, Stefano Modena's misadventure was happily resolved. At 8:00 a.m. the doctors gave him the all-clear and the rider took part in the warm-up and the race, after being kept overnight for observation.
"It was a bad blow. The whiplash after hitting the wall violently with the gearbox almost made me faint".
Ivan Capelli, on the other hand, in a cast on his left foot, has to give way on the grid to 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. But the Brazilian holds on well, while his teammate, Alain Prost, allows himself to be overtaken by a wild Thierry Boutsen. The Frenchman, however, reacts immediately and regains fourth position over the next lap. He then needed only two more laps to attack and pass Michele Alboreto's Ferrari at the exit of the tunnel with ease. And a minute later the same fate befell Gerhard Berger, with the two Maranello cars also attacked by Thierry Boutsen's Benetton. The Belgian tries to thread his way through, but his maneuver has good luck especially since the very unfortunate Austrian has to stop with a tire, the left rear, damaged by a puncture. On the eighth lap the two McLarens begin to ring in their carousel one behind the other. But the twists and turns, negative, for the Scuderia Ferrari, were not yet over. After Thierry Boutsen takes third place from Michele Alboreto, the Italian driver finds himself battling with Alessandro Nannini, who arrived immediately behind him. With too much audacity and even a bit of naiveté, the Italian driver inserts himself inside the very wide Ferrari, but clearly in front. The collision is inevitable when Michele Alboreto sets the corner to the left. The Ferrari has the worst of it and gets sideways. Michele Alboreto also risks injury, as the position of the car is very dangerous and the Italian driver is forced to wait for all the competitors to pass to resume the race, after a push, in last position. Alessandro Nannini's race lasts very little. In fact, the Benetton driver is almost immediately forced to pit after bending a suspension. The withdrawal is inevitable. Shortly afterwards there is also the retirement by Nigel Mansell, who was in fourth position, due to electrical problems. The Englishman had already changed the car during the alignment lap due to a gearbox failure. Michele Alboreto subsequently attempted a comeback to at least get into the points. But on lap 46, while attacking Alex Caffi for sixth place, with the car unbalanced on already worn tires, having changed them immediately, first, he ends up miserably off the road. Ayrton Senna wins 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. Ayrton Senna and then Alain Prost. History repeated itself again at the Detroit Grand Prix, the sixth round of the Formula 1 World Championship. Sixth consecutive success for the British team, third of the season for the Brazilian, who thus equals his teammate but remains 12 points behind in the championship standings.
For the Scuderia Ferrari it was a disastrous race: Gerhard Berger and Michele Alboreto retired, the Austrian for a puncture, the Italian for going off the track when his car had become almost unrideable, due to a collision in the early part of the race with Alessandro Nannini's Benetton. Behind the two impregnable McLarens, which once again scored a one-two, their fourth of the season, came a very cautious Thierry Boutsen and finally Italian Andrea De Cesaris, who had missed out on a fifth-place finish in Montreal by running out of gas. The Italian driver's car is a Rial, the team is German with few means, just six mechanics and the designer Gustav Brunner, the same technician who had designed last year's current Ferrari, before leaving Maranello, or rather having moved away because of disagreements with John Barnard. Beyond all discourse, then, a bore. And for that matter, how can one have fun in the face of McLaren's clear supremacy that doubles everyone? Ferrari, accidents aside, would not have been competitive anyway. It could have perhaps fought for third place, as Thierry Boutsen slowed down a lot in the finale. But after good impressions in Saturday's qualifying, in the warm-up held Sunday morning there had been a sudden alarm about excessive tire deterioration, as the track, patched with concrete flows where it was crumbling, had changed. Gerhard Berger and Michele Alboreto started with cars that were slipping and held little track. If they had not had trouble they would have gotten into the points, but away from the McLaren. McLaren team mechanics congratulated each other with British phlegm, in the grandstands Brazilian fans waved their flags in honor of Ayrton Senna, Honda's Japanese smiled happily: scenes we have seen before in Detroit. McLaren-Honda superiority is deadening interest in the Formula 1 World Championship, which cannot live each race solely on the duel between Ayrton Senna and Alain Prost. Even in Detroit, the race fell within the usual canons. Ferrari out of the game, the others nonexistent, McLaren on the loose. Even the most ardent Formula 1 fans stopped watching TV. Better two steps in the fresh air or a good book while sipping an ice-cold drink. If there is no challenge, if there is no competitiveness, any race becomes monotonous. Let alone, then, if Ferrari betrays its fans, who are present all over the world: the sportsman, or presumed sportsman, is exalted above all if his team plays well, wins, however they fight. Which is not happening for the Maranello team.
