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Even for Formula 1, the moment of truth has come. On Sunday, the 1988 World Championship will begin with the Brazilian Grand Prix at the Jacarepaguà circuit near Rio de Janeiro. There will be sixteen races, a long season of novelties, and the long-awaited challenge between cars with 1500cc turbo engines and cars with 3500cc aspirated engines. However, it will be the hot South American race that unveils the truth after the winter trials, whose results are often unreliable and in need of verification, which only the race can provide. The regulations have changed. Supercharged single-seaters must use a maximum pressure of 2.5 bar and have only 150 liters of gasoline (as opposed to 195 liters in 1987), with a minimum weight of 540 kilograms. Other cars will have a free fuel quantity, a weight of 500 kilos, and a requirement to have control pedals behind the front wheel axle. Ferrari dominated winter testing, especially in Rio, and seems set to enjoy the odds in their favor. However, the final practice sessions at Imola changed everything. McLaren, already fast with the old car, unveiled a new weapon: the MP4/4. It proved to be competitive and reliable, outperforming Ferrari in both distance and lap times by about two seconds. McLaren's testing has been so positive that Ron Dennis, the British team's manager, has made a number of alarming predictions about Ferrari:
"Senna and Prost can win every race. We won't devise tactics for this championship; we'll just try to finish first every time. That is our goal”.
It was a rather challenging speech, evidently dictated by their conviction of strength and the positive data at hand. After all, Berger and Alboreto have always said that they feared McLaren the most, considering them a genuine anti-Ferrari. Michele Alboreto says:
"The others are not very scary to us. I am convinced, however, that Prost and Senna will have formidable cars in all respects. It will be difficult to beat them".
Ferrari and McLaren have set their sights on different programs. The Maranello team has decided to keep the old car with upgrades to the mechanics, aerodynamics, and engine. However, the chassis is the same one that led to two victories in Japan and Australia. The British team, on the other hand, has upgraded with a brand new chassis that takes into account the new requirements, such as the pedal box behind the front wheel axle. This was a necessary change due to switching from the Tag-Porsche engine to the Honda. It seems that the challenge will be a head-to-head between Ferrari and McLaren, but we should not forget the ambitions of others. In the turbo category, World Champion Nelson Piquet drives the Lotus that Ayrton Senna once drove. The initial tests did not satisfy the Brazilian driver. However, knowing him, one would think he will be able to fine-tune his car and join the competition. Williams excels in the aspirated engine sector. They have performed well in testing and have a homogeneous and compact lineup with Nigel Mansell and Riccardo Patrese. They are capable of taking advantage of any favorable opportunities, at least on certain circuits where the turbos will be challenged by gasoline consumption. However, surprises are likely in this field as well. There is no shortage of ambitious teams. One example is the young Larrousse team, which is presenting two new Lolas for Yannick Dalmas and Philippe Alliot. The French team, which has an Italian sponsor, Elkron, and several backers from home, including BP and the Rhône-Poulenc chemical group, which can provide scientific research assistance for materials, could be one of those capable of putting up a good fight. In Rio de Janeiro, on the eve of the Brazilian Grand Prix, the ritual is always the same: smiling, hopeful drivers in the pool surrounded by wives, girlfriends, and attractive companions; mechanics sweating on the track, putting the finishing touches on the cars. The Formula 1 World Championship begins with this nearly beach-like atmosphere in the scorching and even lewd climate of the Brazilian summer. But behind the scenes, there are anxieties, fears, rivalries, and tensions of all kinds. About a month ago, the first controversy erupted during free practice.
Nelson Piquet started a provocation against Senna, accusing his compatriot of being unmanly. The matter was formally closed when the World Champion recanted and his rival withdrew the lawsuit. However, the disagreements and enmities remained unchanged. Meanwhile, news of Ayrton Senna's alleged homosexuality has already spread around the world. Even Brazilian LGBT organizations have announced their intention to show up at the circuit with a large pink banner that reads:
"Ayrton, we stand with you against discrimination".
However, the police promptly responded that such support would not be allowed inside the racetrack. At Jacarepaguá, when asked about the rumors of Ayrton Senna being gay, Nelson Piquet simply replied:
"I just said it as someone who doesn't like dogs".
