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And then someone dares to say that Formula 1 is in a popularity crisis. Perhaps some races recently have disappointed, but when there's the call of an important event, no one wants to miss it. At least that's how it seems as we arrive in the Principality, where on Sunday, May 11, 1986, the fourth round of the World Championship will take place. Absolute chaos in the streets already on Wednesday, May 7, 1986, tickets sold out, hotels packed to the brim. There's no place to find unless you're willing to pay figures with many zeros. Everything is ready for the race. With the usual skill and professionalism now tested over 44 editions of the Monaco Grand Prix, the carpenters have set up guardrails, protections, nets, walkways, and stands. The track has changed: a zig-zag chicane by the harbor after the famous tunnel should significantly reduce downhill speed, contributing to safety. The corner leading to the pit straight has also been modified. But here the reasons are different, a tunnel has been dug to create an underground parking lot, and instead of the curb, there's a solid iron barrier that it would be best not to hit with the car's nose. The drivers practice on the track, some with road cars, others on bicycles (Johansson loses his breath halfway up the hill). Ayrton Senna, not wanting to deviate from his reputation as a meticulous driver, takes a nice walk on foot, checking every centimeter. The king of pole positions, who has started in front of everyone since the beginning of the season, is convinced that this race will be decisive for his ambitions towards the world title.
"This circuit should suit my Lotus. There are no consumption problems, the car is very stable, so it's an important opportunity to secure valuable points. I absolutely must aim for another pole. Overtaking here is nearly forbidden. Consequently, the starting position is crucial. I'll go all out to set the best qualifying time. And then let's hope the car doesn't let me down during the race".
At Lotus, they've discovered that the wheel bearing failure that stopped both the Brazilian and Dumfries at Imola wasn't caused by defective material but by improper setup. Senna also says he's rather tired:
"Testing cars is something I always enjoy. But I hate traveling, hotels, always eating in different places".
A quip naturally comes to mind in response to these reflections: so why not go to Ferrari, which has a private track?
"Sure. And in Emilia, the food is good; the Maranello team has an excellent chef, and the climate is certainly better than the one in London where I currently reside".
Senna thinks that Williams and McLaren still constitute the most challenging obstacles. And he says:
"Let's not forget Ferrari either".
Meanwhile, the usual pre-race atmosphere prevails in the Maranello team. A lot of caution. The cars have been adapted to the circuit type: double rear wing for maximum aerodynamic downforce, some small modifications to enhance reliability as well. So far, the F1-86s haven't shown much fondness for slower circuits. Who knows if the work done these days at Fiorano will yield some positive results. Alboreto and Johansson, for now, withhold their comments:
"First, we hit the track, then we'll talk".
On Thursday, May 8, 1986, changing the order of factors doesn't change the product. Even on a chaotic day of practice, with few drivers satisfied with their results, Ayrton Senna sets the fastest time, securing the provisional pole position for the Monaco Grand Prix.
The timing for Lotus #12 is 1'25"222, at an average speed of 140.583 km/h. That's almost five seconds slower than the record (1'20"450) that the same driver had set last year. For the first time this season, Formula 1 cars haven't improved the track record. But it's not that the single-seaters are slower. The difference is caused by the new chicane after the tunnel, which extends the track by 18 meters. Truth be told, Prost and Senna had been faster in the morning free practice (1'24"829 for the Frenchman). But for different reasons, neither managed to repeat their performance in the afternoon qualifying session. So, for now, we have an atypical lineup, with Nigel Mansell not among the 20 competitors admitted to the race and other drivers in positions different from what was expected. While Ferrari achieved a result without praise or shame considering what had been seen in previous races, with Alboreto in eighth and Johansson in tenth. The Williams team surprisingly disappointed. The English team was caught off guard by the Honda engine, which showed an unusual fragility. Four engines broken in a day, which hadn't happened in a while. Regarding Ferrari, it's claimed that something has also been changed in the engines at Maranello. So far, for better or worse, the performance has been there in terms of both top speed and acceleration. Here, however, in the few tens of meters between the pit box corner and the photocell that monitors progress, there were several km/h less than the faster cars. Additionally, Alboreto (but it's no longer news) hasn't tested much. In the morning, a shock absorber wasn't functioning properly on his car, then a lubrication system connecting pipe failed twice. In the afternoon, the Italian driver took to the track when the practice was stopped to remove Streiff's Tyrrell from the tunnel, which got stuck due to a gearbox failure.
