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On Tuesday, July 14, 1986, the entrance to the Queen Mary Hospital in Sidcup, a few kilometers from the circuit, is practically blocked, clogged. Even so, in misfortune, you can understand what is the popularity of Jacques Lafflte, one of the most beloved drivers, not only by the crowd of motor racing enthusiasts, but also in the environment of Formula 1. Alain Prost had not yet taken off his suit on Sunday, after the race, that he was already leaving to visit his injured friend, to hear from him. Then on Monday there were friends, colleagues, technicians, team managers and, of course, journalists. The condition of the forty-two-year-old Frenchman was judged satisfactory by the medical team headed by Professor Tony Percy, who immediately after the accident had to subject the unfortunate pilot to an operation of an hour and a half to reduce the fractures. A transfusion of five litres of blood was also needed to remedy the severe hemorrhages. After careful examination it was determined that Jacques suffered a fracture to the tibia and fibula of the right leg, one fracture to the tibia of the left and five fractures to the pelvis. Other tests on Monday morning exclude complications to the kidneys and stomach, so it is believed that the pilot is out of danger. Laffite has practically never lost consciousness, but according to those who were able to approach him, he is unable to reconstruct the incident. As he did not realise what was happening except when he had already crashed into the guardrail barrier. His wife Bernadette, who was on the track, follows the infirm closely. He says that Jacques has some problems of intestinal origin, but that he should be able to leave the Queen Mary on Thursday morning to be transported by private Jet (probably , Mansour Ojieh's) to Paris. He asked to be admitted to the clinic of prof. Létourneau, the same one who had put Patrick Depailler in place, after a terrible hang gliding accident, allowing him to return to racing (unfortunately then the Frenchman died in an accident during a trial in Hockenheim) and who rebuilt Didier Pironi's legs. Laffite will still have to remain immobilised for at least three months. In the opinion of the British health workers, it is not excluded that Jacques Lafflte may resume competitive activity. It remains to be seen if he will still feel like it and if he will find his place in Formula 1 after his long absence. Ligler meanwhile makes it known that Laffite will be replaced in Hockenheim by the thirty-two-year-old Philippe Alliot, who has already competed in Formula 1 with Ram in the last two seasons. Alliot is currently engaged in Formula 3000, where he is among the main protagonists and has won the Belgian Grand Prix. The Laffite incident leaves a loop of controversy. It brings talks about the safety of cars, the discussions about the construction of the single-seaters that should have more protection at the front are back in the limelight. It is also disputed - by some drivers - the FISA's proposal to change the regulations for next year, having a mini Grand Prix disputed on Saturday.
"Two starts are more dangerous than any other solution".
A small controversy also regarding Lafflte's Formula 1 attendance record. According to some, the Frenchman starting at the British Grand Prix came in 176 races, on par with Graham Hill, ahead of all the other drivers of every era. Others, on the other hand, claim that the valid race was the next one, played in full. However, they are subtleties and we are sure that at the moment Jacques Laffite only cares about healing quickly. Then, eventually, he will have time to overcome this singular record. Meanwhile, in the great race that the Formula 1 teams are fighting to grab the best drivers and the best technicians for next season, it seems certain that Ferrari and McLaren have managed to place two sensational shots. On Saturday, July 19, 1986, to visit Enzo Ferrari in Maranello, nothing less than Nigel Mansell arrives around noon, the Williams driver who, with four successes this season, leads the standings and is the most serious candidate for winning the title. The Englishman stays at Ferrari for three hours. The Maranello team, for now, makes no statements and, on Saturday, the factory is officially closed. However, it seems that the agreement between Ferrari and Mansell for 1987 is practically done. The weapons with which Ferrari managed to steal Nigel Mansell from the Willliams and others should be predominantly economic in nature as - according to reliable rumors- the Maranello team is willing to pay the English driver a salary of about 1.500.000 pounds, while Williams would have offered Mansell a figure that did not reach 1.000.000 dollars. To make Mansell decide in favour of Ferrari was also another interesting news, also unconfirmed, but given for good in the circles close to Alain Prost. So, McLaren would get Honda engines for next year.
In recent days, just after the British Grand Prix, the World Champion and his team manager, Ron Dennis, had flown to Tokyo to sign the contract with the Japanese. Together with the Japanese six-cylinder, design engineer Gérard Ducarouge and rising star Ayrton Senna are also expected to arrive at McLaren. With this agreement, however, there is the possibility that Honda will buy the Lotus, as has been said in recent days. These shifts once again overturn the mosaic of the compositions of the various teams and make available on the market high-class drivers, such as Keke Rosberg and renowned technicians such as John Barnard, design engineer of McLaren. Barnard, disagreeing with the team, after selling his shareholding, is the strongest candidate to fill the technical role at Ferrari. Lotus, lost the chance to have the Honda engine, will presumably use the Renault six-cylinder, while Williams is expected to continue to use the Japanese engine. The news of Nigel Mansell's visit to Ferrari also bounces back in Monte-Carlo, where Michele Alboreto spends the weekend before going to Fiorano to test the cars that will be shipped to Hockenheim, for the German Grand Prix.
