On Wednesday 24 September 1986, in the elegant Fiorano building which houses the racing team, Enzo Ferrari will hold the usual end-of-season press conference. A much awaited meeting this year for many reasons. A negative championship in Formula 1, the announced schedule for the Indy races delayed, the controversies, the rumors about the changes, the news for the future to be confirmed or denied. A package of questions which the eighty-eight year old manufacturer from Modena will certainly answer with his usual wit, presenting himself prepared alongside the sporting director Marco Piccinini, and the head of the press office, Franco Gozzi. Surprises, perhaps even sensational ones, cannot be excluded. But two novelties should be certain. We didn't want to anticipate them, taking away the flavor from the meeting, but too much has been said about them by now and they are already in the public domain. It is difficult to conduct secret negotiations as it used to be, when twists and turns were the order of the day. The team that will be presented for 1987 could be called Ferrari BB, paraphrasing the name of a granturismo from the Maranello factory. In place of the B for Berlinetta we put the name of the English designer John Barnard who should assume technical responsibility for the team, coordinating the various sectors. This choice has aroused discussions and perplexities, not so much for the name of the character found on the market, but for the methods of hiring him, with the imposition, among other things, of setting up an office in England. Instead of the B for Boxer we find the name of Gerhard Berger, the twenty-six-year-old Austrian driver currently at Benetton. A boy who has undoubtedly shown many qualities but who still has to give confirmations. Two factors certainly weighed on the reason for his support for Michele Alboreto. A practical one: on the market there was now nothing left to take at a certain level, after the failure of the negotiations with Senna and the useless offers from people like Prost and Piquet and perhaps other riders who asked to be hired by the Ferrari.
The second of a psychological order: perhaps the hope of finding a new Niki Lauda. But these are not the only topics to be covered. Enzo Ferrari has promised revelations on the Mansell case. He will let us know what messed up the contract with the Englishman who now has a good chance of becoming World Champion. Then he will talk about the Indy program that was supposed to take off now, in this period, and which has slowed down instead. The new wind tunnel prepared at Fiorano is worth seeing. Last but not least, the Modenese manufacturer will officially announce his opinion on the new regulations for F1 which will be announced in Paris on Friday 3 October 1986. lacks. And who knows whether Enzo Ferrari has some unpublished good news aside to make, as he says, nine-column headlines in the newspapers. Well, Enzo Ferrari has all the answers ready, written on three tightly packed pages, given that the questions are obvious. But with his incredible charisma and his charm, the Modena-based manufacturer held court throughout the morning, presenting the racing team's programs in his offices in Fiorano. Enzo Ferrari, despite the polemical and aggressive tones as usual, despite the closeness of his son Piero, the sporting director, Marco Piccinini, the head of the press office, Franco Gozzi, and the general manager, engineer Giovanni Razzetti, nevertheless gives the impression of a lonely man, away from everyone. He confirms that he has entrusted the technical management of Ferrari to the Englishman John Barnard. Three-year contract, total freedom. Then the eighty-eight-year-old manufacturer from Modena shows the latest marvels of the Scuderia Ferrari to the media: the department for the construction of the composite fiber chassis, the brand new wind tunnel. Earlier, in a small room next to his studio, he had shown the new engines: a 90° 1500 cc 6-cylinder turbo (the current one is 120°) which will be used next year in F1 and the eight-cylinder prepared for Formula Indy. No big news, no twist, just a preview:
"I represent the past and the present. Piero Lardi Ferrari, my son, is destined to take my place".
But here are the topics covered.
"On September 12th I received the engineer John Barnard in Maranello who will assume the role of technical director of the Ferrari Sports Management from November 1st. He will be able to do what he deems most appropriate. He will work in England and here in the workshop. He will choose the collaborators that he will want to have by his side. We do not fire anyone (this means that Mr. Postlethwaite will be able to stay, if he deems it appropriate and if he is satisfied with the role that will be offered to him, ed). We will ask only those who wish to remain the utmost loyalty. It is not true that we do not have a school of technicians. But we are forced to do as the Italian football teams do. If they want to win internationally, they also have to sign foreign players and coaches. It's part of the game and the show. We have many good designers, young and capable. But no one has the necessary experience and has so far dedicated themselves to this difficult job. For Barnard let's wait to see his work before judging it".
Regarding the hiring of Gerhard Berger, Enzo Ferrari says:
"A first understanding with the Austrian rider dates back to 4 August. Today we can say that it will be from Ferrari, because BMW has let him go. For this we thank the German company and Marlboro that pays the signing. I chose him because I believe he has the qualities to become a great driver".
And about Stefan Johansson he says:
"He is an excellent driver, but in qualifying he left me doubtful. I have nothing else to reproach the Swede with. And I can say that we spent good words for him".
This means that Johansson will change teams at the end of the season and will probably be able to move to McLaren or Benetton. Regarding the Mansell case, Enzo Ferrari says:
"We never looked for it. Twice we were solicited by him. I met him on July 19th. He signed a contract, specifying every detail, including the number of tickets he wished to have for each race. His subsequent behavior took us by surprise and our attorney will follow up appropriately. This doesn't change our consideration for the rider, but it shows us the type of person we would have been dealing with. We dealt with him because he was free from commitments".
