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The anti-smoking bill passed in Italy is causing perplexity and concerned reactions in the world of Formula 1, which, after the Canadian Grand Prix, awaits the U.S. Grand Prix in the car capital. The Degan bill is raising disturbing questions for the future in many teams. As is well known, Italian participation in Formula 1 is massive, both in terms of economic and technical investment and in terms of driver presence. There is no team that does not have some connection with Italian industry, at least with a sponsor, and vice versa many national teams have more or less close relations with tobacco companies. If Minister Degan's bill were to pass as is, the problems would be considerable. Out of thirteen teams entered in the World Championship, five (McLaren, Lotus, Arrows, Ligier and Zakspeed) are financed almost entirely by cigarette and related manufacturers. In addition, there are at least fifteen drivers out of twenty-six (including Ferrari's two, Alboreto and Johansson) who directly or indirectly are hired at the expense of smokers. A bargain that, including the organization of some races and promotional costs, far exceeds the $50.000.000 annual turnover. Without this intervention, Formula 1 could not go on, at least not at its current proportions. Says the representative of one of the best-known international cigarette brands, on the eve of the Detroit Grand Prix:
"If the law as presented passes in Italy, we will be forced to review our entire advertising policy. In any case, yours is a strange country, in some respects permissive, in others more realistic than is required. And then there is also a nonsense: isn't there a state monopoly that earns huge sums from tobacco production and taxes? Let's wait and see. So we will act accordingly".
It must be said that already in several nations advertising for smoking is prohibited, but as far as Formula 1 is concerned, for example in Germany and France, we are limited to covering at the time of direct television filming the signs with a tape. If the action expands and tightens with even more restrictive methods and the tobacconists leave the circus, it may end up without economic means. While waiting for the new problem to find some solution, Formula 1 is preparing for the Detroit Grand Prix. There is not much interest. The chairman of the organizing committee, Robert McCabe, said that $300.000 has been spent to resurface part of the road surface of the city track.
"So far the Renaissance Centre has lost about $2.000.000 for four races. But we're intent on continuing and always in the heart of Detroit, because that's the image we're looking for".
Of the same opinion are the governor and the mayor. In short, the Grand Prix is currently in no danger of transferring. It seems that Patrick Tambay, injured in Montreal, will not be able to race. The Lola-Ford, which races at home, does not want to give up its second car and is looking for a driver to temporarily flank Alan Jones, but he must have a super-license, a minimum of experience and be free. The name of Eddie Cheever, who by the way is American, is mentioned, but without much conviction. At Ferrari the result of the Canadian Grand Prix weighs heavily. Alboreto is particularly depressed and in a moment of despondency says that he thinks that for this year the Maranello team can give up a priori any ambition to win, even if only in one race. But at the same time, the Italian driver makes it clear that he will continue to work hard to try to improve. Local Ferrari fans, however, can console themselves. Among the various events organized alongside the race is a gathering of collectors, with presentations of old and new models, which are always much admired. Among other things, on Saturday the Ferrari 308 GTS of Tom Selleck, the TV Magnum P.I. who will be present at the event, will be put up for sale at the auction. As for the matter of the drivers grappling with the U.S. IRS, no conclusion has yet been reached. However, it seems that, through lawyers, a non-traumatic accommodation may be reached. The pilots are willing to pay, as long as the figures are realistic and take into account what they already pay in their country of residence. The Detroit Grand Prix, the seventh round of the Formula One World Championship, lends itself by its characteristics to the very special attempt of two drivers to oust, their captains. Nigel Mansell and Keke Rosberg will wage war on their respective teammates, Nelson Piquet and Alain Prost, in hopes of launching themselves definitively into the fight for the world title. A winding street circuit (with manholes surfacing from the asphalt, jumps, rails, thrill braking) lends itself better than any other to the driving characteristics, acrobatic and aggressive at the same time, of the Englishman and the Finn. Says precisely Nigel Mansell:
"Having reached this point in the season, team games have to be resolved. Therefore, it will be very important, not only for the overall standings, to get a good result".