"I've known about this contact for a long time and so no surprises".
What is your opinion on Mansell?
"He is undoubtedly a leading driver, in fact, right now he is the fittest, and to the sound of victories he is proving it".
There was talk of a probable arrival of Senna, but now it seems that his partner for next season will be Mansell. Who would he want between the two?
"One or the other makes little difference. They are serious professionals, excellent drivers with whom I am sure I would have no difficulty in collaborating. Of course right now Mansell is number one, he is the fastest and with full merit he has won the last races".
Michele Alboreto cannot and does not want to add anything else also because there is no official confirmation from Ferrari. However, it is not difficult to understand that the agreement between the English driver and Maranello’s team should have been reached. It would not be explained, except in the crowning of negotiations that had been going on for a few weeks, Mansell's visit to Enzo Ferrari. In fact, it is not conceivable that the current world leader will go to Maranello for a simple courtesy visit or to deepen contacts with the team: the fact could throw the English driver within his team in a bad light. Williams has so far provided him with a winning machine and first-driver treatment, to the point of prompting his partner Nelson Piquet to ask, after Brands Hatch, for a clarifying meeting with Frank Williams. A trip that therefore involves risks for a driver vying for the title. So, it can only have been the conclusion of an agreement that, as with any other driver, represents an important moment. Even the way in which Ferrari, usually very reserved in these negotiations, managed the meeting almost seems to anticipate the official confirmation. If this is not the case, it seems at least inappropriate, to keep a secret, that the sporting director, Marco Piccinini, went to Bologna airport to welcome Mansell with his Ferrari GTO. A car that certainly does not go unnoticed and of which, with the Monte-Carlo license plate, there are only two or three examples in circulation. The last consideration, to also listen to the English voices that Mansell has not yet signed for Ferrari, is that the British driver's trip to Italy was made to entice Frank Williams to raise the salary to about $2.000.000. A voice to which we give little credit also because, in this case, for Ferrari it would be a mockery.
"Yes, Mansell came to Ferrari and his wasn't just a courtesy visit".
With this sentence Franco Gozzi, press officer of the Maranello team, confirms the meeting that took place on Saturday between the English driver and Enzo Ferrari, in the presence of the sporting director Marco Piccinini and the manufacturer's son, Piero Lardi Ferrari.
"But there is nothing definitive or definite".
Clarify Gozzi, who judges Mansell's trip to Ferrari, immediately specifies:
"An exploratory meeting, to get to know each other better, given mutual esteem, and also to know future possibilities and availabilities".
At Williams this weekend trip was not very welcome and the intention is reiterated, to find, with the driver a line of understanding, so that Nigel Mansell will also remain in the next season. The possible transfer of the Briton to Ferrari would create problems for the English team in looking for a replacement who can validly support Nelson Piquet. The usefulness of a second driver of value was confirmed again this year when the Brazilian was favoured, while Mansell has the lion's share for now. With the driver, arriving in Maranello there would also be John Barnard, the taciturn McLaren design engineer now in disagreement with the top management of the team. His credentials are remarkable: two Driver’s World Championships and two Constructors World Championships in recent seasons say that Barnard is a highly trained coach. In addition, he was the first to introduce a carbon fibre frame in Formula 1. Also on the technical front, Ferrari confirms negotiations with McLaren design engineer John Barnard:
"We are in contact with him, as we are with others but everything is yet to be decided".
The only thing certain is that John Barnard will leave McLaren for now irremediable contrasts. The designer would have said that if he doesn't agree with Ferrari he will leave Formula 1, increasingly tense and neurotic. But Barnard is also looked at by Ecclestone, now increasingly distant from Gordon Murray, wrong with having designed a car that has so far only collected bad figures on the track and that risks making the Brabham boss lose the sponsor. At McLaren would instead arrive the Senna-Ducarouge couple for which Honda is willing to go crazy (it was ready to buy the Lotus). On the eve of the German Grand Prix the managers of the Japanese company promised to reveal the plans for 1987, but the supply of the engines to McLaren appears certain. If Honda does not have its own team, Williams could also remain tied to Tokyo and abandon the ongoing negotiations with Ford. In Frank Williams' team the purchase of the Lotus from the Japanese brand was not well seen also because, with its own official team, Honda would provide the other teams with engines that were not always up to date. If these moves are successful, Lotus will find itself in difficulty, which will have to replace Senna and Ducarouge. For the technician it is still all on the high seas while for the driver they make the names of Rosberg, Berger and Johansson. The Swede could, thanks to the support of an influential friend, join Nelson Piquet at Williams. What about the other teams? If the McLaren-Honda deal is confirmed, Benetton is likely to get the Tag-Porsche engines while Brabham will take the six-cylinder Ford, as long as BMW confirms the withdrawal. In fact, given the penalties that Bernie Ecclestone has placed on BMW, it is said that the German company is rethinking it. Ferrari or Williams? This is the dilemma. Perhaps, right now, walking through the green, calm meadows of the Isle of Man where he lives, Nigel Mansell is looking for the hamletic solution. Saturday's walk in Maranello did not upset, at least in appearance, the habits of the current leader of the Formula 1 World Championship who in the meantime dedicates himself to golf, his favourite sport, obviously after motoring, successfully participating in an important tournament of the English championship. Precisely on his return from this competition, on Tuesday, July 22, 1986, Nigel Mansell says:
"I didn't go to Maranello".