The balance, after six races, is clear: six McLaren victories, three for Alain Prost and three for Ayrton Senna, with Alain Prost leading the World Championship standings thanks to the best placings: 45 points against 33. An absolute supremacy. Right that the commissioners of the sports federation verify the McLarens and the correctness of the solutions adopted, ridiculous the scoops of those who one day discover that the engine has one gimmick and the next day another. It is an all-Italian vice: the discovery of the secret. And better if this secret can appear to be fraudulent. And instead it seems, quite simply, that McLaren for the chassis-aerodynamic part and the sporting conduct and Honda, which considers Formula 1 a showcase-passerelle for made-in-Japan and deepens enormous technological and financial resources, have made a perfect match.A combination that also thrives on the shortcomings of others. And here the talk, inevitably, shifts especially to the Scuderia Ferrari, which is still the benchmark of Formula 1. Ferrari does not gear up: a few flashes, a modicum of hope, then disappointments. And the double retirement of Gerhard Berger and Michele Alboreto in Detroit follows the one of Montreal. A disaster, at least in terms of results. In the background we see power struggles, moving pawns, uncertainties. The old emperor is on the throne, but he is increasingly in danger of looking like a monument to himself. We seem to sense a contrast between old and new times, between the systems of a glorious past and the realities of a world that, like it or not, is moving toward the year 2000 in the name of electronics and speed. Too bad, because Ferrari does not deserve to be left behind. The performance of McLaren-Honda continues to attract attention in Formula 1 discussions. As usual, when one car is clearly superior to the others, the most disparate and even disparaging rumors pop up, little by little. There is talk - but it is precisely the drivers of the other teams who support certain theses - of possible tricks and gimmicks, they try to discover secrets. It is no mystery that someone, to explain, for example, the low fuel consumption of the single-seaters of Alain Prost and Ayrton Senna in Mexico and Montreal, even thought of tanks hidden in the chassis. In the days leading up to the Detroit Grand Prix, however, another piece of information leaked out. According to some engineers, based on findings made by FISA inspectors on the McLaren that the engines and exhausts were extremely clean, Honda had devised a system to pulverize the gasoline in the injectors to create a near-perfect fuel-air mixture, which is burned without any residue, exploited to the last drop. There has been talk of ultrasound, of lasers. For the sake of clarity, the media turn the question for a more realistic explanation to engineer Giuseppe Giliberto, head of the fuel systems sector at Magneti Marelli-Weber, which supplies in addition to Ferrari, the majority of other teams.
"As far as we know, it is a known system that we also have in the experimental phase. It is nothing revolutionary, and certainly not of great utility. The savings are minimal, or at least not enough to justify certain differences. It does not use lasers or ultrasound but is piezoelectric, very similar to what is used in certain lighters. There is a quartz lamella in the injectors that vibrates at very high frequency when the gasoline passes through and atomizes it. So, no secret, really".
How can certain performances be explained then?
"The most probable and logical hypothesis is that McLaren has created an exceptional car, equipped with an excellent engine and driven by highly talented drivers. A few tenths for weight, others for aerodynamics, for the setup, even for the acceleration, and there you have it. In fact, we believe that one of the real secrets of the McLaren Honda lies in their ability to use fewer horsepower than other cars during the race, about 490. Prost and Senna, thanks to the turbo boost knob, can demand a lot of power when needed, maybe at the start, to distance themselves from their opponents, or during overtakes. In other phases, they race at a consistently high pace, making the most of their car's qualities".
It's like discovering hot water, therefore. No real secret, just great efficiency from the entire team. Speaking of the team, Enzo Ferrari will announce the racing team's organizational chart within two days, probably on Tuesday, June 21, 1988, during the evening.
The absolute technical leader will be the Englishman John Barnard, but the designer will probably be assisted by several new collaborators and consultants, specialists in various fields. Subsequently, the new car with an aspirated engine designed in the Guildford office will be tested. This news, officially confirmed by the Sports Director of Scuderia Ferrari, Marco Piccinini, is the most positive thing on the day in Maranello. For the rest, just observations without even complaining.
"We were victims of three different incidents, but in any case, the cars were not competitive compared to the McLarens".
The road to recovery, therefore, is still very long. A few words about Gerhard Berger:
"Bad luck? No, I had a puncture. I noticed the car was unstable, and Alboreto overtook me. Unfortunately, when I slowed down, the engine also stalled. In any case, we had several problems, and I don't think we could have achieved brilliant results".
Michele Alboreto, who receives apologies from Alessandro Nannini when he walks back to the pits, admits to making a mistake.
"In the incident with the Benetton, I wasn't at fault. I had to change the tires immediately, and I practically restarted with more than one lap behind, in the very last positions. 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".
There's a different atmosphere at McLaren, although Alain Prost isn't too 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, in practice, I lost the race in qualifying".
Ayrton Senna, however, is deeply satisfied and expresses 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 this way, conservatively, but there was no other option given the track conditions and the lack of competitors. The asphalt was dreadful, and we shouldn't be racing under such conditions. In any case, I won, and that always brings great pleasure".
Thierry Boutsen considers the second consecutive third-place finish as 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, but at this point, I don't even consider them".
While Scuderia Ferrari disappoints, for once, the Italians from the smaller teams achieve some success. Andrea De Cesaris returns to the points zone with Rial, making up for the Montreal setback with a well-earned fourth place, showcasing his undeniable talent and careful race conduct. But the hero of the day is Pierluigi Martini, 27 years old from Lugo di Romagna, nicknamed the Smurf due to his small stature and always-ready smile. After having raced in Formula 1 at a very young age, always with Minardi, Pierluigi Martini returned thanks to the withdrawal of the Spanish driver Adrian Campos, a real disaster. Pierluigi 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 prize and assistance table of FISA-FOCA, the small Italian team won't have to pay transport expenses in the second part of the season. Thus, in the Minardi pit, in celebration, the Lambrusco is replaced with champagne 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, and this is also a reason why the circuit is accepted despite the criticism, pays around 2.000.000 dollars. Part of this sum is collected by FOCA for general expenses. The Constructors' Association assists its members in shipping the cars. There are parameters here as well, of course; 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: the case of Minardi, precisely. As for the race prize money, several factors are considered. The driver who takes the pole position, for instance, receives $20.000. The race is then divided into four quarters for the top 20 finishers. Based on lap-by-lap positions, percentages are assigned. This is why McLaren, almost always placing two cars at the front of the starting grid and keeping them in the lead from start to finish, earns about $600.000 per race.