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Goodbye old Ferrari. An ensign, even if a bit crumpled, leaves. The engineer Mauro Forghieri, 52 years old, married and with three kids, never bragged about his prosperity, an amazing technician and main character of the races, at Maranello since 1960, Monday, May 4th, 1987 resigns and moves to Lamborghini, where he will head the competition department and advanced studies with the aim of creating a Formula 1 engine. The fact leaked from Detroit, where Chrysler, since Tuesday, April 23rd, 1987, new owner of the Lamborghini for about 20.000.000 dollars, gives the news to the delegation Fiat that arrived at the American capital of the car with Vittorio Ghidella, then awarded an important recognition for his work. Ghidella, at the top of Fiat Auto and Ferrari, says that Mauro Forghieri, after the recent changes on the technical sector of the team of Maranello, may have felt like he had little room for maneuver and therefore sought an alternative. Chrysler claims that the negotiations for the transfer of Mauro Forghieri to Lamborghini had begun before the purchase of Lamborghini. A stress that shows how the American company doesn’t want to spoil the good relations with the Fiat group. Mauro Forghieri until now was the director of a particular Ferrari department, dedicated to advanced research and studies on behalf of the Maranello team and external customers. He left the team management on September 10th, 1984, after 24 years as one of the protagonists, in the good and in the bad. He developed about thirty cars, twenty of gearboxes and as many engines for Ferrari. By him being an example, the Maranello team won the 1975, 1977 and the 1979 Formula 1 World Championship. Niki Lauda wrote on his book as follows:
"I believe on the ability of Mauro Forghieri. He is a genius. My bad luck is that I can’t deal with geniuses".
In so many years of races, working side by side with famous drivers, also a technician ends up being known. Mauro Forghieri, even, on the tracks around the world had become a bit “the emblem” of Ferrari and of the made in Italy. Extrovert, disruptive, very active: he was the man who represented the Italian motor school in times in which the Ferrari was little and they needed to fight as an artisan company against richest team.
"I was tired, the rhythm between the races was too hectic. Formula 1 made giant steps by introducing the turbo, in every way: on the research, on the costs, on the daily schedule. And it cannot be considered as a big family anymore. So, I decided to say enough".
He declared this after he left the Grand Prix. Actually, Enzo Ferrari wanted to face the new times in a different way, breaking up with the past.
"Too much focus on centralizing, no support behind him at all".
That’s what Enzo Ferrari recently stated. And now, after few years in the shadows, after he declared that he wasn’t coming back in Formula 1 for any reason, Mauro Forghieri is close to be making his entrance in the world of races. And if the team of Maranello is hiding - for now - behind the classic no comment, from Sant’Agata Bolognese, Daniele Audetto, on the behalf of the Lamborghini, to know that Mauro Forghieri, world-famous design of high-performance-cars, has taken over the technical direction of the competitors and advanced studies department, during the establishment phase. First targets of this department are the realization of an engine of Formula 1 and the development of new technology for the mass production. This means that Lamborghini - founded by Ferruccio Lamborghini in 1983, for the first time in his history, want to compete at the Grands Prix. The debut should happen in 1989, the engine could be a 12-cylinder aspirated. Forghieri and Formula 1. The draw is clear: Chrysler, through Lamborghini, want to boost their image and stimulate the sales of luxury sports cars on the American market, now ruled by the European company. In the meantime, Sunday, May 17th, 1987, the circus is back in Belgium. After the exciting San Marino Grand Prix, the World Championship arrives in Spa, on a spectacular track, for the third race of the season. A victory in Brazil for Alain Prost and the McLaren, a victory on the San Marino Grand Prix for the Williams of Nigel Mansell. It's already time for a run-off between the two teams that are dominating the scene from time.
The return of the injured Nelson Piquet adds up to the attention normally drawn to the belgian race. Outsiders such as Ayrton Senna, the Benetton of Teo Fabi and Thierry Boutsen, the revived Brabham of Riccardo Patrese and Andrea De Cesaris are trying their best to win. The most awaited is always Scuderia Ferrari. Michele Alboreto’s third-place finish, behind the Brazilian in the Lotus and in a race won by the British driver, sparks hope. While the logic and the men at Maranello advocate for calm, the Circuit de Spa-Francorchamps is one of those tracks where chassis and aerodynamics play a decisive role in the outcome. As of now, these two aspects don't appear to be strong points of the F1-87. However, when you’re on the right track, everything becomes easier. The team works harder, if possible, and the drivers gain confidence - sometimes even luck can be on your side. No one expects a full victory from Spa, but rather a confirmation of progress. Designer John Barnard recently stated that he has identified the direction to take. While the available time is limited, improvements in performance and reliability could be seen in Belgium, particularly in areas such as the engine, suspension, and front wing. Michele Alboreto reiterates:
"It will take at least three more races to get to the top, provided everything goes well and we avoid making mistakes".
