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O rei vence pela 5° vez. Brazilian newspapers commented on Alain Prost's success in the first round of the Formula 1 World Championship this way. There was much talk about the French driver, who solidified his fame on the Jacarepaguá track, where he had already triumphed four times before. In fact, many now consider him the greatest of all time. His 29 Grand Prix victories clearly surpass those of past champions, including Jackie Stewart (27), Jim Clark and Niki Lauda (25), and Juan Manuel Fangio (24). However, the French driver's modus operandi, skill, experience, and ability to save tires found a valuable ally in McLaren-Honda. Alain Prost was already strong, albeit less experienced, in his Renault days. However, the French team was unable to provide him with a car capable of winning the title. They lacked continuity, perhaps due to the typical Latin mood swings and lack of commitment. McLaren's obsessive perfectionism, however, found the right man in Alain Prost. The driver is as meticulous and shrewd as he is able to plan and see the Ron Dennis-managed team far ahead. Nothing is left to chance; everything is pondered, discussed, and verified. There is an iron discipline, even in the smallest details, such as cleaning the cars, which is done by a man who does nothing else all day, and the mechanics' uniforms, which must always be perfect. There is also a winning mentality that seeks the best in every sector. When the McLaren-Barnard partnership ended in 1986, many thought it was the inevitable conclusion of a successful era. However, Ron Dennis wasted no time. He immediately hired Gordon Murray as a technician after Murray fell out of favor at Brabham due to the failure of his revolutionary BT 55. Dennis quickly turned his team around.
First, he invested tens of millions of dollars to create a new, state-of-the-art factory in Woking. Then, he partnered with Gordon Murray and two designers: Steve Nichols and Neil Oatley. He entrusted the turbo car program to the former and the naturally aspirated car program to the latter, both of which needed to be redone due to the new regulations. Under Murray's supervision, Nichols worked day and night and, in six months, prepared the McLaren MP4/4, which incorporated many new features while retaining the essence of previous cars. Three chassis have already been completed, and three more will be finished soon. One will be sent to Japan, where Emanuele Pirro will test it on the Suzuka track with Honda. Oatley, on the other hand, is building two single-seaters to accommodate the atmospheric engines. Since the type of engine to adopt (10 or 12 cylinders) has not yet been decided, all possible solutions will be tried to be ready in 1989, when turbos will no longer be able to compete. It should also be noted that, unlike Ferrari, which does everything independently, McLaren has the support of Honda, a powerhouse that has invested and continues to invest hundreds of billions in Formula 1. After just one race, the English team is already in the lead. Meanwhile, poor Enzo Ferrari waits for John Barnard to couple the new twelve-cylinder naturally aspirated engine to his car in Guildford. McLaren won in Brazil with a brand new single-seater, but with very few days and kilometers left, Piquet insulted him and his engineers betrayed him. The next issue of the Brazilian edition of Playboy magazine will publish explosive statements by the Brazilian driver that do not spare any of the sacred monsters of motoring, such as Enzo Ferrari. According to O Globo, the Lotus driver said that Ferrari does not have a chance of winning the World Championship this year due to political issues and being divided into two parts, one in England and one in Italy.
"The problem is with them, Commendatore. The old man is 90 years old and completely senile. Fiat, a Ferrari shareholder, can't wait to get rid of it".
Piquet says that if he had a team, he would choose Alain Prost and Ayrton Senna as his drivers. However, he criticizes them for this choice. Alain Prost explains this:
"He is the one who has done the most stupid things in Formula 1, at least until he won his first World Championship".
Meanwhile, Ayrton Senna:
"spends more time justifying defeats than setting up the machine".
Regarding his rival Nigel Mansell, Piquet says he is rude and reiterates his opinion about the beauty of the English driver's wife. Meanwhile, a few hundred meters from the Maranello factory, Franco Rocchi, a former Scuderia Ferrari technician, is building an engine for Formula 1. As if that weren't enough, Lamborghini Engineering presents another twelve-cylinder on Tuesday, April 12, 1988, for next year. The designer of the new engine from the Santa Agata Bolognese company is Mauro Forghieri, the former soul of the Maranello team. Accompanying him as general manager is Daniele Audetto, the former Scuderia Ferrari sporting director. Emilio Novaro, president of Lamborghini, explains the importance of Forghieri's experience, passion, and competence in this venture:
"If we hadn't had him, we wouldn't have even started".
It took a long time to convince Lee Iacocca to attempt the feat in Formula 1, as well as considerable guarantees of success. Forghieri was hired on June 1, 1987. Now, the engine is ready, and a new 6,000-square-meter plant has been built in the industrial area of Modena:
"The engine is not actually finished yet. We showed it to you because we're delivering one to March and Larrousse tomorrow so they can start taking measurements for next year's chassis. It will go over the dyno in June, and it may be in a car by fall. It's a 3,500cc, 80-degree V12 engine. Our goal was to preserve a certain Lamborghini tradition by achieving minimum dimensions and low weight. It is 720 mm long and weighs around 160 kg. Our goal is to become competitive, and we will have to work hard to achieve it. We know we'll need at least 600 horsepower at 12,000 RPM".
Thirty-three people work on the project, almost all of whom are technicians. By the end of the year, there will be 60 people working on the project. The engines (18–20 per team) will be supplied for a lump sum of approximately 3,000,000,000 lire per year, including development and overhauls. Lucchini's Scuderia Italia has an option to have the Lamborghini if the factory can produce enough of them. On Monday, April 18, 1988, as part of an event called Open Gates in Monza, which aims to provide direct contact between Formula 1 fans and drivers, people will be able to access the paddock and pits. Each team will have a space to present their single-seaters, riders, mechanics, and other team members. The Rombo newspaper and A.C. Milano organized this meeting of friendship, which precedes three days of testing for the major teams (McLaren, Ferrari, Lotus, Williams, Arrows, Ligier, Coloni, Zakspeed, Larrousse, Eurobrun, and Osella) from Tuesday, April 19, to Thursday, April 21, 1988. The aim is to prepare the cars for the next San Marino Grand Prix. The theme of these tests could be in search of lost power. The first race in Rio de Janeiro highlighted McLaren-Honda's notable dominance in practice and in the race. Ayrton Senna and Alain Prost demonstrated that they had immediately reached a high level with the brand new MP4/4, while the other teams had more or less problems with their engines. Ferrari showed good reliability with its turbos, as expected, but the Maranello team was surprisingly in trouble with its supercharged six-cylinder engine, which had provided valid results in previous winter tests. Michele Alboreto and Gerhard Berger complained of an unexpected lack of power. According to the technicians, this was due to an incorrect electronic regulation of the systems that control the engines. Essentially, the mapping, i.e., the programming of various functions ranging from fuel consumption to turbo response, was incorrect.