It is always Ayrton Senna who is the center of attention and the target of attacks. Perhaps it's his air of superiority, his sometimes unsympathetic manner, or his undeniable talent as a fast driver, but the young racer from São Paulo is always brought up. On Wednesday, March 30, 1988, Alain Prost triggered the fuse. Annoyed by photographers, the Frenchman mutters a few words, all of which are directed at his teammate. When asked for a prediction, Alain Prost replied dryly:
"My greatest opponent will be Senna".
He doesn't mention Ferrari or the duel that, according to the Rio tests, will take place between McLaren and Mannello's team in the first race. Clearly, Alain Prost is struggling with a challenging opponent, one that troubles him, not least because, as soon as he got into the brand new MP4/4 at Imola, Ayrton Senna was faster than him. This is a common problem in modern Formula 1: there are no friends anymore; everyone thinks for himself. It's a situation that used to occur back in the day and has now become generalized. The battles between Nelson Piquet and Nigel Mansell are now part of history. Likewise, one cannot hide the fact that there is no brotherly relationship between Michele Alboreto and Gerhard Berger, and the coexistence between Riccardo Patrese and Nigel Mansell at Williams will not be easy. Meanwhile, Alain Prost continues to protest the high number of competitors, forcing the Federation to organize pre-qualifications.
Maybe we were better off when we were worse off. I mean, a few years ago, when the turbo began to dominate all other engines, it was difficult to find the minimum number of competitors. Formula 1 seemed destined to become a group of four people obsessed with speed and danger. Now, however, we have an abundance of competitors thanks to the mass return of naturally aspirated engines. There's the confusion of having thirty-one cars enter, the humiliation of many disappearing from the scene before the race starts, and so many more dangers lurking at every corner. They wanted to make Formula 1 affordable again, and they succeeded. But I also think many people have deluded themselves. There are too many people here who won't accomplish anything and will only cause chaos and confusion”.
Going back to Ayrton Senna, it must be said that the Brazilian didn't worry much about maintaining good relations within the team except with his own technicians and mechanics. The Brazilian is in São Paulo. When asked by the local press about McLaren's chances in the Brazilian Grand Prix, he said:
"I have an outstanding car. I can win”.
Senna is careful not to say we can win since Alain Prost has an identical car. After all, Alain Prost has an identical car. They all play on this rivalry. Team manager Ron Dennis replies:
"I don't care if it's Prost or Senna; as long as it's a McLaren that comes in first”.
After the impressive results of free practice at Imola, the dispute between the two Ferrari drivers has become a sticking point. Michele Alboreto said, perhaps forgetting the Gerhard Berger problem for a moment:
"We hope they'll get in each other's way; that would be an advantage for us. The new car is incredibly fast; we can only hope that the human element will help us. McLaren is favored at this point, although a track test is still needed to check the reliability of the single-seater in conditions very different from those at the Imola circuit".
Now, it's time for the track, with the first round of qualifying. Despite his Lotus's lackluster debut, Nelson Piquet seems unfazed. He is living a moment of glory: On Wednesday, the state postal service will issue a 3,000-lira stamp to commemorate his achievements. A stele will also be unveiled at the Jacarepaguà circuit to rename the racetrack after him. Two victories in last season's finale and a series of positive winter tests. This is the ticket with which Scuderia Ferrari announces its entry into the 39th Formula 1 World Championship, which begins at the Jacarepaguà circuit with the first day of qualifying for the Brazilian Grand Prix. Ferrari continues to be the most prestigious team and holder of almost all records. It lost only the record for pole positions to Lotus, which came in at 107. However, Ferrari has experienced moments of deep crisis in recent years, disappointing the expectations of its many fans. Will this be the season of redemption? Are the dark times over for good? These are the questions on everyone's mind as we turn to Michele Alboreto, a veteran of the team heading into his fifth year at Maranello:
"Apart from 1985, when we started strong but lost our way, this is the first time we've had the right cards to aim for the title. We have worked hard and have a proven car that should prevent any negative surprises. That's all there is to it. Unfortunately, it doesn't depend only on us. In Formula 1, evolution is continuous and almost daily, so we could be faced with the unexpected".
Is this setback called McLaren?
“The British team cannot be considered a surprise factor. We know how they have been working for some time. However, it should be noted that the debut of the new MP4-I4 in Imola was impressive. The single-seater was very strong right away".