Waiting for the moment of truth (perhaps at Le Castellet during the French Grand Prix), the goal is to aim for a solid result rather than making an improvised attempt to challenge the best, namely Williams and McLaren. However, the Belgian Grand Prix also presents a series of records that could either be surpassed or equaled. Firstly, there's Jackie Stewart’s 27 victories, which is under threat from Alain Prost, who arrived in Brazil with 26 wins. Then there's Ayrton Senna, who is looking to match the Scotsman's 17 pole positions, though the absolute record of 33 poles is still held by Jim Clark. Additionally, Ferrari is on the verge of establishing an unwanted record: 26 Grand Prix without a win. In fact, it has been since August 4th, 1985, that a driver from Maranello (Michele Alboreto) stood on the top step of the podium. The chances of breaking this negative streak at Spa are slim, as the circuit doesn't seem to suit the F1-87's characteristics. Moreover, there have been only minor modifications to the car (primarily a rear wing with additional flaps, designed for this type of track) that are unlikely to drastically change the situation. A strong finish may be within reach for Michele Alboreto and Gerard Berger, but a victory seems like an illusion - unless luck, possibly in the form of rain, plays a part. On Thursday, May 14th, 1987, it rained in Spa, and the forecasts for race day were far from optimistic. However, doubts remain regarding Ferrari's performance in wet conditions, as the team has never truly tested the car in the rain. As we wait to see how things unfold during practice and the race, the eve is filled with talk about driver market rumors: the usual speculation about Alain Prost moving to Ferrari, Michele Alboreto potentially going to Williams, and the latest news about Ayrton Senna possibly joining McLaren. Marco Piccinini, the sporting director of Scuderia Ferrari, says with a smile:
"We don’t have any ongoing negotiations. It’s too early to start thinking about next season. We have two capable drivers. The choice was made by Engineer Enzo Ferrari. Hiring Gerard Berger instead of Stefan Johansson has helped rejuvenate the team. The current limit isn't in the drivers, but in the car".
This last statement could be seen as a critique of John Barnard's work or perhaps an admission of helplessness. But is it true that only youth makes a difference in F1? It's not always about age; the key factor lies elsewhere. The fact that there are no negotiations in progress doesn't necessarily mean that a contract hasn’t already been arranged.
"Ferrari has always taken pride in not negotiating first, but rather in being approached by the drivers. What may seem set in May can change by September. A few sponsors can change their minds at any time. As for the cars, there are no new ones in preparation, but we are definitely working on studies and modifications to improve them".
On Friday, May 15th, 1987 all the team managers meet with Jean-Marie Balestre, president of the FISA, to discuss the various issues surrounding Formula 1. Meanwhile, the drivers are in a state of unrest ahead of the Monaco Grand Prix, where 26 cars will start instead of the usual 20. The drivers reject this imposition, deeming it dangerous due to the narrow and challenging nature of the track. In the midst of all this, Ferrari begins to dream again. After the first qualifying session of the Belgian Grand Prix, Gerhard Berger sits in first place, while Michele Alboreto is in third. In between them is Nigel Mansell with the Williams. A provisional pole position for Ferrari is a significant boost of confidence for the team and its drivers - something that hadn’t happened in two years. The last time Ferrari was in such a position was in 1985 in Brazil, when Michele Alboreto started from pole. Later that same year, in May, Alboreto also posted the fastest time on that same track. However, the race was postponed due to crumbling asphalt, amid much controversy. To be fair, Ferrari’s strong performance at this point is partly due to the circumstances, likely helped by a very flexible engine. The weather that day was cold, with intermittent rain, hail, and occasional sun. As a result, the track was never fully dry, and the lap times reflect this: Gerhard Berger was the fastest, with a lap time of 2:06.216 (an average speed of 197.946 km/h). For comparison, Nelson Piquet had posted a time of 1:54.331 the previous year. But as the Catalan philosopher might say,
"Better to be the best in the wet than the worst in the dry."
There’s still the possibility that the race could take place in the rain, although forecasts predict cloudy weather. Berger set his fastest time towards the end of the practice session. At Spa, the Austrian has two different setups to choose from: one with harder springs and a normal setup, and another with softer shock absorbers and wet-weather adjustments. It was with the second setup that Berger set his best lap, when the track wasn’t too wet. His teammate, Michele Alboreto, on the other hand, only had one car available and opted for an intermediate setup. Risking with slick tires, Gerhard Berger sets the fastest time halfway through the session, but he will no longer have another chance to improve his time. This bold strategy also benefits Alessandro Nannini, the hero of the day, who places his Minardi in seventh position—a historic result, ahead of drivers like Alain Prost.