This created many problems for Ferrari, which was forced to return to Maranello to resolve the issue. Technicians had both the Italian and Austrian drivers perform a series of tests involving all parts of the cars, including the aerodynamics, on the private Fiorano track for a long time. Therefore, at Monza, the Scuderia Ferrari should demonstrate whether it has made the desired progress while testing a new front wing, various electronic programs, and the revolutionary systems it is examining for an automatic gearbox and active suspension. As for teams with naturally aspirated engines, things didn't go any better in Brazil. Patrese and Mansell had to retire due to Judd failures, so March went badly, as did Larrousse. Ligier faced even greater difficulties with undriveable single-seaters, and Lotus was much less brilliant than expected for world champion Nelson Piquet's ambitions. In short, while McLaren will only refine their cars in the coming days, the others will have to work hard to recover and face Imola with greater hopes of success, each according to their own abilities. However, the story did not change in the days that followed. McLaren seems to be heading towards another triumphant season. Even on the first day of practice for the San Marino Grand Prix, when almost all the teams practice, the English team set the fastest time. There were no particular problems, just engine and aerodynamic tests. Alain Prost was still the fastest, though, lapping in 1'29"10, more than 0.5 seconds ahead of Piquet's Lotus and more than 1.7 seconds ahead of Michele Alboreto's Ferrari. It was a bad day for the Maranello team. Gerhard Berger broke an engine in the morning and remained stationary in the afternoon due to a differential problem. Michele Alboreto got stuck on the circuit in the last few minutes due to an over-rev, which certainly didn't help the engine. Meanwhile, Ron Dennis sold 10% of his shares to the Japanese marque. This indiscretion explains many things. Having failed to buy Lotus last year, Honda was forced to maintain the 1988 engine supply contract with Peter Warr's team. Honda abandoned the world champion Williams team, which it didn't intend to sell, and made its way into McLaren. Without this type of agreement, McLaren would probably have been left without engines, or in any case, with less competitive ones.
This operation makes us understand the Japanese deployment of resources. They have focused on Formula 1 as a means of entering world markets, improving their image, and conducting technological research. This is all in contrast to the colossal sums spent by McLaren, which cost no less than 20.000.000 dollars, and the initial investment of about 60,000,000 dollars. Obviously, there are no official admissions from interested parties, including sponsors. However, the information that circulated after rumors spread during the trials in Rio is reliable and certainly reflects a real situation. In the tests carried out, we must highlight the excellent time obtained by Alessandro Nannini in the Benetton-Ford, who completed a lap in 1'31"82. Assuming this result is legitimate, it is impressive given the progress made by cars with naturally aspirated engines. Last year, during qualifying for the Italian Grand Prix, Jonathan Palmer's Tyrrell was the fastest with a lap time of 1'33"028, which means an improvement of over a second. And we are only at the beginning. Nelson Piquet also made progress, fine-tuning his Lotus, which underperformed in Brazil. The Brazilian driver partially denied the interview he gave to Playboy, in which he insulted practically everyone, from Enzo Ferrari to Nigel Mansell, claiming he was misinterpreted. This is not comforting news for Williams, as Mansell was forced to stop in the middle of the track at the second Lesmo corner due to a Judd engine failure. Engine research is the focal point of these tests. While McLaren will probably simulate an entire race, Alain Prost is struggling with the flu. Many teams will be busy solving serious problems. This is the case for Scuderia Ferrari. Maranello's sporting director, Piccinini, says that the drawbacks in the electronic management of the six-cylinder have been identified, but a solution has yet to be found. There are still two days of rehearsal. Who knows if something good will come of it? Other trivial news: Oscar Larrauri went off the track at Lesmo 2 in his Eurobrun, perhaps due to a mechanical breakdown. The car was heavily damaged, but the driver was unharmed. The best time set by Gerhard Berger with Ferrari on Wednesday, April 20, 1988, on the second day of free practice for Formula One, must not mislead or arouse illusions.
The road to competitiveness, i.e., beating McLaren, is still very long. The Austrian driver completed a lap in 1'29"42, a good result, but he did so without the infamous pop-off valve. This valve is the bottleneck imposed by FISA to limit turbo pressure to 2.5 bar. To be so fast, Ferrari almost completely unloads the car by decreasing the size and inclination of the ailerons that create the necessary airflow to hold the car to the ground and increase traction. However, when asked about the McLaren, Gerhard Berger cuts the speech short:
"They are in front. Either we improve our engines, or we won't be able to compete for the world title".
It's clearer than that. One wonders why Ferrari wanted to conduct this experiment, given that the pop-off valve must be used during the race. Harley Postlethwaite, the technical manager of the turbo car, says:
"We wanted to try some aerodynamic tricks for maximum performance. So, we were forced to do it without the pop-off valve, even though we had raised the pressure to 2.5. The results weren't brilliant".
Thanks to the photocells placed at the entrance and exit of the parabolic curve, Ferrari discovers two important pieces of data. First, the time required to complete the curve is practically the same as that of the McLaren. Second, it loses 10 km/h when passing the pits. This means that its acceleration is less than that of the English car. There is also no power. The 6-cylinder engine is still under scrutiny. According to engineer Renzetti, one of the engine's designers, there are about twenty horsepower. Others think it's more, as otherwise the differences would be minor. What's left to do? Gerhard Berger and Michele Alboreto shrug their shoulders; they don't expect miracles, at least not in the short term. Something new in electronic mapping should arrive by Friday, which would allow the Maranello team to extend the tests, originally scheduled to end Thursday, by one day. However, despite the declarations of the Maranello team's sporting director, Marco Piccinini, the day before, who said that the problem had been identified, the solution must now be found. Assuming it's only a temporary issue and not something incurable. The engine ran very well at the end of last season and was perfect in the winter tests. If it's true that Honda has made further progress, it will be difficult to take remedial measures with simple electronic palliatives. Therefore, the news is not yet good for Ferrari. McLaren is having trouble as well. During practice, Alain Prost was frightened by the near detachment of the rear wing on the straightaway, and then he set off saying:
"We are not Martians; we must work hard, too".