But, really, Ferrari has also officially admitted his visit. Showy uncovered, the English driver bursts into a thunderous laugh and murmurs:
"Okay, then I went there".
What emotion did you feel in meeting Enzo Ferrari?
"It was a great honour for me to meet the great Enzo Ferrari".
What impression did you have of the Ferrari racing department?
"I can't make any comments about that".
Why?
"Mine was a secret visit, I just went to take a look".
How do you judge Michele Alboreto?
"I can't comment on him either. I don't want my opinions to be misunderstood. However, my very personal judgment is that Michele is a nice person, an excellent driver, very fast, a true gentleman".
Did the meeting with Ferrari lead to a deal?
"I didn't make any decisions for the 1987 season. Everything will depend on the events of the coming weeks. Right now it's more important to focus on what I'm doing than what I'm doing next year".
Aren't you in a hurry to make such a tempting decision?
"No, absolutely not".
Why do you intend to leave a winning team like Williams to go in Ferrari? Mansell bursts into another thunderous laugh, and then adds with the classic English phlegm:
"No comment".
Is there any friction between you and your team or between you and your teammate, Nelson Piquet?
"Right now I don't have any problems either with the team or with Nelson. It's a particularly happy time in my life".
It is said that John Barnard could land at Ferrari. What do you think?
"It's impossible for me to give a judgment because he works for McLaren. Anyway, I know he's an extremely smart person and I believe he has different technical affinities with Patrick Head, my current Williams engineer".
What would driving for Ferrari mean to you?
"I don't know because I don't think about it. Now the question is inappropriate, it’s better I venture no answer . Maybe in a month I could give good answers to the same questions".
What pushed you to Maranello?
"When a great man like Enzo Ferrari asks you: Would you like to visit me? It is a great honour in front of which it is useless to ask more questions".
The Formula 1 market has reached an incredible level of suspense in recent times. While in the past it was almost exclusively about drivers, now not only technicians with leading roles are involved, but also teams. The game takes place with rules similar to those of the most intricate espionage stories. Meetings that are too official, secret missions, contacts, statements, half admissions: nothing is understood anymore, even in consideration of certain pre-tactics, of rumours that are artfully put around to mislead attention, to create difficulties for rivals. The latest news concerns Alain Prost, Keke Rosberg and Michele Alboreto. In an interview given on Wednesday 23 July 1986 to the French sports newspaper L’Équipe, the McLaren World Champion suggests that in the coming weeks there may be a revolution in the set-up of the teams for 1987. The newspaper, in publishing a table of the composition of the teams for next season, puts as possible drivers for Ferrari as well as six names. In order: Senna, Johansson, Berger, Prost, Alboreto and Mansell. Therefore, Alain Prost would also be a candidate to drive one of Maranello's cars. But let's stay on the concrete facts or at least with some basis of foundation. It is almost certain that Ferrari has already hired Nigel Mansell along with McLaren's design engineer, Englishman John Barnard. This pairing would weaken the position of Michele Alboreto, who had a rough agreement with the Maranello team, but the presence of the English driver could make him change his mind. For this reason there’re rumours about an exchange, with the Italian driver at Williams in place of the current leader of the World Championship ranking. A place could remain free instead at McLaren, where rumours of a possible retirement of Keke Rosberg form business at the end of the year are always insistent. The lacklustre performance of the Finn, the serious accidents of recent times, the comfort now achieved, the family pressing, would have advised the Finn to leave the races.