"I saw that the track was mostly dry, so I decided to go for it. It worked out well,"
Nannini said. However, just moments later, hail begins to fall. There’s satisfaction, but also a sense of calm at the Ferrari pit. Marco Piccinini, the team’s sporting director, explains:
"It’s not just Berger’s pole or Alboreto’s third place that’s encouraging, but the fact that both cars performed well. We’re close, and that's a good sign".
Berger, the Austrian driver, downplays the difficulty of setting the fastest time:
"There was a lot of aquaplaning, and the tires were slipping, but I didn’t take any major risks. For the race, I’m comfortable, whether it’s wet or dry, as long as I can stay ahead".
Michele Alboreto, as mentioned earlier, took a greater risk by using slick tires:
"I was at the top. Going down the slopes, I felt like Biasion from the rally. The only difference is my car doesn’t have four-wheel drive like the Lancia".
For the others, the mood is less positive. Returning driver Nelson Piquet puts it bluntly:
"It felt like winning the lottery".
Alain Prost adds:
"We never had the car set up right at the right moment.”
But this is how you return to the top: maybe with a bit of luck, but without making mistakes. For Ferrari, it’s a significant step forward after many missteps. The team is back on top, a position that needs to be confirmed on Saturday. If it rains, things may remain unchanged, but if the weather clears, the standings could be completely overturned. All of this happens under the watchful eyes of Mauro Forghieri, the legendary designer who, after many years of glory at Ferrari, moved to Lamborghini. It’s been since the start of 1985 that the Italian engineer has attended a Grand Prix. He chose not to visit Ferrari's pit to avoid disturbing the team, although some members made the effort to greet him, visibly moved by his presence. Forghieri, a great talker, delivers a long speech:
"The Lamborghini programs are still undecided. Will we supply a 12-cylinder engine for two cars or for eight teams? We don’t know yet. Are we going to build an F1 car? We haven’t made that decision either. I’ve seen many beautiful cars; I really liked the Benetton, maybe because of its colors. But remember, the winning cars aren’t always the most advanced ones - they’re usually the ones that are the easiest to drive”.
On Saturday, May 16th, 1987 a couple of rays of sunshine on a day filled with rain and hail are all it takes for Ferrari to secure pole position. Despite Gerhard Berger and Michele Alboreto starting from fourth and fifth for the Belgian Grand Prix, it’s the first time this season that the Maranello team has a real shot at victory. The final practice session sees Nigel Mansell once again showing his dominance, with an incredible lap time: 1'53"028, an average of 223.020 km/h, almost 1.5 seconds faster than his teammate Nelson Piquet. The Brazilian leads the chasers, with Ayrton Senna and the two Ferrari drivers following, ahead of Alain Prost, Thierry Boutsen, and Riccardo Patrese. Mansell’s performance is worth noting for two reasons: First, the FISA’s attempt to curb the performance escalation by imposing a 4-bar pressure limit on the engines and banning qualifying tires has already failed—at least on this track. Seven drivers break the previous year’s lap record, with Piquet’s previous best of 1'54"331 being easily surpassed. Secondly, Honda (with engines powering the top three positions) clearly has special engines for practice sessions that reach higher speeds than during the race, which gives Ferrari a slight consolation—they don’t have special engines for testing purposes. The progress is clear: Ferrari’s gap has shrunk significantly from four seconds in Rio, to two seconds in Imola, and now just under 1.5 seconds in Belgium, a much longer track. Berger and Alboreto could have likely done even better, had they not been slowed by various issues.
Though John Barnard’s work is not yet visible, it is starting to show promise. There’s still much work to do on the chassis and engine, but the prospects look interesting. There are still significant differences - Piquet’s Williams hits a top speed of 327.174 km/h on the Les Combes straight, while Gerhard Berger reaches just 316.344 km/h, and other drivers like Nigel Mansell, Eddie Cheever, Derek Warwick, Senna, Johansson, and Prost all outpace him. But the progress made by Ferrari is promising. The final practice session sees Berger and Alboreto battling it out for position, with the dominant theme being the fight for pole and intra-team rivalries. Mansell wins the duel with Piquet, Berger edges out Alboreto, Boutsen beats Fabi, and Patrese finishes ahead of De Cesaris. Prost and Senna, however, have an easier time, as Johansson and Nakajima are effectively second drivers in their teams. Mansell’s lap is a stunning blow to the competition, and even Berger and Alboreto can’t improve their times. Berger, however, prevails, partly because Alboreto’s car faces electrical issues in the final 15 minutes. With the track drying out under the early sunshine, black clouds quickly take over, and a violent rain hits the circuit, making any further improvements impossible.