Later, Alboreto found oil left by Piquet's Williams at Rascasse. Moreover, Johansson was entangled in incredible traffic. Brighter notes for Brabham. The setup prepared by Gordon Murray, which shifted the weight backward, seems to be working well. Patrese and De Angelis had no trouble, and for the first time this year, they are at acceptable levels, with the possibility of doing even better. Prost had a minor accident that forced him to switch to the spare car. However, it's worth noting that McLaren is continually improving, and it wouldn't be surprising if in the race, the World Champion and his teammate Keke Rosberg were the absolute protagonists. The new turbo Ford-powered Lola is also performing well: Jones secured a fantastic sixth place. There was also a surprise from the old Arnoux, always at ease when it comes to showing determination and driving skill at remarkable levels. The third time of his Ligier, along with Laffite's seventh, Berger's fifth, and Patrese's ninth, signifies the good level Pirelli has reached on this circuit in terms of qualifications. Teo Fabi, on the other hand, couldn't defend himself, as he had a very unbalanced car. The Benetton was caught red-handed during a technical inspection by the stewards. The front wing, in its side partitions, was movable (meaning it could be raised and lowered, offering aerodynamic advantages), which is prohibited. Obviously, the device was locked. So, it's difficult to find smiling drivers at the end of the practice. Everyone has something to complain about, to discuss. Not even Ayrton Senna, who set the fastest time, is content:
"Personally, I also made a mistake, coming out of the new chicane, shifting the wrong gear. My fault. Maybe I haven't quite grasped the setup of this rather abrupt zig-zag yet. With the second set of tires, I found Johansson's Ferrari going slower than me into the St-Devote chicane. On the racing line. I widened my trajectory, but then I had to brake to avoid hitting him. These things happen. I only got scared because a marshal signaling the overtaking waved the flag right in my face. A few centimeters lower, and it could have hit me on the helmet with the pole. You have to be careful. In any case, I don't think my time will be enough to stay ahead of everyone. We have to go faster".
At Ferrari, all mechanics are focused on the cars. Engineer Carniglia, who was previously in charge of Johansson's car, is absent. He likely has a new assignment. Alboreto looks grim, sweat-covered.
"I gave it my all, but it didn't go well. Here, to hope for a good placement, you need to start at least among the top five. Besides the minor contingencies, perhaps the car would have allowed me to be a bit faster. Anyway, there's always a lot to work on: understeer, traction, grip. In short, it doesn't promise well even this time".
It's worth noting that Ferrari, to avoid the troubles seen in previous races, has once again installed Brembo brake calipers. The immediate future of Formula 1 hangs in the balance for an hour. Those sixty minutes available on Saturday, May 10, 1986, between 1:00 p.m. and 2:00 p.m., for the second qualifying session of the Monaco Grand Prix. In a circuit like Monaco's, having a good starting position is crucial. The race outcome will likely be determined by the lineup, as overtaking is difficult, and fuel consumption, finally, doesn't matter. There's a Senna who wants to hold onto the pole position secured on Thursday. We have a determined Rosberg aiming to prove he's not inferior to his teammate. And the reigning World Champion intends to climb up from fourth place, convinced that his McLaren will allow him to go faster than everyone else. And then there's Arnoux, experiencing a second youth, the ascending Austrian Berger with Benetton, and Ferrari hoping to remedy a series of modest results. Alain Prost is the most charged and simultaneously the most composed:
"If everything goes as it should, I'll be at the front at the start. And I'll be seeking the third victory on this circuit".
Senna retorts:
"It's a track that suits the capabilities of my Lotus. I have to make the most of the opportunities that come my way. Otherwise, farewell to dreams of the championship title. In the upcoming races, I won't have the same chances".
Nelson Piquet says:
"We had an unlucky break with the four broken engines, but we know where the issue is, and we can recover immediately".