Taking his place is Ayrton Senna, ready to do his utmost. In Formula 1, fear has the glacial aspect of a guardrail hurtling toward you at breakneck speed. The sheet metal strip stops everything in its path. At least, that's how Ayrton Senna saw it. He survived an impressive and dramatic accident while simulating a Grand Prix with his McLaren. The incident occurred at 6:05 p.m., as the Brazilian completed the 43rd of 50 laps. He exited at full speed — about 270 km/h — in sixth gear from the second Lesmo corner. The single-seater veered off course, spun around, and then crashed on the right side of the track, where the guardrails were. The front wheel is torn apart, the rear wheel is crushed, and the nose flies off, scattering dozens of pieces around. Senna returns to the pits in the back seat of an Alfa 33:
"What a fright! I was saved by a miracle. As far as crashes go, this one was almost the best. These cars are robust, that's for sure. Luckily, however, I didn't go nose-first into the wall. The car had been sliding for several laps by that point. At the last step, it veered off course, and I lost control".
Michele Alboreto was an involuntary eyewitness to the accident. I follow McLaren, not Ferrari:
"I only saw one wheel fly. But then I realized that Senna hadn't done anything. This is one of the most difficult corners in the entire World Championship. It's terrible; if you get it wrong, it kicks you out. I spun out in the same spot that morning, too, but without consequences. Last year, I also had a similar experience. "It's always risky to push hard at Lesmo".
However, all's well that ends well. Although the off-track interrupted Ayrton Senna's test, McLaren still has positive indications. Senna commented:
"Accident aside, I'm satisfied. We'll fight for victory at Imola. As far as I'm concerned, I'm starting with a handicap after what happened in Brazil, so I'll have to try to catch up with my teammate, Prost, and the other opponents".
Previously, Senna had set the best time of the three days of testing: 1'28"94 at an average speed of 234.874 km/h. As far as results are concerned, however, Ferrari is also making good progress. Gerhard Berger finished with a time of 1'29"07, and Michele Alboreto finished with a time of 1'29"35. The important news is that both drivers recorded these times at the end of the day with the pop-off valve, therefore complying with FISA regulations. However, the two drivers are not very satisfied. Gerhard Berger says:
"At Imola, I see three Honda engines in front of us in qualifying. In the race, on the other hand, perhaps due to the consumption game, we can hope for better results".
Designer Harvey Posthlethwaite is more optimistic:
"There has been a small improvement. They worked hard in Maranello, and we tried various electronic mappings. We found a couple interesting. We always lose a little in acceleration, but we're on the right track".
Therefore, things can change from one day to the next. Engineer His, head of Ferrari engines, says there is still room to evolve and improve the six-cylinder turbo. Fans can therefore hope, though it's always better not to get ahead of ourselves. Following the traditional Brazilian debut, Formula 1 will move to Imola for the eighth San Marino Grand Prix on Sunday, May 1, 1988. This race is highly anticipated for many reasons. From a technical and sporting standpoint, it is necessary to immediately verify the Rio results. Spectacularly, the Imola circuit, in the heart of the land of motors, is certainly the highlight of the season's start. The Italian presence in this sport is growing, and they are clearly dominant. Ten drivers (Patrese, Ghinzani, Capelli, Nannini, Larini, De Cesaris, Alboreto, Tarquini, Modena, and Caffi), and five teams (Ferrari, Osella, Minardi, Coloni, and Scuderia Italia), plus the Italo-Swiss Eurobrun of Modena and Larrauri, are the backbone of the 1988 championship. This demonstrates total participation that exceeds that of all other countries, including England. This includes England. However, the hopes of victory, at least as far as the cars are concerned, are once again linked only to Ferrari. Riccardo Patrese and Alessandro Nannini can play the role of outsiders, should the naturally aspirated engines surprise the turbos. The Imola circuit is particularly hard on fuel consumption. In practice, however, the duel for victory should be limited to three names: McLaren, Lotus, and Ferrari. The underdogs are Alain Prost and Ayrton Senna, who dominated in qualifying and the race at the Jacarepaguà racetrack. McLaren achieved the best times in the tests carried out at Monza and, above all, showed that it was superior to the Maranello team in terms of acceleration and top speed—qualities that will be rewarded on the Imola track.
Alain Prost says:
"We are not Martians; the others are there, too".
Ferrari, on the other hand, remains rather mysterious. Progress has been made in electronic engine management, but Gerhard Berger and Michele Alboreto are not optimistic. In fact, they say that they believe McLaren is getting stronger and Lotus is improving thanks to Nelson Piquet, who is gradually perfecting the car designed by Gérard Ducarouge. The Maranello team's hopes are tied to the race rather than to timed qualifying to determine the best position on the starting grid. To counter the English team, Ferrari will have to focus on a special tactic: precise management of tire changes and fuel consumption. This is the main point of the race, given the 150-liter petrol limitation imposed on the turbos. In Rio, everything went well, and Berger managed to catch up to Prost by the end of the race. The Frenchman certainly drove sparingly in the closing laps to avoid risk, but one can't help but wonder what would have happened if Ferrari had imposed a higher pace in the final stages. Strange sport, Formula 1. It's only the second race of the season after the debut in Brazil and Prost's victory with McLaren, yet it already seems to be the decisive moment of the World Championship. Indeed, some are calling it a last chance for Scuderia Ferrari, which performed well in Rio de Janeiro.
"If the cars from Maranello aren't more competitive, goodbye World Championship".
Some tepid and realistic fans said on Wednesday, April 27, 1988. But perhaps such pessimism is not exaggerated. If Ferrari cannot immediately stop the English team, the dreams and illusions created by the Austrian driver's two successes at the end of last year in Suzuka and Adelaide could end again. This is the dominant theme of the San Marino Grand Prix, which begins on Friday, April 29, 1988, with the first day of practice. Scuderia Ferrari is expected to make a prodigious comeback, not only for the points up for grabs, but also to offer hope for the future. A statement about McLaren would give the environment a new boost and offer technical insights that suggest the cars of Alain Prost and Ayrton Senna could be beaten on certain types of tracks. It will be a battle to the last drop of fuel. Fuel consumption for the eleven turbocharged cars is limited to 150 liters, as is known. Twenty cars have naturally aspirated engines. In 1987, the limit was 195 liters, which gives an idea of the commitment that designers and technicians made to achieve this goal. Cars that used to guzzle fuel will now have to be economical to avoid unpleasant surprises from rivals with atmospheric engines, which are not subject to this restriction because the regulations allow them to fill their tanks as needed. Michele Alboreto claims:
"From this point of view, we should be fine. We certainly have less horsepower than Honda engines, but that also means we consume less. In the end, we'll do the math and hope the numbers are in our favor. I wouldn't mind passing Senna and Prost in the final laps. They'll be slowed down by the onboard computer that signals the drivers' fuel levels. Honestly, I would prefer to beat them in another way, like fighting in the braking corners. But this is the regulation, and it must be respected. Assuming that McLaren does not reserve any nasty surprises for us and proves to be faster and devoted to saving fuel. In any case, they will be ahead of us in qualifying. We'll see if we can return the favor in the race. We are David against Goliath: the only true European bulwark against the threat of invasion from the Rising Sun. They have enormous resources and make scary investments. We hope to make it; at least, we will try".