The weather will likely play a key role in the race. If the track stays wet, a surprise could be in store, with Senna, Cheever, Berger, and Johansson potentially being the water specialists to watch. If the skies stay overcast without rain, Williams remains the team to beat, with Alain Prost as a strong contender, and Senna and Ferrari as possible outsiders. Riccardo Patrese could also confirm his form after his impressive showing in Imola, while the Arrows could surprise, despite their less-than-ideal qualifying positions.
"Mansell is good. He’s put in an incredible lap. That’s why we tried to hire him last year," said one of the Ferrari engineers, acknowledging the Englishman’s skill.
With this words Marco Piccinini, sports director of the Scuderia Ferrari, starts his brief press conference after the qualify. Then he talks to the team:
"It has been a solid result, even if we could have done something better. On the chronometric plan we went ahead the right way. To the race the arduous sentence".
The fourth-best time for Gerhard Berger and the fifth for Michele Alboreto prompt John Barnard to speak further. His hair soaked from the rain, yet still bright-eyed with an unusual smile on his face, the English designer says:
"We didn’t have many opportunities to fight for the victory. The car isn't too bad, though; we just need to avoid making mistakes. We've figured out which direction we need to go in. Now, I’m awaiting some new upgrades I’ve designed, and I hope that in the next tests we can take another step forward toward our best form".
Both Gerhard Berger and Michele Alboreto continue to express dissatisfaction with the car, though they both acknowledge some improvement in their F1-87s:
"I encountered too much traffic; I could have gained at least half a second. Mansell was out of reach, but the front row was definitely within my grasp. As for the race, who knows? It all depends on the weather".
The Italian driver briefly passed his teammate in the first half hour, only to be overtaken himself shortly afterward:
"I didn’t have the chance to defend my position in the final minutes before the rain came, and then the engine started to falter. But overall, we’re making progress, and I’m content, even though I could have been further ahead".
Nowadays, many drivers focus more on their teammates than their rivals. Nelson Piquet, in contrast, appears glum. However, the Brazilian has an excuse: his Williams' gearbox is malfunctioning. On his best lap, Nelson missed a gear just before the start/finish straight:
"I’m surprised by Ferrari. I knew they'd improve, but I didn’t expect it to happen this quickly. They’ll be a tough rival".
Nigel Mansell, on the other hand, does not mention his rivals. Instead, he offers a self-congratulatory analysis of his performance, speaking in a series of obvious phrases:
"There’s nothing more I could have done. I set the pole time at the right moment. I’m happy; I’ve shown that I can be fast in both dry and wet conditions. Now, I just pray that we get a race day with stable weather, free from surprises. I’m not asking for anything more".
The issue of tires remains ever-present, with a scheduled pit stop around the halfway point of the 43-lap race. However, the one thing everyone hopes for is a clear answer from the weather—either a dry or wet race, with nothing in between. The unpredictable conditions could lead to anything. We can talk about the voices that are moving into the paddock of Formula 1. On Saturday morning Marco Piccinini denies any contact with other drivers, saying that he will be happy to keep the same lineup also in 1988. Unfortunately, someone witnessed a lively discussion, on Friday evening, between Ron Dennis and Alain Prost and on Saturday morning Michele Alboreto, once again, he went to see Frank Williams, a builder who values him for what he’s worth. Saturday, May 17th, 1987, at the start of the Belgium Grand Prix Nigel Mansell keeps the first position, followed by Ayrton Senna, Nelson Piquet and Michele Alboreto: in the back René Arnoux and Andrea De Cesaris, touch each other slightly, while Thierry Boutsen collides with the Ferrari of Gerhard Berger spinning his car. A more serious accident involves Philippe Streiff, that hits violently the wall at the Eau Rouge. After a little the damaged car of the French is struck by the arrival of his teammate, Jonathan Palmer. Both leave their cars, unharmed but their Tyrrells are reduced to scrap. The race is suspended, and a re-start is required. At the second start Ayrton Senna is forced to retire. But it seems that, according to Nigel Mansell, that Ayrton Senna had slower acceleration, as if he had missed a gear; so the British driver tried to overtake on the outside, even if difficult on that point, but Ayrton tried to resist.