All these hypotheses will be confirmed or denied shortly. On Friday 25 July 1986 begins, with the first day of practice, the German Grand Prix, in Hockenheim. On this occasion, Honda, a major market mover together with Ferrari, is expected to officially announce the purchase of Lotus in which Ayrton Senna and Gérard Ducarouge would remain. It could be the beginning of a series of announcements capable of changing the current face of Formula 1. On Thursday, July 24, 1986, a great storm of rain and icy wind welcomes the Formula 1 circus that has arrived in Germany. An almost symbolic reception for a sport that is going through a moment of exceptional tension. Competitive reasons, although valid, always remain in the background of the so-called market. This frenzy of the resounding transfer, of the blow of the century, is however in danger of making a first victim: Nigel Mansell. According to information leaked from London, the most important official British betting agency, which accepts bets, of any kind, has received major bets on the conquest of the World Championship by Nelson Piquet. The Brazilian, who was listed 12/1, went in a very short time to 8/1, approaching Senna, 6/1, and Prost, 6/1. Still far away is Mansell's position, given as a favourite for 11/10. But this sudden return of Nelson Piquet, who is 18 points behind his teammate, makes one think. It should not be forgotten, in fact, that in 1981 Williams, who focused a lot on Alan Jones, did not give much help to Carlos Reutemann to win a title that was within his reach. The Argentine, en route with his team, lost the championship in the last race.
Now it is difficult to think that an English team does not want to do everything possible for an English driver to conquer the World Championship, to favour the Brazilian instead. The malicious, however, claim that Mansell's visit to Ferrari and the insistent allegations about his possible move to the Maranello team, have irritated the Williams managers themselves beyond measure. In the meantime, there are no official statements. Honda's planned press conference appears to have been canceled or postponed. To those who try to ask for clarifications, indications, are answered with a language to be interpreted. The master in this field is Marco Piccinini, Ferrari's sporting director, who is seen as he secluded himself to discuss with Gérard Ducarouge:
"Many know what they don't want, but few know what they want and they can't".
Translated, it means that many contacts are in preparation and that everything will depend on the first real moves. Marco Piccinini also says that Nigel Mansell's visit to Maranello had not been requested; that the Senna-Ducarouge couple is not inseparable; that John Bernard, the McLaren technician, has been contacted, but he is not the only one; that Ferrari, as far as he knows, is not thinking of giving up engines in use to other teams at the moment; that Alboreto has not communicated that he wants to leave and that the team does not deny him; that Johansson has not yet been left free. Words that explain and do not explain, that leave many doors open. Meanwhile, with the first round of free practice, Nigel Mansell is forced to defend his first place and refute this hypothetical Williams turnaround against him. Among the technical innovations there is an Arrows innovative for Thierry Boutsen. Electronic modifications on the McLaren engine to reduce fuel consumption and a Ferrari (only one in three cars) with short wheelbase, different wings, different solutions modified in the suspension to have more traction. We will see with what result. On Friday, July 25, 1986, in the morning Keke Rosberg announced in an official statement his retirement from Formula 1 at the end of the season. Then, in the afternoon, in the first qualifying round of the German Grand Prix, he wins the provisional pole position. Keke Rosberg, the flying Finn, genius and unruliness of Formula 1, does not deny himself. And with him, the McLaren returns to the fore whose Porsche engine, breathed home air (changes to the electronic part, more power, reduced consumption), regains new vitality, after the crisis of Brands Hatch and some of the previous races. Keke Rosberg scores a time of 1'42"478, a fantastic new circuit record at the remarkable average of 238.775 km/h.
The Finn precedes Nigel Mansell, who scores a time of 1'42"696, and in the order, more detached, Nelson Piquet, Alain Prost, René Arnoux and Gerhard Berger. To find the Ferraris you have to go down to the tenth place of Michele Alboreto and the eleventh of Stefan Johansson, also preceded by the returning Philippe Alllot (substitute of the injured Jacques Laffite on the Ligier), by Ayrton Senna and by Riccardo Patrese. Not much was expected from the Maranello cars and so it was: we are in transition and the miracles have remained those of the past, of the times of Mauro Forghieri. The modified single-seater (with the short wheelbase, the new rear wings, the different suspension) did not however lose its top speed which was the only dowry of this F1-86. Among other things, Stefan Johansson breaks an engine during the free practice of the morning and a turbine in qualifying, and Michele Alboreto stops on the circuit with gearbox problems. This McLaren recovery brings back some interest to the German Grand Prix, although the values on the pitch are to be determined. Among other things, McLaren is part of a particularly delicate moment of the season, in which the competitive part of Formula 1 seemed to succumb to the sensational market rumours, which have been attracting the public's attention for several weeks now. In this regard, finally, Honda will hold a press conference on Saturday to make its decisions known. Remaining on the future, the Hungarian Grand Prix, scheduled in Budapest on Sunday 10 August 1986, will not only be the first competition of its kind in a socialist country, but will also be the first to officially present a delegation of Soviet technicians, albeit as observers, and an envoy of the Moscow weekly Nedelya. The Soviet newspaper writes:
"There are a lot of things about Formula 1 races: accidents, victims, cars that shat apart as they race, horrors and legends. But that's just one aspect of the matter. The other consists in the possibility of seeing at work the most modern or even futuristic finds of the automotive industry, of which Formula One constitutes a sort of synthesis".
And Vinnik, head of the Soviet delegation, adds:
"Our main task is to closely observe the organisation of such a demanding competition, to study its financing system, the refereeing, the technical service, the parameters of an autodrome related to the safety of the public, the technological policy of the sector".
