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On Tuesday, July 7, 1987, at the circuit bearing the name of Dino, the son of the Modenese manufacturer took to the track in a car driven by Michele Alboreto. Only a few insiders were in the pits, with the majority of journalists relegated to the stands, along with a restless and ill-disposed crowd towards the Maranello team, following recent events. The English technician John Barnard was absent. Michele Alboreto circled the track all afternoon, covering approximately 265 kilometers, with no major issues but several pit stops for minor adjustments. Since six refuelings were also performed using 25-liter barrels, it is presumed that fuel consumption was checked with 150 liters and 2.5 bar of turbocharger pressure, as per the regulations for the next year. The fastest lap time was 1'30"90. It was a comparative test for the future, to decide whether to immediately start working on a naturally aspirated 3500 cc engine or to stick with forced induction. As for the British Grand Prix, to be held at Silverstone, it is unclear whether there were any other novelties on the car. Different wheel rims were noticed, but this seems a bit insufficient to reverse the negative situation. It is not excluded, however, that some important modifications have been prepared on the cars that remained at Le Castellet and will be transported to England. It is also possible that Ferrari diverted general attention with these tests in Imola to work quietly. On Thursday, July 9, 1987, Formula 1 arrived at Silverstone, a circuit with an average speed of 240 km/h. It's a flat track with wide curves that drivers tackle in sixth gear at full speed. Silverstone should offer a revival for the Ferrari season, but the news so far is not very encouraging. There is nothing particularly new on the cars of Michele Alboreto and Gerhard Berger: either they work as they are, or the results will be similar to the previous six races. No new suspension, the aerodynamics seems the same, with minor adjustments due to the type of track. And, after all, what novelties could one expect? The cars that took part in the French Grand Prix were revised until Tuesday at Le Castellet. Then the truck departed for England, while the mechanics went back home, just to change their luggage. That's all, and the disappointment is not small. It's better to talk about the challenge for the World Championship, about Nigel Mansell, who is getting stronger and is even putting pressure on his teammate, Nelson Piquet. If this could be the last chance for Ferrari, the same goes for the Brazilian and perhaps for Alain Prost. Another clear defeat, and the title will be a Williams family affair. Nigel Mansell displays considerable confidence: he spends the days leading up to the Grand Prix playing golf with the golfing great Greg Norman; he is charged, serene, with very high morale. So much so that Nelson Piquet says:
"Williams is doing everything to lose the title once again. They support Mansell, and the Englishman still makes many mistakes".
Harsh words with a meaning: Nelson probably doesn't want to stay on the same team and is looking for another arrangement. Meanwhile, dark clouds are gathering over Bernie Ecclestone. His fellow countrymen, the English, don't like that the president of the FOCA only thinks about business. They are not pleased that Bernie Ecclestone has signed a contract to hold the British Grand Prix at Silverstone for the next five years, forgetting a circuit like Brands Hatch. And there's also the Donington track that's claiming its rights. It seems that the owner of the latter intends to take legal action to prevent Silverstone's monopoly. Friday, July 10, 1987, marks the beginning of the British Grand Prix weekend. Nelson Piquet shows his character, and Ferrari sinks deeper into its crisis, getting entangled in fierce controversies involving Michele Alboreto and Gustav Brunner as accusers of John Barnard. The first day of qualifying for the British Grand Prix sees the two-time Brazilian World Champion in top form on the fastest circuit in Formula 1: his lap time is 1'07"596, completed at an average speed of 254.472 km/h, making him 0.129 seconds faster than his teammate, Nigel Mansell. Ferrari, on the other hand, has a completely different story, remaining far from the top. The situation at Ferrari is one of discomfort, exacerbated by Michele Alboreto's anger and the events involving the ineffable John Barnard, who, on a day when everything went wrong (with Berger in ninth and Alboreto in tenth), smiles as if the debacle doesn't concern him. To support the defeatist hypothesis, there are the statements of Gustav Brunner, a 36-year-old Austrian from Graz, who was a Ferrari designer until Friday. To some, he says he resigned due to incompatibility with John Barnard, while to others, he claims he was fired. However, in the morning, the sporting director of the Ferrari team, Marco Piccinini, continues to deny any knowledge of it.
"This is my last day with the Maranello team, and I'm sorry. I'm looking for a job. I've written a letter to Engineer Ferrari expressing my regret".
But what happened?