Although not an outright declaration of war, the Englishman's phrase implies the motives of the race. Beating Nelson Piquet once again will mean for Nigel Mansell to have a consecration in the role of leader of Williams. There are those who say that the Belgian and Canadian Grand Prix winner, in his capacity as a British driver, while using only one car (as opposed to the Brazilian's two), already has the best material at his disposal. Not to mention that the same Williams on this track last year captured success with Keke Rosberg. The situation is at the same time similar and different at McLaren. Prost enjoys the greatest support and trust of the team, while Rosberg has somewhat disappointed expectations so far. The Detroit Grand Prix thus comes as a golden opportunity for Keke, who is excelling at city tracks, see Dallas, Monte-Carlo, Adelaide and Detroit itself, in which he has achieved four of his five victories.
"Prost is a true champion and knows all the secrets of the car better than I do. But that's not why I consider myself beaten at the start, since determination and a certain kind of driving I don't lack".
Piquet and Prost, more the former than the latter, on the other hand, are poorly suited for this kind of racing, although the Frenchman has already won three times in the Monaco Grand Prix. Here, then, is the leitmotif of the race, in which Ayrton Senna again enters by force. The young Brazilian last year achieved pole position, which always remains within his grasp, and missed the win because of a mistake that landed him outside. An extra year of experience, natural maturation, make Senna one of the big favorites. And let's not forget that the Lotus driver has a car suited to the circuit, this time without fuel consumption problems. To be considered, at least for good placings, the Benetton and Ligier. The two teams in theory should have the advantage of not having to stop to change tires. As for Ferrari, logic dictates that it should be excluded from the summit-zone. Maranello's cars (which in 1985 took second place with Johansson and third with Alboreto but significantly behind Rosberg's Williams) have shown this year that they do not like tense circuits. Michele Alboreto explains:
"With this kind of cornering, our chances are slim. One can hope, assuming we find reliability, for an elimination race, but I think we are not in a position to aim for anything other than a decent placing. A few days before the Montreal race it was not possible to make changes on the cars reasoning that I am not optimistic".
Stefan Johansson, on the other hand, is a little more positive in predictions:
"Every grand prix is its own story. We do not have a very competitive car. However, if we could manage to. complete a good set-up, I think we could even get on the podium. Up to now everything has gone wrong for us, I hope to close this black period, culminating with the accident in Canada, which deprived me of a possible sixth place, honestly through no fault of my own".
Everything is ready for the American show: 2.000 volunteers, who, by the way, pay $10 a year for the privilege, on Thursday, June 19, 1986, finalize the layout of the track where the Detroit Grand Prix will be held. The track winds through the center of the auto capital, around the fabulous Renaissance Center, amid the skyscrapers. Engineers have redone part of the road surface, but holes and bumps remain, reasoning that the cars will be under considerable stress. We will see many sparks erupt from the bellies of the single-seaters touching the ground. Above all, the brakes and transmission elements will be stressed, taken to the limit of endurance. There are no major new features. On the second Lola-Ford left free by the injured Patrick Tambay should run, barring any last-minute surprises, Eddie Cheever. Some problems, on the other hand, for Michele Alboreto, who is suffering from a painful contusion in his right knee due to a blow suffered in the 300-mph spin he suffered in Montreal.
The Italian driver underwent appropriate treatment, but the problem has not been eliminated at the moment. It appears that the issue of taxes demanded of the riders by the U.S. IRS has been resolved. The riders will pay the required taxes, trying to spend as little as possible, with the intervention of the lawyers they have hired. On Friday, June 20, 1986, a wild Nigel Mansell sets the fastest time in the first qualifying round of this Detroit Grand Prix. On the difficult city track laid out on the banks of the Detroit River, in the midst of the futuristic skyscrapers of the auto capital, the Williams #5 whizzes by, in its fastest lap, in 1'39"490, at an average of 145.583 km/h, beating every previous record, official and unofficial. The time recorded by Mansell, who got out of the car and simply said:
"Great".
In a kind of tribute to himself, he leaves all his rivals stunned. Senna, second, not only loses his previous record but is also pulled off by 0.8 seconds, Piquet is third at over two seconds, Johansson in the Ferrari surprisingly fourth at about 3.5 seconds. And further back are in order Arnoux, Prost and Patrese (seventh and first of the Italians). Alboreto is tenth, detached by almost five seconds. It must be said that if there are no weather complications, several things may change on Saturday. On the city tracks. In fact, the deposit left by racing tires makes the asphalt less slippery and allows for more grip. In any case, however, it will be difficult to attack Mansell, who is going through a period of amazing form and is on the wings of success. His continued exploits worry his opponents. Nelson Piquet, with his trademark honesty, admits his teammate's prowess.