Does this mean that Prost and Senna will have an unbeatable vehicle at their disposal for Sunday's race?
"No, we still have to see. For now, we went faster. Their car may have covered four to five hundred kilometers at most; we have covered thousands. Reliability problems may arise with the McLaren".
Alboreto goes no further. However, some say that the new, smaller gearbox designed by David North with the help of Peter and Michelle Waismann will be a weak point for McLaren.
Some claim that in transmissions where the Wiesmanns have been involved, there have always been difficulties. But back to Alboreto and his personal situation. There has been much talk about the couples in the various teams. Even at Ferrari, it's intense:
"I hope Senna and Prost create a lot of problems for each other. Berger and I have already cleared things up, both on and off the track. I had a difficult season, but not as disastrous as some would like to make it seem. Despite the many retirements, accidents, and breakdowns, one should not forget that the few times they made it to the finish line, they were always among the top finishers, if not on the podium. So, I don't consider 1988 a last resort. Gerhard is a strong driver, but I don't feel inferior. At the end of the championship, we will take stock of the last five years at Ferrari. "Now, I feel good. I'm charged up and ready to fight".
If Ferrari should find success, what role should the Austrian driver play?
"Honestly, I would rather see Berger win the world championship with Ferrari than Prost with McLaren. Of course I would like that, but first comes the team. We race for the Maranello team".
Your team starts with a car designed by Brunner and updated by Postlethwaite. When will you have Barnard's car?
“Granted, we are now convinced that the turbo is more competitive than the aspirated engine, but I haven't seen John Barnard for months. So, I'm not in a position to make predictions. Only Enzo Ferrari knows these things".
After the brilliant results in the Imola trials, McLaren manager Ron Dennis said:
"We can win every race in the World Championship".
On Friday, April 1, 1988, those words were confirmed in the first qualifying round of the Brazilian Grand Prix. Ayrton Senna recorded the best time with the new MP4/4, 1'30"218, quite clearly detaching from the usual, irrepressible Nigel Mansell, who was the first driver with a naturally aspirated engine. The best news for the Italian colors came in third place with Alessandro Nannini in the Benetton-Ford, although this was no surprise as his talent was already known. The Italian driver was faster than Alain Prost, who struggled with some problems (he was the first to go off the track in the morning, hitting the guardrails, though the damage was limited), but Prost certainly had ample opportunity to recover in the second practice session. Disappointingly, the Ferraris set only the sixth and seventh best times, with Gerhard Berger and Michele Alboreto, respectively, both preceded by Thierry Boutsen in the other Benetton. The pace of the Maranello team's cars is difficult to explain, as they set the best time in mid-February on the same track at 1'28"8. Michele Alboreto and Gerhard Berger reported a malfunction in the pop-off valve, which is supposed to limit turbine pressure to 2.5 bar. Alboreto says he has never seen more than 2.3 bar and that he is so slow in both acceleration and top speed that he cannot pass less powerful single-seaters with naturally aspirated engines, even in a straight line. Scuderia Ferrari sports director Marco Piccinini explains:
"We can't figure out if the electronic wastegate control is inaccurate or if there is really a malfunction with the pop-off valve. What is certain is that we are trying to get to the bottom of it".
Surprisingly, Scuderia Ferrari was caught unprepared at the first test of truth, despite having completed numerous winter tests with a car that is now a year old and well-tested. Meanwhile, McLaren, which has overhauled its entire operation, including switching from a Porsche engine to a Honda engine, has found its footing immediately, demonstrating impressive reliability, particularly in qualifying. However, the initial signs for the race are quite interesting. It's uncertain whether the turbo cars have such an advantage on this track that they can claim victory. Williams and Benetton have shown that they are competitive. Should the weather remain at 39.9 °C in the shade, upsets due to fuel consumption are possible. For Ferrari, it seems the start is uphill. However, the race should allow Gerhard Berger and Michele Alboreto to aim for decent placements. There is no major news for the rest. The competitiveness of the March team, with Ivan Capelli and Mauricio Gugelmin, is confirmed. Nelson Piquet is lurking in the shadows. However, he deserves an appeal because a crack has occurred in the intake box of his Lotus, causing the pressure to drop. Before the engineers can repair the fault, practice is over. Meanwhile, the first elimination is recorded: Alex Caffi. It was to be expected, though, as he was racing an old Formula 3000. The Formula 1 World Championship begins with a series of challenges that will dominate the entire season. There will be turbo versus aspirated engines, Ayrton Senna versus everyone, and Ferrari versus McLaren, with Williams as the third wheel. It is precisely the British team that provides the first surprise during practice for the Brazilian Grand Prix. On Saturday, April 2, 1988, Ayrton Senna conquered the pole position, marking the first scratch in his teammate Alain Prost's morale. Ferrari, which had been experiencing sudden valve problems with the turbines since Friday, partially disappointed. Meanwhile, a formidable Nigel Mansell marked a second time that aroused sensation. Although the Jacarepaguà circuit is fairly slow and, in theory, should penalize atmospheric thrusters the least, the Englishman performs a thrilling lap in spectacular form, almost overshadowing Ayrton Senna's best time. The Brazilian McLaren driver scores a time of 1'28"096, turning at an average of 205.589 km/h.