Both went off track. Right after Nigel Mansell resumes the race during lap 17. After the retirement of Gerhard Berger of the third lap, the Ferrari also lose Michele Alboreto that, slotting second, suffers from a break in the crankshaft that forces him to withdraw; two laps later also Nelson Piquet, while he was in first position, retires due to the rupture of a turbo tube, and leaves Alain Prost, followed by Teo Fabi and by his teammate Stefan Johansson. The pit-stop changes the situation a little, and the French easily accumulates 25 seconds of advantage, after having feared the worst because of excessive fuel consumption, which was non-existent and due only to a defective indicator. Alain Prost wins the Belgian Grand Prix followed by Stefan Johansson. For the McLaren a 1-2 is obtainable after the retirement of Teo Fabi – due to an engine fault. Andrea De Cesaris takes his Brabham on the podium after an intense battle with Eddie Cheever, Satoru Nakajima and René Arnoux. From the race a total superiority of the McLaren team emerges, with an almost historic double, since all the others have been dubbed, including the third, since Andrea De Cesaris ran out of gas a few hundred meters from the finish line. Poor guy—no one had told him he’d still be on the podium, as fourth-place Eddie Cheever was too far behind. So, Andrea risked a heart attack, desperately trying to push his Brabham towards the finish line while all the others had already stopped. Naturally, he didn’t succeed, but in the end, his effort was rewarded with a well-deserved podium finish, one that boosts his standing after a long time in the shadows. It was a sacrifice that proved worthwhile.
"Amazing. Amazing. He is great. I don’t mind about my record".
Jackie Stewart, here as a TV commentator, does not express words of envy to Alain Prost who matches him with 27 victories. From a kind person like the Scotsman, one could not expect a different reaction. Even the French driver doesn’t talk much about his new record:
"I’m happy: Stewart and Lauda were the drivers that I admired most when I was young, even if I can’t say that the Scottish was my idol, my reference point. The World Championship matters the most and it’s still far away. Now there will be two races in a row, Monte-Carlo and Detroit, and you might have to start over, in July at Le Castellet with the French Grand Prix. In any case it’s better to stay ahead, to have points ahead. It has been an easy race and at the same time a difficult one. The tires were vibrating quite a bit after the tire change. And then I had a malfunction in the on-board computer that marked my use of the fuel. I asked for instructions, to my box, via radio and they answered me with data based on that reported by my teammate Johansson. It was all good".
Andrea De Cesaris, finished third at the finish line, says:
"Finally. But what an effort. The team thought that I could have done all the race without a pit-stop. And they were right. Our car was so balanced with the setup we came up with, that it does not degrade the tires. I didn’t have any problems while driving the car. Unfortunately there was a little mistake on the calculation of fuel consumption and so I had to perform in the thrust of a 560-pound car uphill. I’m strong, but not enough for this kind of muscle tests".
Very satisfied is also Eddie Cheever, that suffered a lot to obtain the fourth position.
"I reeled like I was the protagonist of a radio transmission. I knew I had problems with fuel and I had to call the box every lap to have information. However we still managed to get a good result".
Nigel Mansell, after the match with Ayrton Senna, reiterates its convictions:
"I overtook him. He almost pushed me out. A guy like him , who behaves like that on the track, doesn’t have the right to step on a single seater anymore. I couldn’t help but go and say how I feel about him".
It was a clear explanation from the English driver. Right after the race, Alan Challis, the head mechanic of Williams, went to the Lotus garage to apologize on behalf of the team to Ayrton Senna’s crew. As for Nigel Mansell, after his shabby assault on the Brazilian driver, he simply headed home.
"I had already passed him with half a car. He could have backed off, but instead, he insisted on keeping his line, which caused the collision. He’s an aggressive driver, and everyone knows it. He deserved a lesson. He’s lucky it was handled man-to-man. Next time, he’ll know how to behave on track".
In response, the Brazilian driver was direct:
"I tried to overtake him where it was impossible. No one would even attempt to pass at that point of the circuit. I couldn’t do anything. I was stuck by the barriers. I braked too, but he deliberately came at me, trying to push me off. He was acting recklessly. As for my behavior in the pit, let others judge that. I was just trying to defend myself".
The incident couldn’t go unnoticed. The Federation sent a letter of disapproval to Pascal Fabro (Charro) for his misconduct at Imola, and many felt that stronger action should have been taken against Nigel Mansell. It’s even possible that Williams might face consequences for their driver’s actions. Meanwhile, on the very same day, Alain Prost made history by equaling Jackie Stewart’s record for most Grand Prix wins. Prost also took the lead in the Drivers’ World Championship, having triumphed in the Belgian Grand Prix ahead of his teammate, Stefan Johansson. Johansson, who was dismissed from Ferrari the previous year, is the only driver to have scored points in all three races so far. Ferrari, once again, faltered. However, it was Andrea De Cesaris who surprised everyone by finishing on the podium, a feat he hadn’t achieved since 1983 when he finished second in South Africa with Alfa Romeo. Eddie Cheever also had a solid race, showing great tactical awareness to finish fourth. A disaster for the Honda-powered cars, whose overall performance was poor. The only silver lining for Honda came from Satoru Nakajima, who, despite limited points, may end up as a key player in the standings. Notably, three cars powered by BMW engines (or derivatives) managed to finish in the top six.