On Saturday, July 26, 1986, while the McLaren drivers, Keke Rosberg and Alain Prost, split the front row of the starting lineup of the German Grand Prix, running for a possible success and a good recovery in the World Championship ranking, politically the other two teams also discover the cards for the future. And they are very good cards. After convening and canceling a press conference several times, at 3:30 p.m. Honda finally talks about its own plans. In summary, it confirms the supply of the engines to Williams for two years and will supply the same engines to Lotus for an identical period. The head of the Japanese company, Sakurai, does not say much more, but the rumour is circulating more and more insistently that Honda has bought at least partially the shares of the most prestigious English team. For Lotus it is a nice shot, in immediate projection. It remains to be seen if later it will not notice that it has put a dangerous partner in the house, able to engulf its. Patrick Head on behalf of the Williams team, says that Nelson Piquet is confirmed and that the team will try to have a valuable second driver.
"A lot of teams like him. And he's had several contacts these days".
Then Peter Warr speaks, for Lotus. Ayrton Senna has signed for two years and his salary, $4.500.000, sets a real record for Formula 1; Ducarouge remains and will immediately begin the design of the Lotus 99T. As a second driver will be hired the Japanese Satoru Nakajima, 33, the first full-time Rising Sun runner in Formula 1 if he is granted the super-licence. He is national Formula 2 champion and currently tenth in the Formula 3000 intercontinental. And then comes Ferrari, as in the painful notes. The Maranello team will not sign Ayrton Senna and Gérard Ducarouge, and it seems that it can be beaten in the race for the signing of John Barnard, the McLaren technician; who would have agreed to continue with the same team, signing the contract on Friday night, for the same money that the Maranello team offered him. But there is more: in the negotiation with Nigel Mansell, who has not yet decided anything, also enters McLaren, who wants to replace Keke Rosberg with the Englishman at all costs. The necessary money, with an upward trend, would be put by Tag and Porsche. If so, this would become another big disappointment for the Maranello team. And a resounding failure for the sporting director, Marco Piccinini, and for the head of sports management, Piero Lardi Ferrari, son of the Modena manufacturer, who led the negotiations. What is most impressive is the deterioration of the image and prestige of Ferrari, to which until recently a nod was enough to make whoever wanted to run to Maranello. Perhaps there is still an open door for Nigel Mansell himself or for Alain Prost. But everything is conditioned on the possibility of hiring a technician who can solve the current problems. There is even talk of Alan Jenkins, a former McLaren, current designer of Penske competing in Formula Indy, but it is an unknown and still a fallback solution. At this point, barring unlikely surprises, all that remains is to recall Mauro Forghieri. Meanwhile, in Hockenheim, Keke Rosberg and Alain Prost fight in the family to win the pole position. The challenge is won by the Finn (1'42"013, average 239.864 km/h) for only 0.15 seconds. In third place is Ayrton Senna at the last minute, who had been blocked by the failure of the gasoline pump. This is followed by Gerhard Berger, Nelson Piquet and Nigel Mansell. A head-to-head duel between McLaren and Williams is to be expected, with a chance of insertion for Ayrton Senna who will use the new Renault engine, more powerful and with reduced consumption. However, Williams is always very fearsome, even if Nigel Mansell does not improve, a sign of a certain nervousness and perhaps even of a situation within the team not too good for the Englishman. Ferrari, while advancing about two seconds in time on the lap, does not go beyond tenth place with Michele Alboreto and eleventh with Stefan Johansson.
Two engines broken in the morning, two turbines smashed in the afternoon. The Italian driver is quite confident for the race, however conditioned by the reliability of the Maranello single-seaters. But it's always about fighting for a placement. The problem with the maintenance of the engines, however, will affect almost all competitors, in a very fast circuit where the engines are stressed to the maximum. Suffice it to say that the always tough Riccardo Patrese records in the straight after the pits the highest tip with 340.724 km/h. The Italian driver, discharging the aerodynamic pressure of his Brabham to the maximum, manages to be the best of the Italian drivers. A little satisfaction in a black moment for the Italian colours in F1. And who knows that these small advances do not convince Olivetti not to abandon the British team. On Sunday, July 27, 1986, at the start of the German Grand Prix, the audience feels some chills when Ayrton Senna, with great audacity and skill, passes the two Mclaren of Keke Rosberg and Alain Prost, which preceded him. When he is already almost in front, the Brazilian touches the Frenchman's car, on the left, moving it several centimetres. Further back, Teo Fabi moves to the right and then suddenly comes back in. On his trajectory is Stefan Johansson, who is forced to brake and is buffered by Philippe Alliot. The Ferrari jumps into the air and falls back against the Benetton of the Italian driver, who comes out for the tangent against the protections, dangerously grazed by the other competitors. For Teo Fabi the race ends here, for the Swede there is a stop at the pits to change the front wings and tires. A lap lost, then a nice run-up on rhythms similar to those of Nigel Mansell, before the final retirement at two laps from the end, while he is in ninth position, due to the detachment of a bulkhead of the rear wing, perhaps damaged in the collision with Benetton. Ayrton Senna remains in the lead for one lap, before progressively losing positions. First Keke Rosberg overtakes him, then Alain Piquet, who also passes the Finn. Meanwhile Nelson Piquet increases the pace and on lap 14 he decides to return to change the tires suddenly, also surprising his team who were waiting for Nigel Mansell instead. Williams designer Patrick Head swears loudly because Nelson warned him on the radio at the last minute, but this is perhaps a winning move.