In this regard, the Williams team reacts indignantly to the statements of Enzo Ferrari. A spokesperson for the England team said:
"Mansell has renewed his contract with us for two years and we are obviously very pleased about that. What Enzo Ferrari said in his press conference frankly doesn't interest us".
Speaking of others, and above all of Ayrton Senna, Enzo Ferrari says:
"He was in Maranello after the Belgian Grand Prix, but for 1987 we didn't reach an agreement. That doesn't mean we won't succeed in the future".
Gerard Ducarouge:
"We also had two meetings with the French coach. When I received a letter from Lotus, with a request not to maintain relations with one of their employees, we agreed to suspend negotiations".
Fiat:
"It is an engagement that has lasted for seventeen years. Everything that has been decided has had the substantial stimulus and comfort of the engineer Vittorio Ghidella".
Mauro Forghieri:
"He is the head of Ferrari Engineering. He works not only for our company but also for other customers and not just for cars. At the moment he has no contact with Formula 1".
Season 1986:
"We had the results that our collaborators were able to give us. That these results are insufficient, everyone sees. But we have no one to try".
1987 program:
"It will be a task of the new technical director who will also establish the team's organizational charts. In any case, Formula 1 will always have priority over Formula Indy. The new car will be ready as soon as possible, based on the new regulations presented by FISA on 3 October".
The future:
"Turbo engines have contributed to technical progress. We have reached 600 HP/litre of displacement with a consumption of 198 g of fuel per HP/h. However, this experimentation has led to prohibitive costs. The return to naturally aspirated engines will undoubtedly offer the sector's designers the possibility of further developments".
Enzo Ferrari also expands on other topics, making a joke about Bernie Ecclestone:
"For the new sporting regulations, ask him. He's the one who needs to show off".
And a ferocious response to Silvio Berlusconi, who in a recent interview invited him to step aside:
"I'm not interested in cinema and channels. He wasn't there when I started in 1919 and when I founded Ferrari in 1929. I don't ask him how Milan is doing... Does he perhaps want to replace God?"
These Austrians are lucky in motor sport. Despite having an excellent tradition, they don't have many drivers, but those few who grow up in the small Osterreich nursery are good and almost all end up at Ferrari. First Niki Lauda, now Gerhard Berger.
In both cases, their engagement came at a particular moment: the one who was to become three times World Champion arrived in Maranello at the height of a dark period, in a year of renewal, 1974, in a season that was set up immediately with success, by the new sporting director, Luca Montezemolo. Now history seems to repeat itself. The 1986 season was bad and Ferrari prepared a big revival. It hired the Englishman John Barnard as technical director, with full powers also in the circuits. And he joined Michele Alboreto with the Austrian driver Gerhard Berger. He is not very young by birth (he was born in Woergl, near Innsbruck, on August 28, 1959, therefore he has just turned 27) but he is young in terms of career: he is not one of those riders who arrived at F1 as minors. he started just six years ago: first the Alfasud one-make trophy and then Formula 3, arriving in Italy in 1984 for Pino Trivellato's team, with whose car he won third place in the continental championship. The trainer from Vicenza judges it as follows:
"First of all, a very good boy, generous, sensitive, open. His human relationship with the mechanics is excellent. Then, contrary to what some claim, a driving technician, a driver who learns quickly, also gifted with natural talent. In short, a complete racer who could come from anywhere. And in fact he called it Ferrari".
Also in 1984 Berger signed a contract with BMW for the European touring car where he competed in tandem with Ravaglia. In the middle of the year, Zeltweg made his Formula 1 debut driving an Ats. In 1985 he moved to Arrows and then to Benetton. He hasn't achieved great results so far: a third place at Imola (where he beat Stefan Johansson), two front row starts in Belgium and Austria, a few laps in the lead always on the Austrian track. And yet a great deal of good is said of him. Niki Lauda, for example, says:
"Together with Ayrton Senna he is the best driver of the last generations".
But excludes having recommended it. Now we wonder why the Modena manufacturer preferred the Austrian to Stefan Johansson. Beyond the judgments expressed on the Swede, on his shortcomings in qualifying, it must be said that Enzo Ferrari had taken on the Nordic driver at a time (that of the sudden abandonment of René Arnoux) in which the choice was almost obligatory, since there were no , at the start of the season, free established champions. Johansson was certainly unlucky: he came to Maranello in a difficult period during which he was unable to express himself to the fullest. Anyway, the games are done. Not even Gerhard Berger could have imagined such an escalation. In 1982 he was at the Tosa curve in Imola to attend the San Marino Grand Prix. In that famous race Pironi mocked Villeneuve and Alboreto finished third with a Tyrrell that was not on the road.
"It was on that day that I wanted to drive a Ferrari and I understood Michele's value. I consider him one of the best Formula 1 drivers ever".