Michele Alboreto knows very well that he is at a critical moment in his career, McLaren aside. For too long, his teammate, Gerhard Berger, has been faster than him almost every time.
Last year, he secured third place in Imola, one of the best placements of the season.
"I like the track; the crowd exhilarates me. I have never won in Italy, at least not in Formula 1. It's a victory I want to achieve at all costs. But I know it will be hard and that I'll need a little luck. I won't be able to afford the misfortune that has plagued me for the past two years. For me, for Ferrari, and for the fans. It is a commitment that I make and intend to keep with all my strength. I think a win would boost me in every sense, even psychologically. I really need an injection of confidence, even though I've never doubted my abilities".
Speeches are always more or less the same. But words are not enough for the fans; they want a victory. They wouldn't even be happy if Ferrari finished second. There was excitement in Imola on Thursday afternoon when Riccardo Patrese was seen in Maranello. Needless to say, there have been many conjectures. However, it was probably just a courtesy visit with Frank Williams, especially since the British team will test at Fiorano for a few days in the coming weeks. This favor could yield results in that we will then have comparison data when John Barnard's new car with an aspirated engine hits the track. It's said that it's almost ready to hit the track. So, let's talk about the cars and drivers. Friday's forecast still calls for rain, but the sun should return on Saturday and Sunday. Brabham, which has been closed for some time, will not be present because good engines are hard to find. This situation shouldn't last long. Apart from Lamborghini, which has already unveiled the new 12-cylinder engine designed by Mauro Forghieri, other manufacturers are preparing to enter or return to Formula 1. Renault has already produced a ten-cylinder engine that some technicians saw last week. However, the French company, burned by previous experiences, will not build cars, but rather, will sell engines and support teams. Among those considering a comeback is Mercedes. However, the German company is still undecided; it would like to build a complete single-seater. A decision will be made shortly. As for the Japanese, apart from Subaru, which has an engine designed by Carlo Chiti, Toyota, Nissan, and Mitsubishi are also interested. On Friday, April 29, 1988, Alain Prost secured the victory. The Professor would like to win three in a row, although, truthfully, he could have won four in a row if they hadn't taken away his victory in 1985 because his McLaren was found to be a couple of kilograms underweight. At this point, however, the Frenchman is not looking at the details. The driver with the most first-place finishes in Formula 1 is not greedy and does not dwell on the past, but rather looks to the future.
"If I manage to score another success tomorrow, it will be a big step forward for me in the standings. It will be difficult to complete this year, but it's an important piece of the puzzle. Given the way things have turned out in the first part of the season, I foresee a championship with the McLaren brand. Then, it will be a head-to-head duel with my teammate, Ayrton Senna. These are the most difficult situations because he is forced to run without breathing and win often. If other riders and teams were to get involved in the fight, however, everything could become less complicated, as maybe two or three victories and many podium finishes would be enough to win the title. As you may recall, Keke Rosberg became world champion with only one victory".
However, this does not seem to be Alain Prost's goal. He has always said that it's better to win a race than to win the title through painstaking patience.
"Of course, the goal is always to beat your opponents in the race. I would also be very pleased to win the San Marino Grand Prix for the third time. It would also be another blow to Senna's morale".
So, what will happen in the race?
"With a dry track, I should do well. If it rains again with a certain intensity, Senna will have a better chance. I never back down, but he truly shines in the rain".
Does this mean that Ferrari won't have a chance?
"We won't sell the bear's skin before we've outwitted it. Ferrari is a formidable rival, especially on this track, where fuel consumption will obviously be decisive in good weather. Berger is very fast, and Alboreto is just waiting to trip someone up. No, I wouldn't count the Maranello team out from the start".
Is there no chance for cars with naturally aspirated engines?
"Under normal conditions, no. However, in case of rain, or if the turbos are slowed down by consumption problems, the atmospheric engines will have a great chance of overturning the prediction. I see Nannini doing very well with Benetton. In this first glimpse of the championship, the Italian has done nothing but confirm his talent, which was evident in his driving style when he raced with non-competitive cars. He and his teammate Boutsen are the most dangerous men. Williams seems to be experiencing some difficulties with their engine. However, I don't think it's wise to underestimate Mansell and Patrese".
It will certainly be an intense Grand Prix. There is so much tension surrounding the race that the normally calm Formula 1 environment appears neurotic, as it usually does only at the end of the season. And we're only at the second test! There's the duel between Alain Prost and Ayrton Senna; the crowd's anger toward Nelson Piquet, who desecrated the Ferrari myth with his recent statements in the Brazilian Playboy interview; and the team's drivers' revolt against their own team. But let's go in order. In the first qualifying session, with the track wet under an autumn drizzle, Ayrton Senna pushes hard; he is the king of aquaplaning and driving on slippery asphalt. He is almost always the best. With a few minutes left, he sets a time of 1:41:597, clearly leading the rankings. It looks finished. However, the South American didn't count on his teammate. Thanks to his experience, Alain Prost finds a clean lap without traffic. He strokes the track, calculating the trajectories down to the millimeter. He also takes advantage of the fact that the sky has cleared slightly for a quarter of an hour, so the track is no longer flooded in some areas. He is timed at 1'41"278, taking the provisional pole position away from Ayrton Senna. In a last-ditch attempt to pass, Senna finds the checkered flag right in front of him, marking the end of practice. The two drivers in the pits look at each other evilly. Prost barely holds back a provocative laugh. The rivalry grows. For McLaren, however, it's good. They detach from Ferrari, placing Gerhard Berger in third position and Michele Alboreto in eighth. Berger says he's happy with the car but continues to disparage the engine. Gerhard Berger is always calm when he speaks, now usually surrounded by a swarm of Austrian photographers, journalists, and television operators. But sharp, harsh words often come from his mouth, sparing no one, not even Ferrari:
"The car is going very well. In terms of the chassis, aerodynamics, and road holding, there's nothing to say; we're probably the best." The engine, on the other hand, is not competitive. Today, I could go faster with a wing that creates greater pressure and therefore greater traction. But not like this; we lose too much speed. As far as McLaren is concerned, we are not able to compete. It may be possible in some races, perhaps here at Imola. There are other factors that could lead to a good result. However, you can't aim for the World Championship this way, and we will win few races, if any".
