Keke Rosberg, the flying Finn, thinks that this is the year of his great comeback. Last season, he raced with an obsolete car, the Williams with the turbo engine that granted him a prestigious victory in the Monaco Grand Prix but did not allow him to defend the title from the attacks brought by Nelson Piquet. This time, however, the Williams driver, now powered by the Honda turbo, thinks he can make amends and achieve his great comeback.
"They have all made calculations without considering me because everyone thinks of a final success for Ferrari, Brabham, McLaren, Renault, Lotus. Instead, it will be me, the protagonist of the championship, the man to beat. I am convinced that everything is in my favor. The car is doing very well, it was very fast in the tests at Kyalami, faster than all, the tires are excellent, the engine runs at full speed. There is a problem, that of consumption, but it is common for all competitors. For the rest, I believe I can aim for a repeat in the fight for the world title".
Keke, becoming likable, more and more extroverted, but also more experienced and calculating. In the race, now that he is married and leads a very quiet life, he plans to start off on the right foot:
"Here, at the Jacarepaguá circuit, I have finished second twice in the last two seasons. Last year, they even disqualified me for a trifle when I had earned the second place behind Piquet. It is therefore a circuit that suits my skills and those of the car very well".
The Williams has been completely rebuilt. To be honest, it is the same single-seater that was seen at the end of the season, with an excellent placement, fifth, in the concluding race at Kyalami. But over the winter, the entire car has been refined, fine-tuned, and the engine tested with prohibitive tests at all regimes.
"We have had very brilliant results, and I think there will be no surprises. I believe I can compete on equal terms with the Ferrari of Alboreto and Arnoux, with the Renaults of Tambay and Warwick, with the Brabham of Piquet and that of Fabi. We are in a very balanced situation, but I am sure I can emerge victorious in the end. Why so much confidence? Because I know Formula 1 very well, and I think our team has all the tools to emerge once again".
The English team is, in fact, the same, very prepared, very focused, with Frank Williams as the director. The British constructor leads all the mechanics at a very fast pace; perfection is his gospel. Williams can also count on the contribution of an experienced driver like Jacques Laffite, who will be of valuable help to Rosberg, unless he decides to compete with his teammate for the world title. Two competitors, however, to be taken into consideration already in the first race, which will practically start on Friday, March 24, 1984, with the first qualifying session. Formula 1, therefore, reveals its cards. Just a few hours more, and then we'll know who is the strongest. As for the winner of the first race, however, things could change: the rule of consumption, the limitation to 220 liters of fuel for each Grand Prix, could claim its first victims in the Brazilian Grand Prix that opens hostilities. The first day of the 1984 Formula 1 World Championship passes under the sign of black power, that is, the Renault turbo-powered Lotus. The English team dominates the initial qualifying round of the Brazilian Grand Prix. The best time goes to Nigel Mansell, 29 years old, English, in 1’29"374, at an average of 202.672 km/h, just 0.5s from the circuit record set in 1982 by Alain Prost, with the miniskirt-equipped Renault (1'28" 808). In second place is the other Lotus driver, the Italian Elio De Angelis. Behind them are Prost, with the McLaren-Porsche, and a very skilled Michele Alboreto, driving for Ferrari. Then, in order, Lauda (McLaren), Tambay (Renault), Arnoux (Ferrari), Warwick (Renault), Patrese (Alfa Romeo), the World Champion Nelson Piquet (Brabham). Saturday will be the second day, and something could change. However, the first curiosities have already been satisfied. Under the finally clear sky and with summer heat, Lotus confirms the speed qualities demonstrated during winter testing.
The cars of the British team are well balanced at all points of the track. And De Angelis could have done even better: secure the provisional pole position.
"I couldn't use the second set of tires because a part of the bodywork broke, and I stayed still. However, the limit is surpassable, and I hope to start first tomorrow".
Alboreto, after being clearly the fastest in the free practice in the morning (almost entirely dedicated to the issue of fuel consumption), remains in the lead until about twenty minutes before the end of the session. Then he is pushed back in the rankings. The Ferrari balance is quite positive. The Italian driver states:
"I am satisfied, the car is good, the engine runs wonderfully. I think I can improve even more. What matters is the race".
While René Arnoux says:
"With the fourth gear, the engine dropped, and there was nothing to do".