The wish has come true. Gerhard Berger as Niki Lauda comes from a wealthy family. His father is the owner of a trucking company with over 100 trucks and various import-export companies. But unlike his compatriot, he didn't borrow money from a bank to get to F1. He began working hard at the age of twenty, in a small firm with about ten employees. Errand boy, clerk, warehouseman: he did a little bit of everything, even driving heavy trucks for many hours a day. Now the company has 25 vehicles and competes with that of his father. But from now on Berger will have little time to deal with it: from the month of December he will be at Fiorano. A few days after the conference held in Fiorano by Enzo Ferrari, on Friday 3 October 1986, Jean Marie Balestre, president of FISA, FISA and FFSA, announced in his usual tone of savior of the country the regulations of the new Formula 1, Rally, Touring Car and Sport Prototype World Championships. Let me state immediately that there is no important change with respect to what has already been known up to now. Flanked on a stage by some well-known personalities from the world of engines (Piero Lardi Ferrari, Michele Alboreto representing the drivers, Bernie Ecclestone and the representatives of the most representative nations), Balestre communicates the decisions taken after endless discussions.
Before going into the merits of the various programs and regulations, Balestre attempted a dramatic twist, saying that to celebrate the event, defined as historic, he managed to bring a great protagonist of motoring to Paris. We immediately thought of Enzo Ferrari. And in fact, after a few moments, the Modenese manufacturer appeared on stage, but obviously not in person. It was only a filmed recording of Ferrari in his studio: the engineer pronounces a wish and repeats what he had said in the recent press conference. The general opinion is that, once again, while achieving valid and interesting objectives such as the reduction of powers, we have been satisfied with a series of compromises to please everyone to a certain extent. However, some incredible decisions have been made that will cause violent controversy. Like that of appointing Max Mosley, the English lawyer of FOCA, as chairman of the track and road builders commission - a very important role - and as a builder he can only boast a block of shares in March, which produces single-seaters. The return on the scene of the son of the best-known exponent of British fascism in the 1940s is suspicious, and suggests a sop for Ecclestone, who has always had a faithful collaborator in Mosley. As far as F1 is concerned, the turbo engine has been saved for another year, while other technical rules are imposed to improve safety and reduce speeds. Furthermore, the cars will have a weight limit of 540 kg and will have a valve to control the air pressure calibrated at 4 absolute bars, with a tank capacity always limited to 195 litres. The real novelty lies in the reintroduction of the atmospheric engine, with a weight limit for cars of 500 kg, 3500 cc displacement and with fractionation up to 12 cylinders. Furthermore, the much criticized qualifying engines will be eliminated. Therefore, the proposals relating to the mini Grand Prix on Saturdays disappear. Speaking of Grands Prix, exactly sixteen years have passed since Formula 1 left Mexico. The divorce took place in almost dramatic circumstances, after eight editions of the Grand Prix. The last race, held on Sunday 25 October 1970 (victory for Jacky Ickx ahead of Clay Regazzonl, both in Ferraris), highlighted the system's shortcomings, with the public dangerously invading the track. Now the racetrack has been extensively renovated and to guard the all-Latin exuberance of the fans, very high nets have been erected along the 4420 meters of the track, hooded by an uninviting barbed wire.
There are numerous posters of the football Mundial and the vivid memory of the sports fiesta. But now the city, this immense megalopolis of almost twenty million inhabitants, is plastered with billboards presenting the single-seaters and the drivers, inviting people to attend the race on Sunday. The circuit, located in the Magdalena Mixhuca district, near the international airport, has undergone a considerable renovation with a global investment of four billion lire. The boxes are completely new, almost pharaonic, beautiful. The track has been redone and includes rather long straights and fourteen bends, eight of which are right-hand. On Wednesday 8 October 1986 there is still an air of the temporary, of an immense building site, with swarms of workers sweeping the asphalt with huge palm leaves. The word ahorita, with an indeterminate meaning, always applies as the password. It literally means a moment, but it can last a few minutes or a few days. However, the very meticulous organizers ensure that everything will be ready for Thursday afternoon, given that two hours of free practice are scheduled. The track is quite wide (15 meters) and has large run-off areas at crucial points. However, the asphalt seems quite uneven and even slippery, so the wall surrounding the circuit looks menacing, not free from dangers. On one of these walls in 1962 the young life of twenty-one year old Ricardo Rodriguez was shattered when he crashed his Lotus in practice for an F1 race not valid for the World Championship. The circuit has now been named after the Rodriguez brothers (the pious elder, Pedro, died at the Norisring in 1971 at the wheel of a private Ferrari prototype). Since Rodriguez, Mexico has had only one representative in F1. Enrique Rebaque, son of an oilman who arrived at Brabham with a suitcase full of dollars, without obtaining significant results. But the passion for racing seems to have remained intact, so much so that the 75.000 seats in the 36 grandstands installed along the unprecedented Mexican track are expected to be filled. Combination wants the new Mexican Grand Prix, fifteenth and penultimate round of the World Championship, to be decisive for the assignment of the title. If Nigel Mansell, leader of the standings with 70 points ahead of Piquet (60) and Prost (59), gets another victory he will mathematically be champion. But if his rivals don't finish in the top six or if Mansell precedes them at the finish line, even a simple placing could be enough for the Englishman to end the discussion early.
The technical reason for the race is based on the altitude of the circuit which is at 2240 metres. The rarefaction of the air will put the turbo engines to the test: the winner will be whoever manages to obtain the greatest power from the engines, without compromising their reliability. Honda has prepared special large turbines. However, it seems that even Porsche, after having renewed the contract with McLaren, has not been idle. However, the three candidates all show great confidence in their own abilities. Nigel Mansell says upon his arrival in Mexico:
"I'm not afraid of Piquet and Prost".