In Harvey Postlethwaite's absence (he may arrive on Saturday), Marco Piccinini is responsible for the technical explanations and the day's assessment. In a few sentences:
"The new electronic systems are not doing badly, but it's clear that the problems won't be solved quickly".
Shortly before, Piccinini had a heated discussion with Alboreto. Alboreto, furious, doesn't talk to anyone. He shuts himself up in the motorhome after having an animated discussion with Piccinini, the sporting director. What happened? In the last few minutes, they brought car #27 back from the pits to install slick tires and see if there was any chance of improvement, given that the track was dry in some areas. However, this wastes precious time, and the others, with sculpted tires, fly in front at this juncture. Nelson Piquet, Alessandro Nannini, Nigel Mansell, and Riccardo Patrese are among them. Alboreto is angry. He made a bad impression on Berger again, but more importantly, he is disappointed with his performance. It's not an easy situation for the Italian driver, who lacks the results necessary to regain his confidence, which has perhaps failed him for many reasons. In numerical terms, however, Ferrari is far from McLaren. There is more than a two-second gap between Alain Prost and Gerhard Berger, an abyss. Alboreto is behind three cars with naturally aspirated engines, which are theoretically inferior. There is bad air in the Maranello team's box. But the tension at Imola also disturbs Nelson Piquet, who posted the fourth fastest time. The world champion is loudly booed at every appearance on the track. A disturbing banner is displayed in the grandstands reads:
"Piquet, the tambourine is waiting for you".
Il Tamburello is the very fast corner after the finish line where Nelson Piquet crashed his Williams last year. He escaped serious injury by a pure miracle. However, the accident put him in a crisis for a couple of months. Fortunately, there are also some happy moments. One is Alessandro Nannini, who scored fifth place with Benetton. The Italian driver is proving his worth. There are sad notes, however, for Osella, which was definitively excluded by the scrutineers who deemed the engine attachments and rear chassis irregular. There are problems for everyone, though. Even the reigning World Champion, Williams, has problems. In the morning, Nigel Mansell hit Oscar Larrauri's Eurobrun, which had spun in front of him, without serious damage. Then, during qualifying, Mansell performed a bit lower than expected:
"It's always a lottery. However, nobody can keep up with McLaren. I was too optimistic. I put in long gears hoping the track would dry completely. But I was wrong".
After the tests in Monza, Gerhard Berger said:
"Three Honda engines ahead of us".
His prediction came true, but he hadn't taken into account that others would also be in contention in the San Marino Grand Prix. On Sunday, May 1, 1988, in front of a packed crowd, rain or shine, Berger will start in fifth position, preceded by the two McLarens of Ayrton Senna and Alain Prost, the Lotus of Nelson Piquet, and the Benetton of Alessandro Nannini. For Ferrari, the second qualifying session was another day to forget. If Berger was an incautious prophet, he could never have imagined Michele Alboreto not going beyond tenth place on the starting grid, being overtaken by Riccardo Patrese, Eddie Cheever, Thierry Boutsen, and Ivan Capelli. Four naturally aspirated cars were in front of his turbocharged Ferrari.
The first question on everyone's mind is this: There are engine management problems and the overwhelming Honda engine. But how does Ferrari manage to be preceded by perhaps lighter cars with much less horsepower? The second question is: Why, after so many trials, has there been a real meltdown instead of even minimal progress? In Brazil, Ferrari outperformed McLaren by about a second, with a percentage difference of one percent. Here at Imola, comparing the two fastest drivers, Senna and Berger, the gap was 3.535 seconds, or about 2.8%. Nobody can explain anything. The pilots are disappointed and discouraged. The technicians try to appear confident, but they're worried. As Marco Piccinini said, it is a difficult disease to cure with a difficult-to-identify medicine. A difficult period looms for Ferrari, one that not even a positive result could interrupt. In theory, a podium finish is still a possibility. The troubles are real, with problematic solutions. But let's return to qualifying, which was a McLaren festival. Yesterday, Senna took his eighteenth pole position, the fourth in a row at Imola. However, Alain Prost could complain about an incident with René Arnoux, who blocked him twenty minutes before the end of the race. According to the two-time world champion, the Ligier driver did not look in his rearview mirror when the McLaren passed. When the McLaren passed, René Arnoux swerved suddenly, hitting Alain Prost's car and sending both off the track. Neither driver was seriously injured. Therefore, little Alain cannot attack his teammate. Nonetheless, we may see a similar duel to the one Ferrari teammates Didier Pironi and Gilles Villeneuve had in 1982, when they finished within 0.3 seconds of each other amid much controversy.
All of this, of course, assumes that the rain does not intervene and spoil the party. Anything could happen on the slippery track. Perhaps Alessandro Nannini hopes for rain; he was the hero of the day with his fourth-place finish. However, he doesn't have much of a chance of winning against McLaren unless the fuel consumption problem slows down the turbocharged cars. The same goes for the others, except for Nelson Piquet, who has the same Honda engine in his Lotus. He has made a few steps forward but still doesn't seem competitive at the highest level. Statistically, it's notable that Nigel Mansell did not start in the front row for the first time in eighteen consecutive races. Despite Riccardo Patrese's exploits, the Englishman and Williams in general don't seem competitive. Also noteworthy is that both Ligiers did not qualify, with René Arnoux and Stefan Johansson. Other highlights include Gabriele Tarquini's strong performance and Alex Caffi's rookie Dallara qualifying for the Scuderia Italia. This was the new team's goal, and they achieved it. These are modest satisfactions for the Italian team, but while we wait for Scuderia Ferrari to recover, we must be satisfied with this. Speaking of Ferrari, John Barnard's shadow looms over the Maranello team. The Englishman, who is still officially the technical manager of Scuderia Ferrari, was recently spotted near Modena in Fiorano, near the racing team's headquarters. Accompanying him was another engineer from the Guildford office. They saw him at the Bologna and Rome airports, carrying strange, elongated packages. These movements have obviously aroused curiosity, and on Saturday morning, Piero Lardi Ferrari, son of Enzo Ferrari, was amiably cornered. The questions concern the new car with the naturally aspirated engine that was prepared by John Barnard and built partly in England and partly at Fiorano. There are finally admissions and explanations:
"The car will be ready by May. Indeed, we can say that after Monte Carlo".