Saturday, the two Maranello drivers will exchange their single-seaters, and Arnoux will use the one equipped with the Weber-Marelli integral injection used by Alboreto. McLaren shows excellent performance, Renault's performance is decent, Brabham's performance is not exciting, and Williams-Honda is struggling, dealing with electronic and gearbox issues. Alfa Romeo places Patrese in ninth place, but Euroracing has a lot of work to do. During the morning, the Italian driver breaks an engine, and in the afternoon, a turbine (the same problem occurs with Ghinzani in the Osella-Alfa). A lot of attention is given to the tires. While Goodyear currently dominates with long-lasting tires, Michelin shows supremacy with race tires, having about a 1.5-second advantage over its rival. This data could be decisive for the race, and it will be essential to take it into account. However, making predictions is challenging because conditions may change, especially in terms of weather, and during the Grand Prix, with a full fuel tank and unleashed drivers, tire stresses may vary. Among the debutants, the Englishman Brundle stands out, finishing eighteenth and first with a naturally aspirated engine. Bellof climbs to the second Tyrrell, having managed to take the place from the American Sullivan, bringing a sponsor for the British constructor's team. Teo Fabi's return to Formula 1 is low-key.
The Italian driver is not familiar with the circuit and may not yet have the necessary synergy with the Brabham. Likewise, Piquet does not shine; his car seems unstable entering and exiting curves, perhaps a sign that reducing aerodynamic pressure has not yielded positive results. Almost all turbo teams have adopted the strategy of freezing fuel to solve, at least in part, the consumption problem. As known, the 1984 regulations limit the tank capacity to 220 liters. In essence, after the law was made, a loophole was found. The solution is quite simple: using sophisticated freezers, fuel is brought to -20 °C. This reduces the mass of the liquid and increases the specific weight. In simpler terms, it's as if the tank held 230 liters, allowing for more kilometers. At this point, it's unclear why a limit was set if, in substance, it's not respected. However, with a president like Jean-Marie Balestre, who, at the start of the trials, lies on the ground cutting a FISA flag to prepare a banner because he wants to personally start the competition, what can one expect? On Saturday, March 24, 1984, a spectacular duel between Italian drivers and a Lotus-Ferrari challenge opens the Formula 1 World Championship. Elio De Angelis keeps his promise and secures the pole position in the Brazilian Grand Prix. However, alongside the Italian driver will not be his teammate Nigel Mansell, who had set the fastest qualifying time on Friday. The Ferrari #27 driven by Michele Alboreto inserts itself with an exciting progression to challenge the black #11 car. While it is no longer a novelty to see two Italian drivers on the front row, it remains a pleasant fact.
The anticipation of this duel between De Angelis and Alboreto is mainly for the start. Elio De Angelis rushes to the phones and calls home to announce that he had secured the pole position.
"I did it; I knew I could start first, and I proved that with a competitive car, I am second to none".
The Italian driver continues with great joy:
"This year, I am convinced that I can aim for the world title. It's not just a boast but a deep conviction. For the first time in several seasons, Lotus-Renault comes with everything in order. A perfect, balanced car".
It's the second time De Angelis secures the pole position. It happened last year at Brands Hatch. On that occasion, too, two Italian drivers sat on the front row. Riccardo Patrese was alongside the Italian driver. However, everything was spoiled by an incident that practically eliminated both competitors.
"It was a useful experience; I hope that nothing like that happens again this time".
Michele Alboreto is also happy, retaining his calm demeanor and reasoning with great clarity:
"I knew I could reach a high position. We only discovered a more valid aerodynamic solution in the last few days when I no longer had tires available for qualification. I tried again, but De Angelis was too far ahead. If everything had gone well from the beginning, perhaps I could have achieved something more. In any case, I'm fine with this; I hope to have a positive race".
Is the emotion of being ahead of everyone a problem?
"I had never experienced not having anyone in front of me in Formula 1. But it's not a problem; it's an advantage. I have only tried the turbo engine start twice, and I hope not to fail the test. The car is very good; there will undoubtedly be a lot to study to decide which tires to use. I believe that the winning solution may come from the choice of tires".
Who does Alboreto fear the most?
"I was afraid of Lotus, and my predictions have been confirmed. But for the race, I fear McLaren and Renault above all. In any case, I will play all my chances. I don't think there will be any problems at the start with De Angelis".
Next to Alboreto, a bit downcast, is René Arnoux. The Frenchman does not hide his disappointment but at the same time says he still hopes to achieve a good result:
"The race is very tough, difficult for everyone. It will not only be the skill or competitiveness of the car that will decide the race, but also the resistance of the drivers".
What will happen during the race is a real question that will only find an answer at the end.
Two main unknowns: the problem of fuel consumption and that concerning the performance and reliability of the tires. For these reasons, the opening race of the World Championship has several favorites, from Warwick, third on the grid with Renault, to Prost, Mansell, Lauda, Piquet, Tambay, and Rosberg following. The top ten is closed by Rene Arnoux, quite far from Alboreto. The Frenchman remains delayed by various inconveniences.
"When I went out on the track to set the time, I asked for the maximum compressor pressure. And a turbine immediately blew. In any case, I never managed to do a good lap because I found slower cars, and my Ferrari continued to have fuel supply problems. I hope the race, very tough and long, allows me to recover".