And the Brazilian and the French replies:
"We came to win".
In short, there will be battle. Ferrari could also enter the fight as third wheel. The track has vague similarities to that of Monza and should allow average speeds above 200 km/h. At Monza, the Maranello team had its best race of the season. For this reason Alboreto says he is quite optimistic. An opportunity to improve the balance of a negative year. Always in the mood for jokes, interviewed by poorly informed Mexican journalists on what is happening in the world of Formula 1, when Nelson Piquet is asked where he will race next year, the Brazilian driver, who has already been in agreement with Williams for the following years, answers:
"I have an excellent proposal from Osella, but I haven't decided yet. I'm really attracted by the idea of changing team...".
Then, speaking seriously, he says:
"Until now Mansell has been good, he has raced well, but he has also been lucky. Like at Brands Hatch, where he won a race after breaking his car in the first start and finding himself in favorable conditions at the second start, with a reserve single-seater that had only done four laps in two days of testing. I aim to arrive at the last race in a position to fight again for the title, which is why I will do everything to win".
On the Hermanos Rodriguez circuit transformed into a fortress (policemen on horseback every ten meters along the perimeter of the racetrack, agents in anti-guerrilla gear everywhere, wolfhounds in every passage) the Grand Prix begins on Thursday afternoon, with a session of free practice of Mexico. The morning is dedicated to the inauguration of the facility, in the presence of the president of FISA, Jean-Marie Balestre, of the local government and sports authorities. Previously all full teams attend a banquet in the pits with various speeches and ceremonies. In the midst of the crowd, the leader of the World Championship standings, Nigel Mansell, tries in vain to blend in, to hide. Instead, he is chased, forced to answer dozens of questions. In this decisive moment for the title, the Englishman would like to concentrate on the race, on his chances of closing the conversation before the end of the season in Adelaide. He doesn't want to make predictions, reveal his cards. But, for better or worse, he is forced to speak.
"I haven't studied particular tactics. On a track that nobody knows, it will be very important to prepare the car well. We have worked hard to adapt the supercharging system to the needs of the high seas. The air is thin and therefore the turbo suffers. Honda had to prepare turbines of a particular type, operating in a special chamber with the simulated pressure of 2200 metres. But we don't know what the others did".
Even earlier, Nigel Mansell had always been reluctant to talk about the future, his chances of winning the title.
"It is useless to guess. Anything can happen in Formula 1, even breaking something after a few meters or puncturing a tire near the finish line. The only sure thing is that I will do my best, that I will leave no stone unturned to win".
So will we see an attacking match in Mexico too?
"I haven't studied running tactics. I will also have to see how Piquet and Prost perform. A placement could be enough for me, but it's not in my character to normally stand by and watch".
Who do you fear more, your teammate or the Frenchman?
"They are two excellent riders, it's not me who finds out. But someone claims that I was lucky this year. I don't think so: after all, I didn't make any mistakes, not even in Rio where I went off the track on the first lap. It wasn't my fault".
Mansell doesn't only have mathematics on his side, those ten points of advantage he has accumulated in fourteen races to win the world championship helmet with one race to spare. There is to put on the scales also the character, courage and temperament of him. In addition there are particular motivations, deeply felt for an Englishman. If he manages to win, just as happened in the past for the various Mike Hawthom, Graham Hill, John Surtees, Jim Clark, Jackie Stewart and James Hunt, the title of Sir, baronet, which Queen Elizabeth assigns to the great sports champions awaits him British. A significant incentive on a psychological level. But in front of Mansell in this Grand Prix there are still two difficult obstacles to overcome. People named Nelson Piquet and Alain Prost. Two formidable, astute, highly experienced rivals, against whom it will be necessary to fight to the last metre. Meanwhile, on Thursday, Ayrton Senna sets the best time, 1'19"883, at an average of 199 km/h, with passages of 299 km/h on the finish line and 336 km/h at the end of the straight, ahead of Piquet and Mansell separated by just one tenth of a second. Sixth time for Alboreto, 1'21"493. Broken engine for Johansson, two turbos blown up on Rosberg's McLaren. The riders say the track is interesting, but the asphalt is bad. Too many jumps and some signs of failure in the trajectories. Piquet's criticism is very harsh, who says:
"It feels like I'm doing autocross. You always think about making nice pits, but the real circuit doesn't count".
On Friday 10 October 1986, the high notes of the three candidates to win the World Championship are expected. Instead, in the first qualifying round of the Mexican Grand Prix, Nelson Piquet, Nigel Mansell and Alain Prost bowed to Gerhard Berger, the Benetton driver who has already signed a contract with Ferrari for 1987. The Austrian, not new to these exploits, laps in 1'17"780, at an average speed of 204.623 km/h. The result is quite unexpected as averages exceeding 200 km/h were not expected, but evidently modern Formula 1 cars now have a lot of horsepower to be able to overcome the problems of the hill. Berger copies only two laps and sets the fastest lap thanks to the quality of the chassis of his car and the qualities of the Pirelli qualifying tires which prove, on this occasion, to be on the same level of Goodyear's rivals: In fact, all the drivers with cars fitted with tires from the American company have to complete countless laps to obtain satisfactory results. In any case, the Austrian proves to be a sure talent and with his performances he can make Ferrari fans dream. As far as the fight for the title is concerned, Nelson Piquet manages to narrowly prevail over his teammate, Nigel Mansell. The Brazilian set a time of about 0.2 seconds less than the English driver. Alain Prost, on the other hand, is rather delayed. McLaren, orphaned by the designer Barnard (who officially joined Ferrari from 1 November 1986), suffered from the lack of a competent technician on the track.