Behind these determined intentions, there isn't just the illusion of a stage victory in such a prestigious race. The game concerns the entire championship. Whoever manages to secure the nine points available for the first place will have a significant say for the rest of the World Championship, whether they aim to break away at the top of the standings or hope to get closer to the top contenders, namely Senna, Piquet, and Prost. Ferrari, on the other hand, is grappling with quite different problems. On Thursday, the team received confirmation of the modest performance of their cars on slow tracks. On Friday, the Maranello technicians make adjustments to the car setups with the intention of improving traction and grip. The dreadful understeer that pushed Alboreto and Johansson back to eighth and tenth places needs to be eliminated. Around the Maranello team, there's a buzz of rumors. Talks of changes, innovations in all fields. But results haven't arrived yet. And that's what matters. It's difficult to understand what's happening given the resources available and the dedication of everyone. True, you can't always be the best, but mediocrity doesn't befit the Maranello team. On Friday, Marco Piccinini analyzes the situation. The sports director says that Ferrari is still paying for the technical impasse of 1984 (Mauro Forghieri's management), and not having access to a mobile wind tunnel that provides higher quality data compared to a static one is a costly deficiency. This might be true, but it's certainly not the fault of the Italian press, which, according to the team manager, is guilty of excessively praising victories and not supporting Ferrari enough in difficult times. It's the cars that count, their competitiveness. Even the best drivers become powerless if they don't have cars capable of competing on equal terms with their opponents. Thus, they continue to await better times, looking at the others. And even the efforts of various drivers like De Cesaris, Nannini, Ghinzani with Minardi and Osella become interesting, moving, as they strive in the background to secure at least a spot among the twenty drivers who will start in the world's most famous race. After a day of relaxation, on Saturday, May 10, 1986, Alain Prost and McLaren return to the spotlight, and Ferrari, led by Michele Alboreto, reappears at the top. The French driver, having won the Monaco Grand Prix in the last two seasons, is now the favorite in the fourth race of the Formula 1 World Championship. Favored by his skill, the competitiveness of the car he drives, and having secured pole position, the sixteenth of his career. In the qualifying session, a fierce battle could be seen, as expected, to secure a good spot on the grid, crucial for the race.
This led to a revolutionized starting grid compared to Thursday: Alain Prost in the first place, Nigel Mansell next to him, followed by Ayrton Senna and Michele Alboreto in the second row. The man in pole position, Alain Prost, offers many words to numerous interviewers, setting aside his more recent tense and almost surly demeanor. There are several smiles, and even a laugh when Laffite complimented him and whispered something to him.
"The pole position means three-quarters of victory already in the bag, here in Monte Carlo. I think I can also grab the missing quarter, but my focus is not just on winning a race: I aim to defend my World Champion title, and now I know even better that I can do it".
His car was the same one used on Thursday:
"However, the track has improved, as always happens in street circuits, due to the rubber deposits on the road, which levels it".
But others needed to improve too...
"I perhaps had the luck to complete a few laps without traffic".
Ayrton Senna, embraced by the crowd, provides an unexpected display of maturity in commenting on his missed pole position:
"Sooner or later it had to happen. Nowhere does it say that I must always start with the best time. The third position suits me as well. To some extent, here it was more important than elsewhere, but it also matters to drive well, and in the practice sessions, among other things, I posted a time that's the best of all. Then I was unlucky during the official qualifying. Heavy traffic on the track felt like being on Copacabana, on Avenida Atlantica when cars are in a procession. Initially, I was also slowed down by the oil left on the track by De Cesaris. In short, I never had the chance to do a clean lap, all to myself. Besides, Monte Carlo is ruthless, merciless; there are important people who can't even qualify".
And Mansell, Senna's great rival? The Englishman says:
"I'm ahead of Senna, following Prost, and it's up to the young Brazilian to attack me, to overtake me. If there's contact, something serious could happen; the problem is his, and it's significant".
Nelson Piquet has broken a valve spring:
"And so, here I am far behind, eleventh, on a track where making a comeback is almost impossible. I'll aim for consistency in the race, my target is the podium".
For Ferrari, it's the best result of the season. But one should not be deceived: this feat is more the merit of the driver than the car. Alboreto drove driven by desperation, fueled by the desire to erase the problems that have haunted him so far. He drove with his heart, pressing the accelerator even when the car wobbled from side to side on the track. Johansson (also hindered by traffic) is in fifteenth position, and that says it all. At the end of the practice sessions, Michele Alboreto says:
"Ferrari has certainly improved. However, we still need to work a lot, in fact, a lot".