"I couldn't go on like this. Last year in June, I completed the designs for the car for Indianapolis, which is now destined to end up in a museum since it will be obsolete next year. Then I focused on Formula 1. A week before the start of the championship, contrary to the established plans, Barnard informed me that I wouldn't be going to the races. From that moment on, no one has developed the car that I designed".
What does this mean?
"I believe that Barnard has no interest in making this car he didn't design competitive. He hasn't made any modifications to it; he lets it race as it was originally. He's thinking about his car for next year. He is convinced that he can prepare a winning car and evidently wants to appear as the savior of the team. There's no other explanation".
To a Swiss friend, Gustav Brunner reveals that he might return to Maranello because John Barnard won't stay at Ferrari for long. In this atmosphere of tension, Michele Alboreto is forced to qualify on his last lap with a car set up by Gerhard Berger and for Gerhard Berger. Another gearbox failure occurs on Michele's Ferrari, the same one as in Detroit. So Michele has to get into the other car, which doesn't suit him.
"We're not there; I can't set up my car the way I want. If I had built this car with my feet, it might have been better than the one they've given me with computers".
Then, regarding the atmosphere within the Maranello team, he added:
"Everything that's happening is not accidental. It's pointless for me to speak; whatever I say about how to prepare the cars isn't even listened to. They only listen to Berger. At this rate, we won't get far. The gearbox keeps breaking, and we're about three seconds behind the best".
The British designer, on the other hand, continues to shift the blame onto the engine, as Marco Piccinini says at the end of the tests:
"How can we go fast if we're missing ten kilometers per hour in speed?"
As if that wasn't enough, Ferrari is also a victim of blatant mishaps. In the morning, Gerhard Berger returns to the pit holding a hammer that a mechanic had forgotten in the cockpit. Four drivers are still battling for the title, although Williams seems to be dominating. Meanwhile, Piercarlo Ghinzani is excluded from the practice session and prohibited from participating in the race. The decision is made by the officials because the mechanics of the Ligier team entered the track during practice to restart Ghinzani's car, which had run out of fuel. Never before has the Ferrari team been at the center of so many controversies. The most prestigious and beloved team in the world of motorsport is going through a crisis, not only technically but also in terms of identity.
Some have even speculated about the disappearance of the Maranello team. Twenty-nine consecutive races without a win. It had never happened before. And on top of that, a dangerous transformation from a team that was the epitome of "Made in Italy" to a multinational one with English and French technicians and Spanish mechanics. Furthermore, the departure of a reference point like Mauro Forghieri, who had always been considered part of the team. The establishment of an advanced research and design center in Guildford, near London. Last season, many called for a change of course. Contacts were made, but failed, with Ayrton Senna and Gérard Ducarouge, and then John Barnard was hired, an undoubtedly valuable technician, perhaps the best on the scene, judging by his results with McLaren. In purely theoretical terms, John Barnard could have been the right choice. But it seems that the price paid (not just in terms of money) for this transplantation is a bit too high. The British designer has put Ferrari in difficulty by demanding absolute power in the technical field. And perhaps right there lies the misunderstanding. The Englishman has already failed in his task. He couldn't maintain serenity within the team, treating Michele Alboreto like a second-rate driver and creating a clear split in the team. He hasn't succeeded (or perhaps hasn't wanted to, selfishly) in bringing the available cars to an acceptable level of competitiveness. To the millions of Ferrari fans, it doesn't matter knowing that there will be a new, perhaps winning, car next year. Here is the greatest betrayal.
The ill-timed interview given to the Sunday Times, with the resulting serious accusations against the team he manages, has increased the tensions within Scuderia Ferrari. The Maranello team, after nine months under Barnard's management, is open to too much criticism. What's even more serious is that Enzo Ferrari has put himself in a situation with no way out. Today, it would be impossible for him to sever ties with John Barnard, even if the situation were to deteriorate further. There's a long contract involved. And what alternative could one hope for? Which saint should they pray? Meanwhile, let's remember that if and when Ferrari returns to winning, the credit will always go to John Barnard. And in case of failure, people will say: not even with John Barnard could Ferrari return to the top. It's a serious situation. And it matters little that before the start of the season, Enzo Ferrari preached calm, saying that he didn't expect much from this championship. But perhaps not even Ferrari expected to have to wait at least another year to regain what he has always referred to as his "terrible joys." What is certain is that it seems that even criticism and controversy can serve a purpose, as on Saturday, July 11, 1987, Ferrari makes some small progress at Silverstone, with Michele Alboreto in seventh and Gerhard Berger in eighth in the qualifying results. But it’s not due to the qualifying results that people have restored some confidence in the Maranello team. At the end of the tests, John Barnard, pushed by the sports director, Marco Piccinini, grants a long interview to Italian journalists. Some small and partial explanations are given, and a program is defined that had been rather nebulous until now.