In fact, the British team highlighted various problems in the first two days of testing, especially in the setting up of the engine. The Porsche, modified for the altitude of 2240 meters where the circuit is located, denounces the shortcomings. In the morning Rosberg breaks a turbine and an engine, in the afternoon another turbo. Plus the engine doesn't run very well. Ferrari, on the other hand, continues to have the usual road holding problems. No problems with the engines, for the moment, but grip is always precarious. Alboreto doesn't go beyond the eighth position, and Johansson the tenth position. The two drivers both complain of poor grip and understeer, which is always present, especially when exiting less fast corners, where the slow response of the turbo complicates things. Meanwhile, the tests carried out on Thursday and Friday give a measure of what could be the dominant motif of the race. It will certainly be the most difficult and exhausting race of the season, both for the drivers and the cars. The altitude of 2240 meters obviously affects the physique of the riders who feel in precarious conditions after a few laps. Furthermore, the lack of air and the difficulty of regular breathing numbs the muscles, especially those of the arms, subjected to a considerable effort to turn the steering wheel. And this will certainly be one of the biggest difficulties to face, together with setting up the single-seaters, which is very difficult.
There were also a couple of accidents, fortunately without serious consequences. Philippe Alliot, in the morning, ends up against a wall after a few spins, damaging his car. In the afternoon Jonathan Palmer with the Zakspeed ends up in a grassy area and throws a lot of dirt on the track, prompting the race direction to suspend qualifying for a few minutes. Also off the track was poor Keke Rosberg, the protagonist of an authentic ordeal. In the morning Keke had broken the engine. The engine was replaced rather slowly by the McLaren mechanics who finished the job a few minutes before the end of the time available. The Finn took to the track but was only able to complete one lap, blocked by a broken turbine. He immediately returned to the pits, ran into the reserve car, hoping to get at least one valid pass, but in his heat he spun and flew onto the grass. After Gerhard Berger's exploit on Friday, Ayrton Senna became the referee of the World Championship the following day. The Brazilian, cut out of the fight, will start from pole position in the Mexican Grand Prix, the race that could decide the whole season. As usual, the Lotus driver performed an exceptional feat in the final minutes of practice, lapping in 1'16"990, at an average speed of 206.723 km/h. Senna (eighth pole of the season) mocked the two great rivals for the title, Nelson Piquet and Nlgel Mansell. In the classification of the best, Gerhard Berger slips to fourth place, while Riccardo Patrese climbs to fifth. Sixth Alain Prost, the third of the riders fighting for the World Championship: the Frenchman is behind, with just a few hopes of beating the men of Williams Ayrton Senna says, at the end of the tests:
"It was a fantastic lap, I risked everything. At one point, on a jump, I flew into the air and the engine, when the car fell to the ground, had a hiccup. I definitely lost something, I could have done better. Afa this is enough for me. For the race I'm quite confident, but I think the Williams are always unbeatable. Here, however, there are no consumption problems and I will have no regard for anyone. I want to win at least once again to get some satisfaction".
The Mexican Grand Prix, therefore, sees Nelson Piquet and Nigel Mansell wheel to wheel, surpassed only by Ayrton Senna. Piquet thought he had pole position within reach and his regret is greater. Mansell, on the other hand, is in difficulty, struck by what is here defined as Monte Zuma's revenge. In other words, intestinal problems, a stomach ache that rages when you drink or eat fruit or vegetables without too much attention. The Englishman had to stop suddenly three times in the box during qualifying. It will be necessary to see if the illness will not debilitate him in this race which is also very hard on a physical level. Obviously Nelson Piquet is hoping for victory, to bring his teammate closer. It's the only possible solution for him, unless Mansell finishes in the top six. Even in view of the next match in Adelaide where showing up with too significant a disadvantage would mean an almost certain defeat. The day of rehearsals is characterized by a series of even dramatic events. With ten minutes to go, Huub Rothengatter, at about 240 km/h, runs into the wall that delimits the exit of the curve that leads into the pit straight. The Zakspeed loses a wheel and nearly disintegrates, but the pilot is unhurt.