Oversteer, understeer, the abrupt delivery of engine power, it wasn't easy to set a good time, especially because the competitors were fierce. Marco Piccinini, the sporting director of the Maranello team, says:
"It's all thanks to Michele".
And Michele lets it be known that at 2:20 p.m., Enzo Ferrari thanked him over the phone.
"He had told me a few times before, but not like this, and at a moment like this".
A moment that seven hours earlier Giovanni Agnelli had defined as sad. Alboreto also added:
"I leaned everywhere, maybe even against a guardrail, to set that super-fast lap. I think the four tires need changing. I even had a couple of breathing crises; you try going into fourth gear in certain corners. I gave everything, sometimes I closed my eyes, I took risks. It would be nice, now, to race the Grand Prix without thinking about the final result, to attempt an exploit for a few laps, but we at Ferrari have a long, complex plan: I'll attack, but not recklessly. No ten laps of fury".
During his morning visit, Giovanni Agnelli surprisingly mentioned:
"A lengthy effort, so that the car is put on the road in the best possible way: the moment is sad, it's not easy to come out of it quickly".
Agnelli also spoke with Alboreto, expressing:
"Generic words of encouragement. But it's as if he's always with us, he's there even when he's far away. Just like Ferrari, after all".
Vittorio Ghidella, CEO of Fiat Auto, says:
"Alboreto's time shows that the potential is there".
And Marco Piccinini stops joking, as he had done earlier when he spoke about the opportunity to go slowly:
"That's how you take fewer risks".
He had also responded to a journalist's question, who politely asked what had been done to the cars:
"We took them for a leisurely drive, let them have a little fun, take a pee".
All of this must be understood within the usual tension of the Maranello team, a tension that is exported everywhere, in the careful, almost manic management, even of the sighs. Giovanni Agnelli also spoke about Ayrton Senna, describing him as a driver who has always been entertaining, likening him to a Platini of Formula 1.
However, Alain Prost was the fastest, clocking a time of 1'22"627, at an average speed of 144.999 km/h. He achieved this time towards the end of the session, on his eleventh lap. Up until that point, Nigel Mansell had been leading, pushing the Williams to the limit and surpassing Ayrton Senna. The Englishman hadn't qualified on Thursday, and his leap forward was truly impressive. In truth, Senna would have had the opportunity to secure his fourth consecutive pole position. However, luck wasn't on the Brazilian's side this time. It's part of the game, especially on the Monte Carlo circuit. During the morning practice session, Ayrton had soared on the track, recording a time of 1'22"340, a time that would have put him ahead of everyone if repeated. Behind this quartet of top drivers, there are a few confirmations and surprises. We find Gerhard Berger, increasingly motivated, in fifth place with the Benetton, the first of the drivers using Pirelli tires. Then there's Riccardo Patrese with an improving Brabham. But the Italian driver, too, performed miracles; he was absolutely brilliant. It can be well argued that two Italian drivers, Michele Alboreto and Riccardo Patrese, did outstandingly well. Among the defeated, there are Keke Rosberg, ninth, struggling with traffic, René Arnoux forced to use the reserve car due to a collision with his Ligier against Nigel Mansell's Williams in the morning (the chassis was irreparably damaged). Also far back was Nelson Piquet, whose unbalanced Williams prevented him from taking excessive liberties on the track. Tambay's Lola-Ford was well placed in eighth, while Alan Jones ended up far from the front: a suspension gave way during braking, and the Australian crashed into the barriers at the St. Devote chicane. Sunday, May 11, 1986, the race is one to watch, to enjoy. Alain Prost is the favorite, but how will he face Nigel Mansell, who here in Monte Carlo has been on the front row for four years and seems to particularly appreciate the track? And what will Ayrton Senna do, a driver who doesn't admit to staying behind his rivals? Once again, Ferrari represents the unknown. Alboreto is a great fighter, but much depends on his car. The characteristics of the circuit emphasize the drivers' skills but also put significant strain on the mechanical elements. At the last spot on the grid will be Elio De Angelis, betrayed by the lack of pressure in his BMW engine. Out of contention, and it's a pity, are Piercarlo Ghinzani, Andrea De Cesaris, and Alessandro Nannini. The first by a tenth of a second, the two Minardi drivers due to engine and turbine failures. A shame.