"We're working on it. Let's not forget that Williams and McLaren have been working on the same cars for two years. Everything is new for us. Also, this isn't the best situation for me; I prefer to work on cars that I've designed on a blank sheet of paper. We know that the F1-87s can be improved. There are missing modifications to the suspensions, in aerodynamics, and we need to be more competitive with the engines. We were waiting for some new parts in these days, but they weren't prepared in time".
Discussing the race, John Barnard says:
"The race will be decided by efficiency and fuel consumption. I'm convinced that in the race, we will reduce the gap to the Williams. The electronic regulation of the engine's fuel supply will be crucial. Whoever gets it wrong will be lost. It's impossible to beat the Hondas in qualifying".
The positive impression is confirmed by Michele Alboreto. The Italian driver records a time of 1'09"274, about 2.1 seconds behind Nelson Piquet, recovering almost 0.7 seconds compared to Friday. Michele Alboreto states at the end of the practice session:
"We are at the same level as the McLarens, and the car in race trim, with a full tank of fuel, is not bad. I managed to set up a configuration that I had worked on in these days, although I obtained the time with Berger's reserve car since mine had a turbine that was running irregularly".
Then, Alboreto also talks about the interview released by ANSA on Friday evening:
"I haven't spoken to anyone from that agency. The reported phrases have distorted the meaning of some remarks I made to release tension. I don't hide that I was particularly nervous, but I repeat that I haven't given interviews with that tone".
The sports director of Scuderia Ferrari, Marco Piccinini, also denies some points in the dispatches released by ANSA, which claimed that Michele Alboreto, confirmed by Ferrari a few weeks ago, had not signed the contract.
"The Italian driver is definitively committed to our team for next year".
Meanwhile, who remembers the movie The Duellists? It was the story of two soldiers who, after a dispute as cadets, continued to duel throughout their lives, with relentless determination. This story seems to have found a real interpretation in Formula 1. Two teammates, for the past two seasons, fighting each other without holding back. It's as if they are alone on the track, both on and off it, in a spectacular head-to-head battle. You'll have understood that we are talking about Nelson Piquet and Nigel Mansell, engaged in a continuous duel without interruptions. Saturday, July 11, 1987, is the Brazilian's turn, and he scores a point in his favor, but in the British Grand Prix, history will repeat itself. In an atmosphere of tension and rivalry that ignites the race, leaving seemingly no room for others. The Brazilian's move is textbook, even psychological. Nelson Piquet secures his first pole position of the year (the 21st of his career), achieving many objectives in one go. He shows that he has emotionally recovered from his recent defeats, overtakes his rival in front of his home crowd, and makes it clear that he is not willing to give an inch. The South American driver records a time of 1'07"110, at an incredible average speed of 256.315 km/h, right in the very last minutes, surpassing Nigel Mansell, who had taken the lead, by 0.07 seconds. All of this happened during an incredible practice session, in which both (first Piquet, then the Englishman) in their attempts to go faster, were involved in very dangerous spins. Nelson Piquet, who is astute, however, says at the end of the practice session:
"I'm not just worried about Mansell, even though the superiority of the Williams doesn't seem to leave anything for our opponents, including Prost and Senna. Whoever manages to save their tires better will win. It's not a matter of fuel consumption here but rather tire temperatures".
Mansell, for his part, gives the impression of not being bothered by his rival, even though he has managed to break his positive streak of four consecutive pole positions. The Englishman has settled in a caravan (there's even a small plastic pool for his two children) inside the circuit with his family. His wife Rosanne, among other things, is expecting another child.
"I'm happy, no problems for me. It's a magical moment. Before the race, I'll relax by playing golf with my friend Greg Norman. I don't care if Piquet snatched the pole from me. What matters is the race. And I remember that last year at Brands Hatch, the Brazilian started ahead of everyone, and I won the race".