"My car was perfect, but I couldn't do more. It's clear that Nigel knows how to get the most out of Williams, especially on this track that I don't like".
Stefan Johansson, not at all perturbed by the rumors that his non-reconfirmation at Maranello for next year is certain, also exploits his Ferrari to the limit. On the last available lap the Swede leaps ahead. But this result should not mislead, or raise too many illusions.
"I took some big risks. You can do so one lap but not a whole race. On top of that, I also blew fourth gear twice. I was trying with the backup car as fifth was already knocked out on mine".
This means that the car's unbalanced problems have not yet been solved. After all, Alboreto (who had a differently adjusted single-seater) is proof of these considerations.
"The car is pitching, it has no grip, the turbo response time is still very high. A lot of work needs to be done".
There is also to be noted that Michele Alboreto did not even have a chance to approach the time he had achieved last year on the same track, when he started in third position turning in 1'43"748. The day, apart from the battle between Mansell (who used hard, almost race tires on the Williams), Senna and Piquet, holds no particular excitement. We note some touches against protections (Patrese, Arnoux and Berger) and several breaks, but nothing particularly serious, fortunately. Patrese the first of the Italians, with a Brabham that is apparently going up the slope, although many changes are still planned for the future in order to make more competitive the single-seater that was supposed to be the great surprise of the season and that instead until now has been the greatest disappointment. Without problems (but it was expected) the return of Eddie Cheever, who in his first contact with the Lola did not disfigure against Alan Jones. And let us remember that there is still one timed round remaining. Touching was the debut of Allan Berg in the Osella, a nice guy but lacking any experience. The car is modest, the driver as well, so that the result could only be the last position with more than 17 seconds behind Mansell.
It is even a bit dangerous to go that slow, but here the responsibility lies with FISA, which grants its super-licenses with at least questionable parameters. On a difficult track, all to drive, on Saturday, June 21, 1986, Ayrton Senna returns to the limelight. The Brazilian takes the eleventh pole position of his career (the fourth of the season) while also setting a fantastic record for the American street circuit with a time of 1'38"301, averaging 147.344 km/h. The Lotus driver will start ahead of everyone, with the role of favorite, in the Detroit Grand Prix, a very difficult and very tough race for men and machines. Behind Senna follows the always wild Mansell, who, however, is forced to bow to the perfection of his rival, whose concentration, during qualifying, is extraordinary. Ayrton Senna calculates everything: the time to go out, the temperature of the ground and air, how many cars are engaged along the track. A determination that never ceases to amaze: during the afternoon, since he was busy in consultations with the technicians of his team, instead of appearing at the usual press conference of the first three in practice, he sends a recorded tape where he asks himself questions and answers (in reality it will turn out that the Brazilian had escaped to the Hotel to watch the France-Brazil soccer match, valid for the World Championship played in Mexico). It is not certain, however, that Senna will succeed. The race is among the most challenging of the season. The very angled course forces the drivers to a prohibitive fatigue, while the cars are stressed in all their parts with the possibility of breakages for gearboxes, brakes, differentials, driveshafts, turbines.
It is from reliability that Ferrari's troubles come again, placing Johansson in fifth and Alboreto in eleventh, without praise or infamy. The Italian is not well, he struggles to drive, the cars have difficulty with grip and gearbox problems. The Swede could also have done something better if he didn't get out of fourth gear so often. Basically when the cars jump, the drivers shift a bit blindly and the engine flakes, like speedboat propellers gravitate when they come out of the water. This causes difficult couplings and gears to break. Still, a very uncertain battle with possible surprise results (last year Senna and Prost ended up against the protective walls) can be expected, given what happened in practice where everyone pulled hard to gain advantageous places on the grid. There was no shortage of thrilling moments. In the morning Piquet went off in the straight in front of the pit; in the afternoon Prost imitated him, almost in the same spot. Nasty accidents, with damage fortunately only to the cars. Among the day's news was Ligier's confirmation of a great Arnoux in fourth place and Patrese's eighth place in the Brabham. The Italian driver risked rear-ending Senna, who traversed in front of him, otherwise he might have achieved even a better time. Then the Brazilian went to apologize to him. Also excellent was the performance of the returning Eddie Cheever, a quality professional. He had not driven a Formula 1 car for seven months. He arrived in Detroit called by Lola-Ford to replace Tambay, placed tenth (ahead of Alboreto), but most importantly, he trimmed almost three seconds off his teammate, former World Champion Alan Jones, who certainly did not like the comparison. Scrolling down the time list, one can see a small crisis for McLaren, with Prost seventh and Rosberg ninth. The British team had shone in Monte-Carlo, but evidently failed to fine-tune its cars on this anomalous track. In any case, as far as the race is concerned, one should not take Prost and the Finn out of the prediction. Says Nelson Piquet:
"On a physical level, this is perhaps the toughest race of the year. You have to change thousands of times, brake like desperate, try to stay sharp. After thirty laps those who have spent too much energy will risk making a mistake".