But it's the harsh law of the Monaco Grand Prix, which allows only 20 cars on the track. The circuit is narrow, and so are the pits. On Saturday, in fact, a serious accident also occurred: Jean Sage, a well-known figure in the automotive world, director of Renault Sport, crossed the deceleration lane without noticing the arrival of Johansson's Ferrari. The Swede did everything to avoid Sage, but the Frenchman was hit by the right rear wheel and thrown to the ground. Sage was hospitalized for some contusions and a head injury. The best wish is for him to watch the cars with his engine on TV among the protagonists of what should be a great race. Sunday, May 11, 1986, at the start of the Monaco Grand Prix, the drivers enter the St. Devote corner in a cautious line. Only Ayrton Senna attacks and overtakes Nigel Mansell, who, remembering past incidents, prefers not to respond. This sets off a carousel led by Alain Prost with extreme confidence. The first five cars, in fact, travel equidistant from each other, with the gaps increasing proportionally. During the third lap, meanwhile, Jones eliminates himself by colliding with Streiff. The Australian tries to overtake the Tyrrell but overshoots the Tabac corner and crashes into the car in front of him. The group consisting of Prost, Senna, Mansell, and Alboreto continues in a single file until lap 15 when Michele Alboreto's Ferrari #27, already slightly slower than its competitors, makes way for the aggressive Keke Rosberg. Meanwhile, the ordeal for Teo Fabi begins, as he stops on lap 17 due to brake issues, fuel pump problems, and various other troubles. Elio De Angelis' Brabham, after tuning the car in the morning, had started from the last position with hopes of having a decent race. This Brabham, however, has already shown some minor progress, and we might see it at the top in the future. In fact, Riccardo Patrese manages to pass Gerhard Berger (also struggling with grip) and climbs into sixth position. There are no further changes until lap 28, when the series of tire changes begins. First, Nigel Mansell enters the pits (the Williams cars were having problems with the engine, which was stuttering at the exits of slow corners), then it's Keke Rosberg's turn, while Stefan Johansson is already significantly lapped. During lap 35, fresh tires are also mounted on Alain Prost's car, and as a result, Ayrton Senna takes the lead for seven laps in an emotional attempt to hold on with the Lotus sliding from side to side on the track. The positions revert to their initial configuration.
But Michele Alboreto is missing, returning to the pits on lap 38 with a non-functioning left turbine. At the moment when it's Ayrton Senna's turn to change tires, Alain Prost retakes the lead. Keke Rosberg moves into second place, while the Brazilian rejoins the track in third, ahead of Nigel Mansell, followed by René Arnoux and Jacques Laffite. It's worth noting that Laffite participated in the race with the spare car due to an oil leak on his race car. Just five minutes after the start, he was still adjusting the car, and when the race began, he lost positions and had to make a comeback, which he later paid for in the end. Nothing more happens, and Alain Prost wins the Monaco Grand Prix, followed by Keke Rosberg, Ayrton Senna, Nigel Mansell, René Arnoux, and Jacques Laffite. One must have the audacity, or the boldness, or even the iconoclastic impudence to write that these Formula 1 Grand Prix races are boring and unattractive. In Monte Carlo, Alain Prost, who is French, won amid the somewhat frigid enthusiasm of the crowd, primarily seeking expensive sun therapy, meaning a sunny spot in the stands. You can't even say that Prost froze an audience, especially the Italian one, because the influx from Italy was relatively low, given Ferrari's struggling performance. For this reason, in some usually overcrowded areas, patches of emptiness were visible. A kind of incipient leprosy of interest. A great boredom, indeed, apart from Tambay's flying.