In any case, the prediction is still limited to four names: Nelson Piquet, Nigel Mansell, Ayrton Senna, and Alain Prost, qualified in that order. However, the third and fourth, who are separated by one second and 1.5 seconds, are not too optimistic. Alain Prost had engine problems. Ayrton Senna admits the superiority of the Williams chassis. Of course, though, one must also consider tire wear and the possibility of mechanical failures. Benetton plays the role of outsiders, positioned behind the leading quartet and, further back, are the Ferraris. Even in the most difficult moments, hope is always the last to die. Sunday, July 12, 1987, at the start of the British Grand Prix, with a timid attempt by Alain Prost, who was quicker off the line, the Frenchman passed Nelson Piquet and Nigel Mansell, who were watching each other closely. However, his supremacy lasted only a few hundred meters. During the first lap, Nelson Piquet and Nigel Mansell were already leading the race, and Gerhard Berger once again had a slow start. The Austrian, starting in eighth position, crossed the first lap in twelfth place. Later, Gerhard Berger began to make up ground, pushing the pace. But his race was short-lived. Shortly after overtaking Derek Warwick's Arrows, the Austrian was forced to retire. The two cars made contact, and something was damaged on the Ferrari, possibly a suspension. Derek Warwick said after the race:
"He was driving like a madman".
As a result, Gerhard Berger ended his race in a spin and collided with the trackside barriers, irreparably damaging the car. Meanwhile, Michele Alboreto gave the impression of being able to at least keep up with Alain Prost and Ayrton Senna, as the Williams cars were already out of his reach. Fifth until lap 29, the Italian driver moved up to fourth place when Alain Prost pitted to change tires. However, the Frenchman managed to retake the position, despite his own issues (excessive fuel consumption, burnt clutch). During lap 45, a loss of pressure in one of his tires forced him to slow down. But it wasn't enough: during the pit stop to change tires, the mechanics noticed that the right rear suspension triangle was coming loose due to a nut failure. Michele Alboreto returned to the track but realized, after a scary moment of instability, that he might be at risk. From the pit, via radio, came the order to return to the pits for good. In the meantime, on lap 35, Nigel Mansell, in second place behind Piquet with a 2-second gap, suddenly entered the pits.
"A wheel was vibrating".
As a result, the Brazilian's lead increased to 28 seconds. Game over, one might think. But not quite. Nelson Piquet decided to manage the lead, believing he could still finish with a comfortable margin to fend off his rival. However, it was a miscalculation, as Nigel Mansell began to lap at an incredible pace, consistently gaining nearly two seconds per lap. The British driver repeatedly set the track record, bringing it down to 1'09"832, averaging a speed of 246.317 km/h. Three laps from the end, Mansell caught up to the rear of his rival, followed in his slipstream, darted to the right, and quickly moved to the inside of Stowe, passing him like a missile, leaving Piquet stunned with no chance of recovery. Nigel Mansell thus won the British Grand Prix, followed by Nelson Piquet and Ayrton Senna, who was one lap down. Satoru Nakajima, Derek Warwick, and Teo Fabi followed two laps behind. Nigel Mansell performed brilliantly, earning his tenth Formula 1 victory. It was a victory fought within the team, against his teammate Nelson Piquet. A head-to-head battle that elevated an otherwise dull and uneventful race, dominated by the two Williams cars that finished with a one-lap lead over Ayrton Senna's Lotus. Ferrari continued to struggle, with Michele Alboreto retiring due to a suspension failure and Gerhard Berger sidelined by an accident. For the past two races, the Maranello-based team had also lost reliability. However, few of the over 100.000 spectators at Silverstone noticed this new setback. A football-like atmosphere accompanied Nigel Mansell's overwhelming performance, and at the end of the race, he officially received the title of "Nigel, the Lionheart." An extraordinary chase and a thrilling overtake, on the penultimate of the 65 scheduled laps, sealed the victory for the thirty-two-year-old driver from Upton-on-Seven, now an honorary citizen of the Isle of Man. A feint to the right, a return to the center, and a pass to the left, to overtake Nelson Piquet on the inside of Stowe and claim victory in front of a jubilant crowd.
Immediately after the race, as the fans flooded the track, a banner emerged that said:
"Mansell is better than Maradona in dribbling".