This then is another of the many leading reasons. But Williams certainly after two consecutive victories and three season's claims has what it takes to still give everyone a run for their money. Unless Senna performs one of his miracles. Michele Alboreto, on the other hand, does not want to delude anyone.
"Don't rely on me much on this occasion. I have pain in my right knee, I can't drive with the necessary concentration. I will try everything I can, that's obvious, but I'm not in the best condition. It's a bad period".
Hopes for a good finish rest on the shoulders of Stefan Johansson, The Swede is not very optimistic, but says the car has improved from the first day of practice:
"If they hold the brakes and gearbox, I could have a good race. We will have to be very careful at the start and in the first few laps and try not to make the slightest mistake".
Meanwhile, the pilot market, like the soccer market, is now diluted in space and time. The whirlwind of indiscretions, inferences, suppositions, grows wider and wider every year. The most valuable piece of this movement is, of course, Ayrton Senna. The young Brazilian is the emerging ace. He is going strong, he is determined, he is considered a good test driver, he is coveted by those who are also looking for a good publicity figure. There has been much talk recently about his likely move to Ferrari, talk also fueled by his visit to Maranello. Senna, however, has two goals in his sights: he wants a team capable of aiming to win the World Championship, and he wants to get a record amount of salary for one season: $5.000.000. The team that wants him will most likely have to shell out $10.000.000, as the contract is expected to be a two-year one. The expense is enormous. But Ferrari has not had this problem for a few years now, solved by an agreement established jointly with Marlboro, which provides payment for the Maranello drivers. The multinational tobacco company, unable to advertise directly in many countries, invests incredible sums in sports, motorsports in particular, so much so that at least a dozen Formula 1 drivers and two teams (McLaren and Ferrari) are practically tied to Philips Morris. Now the difficulties consist in the demands of Senna, who also demands a certain technical set-up of the team that will hire him and guarantees of privileged treatment, with even decision-making powers. It is for this reason that the Maranello team would be looking for a designer and also an engine driver, despite the fact that its ranks in the field have strengthened considerably lately. If the deal does not happen, however, Senna is unlikely to stay because it seems that the John Player Special is unwilling to continue next year with the expectation of spending so much money. Nelson Piquet's future is also uncertain. It seems that the two-time World Champion has a contract for two The rumors about Alboreto years with Honda, but it is not certain that the Japanese company in 1987 will limit itself to supplying its engines only to Williams.
The British team, in turn, may be interested in Michele Alboreto, whom it already wanted to take before his move to Ferrari. Among the up-and-coming drivers, under scrutiny are Austrian Gerhard Berger, who does not cost an excessive amount of money, and Nigel Mansell who-as he himself said in Montreal-is looking around for a similar hire to what only Prost, Piquet and Rosberg have gotten so far, close to $3.000.000. Mansell himself has hinted at the possibility of contact with Ferrari as well. Sunday morning, during free practice, incredulous spectators see Nigel Mansell driving the #28 Ferrari. It is not a hallucination: on the car is a driver wearing the helmet of the English racer. Then the mystery is explained: the Swede's helmet and gloves had been forgotten in the garage about 500 meters away from the pit. Therefore, Johansson waited a few minutes, then borrowed the helmet from Mansell, who kindly offered to help his friend in distress. A few hours later, the unfortunate Huub Rothengatter will fail to take part in the race as some electrical components mounted on his Zakspeed fail during the parade lap. The remaining cars lined up and on Sunday, June 22, 1986, at the start of the Detroit Grand Prix, Ayrton Senna got off to a fast start, followed by Nigel Mansell, René Arnoux, Nelson Piquet, Stefan Johansson and Nelson Prost. The Brazilian tries to pull away from the Williams, but the stout Nigel, strong with a more balanced and powerful car, overpowers him. But it soon becomes clear that something is wrong. Mansell has to slow down for brakes that are not fully working and Senna passes again. The Brazilian then returns to the pits for a puncture, leaving the way to René Arnoux. The tussle blazes to the sound of lap records. René Arnoux also has a few problems under braking and is overtaken by his teammate, Jacques Laffite. The series of tire changes begins, from which only Riccardo Patrese is excluded, who has special, narrower Pirelli rear tires. There is also the great rant of Nelson Piquet, who seems destined for victory, but then an accident on lap 41 excludes him from the race.