This means that, in practice, the car has already been set up and only a few details are missing. Perhaps it's already finished. But what will this car be like, after about eighteen months of development?
"I can tell you that it's a very special car, unlike anything seen so far. It will be recognized from a distance. Perhaps 'revolutionary' is too strong of a word, but it is certainly new in every sense of the word, with many unpublished details".
Rumor has it that John Barnard's Ferrari was designed to house an automatic gearbox in addition to the naturally aspirated twelve-cylinder engine. Regarding the gearbox, he said:
"It can only be automatic. The car was built for this purpose, and if we were to go in another direction, it would require significant modifications".
Therefore, the naturally aspirated Ferrari will have an automatic gearbox. The automatism consists of an electronic command; instead of operating a lever, the driver will have a button to engage the gears. Some have speculated that John Barnard's single-seater could immediately replace the current turbocharged car. However, the answer is no.
"I don't think this will happen. The turbos have proven to be even faster".
Regarding the debut of the new Ferrari with an electronic gearbox, Scuderia Ferrari's sporting director, Marco Piccinini, is vague:
"Our drivers will perform the tests, not testers. The date has not yet been decided. It depends on Enzo Ferrari's will. He will decide when and how the car will take to the track".
What about the relationship with John Barnard?
"Don't ask me anything. He has tasks to carry out".
Meanwhile, in the Ferrari area of the paddock, the post-test sadness is fading. Those in the front row in front of the tent pulled up to the mobile home have sad faces. Those in the second row have sad faces. Those in the third row have normal faces. Those in the tenth row are telling jokes. It's just like a funeral. If there were more space, the latter group would play, dance, and sing like in New Orleans. Practice just ended. Gerhard Berger and Michele Alboreto beat the McLarens of Ayrton Senna and Alain Prost by four seconds. The racetrack crowd even applauds Alessandro Nannini. What happened to the beautiful car of autumn and winter? As soon as he got off, Gerhard Berger said to a few people present:
"Everything is going wrong. I feel like taking the car, packing it up, and sending it somewhere else. On the track, I felt like a skittle".
Did he say that? No one who heard him can swear that they understood everything correctly. The only option left is to ask Gerhard Berger:
"I don't want to talk".
Just a few questions: Tire problems?
"No, I made a small mistake. I spun out, but I didn't damage the tires. I used the two trains as planned".
So what?
"The engine is missing. Honda is all about the engine. We're nothing in comparison. The Honda engine is great, but we are ugly. It's sad to work so hard and then get pushed back like that".
If it rains during the race...
"When you're going slowly, it doesn't matter if it rains or not".
Getting out of the car, seemingly tense, Michele Alboreto composes himself and speaks precisely:
"Personally, I can say that I have never been able to do a lap without traffic on the track. Therefore, I was unable to put together a decent time for this reason. But the car and engine problems remain. I had problems with a valve. I changed the valve, then the car. Nothing. The figures condemn us. The numbers tell me that I'll start from the fifth row. This means that the first corner will be a huge problem amidst a tussle, and that after three laps, once the group has split, I'll be at least fifteen seconds behind the leader".
Can it be recovered?
"Only with a McLaren, and that's not guaranteed".
Some naturally aspirated engines preceded you.
"As I've said, I've never been able to complete a lap without traffic".
You at Ferrari should at least have an advantage in fuel consumption during the race.
"You consume less fuel simply because you go slower. It's not a good deal".
Is a change of tires planned?
"Maybe not".
Marco Piccinini, the Scuderia Ferrari sporting director, is precise and curt:
"The main problem is speed, i.e., the engine's speed. We can't blame the valve. Now, it's up to our technicians to arrange everything in the best possible way to avoid losing power. Our drivers pushed it to the limit after we unloaded the setup. However, serious difficulties remain during acceleration and on the straight. During the race, we can only hope for surprises regarding consumption. However, there are serious people at Honda. I don't think they'll take risks with this roulette wheel".
The journalist is committed to writing everything down for the people of the hills, too—those who get wet and sunbathed while waiting for the Maranello team, who no longer know if they should come from Maranello or a workshop in England. Franco Gozzi, Enzo Ferrari's secretary, passes by and talks about soccer. Piero Ferrari, Enzo's son, passes by:
"It's worse than Friday, when things went badly".
Postlethwaite passes by. He also learned to work miracles with the Ferraris left to him.
"We lack 15 km/h of speed. Even the Zakspeed overtakes us".
Nannini did well. What does he say?
"I could have lowered my time by another 0.2 seconds. I pushed hard twice to set the time; the first time, the tires were cold, and the second time, I encountered traffic. My Benetton is still splendid with its naturally aspirated engine. I checked it in two days, in the wet and dry, and it always made us love it. The McLaren is impregnable, but I'll get a good placement if I get to the bottom. I felt the people were warm to me. I'm playing at home, like Ferrari".
He received a $4,000 fine. Out of gas at the chicane, he allowed the marshals to push him to the pit area, where the mechanics took over. However, the commissioners realized that he was marching on it, tired arms and all. Ayrton Senna, on the other hand, said:
"I'm fine. I'm relaxed. I love the rain, but if it's sunny, that's fine with me. Smooth running is my hope".
Meanwhile, his teammate and rival Alain Prost admits:
"I could have done better than Senna. The incident with Arnoux caused me problems".
Neither of them is bothered by the rumors of disqualification due to an irregular car fund. One of the technical topics talked about the most at Imola is the pop-off valve, which limits the power of the turbo. It is a special device placed on the intake manifold. It opens when the pressure supplied by the compressor reaches 2.5 bar, which prevents exceeding a certain power (650–680 HP). Many teams complain that the valve sometimes opens at lower pressure, which hurts the team that got it. In fact, the valves are distributed by FISA by drawing lots. The supplier has changed since the beginning; it is no longer American, but French, like the president of FISA, Jean-Marie Balestre. The mechanics of the valve itself have also been modified. In the closed position, the piston (the active part of the valve) is pressed against the seat by a spring and, more importantly, by the supply pressure acting on both sides of the piston thanks to the small opening that allows air to pass through it. The actual regulating valve, which consists of a diaphragm pushed by an adjustable spring against the passage hole for air coming from the piston, is located above. When the pressure exceeds the desired value, the spring's force overcomes the diaphragm's resistance, allowing air to exit the rear area of the piston. At this point, the piston experiences pressure only on its front face, causing it to rise and rapidly release the air. Consequently, the pressure falls below the desired limit. However, the closing time of the valve is not the same for everyone. Without touching the valve - which would be a sporting offense - it seems possible to limit the sharp drop in power by acting only on the engine regulation.