Prost in the lead, Prost with a significant advantage, Prost changing tires and falling behind Senna, waiting for the Brazilian to also pit for tire changes. And if something happened to Prost, there was Rosberg's McLaren in second place, like a traveling backup. Enthusiasm at this point becomes entirely technological. Indeed, the McLaren performed like clockwork, but the fact is that a clock is never exciting. The post-race interviews with Prost, Rosberg, and Senna are also tedious, with the official press conference held in the press room bunker, after the tribe of journalists and photographers was split in two by the organizers' dictate: either talk to the top three or talk to the others; no moving around was possible. It seems that in addition to the already maniacal sense of perfection in Monte Carlo's organization, the legitimate fear of car bombs set up by terrorism's agents has been added in these times. So, the press conference involves two people engaged in praising themselves and speaking about their cars as a jockey talks about his docile and triumphant horse. Senna is busy praising Prost and Rosberg, or rather Alain and Keke, using a somewhat cheeky tactic, not bad for a young man, of speaking highly of those who beat you soundly, calling them Martians, so that even though you're a skilled earthling, you're excused if you didn't make it. The most interesting thing is the perfect bilingualism of Alain, English and French, and Ayrton, English and Italian (with Portuguese as a backup, and facial reactions suggesting he understands questions in French too). Alain Prost says:
"This is the third time in a row that I win here, but it doesn't hold any special meaning for me. What matters are the nine points for the world title, points earned precisely when it was thought that Lotus and Williams could outperform McLaren. Was it an easy victory? Never here: the physical effort is immense, as is the tension to avoid even the slightest mistake, which could be fatal immediately. Compared to Monte Carlo in 1985, when Alboreto was very fast, and Monaco in 1984, when I had to tame Senna, this third victory was more logical. I had predicted the tire change after 35 laps, and that's what happened. I knew Senna would have to pit too, even though I knew he didn't want to stop. No team tactics with Rosberg, who was far from me anyway: at McLaren, we don't do those things. Remember my duels with Lauda? The car was perfect, yes, fine-tuned but not modified: we had started late for 1986, especially compared to Williams, but now we're on track, and we'll be even stronger on fast circuits".
Then it's Keke Rosberg's turn, and he says:
"Alain is too strong. I managed my race steadily. I had a bad starting position, and I think I made up for it well".
And Ayrton Senna concludes:
"No chance against the Alain-Keke combination. McLaren has won the last two World Championships, that means something. I can't have any regrets. I pitted for a tire change after a slide, but two laps before that, I had already asked the team to get ready: I no longer had rear tires. After the pit stop, I didn't push harder to avoid compromising anything. My Lotus has tire and brake problems; we'll have to work hard".
Half an hour of press conference without mentioning Ferrari. Regarding their Monaco story, we deliver just one moment: when Alboreto aimed for the pits after about an hour of racing, the mechanics who were ready for the tire change understood everything from afar. Even before he stopped, they started taking off their gloves. There's no more inevitable gesture to indicate that there's nothing left to be done. It was the Grand Prix of disappointment, boredom, and yawns. No fierce battles, no excitement. Not Alain Prost's fault, a splendid winner for the third consecutive year in the Principality of Monaco. The spectacle was denied by McLaren's superiority, allowing the Frenchman to secure another victory following Imola and his teammate Keke Rosberg to take second place. All of this was accomplished without giving rivals even a hint of a chance to resist. Even the combative Ayrton Senna had to yield to the dominance of the white-and-red cars and settle for third place. The rankings continued with Nigel Mansell in fourth and the veteran Ligier driver duo, René Arnoux and Jacques Laffite, sharing the last available points. Twelve cars finished the race, four on the lead lap. These numbers reflect the absolute insignificance of the race, devoid of interesting or at least exciting incidents, excluding the spectacular flight of Patrick Tambay, fortunately resulting in no consequences for the driver. The French driver had a close call. A flight down the Mirabeau descent, a loop through the air, an accident that could have had serious consequences. Fortunately, the Lola driver emerged from the incident only with a scare.
"I was lucky. Someone up there loves me. Truth be told, I have to confess that in the morning I went to the church of St. Devote to pray and bring a bouquet of flowers. For two years, I hadn't been able to pass the famous chicane in front of the building dedicated to the Patron Saint of Monte Carlo. Two bad accidents at the start. This time I made it until eleven laps to go. I was trying to overtake Brundle's Tyrrell. I had been tailing him for a while. I was driving a car that wasn't mine, my pedals were too long, arms extended, seatbelts loosened. The Englishman blocked me several times, squeezed me when I put my Lola's nose inside the turn. I hit the wall, flew over the Tyrrell, and after completing a full spin, fortunately landed on my wheels. If I had stayed upside down, it would have been a big problem. Maybe the prayers did something... However, I'm not particularly disappointed. The Ford engine is improving; soon we'll have a new chassis too".