Indeed, the Williams driver showcased not only his usual aggressiveness and technical driving skills but also a considerable tactical ability, making him a complete driver, a superstar in motorsport, much like the South American legend in football. This recognition even comes from Nelson Piquet, who, for once, went to the podium twice to shake hands with his teammate-rival. It's not a sign of surrender, certainly, but rather a tribute to a worthy adversary. The family feud between Nigel Mansell and Nelson Piquet, who secured the first and second places for the second consecutive time, also brings a turning point in the World Championship after seven races. Although Ayrton Senna, leading the standings by one point, remains at the top ahead of the two Williams drivers, it is clear that unless there are revolutionary technical changes, the domination of the English team and Honda (four engines in the top four positions...) will continue until the end of the season. Alain Prost's retirement, stalled by an electrical issue when already one lap down in fourth place, and Ayrton Senna's one-lap deficit leave no room for other possibilities. In fifteen days, the halfway mark will be reached at Hockenheim, the German Grand Prix. Nigel Mansell or Nelson Piquet? That is the only, Hamlet-like dilemma. Nigel Mansell had a close call after the race. The British driver ran out of fuel in the middle of the track after completing half a victory lap with his arm raised. The crowd climbed over the fences and quickly surrounded Mansell's car. Security personnel pulled him out of the Williams, a bit bruised and battered, to take him to the podium. After a champagne shower, he finally arrived at the press conference, radiating joy, naturally.
"The onboard computer indicated that I still had fuel. I was also a bit lucky. Nevertheless, this was the most beautiful way to win. The last twenty laps felt fantastic. I expected Piquet to stop and change tires as well".
How was the decisive overtake?
"I could see that Nelson was losing ground. Every lap, I got closer. I knew exactly where to try to pass him. Piquet was very fair; we didn't touch, despite the tricky maneuver".
For Nelson Piquet, calm but evidently disheartened, a necessary question arises: Why didn't he stop to change tires after Nigel Mansell's pit stop when he had a 28-second lead?
"I radioed the pit and asked about Nigel's tire condition. They responded with a sign, letting me know they were perfect, and he could continue with them if it weren't for the lead weight lost from a rim. Honestly, I had planned not to make the pit stop because everything was perfect and under control. Every pit stop carries risks: you can stall the engine, or the new tires might not be as good as the ones already on. I kept going. Unfortunately, with ten laps to go, the tires began to degrade. I couldn't keep up with my teammate. After the overtake, I wanted to try to stay in his slipstream, make a dash for it. But I found a slower car and had to give up. It's the fifth second-place finish I've had in six races I've participated in. But I'm not demoralized; the championship is still long".
As for Ferrari, there's no drama; they are accustomed to defeats. Michele Alboreto explains:
"I could have fought for third place. The Williams cars weren't just out of my reach; they were on another planet. I had slowed down my pace because every time I closed in on Senna, the Brazilian increased the turbo pressure and pulled away. I thought that this way, he might run out of fuel before the end, and I could catch him. But after about 25 laps, I felt my car becoming unstable. Then the tire deflated, and then I retired due to a suspension issue, also for safety reasons. I returned to the pit with a lot of bitterness".
Now, the Scuderia Ferrari will head to Hockenheim for testing on Tuesday, July 14, and Wednesday, July 15, 1987, and they will join the other defeated teams. Ayrton Senna, who has recognized the gap between his Lotus and the Williams cars, and Alain Prost, who is struggling with McLaren, will be there. The Brazilian says:
"In a fast circuit like this, the engine can be crucial. And I have the same engine as Mansell and Piquet. But our car consumes much more fuel. It's an aerodynamic and chassis issue. Additionally, our active suspension system consumes energy and thus horsepower. In short, I am in a state of manifest inferiority".
Alain Prost's reflections are even more bitter:
"I thought that this race would be decisive for the championship. In the days leading up to it, my car didn't perform well, but in the morning, before the race, it seemed like we had found our competitiveness again. However, during the race, I realized there was nothing I could do. After about twenty laps, when I was already significantly behind, the onboard computer warned me about fuel consumption. Finally, an electronic problem shut down my engine. To say now that we'll bounce back in Germany is wishful thinking. The truth is, these Williams cars are just too fast".