McLaren confirms this with a statement that Honda engines are equipped with a new gate system that minimizes the sudden pressure drop caused by the opening of the pop-off valve. This system reportedly consists of a highly accurate pressure sensor capable of controlling the compressor flow rate just below the valve opening pressure. The Japanese are smart. Magneti Marelli has also developed a similar system for Scuderia Ferrari. On Sunday, May 1, 1988, at the start of the San Marino Grand Prix, Ayrton Senna got off to a good start and maintained first position. Meanwhile, his teammate Alain Prost started slowly when his engine stalled shortly before he took his position on the grid. Prost exploited the movement of the car to restart the engine but climbed to seventh position. In the following laps, Prost increased the pressure of the turbo engine and recovered all the positions, moving into second by the eighth lap after passing Nelson Piquet at the Tosa corner. However, he fails to close the gap with Ayrton Senna, who maintains a lead ranging from six to ten seconds. Even Nelson Piquet tried in vain to stay close to Senna in the early stages of the race. Then, the Lotus lost its competitiveness, and Senna was joined by the Benettons of Thierry Boutsen and Alessandro Nannini, the Ferrari of Gerhard Berger, and the Williams of Nigel Mansell and Riccardo Patrese. The Lotus's low speed favors Nigel Mansell's recovery. Despite starting eleventh, Mansell briefly climbs positions until he challenges Nelson Piquet and passes him at the Rivazza corner during lap 40. However, during lap 41, Senna, taking advantage of the power of the Honda engine, joined Mansell in the Tamburello corner and returned to third place after tackling the Villeneuve corner. Then, on lap 42, Nigel Mansell's Williams experienced a loss of oil pressure due to a problem with the Judd engine, forcing the British driver to retire. Alessandro Nannini then approached Nelson Piquet. However, a collision between the two cars in the Tosa corner slowed the Italian driver, causing him to slip to seventh place. Just as the two Benetton drivers were lapped by the McLarens of Ayrton Senna and Alain Prost, his teammate Thierry Boutsen took over.
There were no further changes to the order of the standings in the closing stages. Ayrton Senna slowed down on the final lap to control his fuel consumption and won the San Marino Grand Prix. Alain Prost closed in second place. Both McLaren drivers stopped shortly after crossing the finish line due to low fuel levels. Nelson Piquet fended off Thierry Boutsen's attack and finished third, while Gerhard Berger cut the Acque Minerali chicane and passed Alessandro Nannini during the last lap to take fifth place. The McLaren festival continued. Prost won in Rio de Janeiro; Senna won the San Marino Grand Prix. However, Prost is still firmly in the lead of the Formula 1 World Championship thanks to his second-place finish. It's a one-two punch for the British team that threatens not only to mortify their opponents, but also to overshadow the entire season, which cannot live on the rivalry of the two British team riders alone. If McLaren's sweep can make negative news, what about Scuderia Ferrari? The Maranello team literally sank in front of its own fans. Those fans filled the Romagna racetrack to capacity with the secret hope of a miracle. Instead, the cars from Maranello fared worse than any negative forecast could have predicted. Gerhard Berger's fifth-place finish merely highlights the Austrian driver's usual grit. Michele Alboreto finished in eighteenth place but was forced to retire five laps before the end due to a failed right turbine. The result, however, is not as dramatic as the situation. Not only did Scuderia Ferrari fail to engage McLaren and Lotus - Nelson Piquet settled for third place - but they also had to work hard to beat Benetton and Williams, which have naturally aspirated engines. Ultimately, while recovering, Gerhard Berger managed to pass Alessandro Nannini on the last lap by cutting a chicane. Luckily for him, Nigel Mansell and Riccardo Patrese got out of the way on their own. The people in the grandstands - the caps, flags, and red jerseys - had a lump in their throats when they saw Michele Alboreto's Ferrari. Alboreto started last due to a clutch problem at the start and was trying to catch up with Philippe Streiff's AGS. The AGS has a ridiculous budget compared to the Maranello team, which failed to qualify last year. It's true that the two McLarens gave everyone a one-lap lead. However, it's equally true that Ferrari never got into the race; in fact, it ran backwards compared to the previous test in Brazil. There are no clear, plausible explanations.
Only half-hearted attempts at justification. The Honda engine is stronger; we lack horsepower. This truly marks the end of a myth. Until recently, Enzo Ferrari could hear criticism about everything in his cars except the power unit. Now, the same men of the Maranello team quietly and shamelessly place the blame on the six-cylinder turbo. How things can change. Ferrari now has a great chassis and a bad engine. Before, the engine saved the results despite the chassis's defects. One great mystery remains: Why did Ferrari create so many illusions during the winter tests, almost always achieving the best times? It seemed that winning the World Championship was just a formality. Perhaps the championship is already over for the Maranello team. Enzo Ferrari had only one move left: prepare the new car with a naturally aspirated engine designed by John Barnard in England. However, speaking of McLaren, this time the professor had to bow to the student. Alain Prost failed to block his teammate, Ayrton Senna, who was the most dangerous opponent in the fight for the World Championship. The Frenchman gambled at the start when, despite being lined up on the same front row, he got off to a slow start while the Brazilian calmly took the lead. Starting in sixth place behind Senna, Piquet, Patrese, Nannini, and Berger, Prost could do nothing but attempt a difficult comeback, which proved useless. McLaren raced alone. In contrast, the San Marino Grand Prix consisted of two separate races: one featuring the English team and the other featuring the remaining twenty-four cars. The duel between Ayrton Senna and Alain Prost was a push-pull. The South American immediately increased his pace and avoided any surprises. Then came the overtaking and back-taking, and it was quite easy for Ayrton Senna to contain Alain Prost, who only came close in the last few laps when the fuel was running low and Senna didn't want to take any more risks. Senna's victory does not dethrone Prost from first place in the World Drivers' Championship standings, but Prost still regrets giving his rival an opening in a race that was within his reach.
"Unfortunately, the only problem with our Honda engine is starting it. You have to rev it up precisely. I didn't succeed, so I advanced in fits and starts. In fact, four people overtook me. This compromised my result because, honestly, it was difficult to catch Senna unless he made mistakes, which he was able to avoid. In any case, I have one more result to my credit, and I am at peace".
Meanwhile, Nelson Piquet says that he has a lot of patience, and the fans should too.