The Brazilian, who had chosen soft tires, makes two very fast changes. So, alternately, at the helm of the race are Keke Rosberg for five laps, Alain Prost for one, again Nelson Piquet and then Keke Rosberg. On lap 39 the Williams driver definitely climbs into first position, and wins the German Grand Prix. Keke Rosberg performs some manoeuvres to resist (even a straight to the chicane), but at the end of the race he pays his exuberance by consuming all the gasoline and stopping 500 meters earlier than Alain Prost, who pushed by the heat of the public, gets out of the car and tries to push it towards the finish line, also taking advantage of the slight angle of the main straight. But after a few meters he stops, and gives up his intentions. Ayrton Senna and Nigel Mansell are thus given two placements on the podium, followed by René Arnoux: the McLaren drivers are forced to settle for fifth (the Finnish) and sixth place (the French). In the Formula 1 Economy Run, that is, in that fuel-saving race in which the Grand Prix turned, Williams continues to be unrivalled. And it conquers, in Germany, the third consecutive victory, the sixth of the season out of ten races played. This time Nelson Piquet imposes himself, who quietly crosses the finish line at the end of the 44 laps scheduled. Ayrton Senna, shaking his Lotus to use every ounce of gasoline, takes an unexpected second place and Nigel Mansell fortunately places third, followed by René Arnoux. Instead, the McLarens that had dominated the tests of the last few days were mocked: Keke Rosberg and Alain Prost after having also been protagonists in the race, they were left without fuel in the last lap. The finale has once again shown that this formula of consumption does not hold up on a sporting and spectacular level. Formula 1 races - continuously broken from stops to the pits for tire changes - have become competitions for taxi drivers (albeit from 300 km/h), forced to drive mostly with their eyes on the on-board computer display to control the amount of gasoline in the tanks. And so on certain particularly fast tracks such as that of Hockenheim, in the last laps it seems to witness a race of mini electric cars left without power, with Nelson Piquet going from one side of the track to the other to make sure of the existence of the last liters of fuel, with Keke Rosberg stopping in the lawn, without a drop of gasoline, with Alain Prost who is forced, after having tried in every way to help his McLaren to continue by inertia, to go down to push it towards the finish line, risking among other things disqualification as such manoeuvre is prohibited, and with Ayrton Senna engaging in a ridiculous zig-zag.
Now the World Championship is more open. It will be a fortuitous case but Nigel Mansell, after his visit to Maranello, for the first time in the season did not have a perfect car. He was short of grip, he had oversteer. The fight is also always open to Alain Prost and Ayrton Senna. No surprise, however, as far as Ferrari is concerned. It was in crisis, it stayed there and probably will stay there. The cars of Michele Alboreto and Stefan Johansson were not too bad, in fact they could perhaps have aimed at a good placement. A pinch of bad luck for the Swede who got involved in an accident at the start with Philippe Alliot and Teo Fabi, break of the gearbox for the Italian driver on the seventh lap. But there are no excuses: when things go wrong you run after the troubles of the moment and you can't think, for example, about reliability. The Ferrari gearbox is old, it is practically fourteen years old and with the current powers it gives way, even if it has been reinforced. The race itself didn't say much. Still Brazilian samba, as had happened in the first race of the season, in Rio de Janeiro. Nelson Piquet preceded Ayrton Senna on the finish line. So the Williams champion has recovered five points on his teammate, Nigel Mansell, and relaunches himself in the World Championship. At the same time, the Lotus’ South American got a very valuable placement, on a circuit that was supposed to be favourable only to opponents. Nelson Piquet made a perfect match, even tactically:
"I had to win and I won. I'm not saying I've recovered everything, but the fight is open".
How is the relationships with Nigel Mansell? Nelson Piquet responds, laughing:
"We talk to each other".
And then he explains that he has chosen a different set up of the car than that of the English, less fast but with better grip. On the tire change contested by Patrick Head. Nelson says:
"I'm the one driving and I feel like I have enough sensitivity to understand when the time is right".