Despite having a car that was 30 km/h slower on the straightaway than the supercharged cars, Nigel Mansell set an incredible time of 1'28"632. He finished ahead of the turbocharged cars of Alain Prost, Gerhard Berger, Nelson Piquet, and Michele Alboreto in the final standings. Meanwhile, Thierry Boutsen in the Benetton suffered a 1.5-second gap. While Williams and McLaren are celebrating, the same cannot be said for Ferrari. The Italian team presented itself in Rio with credentials that turned out to be slightly exaggerated. Friday was almost a disaster. The electronic turbo control system on the Maranello cars seemed to conflict with the popoff valve imposed by FISA. This valve is designed to limit compressor pressure to 2.5 bar. Black days of dismay immediately descended on the Maranello team. There were no statements, strange maneuvers in the pits, whispers, and shouts. There was also a misunderstanding between Gerhard Berger and Harvey Postlethwaite. The Austrian driver was annoyed by the strange interpretation of one of his requests for aerodynamic tuning of the car. On Saturday, with Vittorio Ghidella, who was passing through Brazil on business, present, the situation improved slightly. However, the result was below expectations, as sporting director Marco Piccinini admitted. Gerhard Berger took fourth place on the last lap, and he might have done better if he hadn't encountered heavy traffic on the track. Michele Alboreto, who claimed all weekend that his engine was defective, took sixth place. He was annoyed and disappointed. Ultimately, it was impossible to determine whether the checks made with FISA technicians on the pop-off valve revealed any information about whether the device was defective or if the problem originated from the engine systems. However, on Sunday, there will be little time to think. During Rio's hottest hour, the race looks like roulette. Ferrari could play the reliability card against rivals with too-new cars. Alain Prost himself encountered difficulties, despite setting the third fastest time. On Friday, he ended up against a guardrail due to exiting a corner too fast. On Saturday, cracks appeared in the chassis of his single-seater, where the front wing coupling is located. Williams could also face surprises. Unlike Nigel Mansell, Riccardo Patrese had two bad days with the car constantly jumping the electronic control system of the active suspension. The Italian driver's gearbox also malfunctioned.
However, one should not revel in the misfortunes of others, as there are emerging forces that can cause serious trouble. We're talking about the Benettons, who had placed a splendid Alessandro Nannini in third place in the first round but were then blocked by a powertrain failure and an electrical fault in the decisive second session. The March also made an excellent impression with Ivan Capelli in ninth place and Mauricio Gugelmin in thirteenth place. Andrea De Cesaris also performed well in the Rial prepared by Brunner, a former Ferrari technician. A roar like a goal greeted Ayrton Senna at the Maracana as he introduced himself to the crowd to receive his pole position award. The controversy with Nelson Piquet and the bitterness over certain sleazy insinuations about his private life were erased at once - but certainly not forgotten. Joyful and speechless, he looked at his rivals. The Brazilian driver said:
"This McLaren was born very well. It can still improve. Although we are struggling with minor issues, we have demonstrated our superiority over others. We will be able to do even more. The MP4/4 will bring the team, and me, a lot of satisfaction. I earned this pole, my 17th, with more serenity and less emotion than in the past. It's great to be on pole position at the Piquet circuit".
Nigel Mansell appears happy, even beaming.
"I shaved off my mustache to be more aerodynamic, lighter, and more powerful. Joking aside, I think I did the best lap of my career, risking everything. I couldn't believe my eyes when I saw the time".