And poor Ferrari, their John Barnard not only failed to give them the right push but also proved to be a poor prophet. None of his pre-race predictions came true. Scuderia Ferrari has now reached 30 races without a victory, an unfortunate record they established at the British Grand Prix. What's worse is that at the moment, it's unclear how they can stop this unstoppable string of negative results. The cars from Maranello didn't perform well on slow circuits, and they didn't do well on fast ones either. Unfortunately, the times when Enzo Ferrari could rectify a situation are over. How will he raise his voice now, especially with John Barnard, who neither speaks nor understands a word of Italian? He will have to at least have Marco Piccinini translate for him. And it's well-known that a translation never conveys as well as the original, especially when it comes to shouting. However, Nigel Mansell heard the cheers of the crowd loud and clear when he passed him at Stowe Corner on the sixty-second lap. The Englishman imposed a severe penalty on his teammate, who had failed to change tires, as he had done on lap 35. This was the key to the race, the only significant event that determined the result. In England, the Mansell Mania suddenly erupted. With his victory at Silverstone, the English driver won the hearts of the fans. How many photographs, how many headlines in the newspapers for Nigel Mansell. The ugly duckling has turned into a magnificent swan. But perhaps it wasn't even the first-place finish at the home Grand Prix that triggered the enthusiasm; it was the way in which the Williams driver prevailed: the thrilling overtake on his teammate, Nelson Piquet, showcased Nigel Mansell's courage, temperament, and driving skill. How did this transformation happen? How did a driver who until recently was considered very fast in qualifying and in the race but also had a reputation for being a car wrecker, a reckless and hot-headed racer, change? Nigel Mansell responds after spending the night in a trailer at the Silverstone circuit:
"I am still the same person. I just have more experience and confidence in my abilities. I believe I have integrated well into the team and have a perfect understanding of the car I need to drive. When I was at Lotus from 1980 to 1984, I raced alongside Andretti and De Angelis. At Williams, I was alongside Rosberg and Piquet. I was always considered a second driver. I tried to maintain my personality but, at the same time, I studied the behavior of my teammates. I owe a lot to Elio De Angelis, I always remember him. But the others, perhaps unintentionally, taught me something too. I understood that in times of need, you also have to be selfish and ruthless, and I developed race tactics. But I think my great secret lies in two very different factors: the serenity of my family and the ability to interact with the car. I draw strength and the desire to continue from my wife and my two children. Everyone knows that the early days were tough, and I had to sell my house to go racing. I also had difficult moments like last year when I lost the championship in the final race".
And adds:
"It was my family who calmed me down and gave me confidence. In three months, I'll be a father again. As for the Williams, it's like a living being. When I sit behind the wheel, I try to merge with the car, to create a single entity. That way, it's easier for me to go fast".
Nigel Mansell, despite his open-hearted interview after winning the British Grand Prix, remains cautious about the future. He doesn't want to count on winning the world championship just yet.
"With Piquet, the challenge remains difficult. The Brazilian is like a cat; he has seven lives. And let's not forget a man named Alain Prost. In 1986, we all thought he was beaten, but in the end, he outwitted Nelson and me. In this game, you're never certain of anything".
The Formula 1 caravan, with few exceptions, immediately heads to Hockenheim, where free practice sessions are scheduled for Tuesday and Wednesday in preparation for the German Grand Prix to be held on Sunday, July 26, 1987. On Sunday evening, at a Silverstone circuit still besieged by the crowd, almost all the mechanics relieve the tension of the race by playing a massive game of football. Ferrari did not take part in the celebration. The team's vans leave as soon as possible, the drivers take off in helicopters, and John Barnard presumably returns home to show up at his new office in Guilford on the morning of Monday, July 13, 1987. The English engineer probably didn't realize that he had contributed to setting Ferrari's new negative record: 30 races without a victory. The post-race period usually provides ample material for interviews and discussions. But what is there left to ask the Ferrari team that hasn't already been said in recent times? Only a few considerations come to mind. The first is this: John Barnard, beyond any technical evaluation, has created a climate of tension within the team. He has pitted Michele Alboreto against Gerhard Berger, in addition to the normal rivalry between drivers. A somewhat absurd situation. The Italian and the Austrian are competing with each other to have the best of the losing cars. But the most pressing and unanswered questions are as follows: when will Ferrari regain a minimum level of competitiveness? Do we have to wait until the beginning of next year when Barnard's true creation debuts? Is there nothing that can be done to partially remedy the current crisis? Where and when this might happen is very difficult to predict. Barnard, in his speech on Saturday, practically said that the F1-87 needs a complete overhaul. Chassis, aerodynamics, and engine. They are certainly working tirelessly on the engine at Maranello, but that's not the weak point of the car.