The design engineer admits he was wrong to rage. So Nelson Piquet returns to be the protagonist again. And the Brazilian also shines for his great sense of humour. On Friday Keke Rosberg announced his retirement with a statement in which he explained the reasons for the decision, motivating them among others with the Formula 1 regulations and criticising some drivers such as Niki Lauda. Nelson Piquet replied in his own way with a playful document, in which it was written:
"I understand that there has been a lot of talk about it, in the last few weeks, about the moment when I will start racing in Formula 1. So, on the occasion of the German Grand Prix, an important event for me, as my career began in Hockenheim, I take this opportunity to announce that I have decided to compete in Formula 1 for another eight years. In fact, I'm starting my career again: I realised that after eighteen seasons I've never had as much fun as I do now. The time has come when I have to pay tribute to all my friends and everyone who has done so much for me. In particular, I would like to pay tribute to the Williams-Honda team. Although one of the former Williams drivers left without a good word about the team, I had no hesitation in signing a contract with Frank Williams in mid-1985 and am pleased to say that my hopes have been fulfilled. The Williams team's motor-home is a haven of tranquility, the team's public relations officers are the best and most professional you could wish for. And of course the results of Patrick Head's work speak for themselves. Nor, looking back, can I forget Bernie Ecclestone's Brabham team, a team that helped me win two World Championships and maybe others in the future. Two more things prompted me to continue: I am very impressed with the new rules and I can't wait to make thirty-two starts instead of sixteen in a year. And I also have no idea what I would do if I were to stop racing. So I stay. P.S.: Lauda, see you in Munich in May 1987. Signed Nelson Piquet".
Nigel Mansell is not smiling either on the podium or at the next press conference. Perhaps the Englishman has realised that they have made some tactical and technical mistakes these days. The fact that he went to Maranello irritated Williams executives who are not very tender to those who try to betray them. It had already happened with Carlos Reutemann in 1981 and it could happen again. However, it is no coincidence that the Englishman, usually among the best, has made a rather anonymous race.
"I probably didn't do a good set up, but I have to say that on the reconnaissance lap my car was doing very well. Then it got worse suddenly, I lost grip and had a huge oversteer. I struggled a lot, the car was difficult to drive and in the end I have to say that the third place rewarded me beyond measure. In any case, I'm always in the lead of the championship with a good margin of advantage, although my rivals have gained something, especially Piquet and Senna. Prost, on the other hand, stayed at the window even though I always consider it dangerous".
Nigel Mansell remains the centre of attention. There is talk of his eventual move to Ferrari, but also of an interest in him on the part of McLaren which, if it has lost Alain Prost, must look for a replacement worthy of the situation. It should be noted, among other things, that Williams has obtained points in all the races played so far and that as far as the fight for the world title is concerned, it is now the number one favourite. In the meantime, a defeat like this, with the car stopping a few meters from the finish line, right on the last lap, certainly disturbed Alain Prost. So much so that the World Champion, right after the race, may have signed an agreement for his move, next year, to Williams. The news is not official but seems almost certain. The Frenchman had spent about an hour, in the morning, with the managers of Honda, hidden in the team of the Japanese company. Long discussions, then meetings with the Williams executives themselves. At the end of the race Alain Prost goes again to the managers of his new probable team and still speaks for a long time. In the end, surprised by the reporters, the Frenchman admits:
"I can't take it anymore. It cannot be lost in this way, due to a technical inferiority. Last year we were superior, but now we are behind. What worries me most is that the Tag-Porsche has not assured McLaren of further engine development. That's why I'm going to have to take action".
Another tile of the mosaic of the market-drivers is composed, therefore, with a fairly unexpected transfer. Now if it is true that Alain Prost could move to Williams, Nigel Mansell definitely remains free. The Englishman, who had a meeting with Enzo Ferrari, could also move to McLaren in place of the Frenchman. We'll see what happens in the next few days. Keke Rosberg is also angry, and he says:
"I'm right to abandon a Formula 1 with similar regulations. These are no longer races but roulette shots. One risks his head and then has to stop because there is no gasoline left. It's inconceivable. And then next year there will be more starts, with Saturday's mini Grand Prix and all the regulations I don't like. I'm glad I decided to leave".
In the Ferrari pit, visited during the day by Vittorio Ghidella, CEO of Fiat Auto and president of Ferrari (he was throughout the race in a curve to see especially the others...), there is no drama. Michele Alboreto says:
"The car was doing pretty well, I could have even gotten an honourable placement if nothing had happened. But I knew very well that some kind of breakage could occur because these days we had had quite a few, both as regards the engine and the other transmission parts. The gearbox was under accusation and what was supposed to happen happened. We have to work, but this is nothing new".
The sporting director of Scuderia Ferrari, Marco Piccinini, tries to take stock of the situation:
"Johansson was practically buffered, although then he in turn put Fabi's Benetton out of use. We didn't get excellent times but we were quite competitive. Above all, we don't have any gasoline problems. If Alboreto arrived at the end he could enter among the firsts. The gearbox that has broken is the subject of considerable attention from our technicians and we will see in the coming weeks to solve this problem as well".