After receiving congratulations from Carlos Reutemann, the British driver blurted out,
"You see, a few British mechanics have managed to hold their own against the Japanese empire".
It was a jab at Honda, who wanted to leave Williams at the end of last season. Alain Prost did not seem worried about being checked mate by his teammate in the first chronometric check.
"It's okay. I had a lot of problems, even with the frame flaking. We did things rather quickly. But the potential is huge. I went out on the track with the adjustments Senna chose because I hadn't had time to make them. Among other things, I'm still not comfortable in the cockpit. The air lifts my helmet, and I'm having a hard time keeping my head steady".
A few words about Ferrari. One can only hope for a reversal of the situation in the race. But this was certainly not the departure that Gerhard Berger and especially Michele Alboreto wanted. The Italian driver explains:
"Let's hope we don't have the same difficulties as in practice. I didn't have top speed or acceleration. Often, I couldn't pass cars that were theoretically much slower. I can't understand what happened".
It's a question many are asking themselves. Meanwhile, a scandal of considerable proportions could erupt in Formula 1 in the coming weeks. According to reliable reports from Rome, the Ministry of Finance has opened an investigation into the activities of Italian sponsors. There is talk of inflated invoices, and the accusation is illicit export of currency. In parallel, an investigation will also be opened into the tax situation of the Italian drivers, almost all of whom live in Monaco.
The suspected financial mechanism, which has been rumored for many years, would involve issuing accounts with amounts significantly higher than those actually paid to the racing teams. This would allow them to have capital abroad and evade taxes by deducting the fictitious amount from financial statements. Despite a furious storm hitting the circuit area on Friday night, fine weather is forecast for Sunday's race. The guest grandstands were destroyed and the buildings were left uncovered. The timing booth flooded, and the men from Olivetti and Longines had to work miracles to restore service after overhauling all the delicate electronic equipment. On Sunday, April 3, 1988, the kiss of death strikes again, threatening to send Alain Prost into a tailspin. This occurred during the second start of the Grand Prix. The protagonist is J. Moura, nicknamed "el beijoquero," or "the kisser," a character famous in Brazil for his constant attempts to kiss celebrities. Even Frank Sinatra is among his victims. On Sunday, Moura suddenly appeared on the track and ran into the midst of cars with running engines. He approaches Alain Prost's McLaren, leans over, and kisses the French driver's helmet. Prost is stunned by the unexpected appearance. Then, the kisser flees. When the police catch up with him, he gets down on his knees and says:
"I wanted to kiss Senna. I got the wrong car".
He was carried out, but later reappeared as a ghost in the press room. He tried to perform his favorite action on the face of an Italian journalist. He is forcibly removed again as he says:
"I love you all".
Turning to the Brazilian Grand Prix, during the parade lap, the gear selector mechanism on Ayrton Senna's McLaren breaks. The Brazilian is forced to finish the lap with the gearbox stuck in first gear. The first start is aborted. Ayrton Senna exits his car, heads to the pits, and enters the spare car despite instructions to the contrary from his chief mechanic, Neil Trundle, and despite the regulations prohibiting it. At the second start, with no one in front due to Senna's absence, Alain Prost takes off and immediately distances himself from Nigel Mansell. By the end of the first lap, Mansell is overtaken by Gerhard Berger. On lap 19, after running behind the Austrian driver's Ferrari and with no fresh air, the temperature of Mansell's Williams-Judd engine rises, forcing him to return to the pits to check for damage to the power unit. At the first aborted start, Mansell was forced off the track, fortunately without penalty, due to his overheating Judd V8 engine. The British driver ceded third place to Nelson Piquet. Meanwhile, Ayrton Senna made a remarkable comeback from the back of the grid. He climbed to twenty-first place by the end of the first lap. He nearly collided with the March of his former roommate, Mauricio Gugelmin. Gugelmin suffered a gearbox failure less than 50 meters from the start of his debut race. He stopped on the inside of the track as Senna was exiting the pits.