"McLaren is currently unbeatable. I try to stay right behind them and take advantage of their mistakes and misfortunes. We at Lotus are constantly improving, but the gap to fill is large. If you can fill it. With the duel between Nannini and Patrese, and the interventions of Mansell and Boutsen, I think everything possible has been done behind me to entertain. As for me, there were a few people in Imola who wanted me to do something like last year at Tamburello. Sorry to disappoint you. I must say that during the race, I never thought about the danger I faced last year. On the other hand, I think I now have a bad memory of every corner of every circuit. Therefore, the only thing to do is forget everything; otherwise, we'll go crazy".
The winner, Ayrton Senna, adds:
"She is beautiful, and the fight with Alain is fair. Neither of us causes traffic problems for the other because we both drive fast and never double-cross. Slow cars on the track are truly the most serious obstacle we've come across at Imola. I even touched the tail end of a car. Of course, it's nice to run like this. In the past, I always had to hunt someone down; now, it's the others who have to hunt me down".
Aren't you afraid of humiliating the World Championship? Alain Prost says:
"I believe our technical challenge is a major source of interest. The fact that we are so far ahead of everyone is sensational and interesting to those who love the science of fast motoring, not the lottery".
But is there a secret? Ayrton Senna replies:
"We're not laughing. If anything, it's the completeness of the technical sector. These are things that anyone can verify and try to reproduce at home".
What is the effect of lapping a Ferrari at Imola? Alain Prost replies:
"No special effects, I swear. Hopefully, we will get excited about this".
How do you race with the new rules that allow fewer horses? Ayrton Senna replies:
"Faster in the corners and slower on the straightaway. Overall, I'd say it's more fun".
"Aren't you bored with winning so easily?"
Alain Prost replies:
"Between winning easily and fighting hard to lose, I prefer the former. At the risk of being banal, I'd say a perfect, boring car is better than an imperfect, fun car. But then, my car is boring to you, not to me".
Are you worried about the Monaco Grand Prix?
"Yes, more than Imola. It should be a circuit that favors naturally aspirated engines and turbocharged Ferraris. But it could also simply be a less clear-cut McLaren victory".
Will the rivalry between the two of you break out? Alain Prost replies:
"Ayrton and I don't know each other well yet, but everything is going well so far".
Ayrton Senna adds:
"He's a perfect teammate. For me, the experience of being on a team with him is magnificent".
Returning to the San Marino Grand Prix, the race can be divided into two sections. If Alain Prost and Ayrton Senna never made contact, the same cannot be said for their pursuers: Nelson Piquet, Riccardo Patrese, Alessandro Nannini, Nigel Mansell, and Thierry Boutsen performed a series of overtaking attempts and stunts that partially consoled the more than 100,000 spectators present for Ferrari's disappointment. The absolute star of the show was Alessandro Nannini, who attacked Riccardo Patrese several times and passed him when the Williams driver had tire issues. Then, he challenged Nelson Piquet for third place, but on lap 36, he spun out and fell to sixth place.
Nigel Mansell, with his Williams, managed to cause problems for his great rival, Nelson Piquet. Mansell passed Piquet, but the Brazilian immediately left him behind by opening the turbo pressure. In practice, both Williams cars had issues: Nigel Mansell had engine trouble, and Riccardo Patrese had a broken exhaust and malfunctioning active suspensions. Alessandro Nannini acted as squire for Thierry Boutsen until lap 58, content with fifth place. Riccardo Patrese said,
"I'm not very happy with the result. I could have taken a few points. However, the ride wasn't bad, and I enjoyed it. It's too bad that, in the final stages, the car's exhaust broke and I had to stop in the pits, thinking I had tire problems, when the problem was actually with the electronic suspensions, which weren't working properly".
But Nannini?
"It was nice. I made him sweat a bit to keep him behind. Then, seeing that I was reaching my limit with the fuel consumption and tires that seemed to be deteriorating, I let him pass".
Alessandro Nannini replied:
"Let him pass? We're great friends. We raced together for Lancia, and now we're together with Alfa Romeo. I don't understand why Patrese let Boutsen go right away when I had to struggle for twelve laps and take incredible risks. Our car was faster than the Lotus, but I couldn't pass it because Piquet caught me on the straight for those ten meters that prevented overtaking".
On television, it seemed like you touched at the start:
"I didn't notice. I really collided with Piquet, though. I wanted to make him understand that I was determined to make my way".
Towards the end of the race, however, Benetton driver Alessandro Nannini couldn't come to terms with Gerhard Berger's determination. Berger passed Nannini in a way that could be described as original, if not incorrect: he skipped the chicane and took the high variant:
"I came along".
The Austrian explains. But who believes him? Alessandro Nannini replies:
"He cut the Acque Minerali variant. They used to put piles of tires there to prevent people from getting smart. They weren't there yesterday. Mistake aside, I'm happy with my ride. Some funny things happened to me, too. Once, they showed me a sign from the pits that read 'reset,' so I took an accelerated English course. But I didn't know what that word meant. I thought they were asking me to stay behind my teammate, Boutsen. Instead, they were asking me to reset the onboard computer to check the temperatures. At this point, it was clear that I would need to take more lessons. Then, I saw a McLaren behind me. I was convinced that she had stopped to change tires and was catching up. Instead, they were lapping me".
Gerhard Berger thus finished fifth after an unremarkable race, with an engine that behaved similarly to Michele Alboreto's in Brazil. On the other hand, the Italian driver had a race in reverse. His car didn't move at the start.
Struggling with the clutch, Alboreto started last, beginning a long run-up and passing single-seaters one by one with great difficulty. The clutch caused problems throughout the race, but when Alboreto was in seventh place, a turbine failure right in front of the pits ended his efforts. Was it bad luck? Of course, this is not luck. Marco Piccinini, the sporting director of Scuderia Ferrari, admits:
"We didn't make a good impression, but I can't answer the technical questions. The engineers will try to solve the problems. We are convinced that the turbo is always the right choice, but you need a valid turbo engine".
Never before had a Ferrari engine been so explicitly brought to the dock.
"During the race, I had no more than 560 horsepower".
Gerhard Berger said. The Honda engine, on the other hand, has 720. It can't just be a matter of fuel consumption because in qualifying, you can use as much as you want, yet the Ferraris are equally slow. In the past, after such defeats, Enzo Ferrari pounded his fists on the desk in Maranello, agitated men, changed personnel, promoted and defenestrated. What will he do now? Probably not even he knows which direction to move in. The crux of the matter is not a lack of personnel, but a flawed system. With a consulting engineer (Renzetti) and a defector from Renault (His of Him), it's hard to imagine competing with Honda.