Not bad for a company that was forced to stay in Formula 1 when they originally wanted to leave. What a Belgian Grand Prix! Continuous emotions, suspense, and Alain Prost’s second victory of the season, which catapults him to the top of the World Championship standings. What more could you ask for in this third race of the year? Two starts, constant accidents, battles on track and off, and fights between drivers. The Ferrari team once again disappointed, showing promise in practice but failing to deliver in the race. On the other hand, an unexpected Italian driver, Andrea De Cesaris, made it to the podium after an incredible finish. And then, on the numbers, Alain Prost made history, equaling Jackie Stewart’s record with 27 career wins, becoming the driver with the most victories in Formula 1 history. It seemed like it could be an easy, maybe even uneventful race, but everything happened - including a box-office-style brawl between the light-footed Ayrton Senna and the hefty Nigel Mansell. It’s not the first time drivers have let off steam in a violent way. We remember, for example, in 1978 at the Spanish Grand Prix, when Vittorio Brambilla threw a punch at James Hunt’s helmet after a dangerous maneuver. Or in 1982, at Hockenheim, when Nelson Piquet kicked Chilean driver Eliseo Salazar. This time, in Belgium, the protagonists of the clash were none other than Ayrton Senna and Nigel Mansell. Two talented drivers, both often criticized for their impetuosity, sometimes bordering on recklessness. Last year, in Brazil, they had already taken themselves out of contention. This time, they did it worse — a fight that ended with both of them out of the race. The accident took place almost immediately after the second restart. Senna, starting third on the grid, made a spectacular move, passing both Nelson Piquet and Mansell to take the lead. The tough Englishman wasn’t having any of it. On the third lap, at the Pif-Paf corner, as Senna turned right, Mansell tried to pass him on the outside. Senna closed the line, the two cars locked together, and both ended up off the track. Mansell managed to restart the Honda engine in his Williams, returned to the pits, changed tires, and resumed the race —already a lap down. But his comeback didn’t last long. On lap 18, the floor of his car was too damaged, and he was forced to retire. Furious, Mansell stormed out of his car, made his way to the Lotus pits, where Senna was analyzing the race data on a monitor, and confronted him with raised fists. Ayrton Senna, lined in face, says:
"He is crazy. I saw him coming and foaming at the mouth. He pushed me against the wall, and hit me. I had to defend myself, returning the shots. Maybe I also gave him a kick in the groin".
After a little, the two drivers were barely separated by the men of the teams. What to say more? Ayrton Senna was right, he was the victim. And maybe Nigel Mansell has taken out on him the anger of old disagreements. It had to be a positive day, the one to prove the progress emerged during the tests. Instead, the Scuderia Ferrari return in Maranello with empty hands. Gerhard Berger retired during the second lap due to an engine failure. Michele Alboreto is forced to the retire after nine laps due to a transmission problem, when he was in second, behind Nelson Piquet. So the men of the Maranello team immediately leave Spa without making noise. The sport director, Marco Piccinini, says:
"Maybe we found the competitiveness, but our reliability is not good. Two unusual problems. The engine fit on the reserve car of Gerhard Berger was new. Now we will have to get ready for Monte-Carlo. We are going to conduct tests in Fiorano and then in Le Castellet, before travelling to Detroit. Setup is not positive, but we think that we are heading towards the right direction ".
Gerhard Berger is very honest.
"I made a mistake at the first start. I went into the chicane with too much enthusiasm, maybe the tires were not warm enough. I went through a spin and crashed against the guardrail. After all I have been lucky, it was a great day. But we have to wait again for a victory".
John Barnard will try to speed up the process. The English technician already has in mind a few changes to be made on the F1-87. Front suspensions, front bumper of the wings, on the electronics, with the Magneti Marelli. So, the team of Maranello does not stay still, even if this recovery becomes longer and more stressful. In the meantime the rivals pull a huge gap in the rankings. Or at least the rival that matters right now, that is Alain Prost. It's said that the French has already a contract, presented by the team of Maranello, for the 1988 year. He only needs to sign it officially. But it will take more positive tests to convince him to take the road that brings at Maranello. As it will be problematic, for the Lotus, to keep Ayrton Senna for another year, even if there’s a deal valid for two seasons, but the Brazilian doesn’t get along with mechanics and with Gerard Ducarouge anymore. Rumors have it of a possible pass at McLaren. Michele Alboreto has not even returned to the pits. He went straight to the motorhome Ferrari, where Gerhard Berger and John Barnard are already present. After a little talk with the two, the Italian driver says:
"I’m really sorry. I had trouble keeping Prost behind, but we were both recovering on Piquet. The French overtook me on the straight when I heard a strange noise behind me. Maybe a juncture failed".
But was the car competitive?
"We had a good pace. In my opinion we could have won, since Prost took off because no one managed to race him".
In which part of the track the Ferrari could be able to keep up with McLaren?