Black day for Ferrari, which does not recover. Indeed, Alboreto is twelfth and Johansson fourteenth. The Italian driver manages to slightly improve his time but breaks three turbines and the Swede one. Alboreto tries the impossible and the mechanics are very good at replacing an incandescent turbo in just a few minutes, but everything is useless. The Maranello team had almost certainly sent the boost pressure to maximum to make up with the engine for what is lacking in the chassis and aerodynamics. Same old story, nothing has changed since the whole season. Gerhard Berger fails to maintain pole position from Friday. The Austrian driver only had two good laps available on the Pirelli qualifying tyres. In the first he improves, but then he prefers to change a turbine to obtain greater pressure. When he and Fabi (who had had the same operation carried out) took to the track the traffic was thick and the asphalt was covered with oil left over from Alboreto's car. Therefore, a very tight race is expected, in which both the physical qualities of the drivers and the resistance of the cars will count. A race on the verge of tenths of a second, given the gaps that emerged in qualifying. Among the riders fighting for the title is Alain Prost, only sixth, he is in trouble, but the Frenchman is not pessimistic:
"We've had a lot of trouble these days, let's hope that at least in the race everything goes well. I hope Piquet and Mansell battle each other. I will do everything to stay in the running at least until Adelaide".
Sunday 12 October 1986, during the usual pre-race briefing, Alain Prost taunts his opponent a bit, and asks race director Derek Ongaro to get a brown flag for Nigel Mansell, in case the problems encountered on Saturday they had to repeat in the race. The joke doesn't make the muscles of Mansell's face move an inch, still pale and with symptoms of fever. It's also bad for Berger, who insists he's fine but actually has a fever of 38.5 °C. Sunday 12 October 1986, at the start of the Mexican Grand Prix, with Nigel Mansell stopped on the track, Ayrton Senna - who started in pole position - and Nelson Piquet went wild. Side by side in the long straight, the two Brazilians start one of their usual spectacular duels. No one wants to give in, there is even contact between the wheels of the two cars. Senna, inside the corner, was forced to brake sharply, but passed first. It's an advantage that lasts a few meters, then Piquet overtakes him and takes the lead of the race. Behind the two, but already a little behind, follow Berger, Prost and Alboreto. On the first lap Mansell was fourth from last, with more than 30 seconds to make up on the leaders: an impossible feat. Retirements began immediately: it was first Tambay's turn, victim of a track off-track, followed shortly after by Fabi and, on lap eleven, he finished for the umpteenth time with a technical failure - turbine failure - the Alboreto race. The race starts to get interesting in the top positions, with Ayrton Senna always very close to a wild Nelson Piquet, but unable to increase his advantage until he settles down. On the other hand, Alain Prost moved into third place with great authority, overtaking Gerhard Berger and then limiting himself to waiting for him to somehow be favored by the duel between the two drivers preceding him. Meanwhile Nigel Mansell, after recovering positions, is forced to stop in the pits to change tyres.
The British driver returns to the track like a fury, but is seventeenth, 57 seconds behind the leaders. At the end of lap 20, Nelson Piquet preceded Ayrton Senna by 2.5 seconds, Alain Prost by 3.7 seconds and Gerhard Berger by 4.3 seconds. In fifth place follows Stefan Johansson, very good and regular, in sixth Keke Rosberg, who confirms the good momentum of McLaren. Mansell recovers two seconds per lap, but this costs him a lot in terms of tire wear and physical effort. Before the start, like many other riders, he suffered from intestinal problems. A really bad day. Halfway through the race, scrambled by a very abrasive track full of jumps, the cars of the front runners began the series of pit stops. Alain Prost stops first, who remains parked for 11.05 seconds. Piquet's mechanics did even better one lap later: 8.32 seconds. But those of Senna do better than all: 7.7 seconds. Berger thus temporarily finds himself in first place, while the race becomes more and more exciting. Ayrton Senna follows in second place, Nelson Piquet in third, Alain Prost in fourth place. But then Piquet's Williams slowed down dramatically and was overtaken by the French driver's McLaren. Piquet returns to the pits and changes tires again. Senna also stopped shortly after to make a new tire change, while Berger (whose tires reported no problems) continued to lead the race without problems. At the end of lap 50, the Austrian leads Prost by 35 seconds and Senna by one minute and six seconds.