Martin Brundle isn't kind to the Frenchman:
"Tambay is presumptuous. He couldn't get past and still tried to squeeze through. So, he risked a serious accident and deprived me of a good placement after I managed to overtake Piquet after a fierce battle since my car isn't yet a Williams".
For Italian motorsport, as mentioned, the Monaco Grand Prix was a disaster. Ferrari forced with Michele Alboreto to retire for the ninth consecutive time (due to a turbine failure) and Stefan Johansson never in contention. Either the Swede is disheartened, he dislikes certain tracks, or he's given an even worse car than his teammate. The last hypothesis seems unlikely, given the results of certain past races, that the Swede is a significantly inferior driver to the Italian. Alboreto set the fourth-best time in qualifying (compared to the Swedish driver's fifteenth), at least fought in the top positions, while Johansson was hardly ever seen, finishing tenth three laps behind Prost.
"Ferrari victorious or we go back to the mistress".
A large banner displayed by fans along the circuit represents a sort of threat to the Maranello team, whose supporters have been returning home bitterly disappointed for some time now. They would have settled for even less than a victory. But once again, it didn't work out: Alboreto retired for the ninth consecutive time, Johansson finished tenth, three laps behind Prost. A gap of over 10 kilometers... In the Maranello team, they're no longer making dramas. However, the morale of the drivers is not high. Alboreto's face is dark, not due to a tan:
"The usual bad luck. I did well for a few laps, I could almost keep up with the pace of the leaders. Then I realized I had to drive at the limit, that I was risking too much, so I let myself fall back, hoping to finish, to secure a placement, a few points. But no: at a certain point, the overboost pressure started dropping, and I knew it was over. Anyway, we're not there yet with the car. Setting a fast lap in practice isn't enough to achieve valid results".
Even Stefan Johansson, who performed poorly at the back of the pack, as if he were incapable, is very angry:
"I had a problem with the left front tire overheating. Then understeer and oversteer. No traction, we can't get the horsepower on the ground. The car was sliding everywhere. We have to work, work".
Piero Lardi Ferrari, son of the Modena manufacturer, says:
"Once again, we were stopped by the failure of a component. A black day. We're trying to do something to address this situation. We will make changes".
It seems that Ferrari intends to change the turbos. Things aren't going well with the German KKK turbos in terms of results. Most likely, American turbos will be installed, the Garretts used so far by Renault. This new system will be tested immediately. In fact, Ferrari has immediate testing plans: from Monday, May 12, 1986, Johansson will be at Le Castellet, while Alboreto will be testing at Fiorano. Some optimism is expressed by Marco Piccinini, the sporting director of the Maranello team:
"It wasn't one of the best races. Alboreto was in a good position, like at Imola and Rio, two races where he could have even reached the podium. Furthermore, we're still dealing with reliability issues. But I promise you that at Spa, in two weeks, the situation should change. We should have several fairly significant updates, hoping not to encounter other obstacles on our path. The difficult period must come to an end sooner or later, rewarding the efforts that the entire team, no one excluded, is making".
At this point, after four races of the World Championship, the situation has become much clearer. Prost has taken the lead in the championship standings with a three-point advantage over Senna and a seven-point lead over Piquet, who surprisingly remained outside the top six in the Monaco Grand Prix. The Brazilian driver of Williams had gearbox problems but also confirmed his dislike for this circuit. Last year, Prost had a somewhat challenging start to the championship and had to chase Alboreto for a long time. Now he's already at the top, and his lead can be considered significant. In short, he's the man to beat, whereas before Monaco, the battle with Piquet and Senna was uncertain. The report is concise. Patrick Tambay, already on the starting grid, had to change his Lola-Ford due to a failure in a turbo lubrication conduit. It was a bleak day for Italian drivers. There were four of them in the race, and all retired. Apart from Alboreto, Patrese was forced to retire halfway through the race while he was in sixth place. The Brabham driver, after a cautious start, had overtaken Berger and seemed capable of attacking, but he had to repeatedly stop at the pits, losing many positions. The final blow: engine failure and the car caught fire, extinguished by course marshals. Riccardo Patrese says:
"Sure, the season didn't start well. I'm haunted by bad luck. But I'm not leaving this race disheartened. The Brabham has improved, we're finding the solutions to become competitive. We still lack reliability, hopefully we'll start improving from the next race in Spa".