"On the corners there was no problem. That means that the chassis and the engine are solid. Prost was the fastest on the straight, that means he had better aerodynamics and maybe more horsepower available".
The Italian driver leaves with a sad face. He says to a friend:
"I’d almost want to cry because I felt that this could be a great day. Instead we still have to be patient in order to triumph”.
Lately the environment in Maranello team is not idyllic and familiar to resounding results, as demonstrated by what happened on Friday, when a new mechanic just arrived. At some point he placed himself behind the engine with a gun on the hand with the intention to turn the car on. He was ready to insert the barrel of the tool in the appropriate orifice of the six-cylinder turbo. But another furious mechanic pounced on him just in time saying:
"What the hell are you doing? That’s the gun needed to unscrew the wheels".
Fortunately, the incident didn’t occur during a crucial moment in the practice sessions. This was the third stage of the World Championship, held in front of a discreet crowd at a beautiful circuit. It’s a shame, however, that the hospitality fell far short of expectations for such a prestigious venue. At the end of the race, around sixty journalists and photographers from around the world were threatened by police accompanied by wolfdogs and forcibly removed from the circuit. The paddock was transformed into something resembling a prison camp, with locked gates and fencing everywhere. Even prominent figures like Marco Piccinini and John Barnard found themselves trapped, while cars were pushed into the crowd through narrow passages - putting both the drivers and the public at serious risk. To make matters worse, parking lots that were meant to be free for service personnel were being charged at 17.500 liras. But with Bernie Ecclestone now owning half the circuit - and even a couple of restaurants - it’s clear that, regardless of the conditions, the Formula 1 circus will continue to return to Spa year after year.
What unfolded at the start of the Belgian Grand Prix was something rarely seen - a chaotic scene more akin to a demolition derby than the pinnacle of motorsport. Three separate accidents occurred on the first lap, sparking fear throughout the circuit packed with spectators. For a moment, many feared a tragedy had unfolded. But relief followed as reports confirmed that, remarkably, none of the drivers suffered any injuries - a testament to how far Formula 1 safety has come. Let’s take a look at what happened in sequence. The starter was Belgian official Roland Bruynseraede. Even before reaching the tight La Source hairpin, René Arnoux in the Ligier collided with Andrea De Cesaris’s Brabham. A tire on De Cesaris's car failed, forcing him to limp around the track at low speed to return to the pits and switch to the backup Brabham. Arnoux also changed cars, taking advantage of the red flag and race suspension. But the drama wasn’t over. Before the field completed the first lap of the restart, Gerhard Berger - running in fourth position - made a critical mistake at the Club House chicane, just before the fast corner that leads to the pit straight. His Ferrari became unbalanced through the narrowing section, struck the barriers, and bounced back into the middle of the track. Thierry Boutsen, arriving in his Benetton, had no chance to avoid him. The collision was violent, and both cars were heavily damaged. Other drivers only managed to avoid further catastrophe through evasive maneuvers that bordered on reckless. And still, the chaos wasn’t over.
A short while later, Nigel Mansell crossed the finish line in first place, followed by Ayrton Senna, who narrowly edged out Nelson Piquet - despite a controversial moment at the start where the Lotus driver dangerously squeezed his fellow Brazilian at La Source. Michele Alboreto came in fourth, followed by Alain Prost, Thierry Boutsen, and Teo Fabi. Fortunately for all involved, the third major incident occurred at the back of the pack. On the fastest straight of the circuit, Philippe Streiff’s Tyrrell suddenly reared up and launched into the air, soaring at least five meters high before crashing back down. The impact tore the car in two - the engine flying off to one side, and the cockpit, with Streiff still strapped inside, landing on the other. It was a horrifying sight. His teammate, Jonathan Palmer, following closely behind, kicked up dust as he ran over the scattered debris from Streiff’s car and skidded off to the side. Meanwhile, Alex Caffi - starting from the back of the grid in the Osella - narrowly avoided a devastating collision by mere centimeters. The race director immediately showed the red flag, and the Grand Prix was suspended on the spot. According to the regulations, the entire starting procedure had to be repeated from the beginning. Several drivers were forced to switch to their reserve cars: Gerhard Berger, René Arnoux, Thierry Boutsen, Andrea De Cesaris, and Philippe Streiff all took backup machines. Ivan Capelli also took the opportunity to change cars - he had originally been set to start with March's reserve but now had the official chassis ready to go. It took roughly 40 minutes to reform the starting grid. Thankfully, the second start went off cleanly, without further incidents. As for Philippe Streiff, who miraculously went on to finish the race in ninth place, it’s fair to say he was protected by more than just good luck - the strength of modern carbon-fiber monocoques and effective safety harnesses likely saved his life. Watching the wreck, it was almost surreal - like seeing a fighter pilot eject with his seat and parachute. It might have seemed absurd if the situation hadn’t come so dangerously close to tragedy. Now, serious questions are being asked about the Tyrrell car’s behavior. Streiff himself said afterward:
"The car went from one side of the track to the other and I don’t know why".