The Brazilian driver climbed to fifteenth place by the end of lap four, to eighth by the end of lap ten, entered the points zone by the end of lap thirteen, and climbed to second by passing Nelson Piquet on the back straight by lap twenty. In previous years, the Rio circuit had proven aggressive toward tires due to the high power of the turbo engines, and drivers were forced to stop two or three times during the race to mount new tires. However, with the reduction of turbo boost in 1988, tire wear decreased, and McLaren only required one pit stop for its drivers. Alain Prost pitted on lap 26 without losing the lead, and Ayrton Senna pitted on lap 27. During his stop, Senna unintentionally shut down the Honda engine. Consequently, Senna lost several positions, dropping to sixth place. Later, on lap 31, Senna was shown the black flag. He was disqualified for changing cars after the green flag, which is not allowed. In the last ten laps of the race, Gerhard Berger came within ten seconds of the race leader, Alain Prost. However, Prost simply checked to ensure he would finish with the now lower fuel limit. Prost won the Brazilian Grand Prix, followed by Berger, Piquet, Warwick, Alboreto, and Nakajima. McLaren won the first Grand Prix of the 1988 World Championship in Brazil, but with Alain Prost and not Ayrton Senna. Senna, who had taken pole position, was disqualified for an irregular car change.
Professor Prost and the highly effective McLaren-Honda team put an end to Scuderia Ferrari's ambitions. Nevertheless, Scuderia Ferrari returned to Mannello with a positive result: Gerhard Berger's second-place finish and Michele Alboreto's fifth-place finish were impressive. The Grand Prix confirms that the McLaren-Ferrari rivalry will be the dominant theme of the season. For now, the British team laughs, and an elated Ron Dennis fires off a joke:
"I'm worried. Now, Ferrari is going to try to take our designer, Gordon Murray, away from us for $10.000.000”.
One wonders whether Ferrari exceeded its current capabilities in Rio or disappointed expectations of full success. For the first time, the Maranello team admits to engine inferiority. Gerhard Berger says this:
"The car is fine; it just lacks horsepower".
Piero Lardi Ferrari reiterates,
"We have a lot of work to do".
Scuderia Ferrari sports director Marco Piccinini says:
"A positive result considering what the powerplant can deliver. Considerable development of the six-cylinder is needed".
The alarm over the lack of power went off on Friday during the first qualifying practice. The adoption of the FISA-imposed pop-off valve, which limits turbo pressure to 2.5 bar, suddenly caused the problem. Some thought the system was malfunctioning, but technicians realized the electronic engine mapping could not maximize the limited horsepower. Gerhard Berger and Michele Alboreto complained of limited top speed, poor engine progression, and insufficient acceleration. The valve was not entirely to blame, however. Ferrari's success was due in part to the troubles that plagued Senna's race. Ayrton Senna recounts:
"When I tried to shift at the start, I realized the gear linkage was stuck. I raised my arms, and the race was stopped. I wanted to run with my car and asked the mechanics to fix it, thinking the starting procedure would be repeated at least 15 minutes later. Instead, the starter restarted right away, and I got back in my car".
According to the rules, once the green flag is raised for the reconnaissance lap, cars cannot be substituted, and competitors in trouble must start from the rear of the pit lane. McLaren made a mistake—Prost had been disqualified for the same reason three years ago at Monza—and put Senna in the reserve car. The Brazilian went on a fruitless chase that ended on lap 31, when the stewards black-flagged him. His protests were legitimate.
"They made me take so many risks. Couldn't they have made up their minds earlier?"
It was a gift to Alain Prost, who perhaps feared his teammate more than the Scuderia Ferrari drivers:
"The race was easy. This is the best McLaren I have ever driven. I had problems in qualifying, but everything was perfect in the race. The plan was to get a good lead and only change tires once. I drove economically in the finale, knowing I could accelerate whenever I wanted. Berger never worried me. We are strong".
At the start of the race, Ferrari was losing about one second per lap. The engineers determined that Gerhard Berger and Michele Alboreto should stop twice to change tires in order to increase speed, a tactical choice dictated by performance. In fact, the Austrian driver achieved the fastest lap. The Austrian driver said:
"I made no mistakes and pushed hard the entire time, but I could not catch up with Prost. Second place was the most realistic goal. Not bad, but we need to do better. The mechanics were great. They were fantastic during the pit stops. The car's setup is perfect, but it lacks horsepower".
Michele Alboreto was also concerned about low power, and he was penalized even more than Gerhard Berger:
"Fifth place is better than nothing. But, after a thorough analysis, I must admit I'm disappointed. I thought I would be much more competitive on the track. It's time again to make a commitment".