If all it’s right by him: it has been going on with these excuses the whole season. In any case, Ferrari ran 1.5 seconds less faster than better cars. The new car, that is, the one with the shortened wheelbase, was immediately set aside because it was less fast than the other. However, it will be resumed, on an experimental basis, for further tests. From Wednesday 30 July to Friday 1 August 1986 tests are scheduled at Imola in which Ferrari, Williams and Minardi will participate. At the end of the race there was also a small controversy between Stefan Johansson and Philippe Alliot. The Frenchman says:
"The usual Johansson, at starts is never careful".
The Swede replies:
"This Alliot doesn't look where he's going".
But it is a long-distance quarrel as the two do not even meet. It remains to be said that the Swede has had quite a few incidents at the start lately, although it was not always his responsibility. In any case, Ferrari, after seven laps, with the retirement of Michele Alboreto, was already practically out of the race since the Swede was already a lap late. Among the losers were also the Benetton men, who hoped for a positive result. In fact, Gerhard Berger was the fastest (his best lap in 1'46"604, averaging 229.534 km/h). The Austrian wasted a lot of time in a pit stop due to an inconvenience to the turbine plant and then quickly recovered by placing in tenth place, two laps of gap. If he hadn't had this problem, in all likelihood, he would have been among the firsts. For Teo Fabi, the unfortunate moment continues: the Italian driver can no longer finish a race. In the stands next to the central tribune, hanging from a net, on Sunday evening, in the now deserted circuit, a flag remains. A red checkered drape, with the Prancing Horse, a symbol of Ferrari. Forgotten or deliberately abandoned by some disappointed fan? Of course, the Maranello fans are still many and diehard, fortunately. But the prestige and image of the team are down: in recent years the results have been not very bright, indeed negative: it has been since 1979 that a driver of the Maranello team - then it was Jody Scheckter - has not won the title. Even in the German Grand Prix, the current technical crisis was confirmed in full.
"The goalkeeper of the team is me, I am the only culprit".
Enzo Ferrari had said some time ago, responding to criticism moved against some of his collaborators. A generous joke. The fact remains that this goalkeeper no longer covers: he now takes one goal after another. But perhaps the comparison is not precise it would be better to talk about the direction of the team. The glorious team seems to no longer have a brain. They try to cover up the flaws on one side and find new ones on the other. Until some time ago, Ferrari did everything at home, and that was enough. He fought against a swarm of teams with cars powered by Ford-Cosworth engines and won in the majority of cases, while alternating more and less favourable periods. What were called miracles or magic wand shots were possible. A brilliant intuition of Mauro Forghieri on the track, small changes and the situation was reversed. Now that is no longer enough.
Organisation, meticulousness in work, dedication and passion of mechanics and technicians cannot compete with complex managerial strategies, long-term programming, market research of what is better on the technical and human level (drivers, design engineers, sports directors). Enzo Ferrari himself (and also the sporting director, Marco Piccinini) admitted that there are shortcomings in the aerodynamic and chassis departments. It turned out only this year that it is now essential to have a wind tunnel with a moving track for the design of the cars. But who remained behind, who didn't know how to be far-sighted enough? Who thought they could only defeat rivals with subtle political or psychological battles, believing they were smarter? Who believed that the name of Ferrari was enough to open all the doors? Times, unfortunately for Ferrari and for those who trust it, have changed. Honda, which intervened massively in Formula 1, has constituted a considerable shock force capable, in theory, of monopolising successes in the coming years. Let's talk about Williams and Lotus: the first is already dominating the World Championship with Nelson Piquet and Nigel Mansell, and now it seems on track to take Alain Prost in place of the English driver. Now comes the supply of the engines to Lotus, with the presence of a champion like Ayrton Senna, supported by a technician of the value of Gérard Ducarouge. About Ducarouge, th French design engineer revealed that only a short time before that he would go to Ferrari without any particular pretension. But at the right time he was never contacted directly, he never received concrete proposals.
"Every time I was about to decide, there was something that didn't add up. I felt taken by the back and, pulled back".
But it's the Ferrari style... It's not enough: now the games are moving to other fronts as well. Bernie Ecclestone, abandoned by the BMW that provided the engines to his Brabham, is looking to carry out an ambitious project. He’s in the talks to buy the Haas team, the one that runs with the Lola chassis and the new Ford engines. If the shot succeeds, here's another behemoth to deal with. There is therefore no more time for small talk. If Ferrari has to decide, it has to do it quickly. If John Barnard, McLaren's scorer, is still free you have to block him. Obviously giving him the guarantees of being able to work with total freedom. In any case, it is necessary to make immediate decisions, give up anachronistic roles, erased by time. Otherwise we will have to resign ourselves to a Ferrari in perpetual crisis.