Some claim that in Streiff’s crash, the engine detached entirely from the cockpit - a terrifying prospect that raises further questions about the car’s integrity. When the Formula 1 World Championship begins each season, predictions inevitably follow. Every year brings new points of interest - whether technical innovations, regulatory changes, or emerging driver talent. With that, expectations shift, and so do the presumed favorites. Yet, when it comes down to the results, a single pattern has emerged over the past four years: the trio of Alain Prost, McLaren, and TAG-Porsche. So far this season, three races have been held, and Prost has already claimed two victories. He now leads the standings ahead of his teammate Stefan Johansson, while McLaren continues to dominate. But what explains this dominance? Is Alain Prost’s talent alone enough to justify such supremacy? Without question, Prost is exceptional - arguably the most complete driver on the grid today. He lacks nothing: his driving is almost mechanically precise, his racecraft is intelligent, and yes, he also benefits from a fair amount of luck. The Belgian Grand Prix is a perfect example - many of his rivals were either eliminated by their own mistakes or forced to retire due to mechanical failure. Still, luck and talent alone don’t explain everything. Since 1984, McLaren has won 24 of the last 51 Grands Prix - nearly a 50% win rate. That kind of consistency points to something deeper. Following the departure of engineer John Barnard to Ferrari, some speculated that McLaren might falter. That hasn’t happened. If anything, they seem as strong as ever. It’s becoming increasingly clear that McLaren’s strength lies not in a single brilliant designer or driver, but in the team as a whole - a cohesive, efficient, and relentless racing machine. This is an organization that has built a winning culture, one that continues to set the standard in modern Formula 1.
In McLaren’s case, the man behind the success is Ron Dennis - 40 years old, a former mechanic. Often described as unpleasant and gruff, he may not be the most charming figure in the paddock, but he is undeniably effective. It was Dennis who convinced Marlboro, the team's primary sponsor, to fund Niki Lauda’s return to Formula 1 in 1982. And it was Dennis who secured backing from TAG to develop a turbo engine in partnership with Porsche - a move that transformed McLaren into a dominant force. He still runs the team with unwavering discipline and an almost obsessive attention to detail. It was his decision to bring Alain Prost on board - a decision that has paid off handsomely. Now, he’s doing everything he can to keep Prost at McLaren through 1988. Yet, despite Prost’s popularity and current peak form, Ron Dennis isn’t swayed by sentiment. In recent days, the McLaren boss issued a blunt ultimatum to the reigning World Champion:
“Either you sign now - by May - or we’ll be forced to start looking for a new driver”.
Alain Prost, who is anything but naïve, knows that signing a contract now would be premature - and for good reason. Rumors suggest that Ferrari has made him an offer, made all the more tempting by the presence of engineer John Barnard, with whom Prost has a strong professional bond. Several other teams would bend over backwards - even bend the rules - to secure his services. And then there's the financial angle: the longer he holds out, the higher his market value rises. Ron Dennis, of course, is well aware of this game - and has already prepared a countermove. It wouldn’t be surprising if the recent rumors of Ayrton Senna moving to McLaren were deliberately seeded by Dennis himself, as a strategic warning shot to Prost. Meanwhile, the paddock is still asking the same question: how does McLaren continue to produce such consistently competitive cars? While Ferrari is still in the process of rebuilding, Williams is struggling with the limitations of Honda’s qualifying engine, and Lotus is consumed with its complex active suspension project, McLaren has quietly developed a new weapon. This season’s dominance is rumored to be partly thanks to a sophisticated electronic system - one that automatically regulates turbo pressure in real time. The system reportedly lowers boost in corners to improve handling and reduce fuel consumption, then ramps it up on the straights to deliver maximum power exactly when needed. The result? Performance, efficiency, and reliability - a lethal combination in modern Formula 1. With everything falling into place, Alain Prost now seems to have a third World Championship within reach. Elsewhere, in the cozy Chalet Fourcroy near Eau Rouge, a different kind of celebration was underway - marking Riccardo Patrese’s ten years in Formula 1. But the evening took an unexpected turn when Bernie Ecclestone, long rumored to be shopping his Brabham team, made a drunken late-night announcement. With interest from both Nissan and Chrysler reportedly in the air, Ecclestone - wine glass in hand - told his staff that he was ready to sell the team, and would do so at any price. The asking figure? A cool $26 million. But Riccardo Patrese intervenes and exclaims:
"And how about me?"
Bernie Ecclestone replies:
"You are the one that I sell to the highest price".
Then, the English manager starts laughing.