Gerhard Berger had won the last two races of the previous season and was hoping to win the race in Brazil as well. Instead, he had to settle for second place. At this point, the Austrian is no longer hiding his ambitions. He wants to win the World Championship without waiting any longer. To reach his goal, he does not hesitate to criticize his own team. After all, everyone knows that Gerhard Berger, now considered one of the fastest and most combative drivers, is in demand by many teams. BMW is courting him, hoping to have him in its ranks next year when the German company will likely make its return to the Grand Prix world with a car of its own, rather than merely supplying engines as it has in past years. The Austrian driver speaks clearly and says what he thinks in no uncertain terms. Ferrari must work on the engine and find the horsepower needed to beat Honda, and then McLaren. It's a technical field where electronics and highly sophisticated materials are used to solve a difficult equation: having so much power with a limited turbo pressure of 2.5 bar and reduced gasoline consumption of 150 liters per race. Naturally aspirated engines currently burn more fuel than supercharged engines, despite having less horsepower. The Japanese have invested heavily in this program, focusing solely on the engine, while Ferrari builds virtually everything for the race cars. Gerhard Berger is asking for more power, and all the specialists at Maranello will be busy looking for it:
"I would like to get to Imola and be able to compete with McLaren at least on an equal footing. I'm not asking for anything more than that. If we want to win the title, this is the only way".
The Austrian's lament is echoed by Michele Alboreto's. Alboreto was forced into a supporting role in Brazil and was in more trouble than his teammate because of a poorly performing engine:
"I was convinced that I would start the season strong. Instead, I was forced, once again, to work miracles to avoid being overtaken by cars that should have been much slower than mine. Fifth place can only be considered encouraging and a demonstration of the car's reliability. But that's not enough if you want to win." McLaren debuted a new single-seater and immediately took first place. It could have been a one-two finish if Senna had not encountered so many problems. In short, we must make a decisive effort to reach the top. I am willing to make any sacrifice and work day and night. But I also want to see results".
At Ferrari, not everything has gone smoothly these days. There have been disagreements between chassis and engine makers, and even between drivers and technicians:
It's clear that when you nurture illusions in the winter, having to scale back your ambitions makes everything more difficult. In Maranello, there will be intensive work on the engine over the next few days, and from Tuesday, April 19, to Thursday, April 21, 1988, the team will test at Monza. The hope is to exact immediate revenge at Imola. While on a business trip in Belo Horizonte, Vittorio Ghidella - CEO of Fiat Auto and president of Ferrari - watched the race with trepidation for the Maranello team:
"I am mainly here as a fan, and I must say that I was emotionally invested in the race. Our men conducted it technically perfectly. We could not win; it took a stroke of luck, even though the forces were quite balanced. Ferrari, however, started well. I think that over the course of the season, we will see some good things".
What problems remain to be solved?
"The coexistence between the pop-off valve and the engine is still difficult. There will be a lot of work to do. However, the car is there as we expected. The results showed that the turbo choice was correct. Aspirated cars lose an average of two to three seconds per lap. I believe that, until the new generation of power plants is released next year, there will be little room for cars without superchargers, except on a few particular tracks where fuel consumption will be affected".
But can Ferrari win the World Championship?
"I'd say he'll make a good impression. We also have two good drivers. Berger had an amazing race and a good comeback, although Prost's management of his lead facilitated it. Alboreto could have taken fourth place too, if not for engine problems. But we can be satisfied. I repeat: It was a good start".
The turbo beats the aspirated one by one. The first technical question of the season has already been answered. Supercharged cars dominated in Brazil, relegating Thierry Boutsen's atmospheric Ford Benetton to seventh place. Turbine-equipped power plants also demonstrated absolute reliability, with no failures in eight single-seaters compared to eight breakdowns in the rival field. Only nine cars were classified. The first retiree was Nigel Mansell, who was forced to stop after only 18 laps while in third place due to engine failure in his Williams. That Judd engine is essentially a modified eight-cylinder Honda derived from the one used in Formula 3000. Mansell was supposed to be the poster boy for turbo-free drivers, but he ran out of gas instead:
"It's a pity. I had no luck. This is the third time it's gone wrong for me in Brazil. Unfortunately, our engine has an overheating problem, and we'll need to do some serious work to solve it. When I got to the pits, the temperatures were through the roof. The technicians tried to do something, but it was useless. I didn't expect to win, but I could have had a good race and maybe finished in the points".