Evidence of this can be found in what's happening with Honda. Williams and Lotus both use exactly the same engines, yet Ayrton Senna's car consumes more fuel and falls behind in fast circuits. This indicates that the chassis and aerodynamics play a decisive role in performance. Mr. Barnard could try to address the F1-87's current flaws, especially since he has claimed to be aware of the car's problems. That's his job. However, talking about the possibility of success is a far cry from reality. Just look at some data. In the race, Michele Alboreto set the fourth fastest lap time with new tires, 1'12.846, behind Nigel Mansell, Nelson Piquet, and Ayrton Senna. But the Italian driver only managed to go below the 1'14.0 mark three times. In comparison, Mansell achieved this feat 31 times, and on 50 out of 65 laps, he was faster than 1'14.0. It's disheartening. Even if the two Ferrari drivers managed to finish behind Nigel Mansell and Nelson Piquet with a stroke of luck, the technical gap would remain unchanged. Unfortunately, this is the reality. Shifting topics, after Alain Prost's decision (made in Detroit) to stay with McLaren, the Formula 1 driver market has practically stalled. Michele Alboreto and Gerhard Berger were confirmed by Ferrari a few days later, and no major transfers are expected in the near future. Ayrton Senna has a contract with Lotus that expires at the end of 1988, but there are rumors that he might break it to join McLaren. Therefore, there aren't many prized assets available. However, complicating the situation is a somewhat surprising piece of news from Finland. Keke Rosberg reportedly intends to return to Formula 1. He has offered his services to Williams and McLaren. We'll see how this develops.
Nelson Piquet appears to be in the spotlight as he has received a renewal offer from Williams, which is deemed ridiculous. It's said to involve a 50% cut from the approximately $3.000.000 he was receiving. Due to this, the Brazilian driver is exploring his options. However, the problem is serious: where to go? Where to find a competitive team like the one Nelson Piquet is currently with? The possibilities are limited, especially since McLaren has already confirmed Alain Prost. There's talk of a possible reunion with Brabham. Bernie Ecclestone would like to have his former driver back and is willing to pay for it. If Nelson Piquet were to leave Williams, a spot next to Nigel Mansell would open up. Frank Williams has made his advances (even indirectly in recent days) to Michele Alboreto, who, unless there are dramatic and currently unthinkable breaks, will stay with Ferrari. Therefore, the English constructor might consider a relatively young, experienced driver who is not too expensive. Alessandro Nannini, currently with Minardi, could be the chosen one. However, there is a shift in trend. Driver salaries, which had risen, are being reduced by the constructors who seem to have joined forces to spend less. Twenty-three-year-old Alex Caffi, Osella's driver, also has a few eyes on him. But, at the moment, no one has reached out to secure the Italian driver. It's clear that many teams, as has been the case for years now, are waiting for drivers to come forward with personal sponsors and substantial financial contributions before making decisions. In the meantime, Honda seems to be growing tired of Frank Williams' management, which denies them the decision-making power they want. Honda doesn't hide its preference for Nelson Piquet but has already started flirting with McLaren and Ron Dennis, who is also tired of the poor performance of TAG-Porsche engines. Dennis has indicated he has no intention of producing normally aspirated engines in the coming seasons. Another point in favor of an agreement between McLaren and Honda is Alain Prost, a long-time favorite of the Japanese. Given the tension within Williams, a new luxury pairing could be in the works at Ron Dennis's team, perhaps Prost-Piquet.
To support this theory, there is Alain Prost's contract renewal until 1989, which he announced on Tuesday, July 20, 1987, effectively ending rumors of him moving to the Ferrari team:
"The new Formula 1 regulations offer great opportunities for technical innovations, and signing this contract reflects my confidence in McLaren's capabilities".
Furthermore, Gordon Murray, who was loyal to Ecclestone at Brabham until last season when he parted ways following the disastrous BT55 project, is already working at McLaren's new headquarters in Woking. The South African designer joined McLaren at the end of the 1986 season when the new car was almost ready. In 1988, his influence on the car will undoubtedly be greater. In the meantime, McLaren's Sporting Director, Jo Ramirez, flies to Elizabethtown, Gates Rubber Inc. to purchase drive belts that do not show wear defects, preventing situations like the alternator belt breaking. Unfortunately, for the French driver, his chances of winning the World Championship are compromised.