Fourth place follows the Imperturbable Stefan Johansson, fifth Nelson Piquet, sixth Riccardo Patrese. But it wasn't the day for the Williams: a lap later Nelson Piquet stopped for the third time in the garage, to change a tire again, and returned to the track in sixth place, behind Patrese and ahead of Mansell. The race is always tight, always exciting, full of twists and turns. Johansson's race ended a few laps from the end and he stopped his Ferrari due to a broken turbo, and Patrese also retired soon after. Gerhard Berger, on the other hand, continued undisturbed and won the Mexican Grand Prix, ahead of Alain Prost, Ayrton Senna, Nelson Piquet, Nigel Mansell and Philippe Alliot. For Mansell, so many efforts are ultimately useless. In fact, both he and Alain Prost have reached the maximum number of useful results allowed by the regulation, and must therefore discard those of the worst placements from the points count. Nigel Mansell therefore discards the two points won in Mexico, and Alain Prost one of the points won with sixth places in the Belgian or German Grands Prix. The Formula 1 World Championship will be decided on Sunday 26 October 1986 on the Adelaide circuit, in Australia, in the last race of the season. In Mexico Nigel Mansell failed to win the title, Nelson Piquet took the necessary points to keep hoping. Alain Prost is back more than ever in the fight for the World Championship. The Mexican Grand Prix instead had another unexpected protagonist: Gerhard Berger won. Benetton driver, from next year to Ferrari. A success due to his skill, but also largely to the choice of tyres. In a race that saw all the drivers stop several times in the pits to change tyres, Pirelli chose to mount very hard tires on the Benettons, which held up splendidly throughout the race on a very abrasive track, which heated the compounds to prohibitive temperatures. It is Berger's first victory, it is the first for Benetton, it is also the first for Pirelli tyres, which will leave Formula 1 next year. Mansell, whose race was compromised by a bad start (he stopped on the track due to first gear failure) two unleashed opponents will find themselves in Australia: Prost and Piquet. We don't remember another season finale so uncertain in Formula 1. At the end of the race they all seem shocked, as if they have come out of a nightmare. Berger pale as a sheet, despite the joy of victory, Senna exhausted, Mansell and Piquet reduced to two scarecrows. The Austrian is forced to resort to an oxygen tank to revive himself as he almost passed out as soon as he got out of the car. The same treatment was performed by the Englishman of Williams before the departure, to mitigate the causes of the malaise that had struck him the previous day. None of them make proclamations, none speak of defeat or victory. Only Gerhard Berger, overjoyed, limits himself to explaining the secret of his success:
"We had set up the car well in recent days, but I wasn't very confident before the start. We hadn't planned anything for the stop regarding the tyres. Halfway through the race I realized that I could continue and that the car was holding up very well. The winning factor, together with an excellent chassis and an engine that was perfect this time, were undoubtedly the Pirelli tyres, as we were the only ones who didn't stop to change them. I am very satisfied. I dedicate this victory to the team, Benetton, which I am about to leave. I think this is the best gift I could give to my team-mates who have helped me a lot throughout the season".
Only a few complaints can be heard from the Williams box. The fight for the World Championship continues. Nigel Mansell explains:
"At the start the clutch stuck and first gear also skipped. I was very scared, with all the cars going around me at great speed. In any case, this was not the determining reason for our lackluster placement. We made the wrong choice of tyres. So much effort for nothing. Here I could have resolved the title fight in my favor. Now we have to postpone everything to the Adelaide race".
For Nelson Piquet the three points won are few:
"You can't throw away a result like this, the one with the tires was a sensational mistake. Every time I changed them after a few laps I was all over again, without grip. In any case, I managed at least not to get eliminated from the battle for the title".
Alain Prost also remains among the candidates for final success. The Frenchman, with his second place, is calmly back in contention. But he is not happy:
"I didn't think Berger would go all the way. Then in the final I had a problem with the engine and I was afraid I'd have to throw everything away".
Out of the fight, but always protagonist, Ayrton Senna:
"I too got it all wrong with the tyres. At the start, Piquet attacked me with extreme determination. I had to let him go because otherwise we would have touched. This time I proved that I have brains".
A few words to Ferrari. Michele Alboreto practically watched the entire race from the garage, as a spectator.
"This year isn't really going, I had a great start going from twelfth to fourth place, taking advantage of the fact that Mansell had blocked his row".
Big disappointment for Stefan Johansson who was fighting for third place with Senna:
"The car was perfect in the race, you can't lose a race like this. I was now close to the Senna and I was sure I could overtake him".
Where is Ferrari going? The season having ended with a negative balance in any case, the Maranello team is projected towards a period of total renewal. According to the plans of the Maranello team, the arrival of the English designer John Barnard, with the function of technical manager with total freedom, should mark the relaunch after seven years of unsatisfying results. The task that awaits Barnard is neither easy nor simple. Based on the new regulations, in the 1987 and 1988 World Championships it will be necessary to build two completely new cars, test the recently presented turbo engine, develop the 3500 cc naturally aspirated engine which will be necessary at least from 1988 and possibly think about the Indy programme. The arrival of the British coach has already aroused controversy and given space to speculation. Some have said that Barnard will only prepare the 1988 car while the 1987 one has already been entrusted to Postlethwaite (with all the risks involved), that the other designer, the Austrian Brunner, would have resigned as he was not satisfied of the task assigned to him. The sporting director of the Maranello team, Marco Piccinini, answers the many questions.
"Barnard will have, as Ferrari said, the faculty of choosing collaborators who in turn will have the possibility of accepting the proposed roles. I'm not aware that Brunner is leaving. He has a multi-year contract with us".
Piccinini explains that at this point Formula 1 will have absolute precedence over all programs. For the Indy car, only experimental tests will be continued at the moment. The debut is postponed in time, perhaps to 1988.
"The Berger card was played to have something more. Nothing against Johansson for whom good words have been spent: he will have no difficulty marrying a good team".
It is also confirmed that Barnard is setting up an office in south-east London in which he will make use of an unspecified number of collaborators. This office will serve as a technological bridge between Maranello and England. Finally, the Mansell case. Ferrari has instructed the lawyers to move forward to solve the problem of the contract signed by the Englishman and not respected. Twenty-four hours after his first success in Formula 1, Gerhard Berger still hasn't recovered from the excitement and physical stress. It must be remembered that the Austrian had competed in the Mexican match in precarious physical conditions. He hadn't eaten almost anything for three days for fear of the very frequent infections in these parts and in the morning he had been seized by a not too slight feverish state.