His teammate, Riccardo Patrese, was blocked for the same reason. Nigel Mansell's retirement and Ayrton Senna's disqualification made Nelson Piquet's third place sweeter. The Brazilian never stood out in the race but was rewarded for his perfect tactics at the limit of Lotus's competitiveness:
"My main goal was to finish on the podium, and I achieved it. The Brazilian Grand Prix showed that we have very dangerous opponents. I am not happy with this Lotus; we are too far behind. I saw that I could not compete with McLaren and Ferrari, so I played it safe. To win the title, I will need to consistently finish in the top spots, so I am satisfied with this result”.
Andrea De Cesaris, the author of the best lap time among the aspirated cars in Brunner's Rial and a former Ferrari designer, was infuriated. He says:
"I could have achieved an outstanding finish for our team. When I stopped to change tires, the mechanics messed up and mounted a wheel incorrectly. I had to take a slow lap, and the engine overheated. Nevertheless, I am confident about the future, even though we should never throw away opportunities".
Alessandro Nannini was also very disappointed. He was the victim of a trivial failure: the accelerator pedal of his Benetton got stuck, and the Ford engine died immediately. The same mishap slowed Thierry Boutsen, who was leading a spectacular race, forcing him to settle for seventh place. This result, in which turbocharged engines outperformed aspirated engines, may not be repeatable at all circuits. However, it's clear that the turbo's superiority in horsepower and performance is already indisputable. The 1988 regulations aimed to create parity by increasing the displacement of naturally aspirated engines to 3500 cc, allowing them to consume unlimited amounts of gasoline. Meanwhile, supercharged 1500s were limited to 2.5 bar pressure and only 150 liters of fuel. The minimum weight of turbocharged cars is set at 540 pounds, while the minimum weight of non-turbocharged cars is 500 pounds. These measures pale in comparison to the vast possibilities that modern science offers in the field of supercharging. Through the study of particular cylinder heads, pistons, and internal architectures, as well as the adoption of electronics to optimize fuel consumption and heavy gasoline (a synthetic product with a higher calorific value), the supremacy of the turbo was maintained. The only problem arose with the pop-off valve that limits pressure. Simply put, it is a cylinder with a diaphragm between the turbos and the engine. The contraption vents when the boost pressure exceeds 2.5 bar. In reality, the valve is subject to great stress and temperature changes, so it is sometimes inaccurate. It opens sooner than expected and provides erratic airflow. The result is frustration for Ferrari, Lotus, and Arrows. McLaren has reportedly adopted a special system that enables more consistent and regular use of the pop-off valve. However, the drawbacks are under review and should be resolved soon. As for the new cars, nothing revolutionary has been noticed, only continuous refinements in aerodynamics and mechanics.
Williams is the only team to retain electronically controlled active suspension. The 1988 regulations required that single-seaters built this year have the control pedals placed behind the front wheel axle. This made the cars longer and the front section narrower (not the case for Ferrari, which uses the revised 1987 model). In short, the snouts are narrower, and the cockpits are cramped for drivers, who have difficulty getting in and out. For safety reasons, FISA has imposed a control test: the driver must exit the cockpit in less than five seconds; otherwise, he cannot participate in the race. To solve this problem, some teams had to mount tiny steering wheels. Electronics are at the forefront of both car management and data collection. The pits are now a thicket of antennas, laser instruments, and cables from sophisticated computers. Even during the race, printers' batteries emit dozens of meters of paper ribbons with graphs and figures. Technicians know everything before the racers do. It has happened before that a racer was called back to the pits only to realize that his engine was failing. And it's not over yet. Now, fiber optics, special plastics in engine construction, and automatic electronic gearboxes are emerging. The days of making a car with just four tubes, an engine, a steering wheel, and tires are long gone. Speaking of engines, in April, Lamborghini will introduce its own 12-cylinder, naturally aspirated engine. Designed by engineer Mauro Forghieri's team, the powerplant will be displayed in a static version at the company's headquarters in Modena. It will be tested on a dynamometer in July and mounted on a car before the end of the season. Lamborghini already has contracts to supply these engines to Lola and March.