Ayrton Senna wins the Detroit Grand Prix, followed by Jacques Laffite, Alain Prost, Michele Alboreto, Nigel Mansell and Riccardo Patrese. Ayrton Senna, with two wins under his belt, again moves to the top of the World Championship standings, ahead of Alain Prost and Nigel Mansell. The Brazilian has a three-point lead over the Frenchman. Prost could have limited the disadvantage to just one point, but he was overtaken by Laffite with nine laps to go. The two are compatriots, great friends, always playing golf together. But in Formula 1, at least, there is no friendship or even combines in the race. Whoever goes the fastest wins. And so, Formula 1's Brazil takes revenge on France for its defeat in the Mundial. Indeed, in an exciting race Ayrton Senna beat Jacques Laffite and Alain Prost. At the end of the race, Senna took the lap of honor waving a flag of his country. He did almost two laps, waving the Brazilian flag. The day before, he had lost $1.000 in a bet with his coach, Gérard Ducarouge, betting on his national team in the match against France. Thus he took immediate revenge. Ayrton Senna, who is not a big fan so of soccer, got carried away by his enthusiasm for the Mundial. On Saturday morning, the Brazilian driver bet with Lotus' designer, Frenchman Gerard Ducarouge, $1.000 on his country's national team winning. Be that as it may, Ayrton Senna is once again leading the world championship. But this neither worries him nor exalts him too much:
"I was banking a lot on this race being favorable to my car. And it actually went well, despite seeing a tire sag in the early laps and having to pit. So everything became more difficult. But it went well".
The Brazilian driver does not spare criticism of the Detroit Grand Prix organizers, guilty, according to him, of not removing Piquet's car quickly from the track when the Williams racer crashed into a wall.
"It was a very dangerous spot, we were in danger of crashing into it every lap. Also, the marshals would flag the obstacle one time, another time they would stop flagging, so we were forced to be careful anyway because we didn't know if the car was still there or had been taken away. For an incident like that, maybe they should have suspended the race. In any case, it ended well and I am happy. Now we go back to Europe to race, and everything will become much more difficult for me. But I will not back out of the fight, because being at the top is enjoyable".
Second, on the podium, old Laffite celebrates his Grand Prix number 174:
"I practically died. It was one of the most difficult races of my career. I'm hardly able to speak so much I'm fatigued. The car was hard to hold and I had to take a lot of risks to get this second position, but it compensates me a lot for my efforts".
Michele Alboreto with Ferrari came close to the podium, with an encouraging fourth place. Small consolations for the Italians as well, as Patrese closed in sixth. It had not come in a long time to see two Italian drivers in the points zone. The Detroit Grand Prix was certainly one of the most exciting, uncertain and hard-fought races in some time. The race was tight until lap 41 of the 63 scheduled. By that time Senna was firmly in the lead, but behind him Piquet was catching up after a tire change. The Brazilian of Williams, however, betrayed by his eagerness, made a mistake and ended up brutally against a low wall, destroying his car. From that moment for Senna it was just more about controlling the lead. It started immediately, with an exceptional tussle. There were seven successive leaders. In order Senna, Mansell, Senna again, Arnoux, Laffite, Piquet and then the Brazilian Lotus driver went on to win, with a bit of luck and great control of the race. The test as it was known was dominated by the considerable stresses to which the cars were subjected and the physical fatigue imposed on the drivers, Piquet's mistake is a prime example, just as another mistake took René Arnoux out of the picture when on lap 47 he was in second position and giving the impression that he could challenge Senna. The French driver explains what happened:
"After I stopped to change the tires the car was easier to drive but the brake pedal had become long. In any case I had gotten used to this situation. When I got to second place behind Senna I went off the track. I approached the corner by going too wide, at the point where Piquet had come out, and I hit his car, which had stayed there. The bump repelled me to the other side of the track where I had an accident with Boutsen who was coming in at the time. Too bad, I could have been on the podium too".