Disappointment also for Elio De Angelis, who was also stopped by engine failure after a few laps.
"And it must be said that in the morning during free practice, I was faster than in qualifying".
It's a race to forget for Teo Fabi as well.
"In these days, I couldn't complete a single lap without encountering problems. Everything happened to me. Engine, brakes, chassis, a series of incredible troubles. I believe that now there's nowhere to go but up".
At this point, to this negative assessment, we must add Minardi's exclusion from qualifying and the misfortune of Osella, which missed participating in the race, at least with Ghinzani, by just two tenths. Yet, Formula 1 is almost entirely Italian: drivers, cars, sponsors, tires, technology in all fields, from rims to electronics, from brakes to radiators. It's necessary to gather something more; otherwise, there's a risk of complete disillusionment, even from Italian fans who were already much fewer in number in Monaco compared to the past. Nevertheless, Osella should present the new car, which will be tested from the middle of the week at Misano Adriatico. And in the meantime, the Alfa Romeo four-cylinder turbo engine should be ready to make its first laps on the track in the next few days. While Alain Prost and McLaren take flight towards the potential conquest of another World Championship, Ferrari sinks further into the crisis that opened last year during September when Michele Alboreto had to surrender to the French driver in the title fight. No one doubted the potential of the English team using the Tag-Porsche engine, but there were question marks, because even in Formula 1, power typically wears out. But Prost has responded in the best way and is leading the standings with two resounding victories out of the four races held. Alain Prost, who had paid a heavy price for his apprenticeship in 1984 alongside teammate Niki Lauda, is now repaying opponents in kind. The strength of McLaren probably lies in taking one step at a time, implementing planned progressive changes. On one side, the English specialists who oversee aerodynamics and chassis, on the other, Porsche technicians working on the engine, adapting it to circuit requirements. It's difficult, however, to know what Ferrari will do. It's been understood that there are innovations on the horizon, that perhaps the Maranello team will change turbines, transitioning from products supplied by German KKK (which equip Porsche and BMW engines as we know) to those of the American Garrett. It's not excluded that this innovation might bring improvements, but it's certainly not a total cure capable of reversing one of the worst situations of recent years.
The word is already out that Ferrari is thinking about the future. A new car, presumably revolutionary, for the end of the season, a nearly ready movable-floor wind tunnel, a whole series of technicians engaged in the work of reconstruction. Sixteen engineers from the Maranello team are dedicated to the engine, chassis, and aerodynamics, divided by sectors, specialized. It's no longer the time of craftsmanship, even though of the highest level. This has been said and repeated. However, it seems to be observed that in this struggling Ferrari, animated by great recovery intentions, with Michele Alboreto undoubtedly a valuable driver, something is still missing. Enzo Ferrari has always played the role of agitator of men and ideas. A role he continues to play with passion, with the same intentions as forty years ago. But the team, a living body, always young and full of energy, lacks a technical head, a person responsible for coordinating every element. There has been much talk in recent days about Gérard Ducarouge, the designer of Lotus. However, the discussion applies to all teams. In each team, there are individuals who deal with various issues, but they all need to answer technically to a head, to an expert who must integrate, in a very complicated mechanism like a modern single-seater, all the innovations that are proposed day by day. McLaren has John Barnard, Williams has Patrick Head, Brabham has Gordon Murray, for better or worse, and so on. Ducarouge doesn't design anything, doesn't play the mechanic, doesn't study engines. He merely has a global vision of the car and prepares it for tests and races, ready to assume all responsibilities without needing to ask from one side or the other if he can change this or that. Perhaps this is what's missing from the Maranello team. They have all the structures and personnel to succeed, but unfortunately, they're drowning in confusion.