"Once I got into the car, however, I forgot about my ailments. It wasn't difficult to realize that I could finish first if there were no mechanical problems. I was traveling at the pace of Piquet, Senna and Prost, who had overtaken me in the opening laps. When the carousel of returning to the pits to change tires began, I realized that I could do it. My tires were holding up very well and I wouldn't have had to stop, which had cost the others at least a 30-second penalty. I realized that I was going to win when I saw as if in a dream that Arnoux, lapped, was signaling me to pass, putting himself to the side".
Even for Benetton, which had made its debut in F1 under the name of Toleman in 1981, it was the first victory. Why so late, despite having the means and two pilots considered among the best?
"We have been quite competitive all season. Only minor troubles prevented us from collecting better loot. We could have won at Hockenheim, Zeltweg and Monza".
What was the determining factor for this success?
"A winning combination: I think I've done my part, an excellent chassis, perfect engine and amazing tyres. In this regard, I think the German and Italian manufacturers are doing wrong to withdraw from F1, because they are very good. The engine is among the most powerful. And let's not forget that this was the only race of the season won without changing tyres. For the same performance, ours lasted twice as long".
At the end of the season, however, Berger will leave Benetton to go to Ferrari. Don't they mind?
"Of course, I'm leaving an excellent team. But I think I made up for my betrayal with a nice present. And then I'm sure that Mannello's team will be competitive next year".
It has been said that the Austrian was one of the most sought-after pieces on the driver's market. It is true?
"I also received other offers. Benetton asked me to stay and I was approached by McLaren and Ford".
Why then Ferrari?
"It has always been my dream. But make no mistake: when I run I dream little and think about not making mistakes, about working in the best possible way. I will earn more. Definitely this year. But I would have taken more money if I had accepted offers from other teams. It's not the dollars that interest me".
If you were to speak to Enzo Ferrari now, what would he tell you?
"Which I am happy to drive for him".
What do you think of Michele Alboreto?
"A very fast driver, who I admire. Personally, I've never had any problems with teammates. And I don't think I'll have them right now of my own free will".
About Ferrari and teammates. Who knows what Niki Lauda will think of this victory for Berger...
"Well, I think he enjoyed hearing the Austrian anthem again".
Doesn't he fear the pressure around Ferrari, the exasperated cheering?
"I've always had an excellent relationship with everyone, from the press to fans. I like Italy very much, since I was three I went on holiday to Riccione. And then I've already raced with Trivellato in Formula 3. I don't think there will be any problems".
There is one race left until the end of the season. Is another victory possible?
"Let's go slowly. We will do everything for an encore, but there are also the others and the characteristics of the Adelaide city track don't allow us to have too many illusions".
A mature boy, neither too open nor too closed. Gerhard Berger, a young ex-truck driver who still does not disdain to drive one of his small company's trucks in case of need, has taken another step forward on the scale of values in Formula 1.
"First you want a car, then to at least finish the races, then to get in the points, you hope for the podium, you are looking for victories. You have to go step by step, step by step".
The first steps have all been successfully completed, Niki Lauda had won his first race in F1 at the age of 25, after 31 races. Berger arrived a little later, with 35 Grand Prix under his belt. But even for him the next goal can only be the title of World Champion. And speaking of titles, even if he was unlucky in Mexico, Nigel Mansell comes out of the fifteenth round of the World Championship with all the favorites in the fight for the title. The game is still open to three drivers, but Nelson Piquet and Alain Prost always have an uncomfortable role as pursuers. Not only will the Brazilian and the Frenchman be forced to win in Adelaide, but to defeat him they will also have to hope that the Englishman doesn't go beyond fourth place. The situation is always uncertain because anything can happen in Formula 1, but it appears very difficult for the pursuers to overturn if there are no sensational twists and turns on the Australian track. Nigel Mansell has several favorable elements from him. First: a particular predisposition for that street circuit where he won last year. Second: an advantage in terms of points that will also allow him a tactical match. Thirdly: from a psychological point of view, he could now have overcome the most delicate moment after the Mexican Grand Prix. Fourth: at this point Williams could definitely bet on him more than on Nelson Piquet, for obvious nationalistic reasons. the Isle of Man pilot will be able to run peacefully in defense, while his opponents will be forced to absolutely look for the first port, hoping that the opponent does not place among the first. But there's more: the leader of the World Championship standings will be able to count on involuntary allies, such as Berger and Senna. They will certainly not be in awe of Prost and Piquet and will constitute a difficult obstacle to the ambitions of anyone who wants to win. We must not forget that in 1985 the Australian round was very selective: only eight cars crossed the finish line and no less than seventeen withdrew due to breakdowns and accidents. Niki Lauda himself, who remained in the lead for two laps, was forced to retire due to going off the track. Senna was the author of many mistakes after starting in pale position and the race finished with Mansell in the lead followed by the two Ligiers of Laffite and Arnoux, the Tyrrell of Capelli, the Ferrari of Johansson and the Arrows of Berger. The Australian Grand Prix will also be an opportunity for Ferrari. The opportunity to save a bankruptcy budget with a dignified position. The twisty track in Adelaide is unlikely to suit the cars from Maranello well, but at least in Australia there will be no turbine problems.