In contrast, a brake problem affected Mansell's race, who got off to a great start but then alternately braked and relaunched when discs and pads overheated or cooled. The Englishman also spun in the finale to hold back Alboreto, who was attacking him for fourth. And so the Italian was able to move up one place. However, the Ferrari did not give the impression of being very competitive, as was already known. Although Alboreto did some fairly fast laps, the placing is a credit to the driver (who was able to drive without making mistakes, suffering from the knee pain that has plagued him these days) and the withdrawal of some of the most competitive rivals. Johansson, on the other hand, was knocked out of the race by a trivial failure, an alternator failure, when he was in sixth position, having already made the tire change. It should be noted that Senna stopped twice in the pits to change tires: once on lap 14, due to a puncture that took him from first to eighth place, forcing him to make an exceptional recovery, then on lap 40, when he had already built up such a lead that he remained in the lead (thanks in part to a tire change made in 8.28 seconds), ahead of Piquet. Formula 1 exited the car capital triumphantly. In the three days of the Detroit Grand Prix, 257.000 spectators attended the circuit, almost an all-time record. There was no shortage of controversy over ticket prices being too high, but the balance is excellent and there is already a contract to run two more years on this city track. Satisfied therefore are organizers. FISA and FOCA; somewhat less happy the drivers. Apart from the winner, Ayrton Senna, and the veteran, Jacques Laffite, second after a good fight, all the others have something to complain about. Ayrton Senna affirms:
"I'm relaunched at the top of the world championship, but I don't think I'll have many opportunities in the upcoming tests. The Renault engine in my Lotus is outstanding for qualifying and performs well in the race. But it is still affected by excessive fuel consumption. On this track there were no difficulties, but in the next races I will be forced to be an extra".
Balance sheet not too positive for McLaren, which had to be content with third place by Alain Prost (strangely enough, the car powered by the Tag-Porsche engine never shone here), almost disastrous in relation to the possibilities that of Williams, which had to settle for fifth place by Nigel Mansell despite having two winning single-seaters. Nelson Piquet made a big mistake, confirming his moment of crisis, above all psychological, which, however, could be resolved with a return to the real speed circuits. For Ferrari's balance sheet without praise or infamy: Michele Alboreto's fourth place is the best that could be achieved with the F1-86 that still has some reliability problems, but above all is behind the best cars by at least one or two seconds per lap. The race, however, was for three quarters very interesting and hard-fought, proving that the balance of forces is an important component for the success of the show. And in this regard on Thursday, June 26, 1986, in Paris, at the FIA executive committee meeting, the future will be decided. President Jean-Marie Balestre will have to choose which method to apply to reduce engine power from the current 800-900 HP in races and 1000-1200 HP in qualifying, to about 600 HP. The new regulations are expected to take effect on February 1, 1987. Three trends had emerged in the engineers' meetings in Montreal: reduction of engine displacement to 1000 cc (currently it is 1500 cc), the introduction of an equal valve for all to control boost pressure, and limiting the air flow rate in the intake. And all the teams had given their word that the solution would be found with one of these three measures. These days, however, FOCA has become the spokesperson for the British teams for a new proposal tending to eliminate qualifying engines, which cost a lot and last only a few laps. They would like to change the practice schedule: free practice only on Friday, a short warm-up on Saturday morning, and in the afternoon an 80-kilometer race, with line-ups based on the results of the previous race, to determine the starting grid the next day. Having to run a race of several laps, it would no longer be possible-according to the intentions-to use special thrusters. In any case, this request does not solve the problem of safety, which is then what determined the need to reduce power. Thursday's appointment, therefore, is most important, while the teams, in anticipation of the race to be held on Sunday, July 6, 1986, on the reduced track at Le Castellet, go into the week to test. Williams, McLaren, Lotus and others at Silverstone, Ferrari at Imola.