It should be noted that on Alboreto's car, equipped with the new Weber-Magneti Marelli integral injection, which is excellent and exceeds all expectations, Arnoux has the LucasFerrari system. The race will provide the final confirmation, but it seems that the electronics developed by the two companies of the Fiat Group are yielding more than positive results. Lotus and Ferrari share the use of Goodyear tires. For the first time, the American company uses radial tires, and this represents an unknown. Mauro Forghieri says:
"We have done a lot of work and improved a lot. For the first part of the Grand Prix, we shouldn't be inferior. However, I have the impression that we will be slightly in difficulty in the final phase".
This means that Ferrari, like almost all other teams, will have its drivers stop at the pits to change tires. Among the most serious contenders for victory are Prost and Lauda with the McLaren-Porsches, the Renaults of Warwick and Tambay, four cars equipped with Michelin tires. The situation for Brabham is delicate: the new car prepared by Gordon Murray shows a precarious road holding. Understeer entering curves, oversteer exiting. Teo Fabi also goes off the track, damaging the rear wing. Piquet faces a difficult race. The 220-liter limitation on fuel should not turn the Grand Prix into a fuel economy test. Turbo engines will be tuned to finish, and the drivers will always push to the maximum. It will be interesting, however, to see if everyone can make it to the end. Especially Alfa Romeo, which some claim to be the car with the most consumption problems. Patrese and Cheever, in the meantime, have encountered problems with the turbines. On Saturday, the first disqualification is issued. The unfortunate one is Winkelhock with the ATS-BMW. The German stops with the engine off in the pit lane. The driver gets out of the cockpit, and the car is pushed by hand into the stand, bypassing the weight check at the entrance. For this reason, automatic exclusion is triggered. In place of ATS, the RAM-Hart of Palmer enters the starting grid, which had not qualified.
On Sunday, March 25, 1984, at the start of the Brazilian Grand Prix, Andrea De Cesaris remained stationary on the starting grid due to a technical issue. The race officials halted the starting procedure and imposed a second formation lap. This led to a reduction in the race distance and allowed Johnny Cecotto to join the grid, as he had been stuck in the pit lane due to technical problems. At the start, Elio De Angelis was overtaken by Michele Alboreto, and he also lost positions to Derek Warwick and Nigel Mansell. Due to a gearbox issue, Alain Prost found himself in the midst of the pack, while Nelson Piquet, initially stuck on the grid, managed to restart with the assistance of marshals. Cecotto also faced starting problems but eventually joined the race. During the first lap, Niki Lauda overtook Elio De Angelis, who, plagued by ongoing issues with the injection system of his Lotus Renault, lost positions to Patrick Tambay and later René Arnoux. Meanwhile, Prost made a quick comeback, moving up to sixth place after overtaking De Angelis and Arnoux on the ninth lap. In the second lap, Lauda advanced to third place after passing Mansell at the Sul corner. De Angelis continued to struggle with engine issues, conceding positions to Tambay and Arnoux on the fourth lap. Prost continued his rapid ascent, reaching the sixth position by the ninth lap. On the tenth lap, Lauda, in his McLaren, overtook Derek Warwick at the Juncão corner, securing second place behind Alboreto. Nigel Mansell held the fourth position, followed by three French drivers: Tambay, Prost, and Arnoux.
Alboreto maintained the lead until the twelfth lap when brake issues caused him to spin, allowing Lauda and Warwick to pass him. Prost's charge continued, passing Tambay on the thirteenth lap to take fifth place. Unfortunately, Alboreto's race ended on the sixteenth lap due to brake problems, while Prost overtook Mansell. By the twenty-fourth lap, Prost made successful attacks on Molykote and Juncão corners, surpassing Warwick and moving into second place behind Lauda. On the twenty-seventh lap, Tambay pitted for a tire change, but a subsequent spin dropped him to ninth place. On the thirtieth lap, both Warwick and Mansell pitted, with Warwick retaining third place, while Mansell, due to a slow pit stop, dropped to eighth. Mansell, with fresh tires, managed to pass Piquet and Rosberg on the thirty-first lap. Piquet pitted for a tire change on the thirty-second lap. Meanwhile, Lauda and Prost continued leading the race, followed by Warwick, De Angelis, Mansell, and Tambay. On the thirty-fourth lap, Piquet retired due to a turbo failure after an initial attempt at Molykote corner. De Angelis, after a tire change, dropped to eighth place. Two laps later, Mansell also retired due to an off-track excursion. On the thirty-eighth lap, Lauda experienced electrical issues, allowing Prost to pass him before making a pit stop on lap thirty-nine. Lauda retired from the race on lap thirty-nine. With Warwick leading the race, Prost returned to the front, followed by Tambay, Rosberg, De Angelis, and Eddie Cheever. On the fifty-first lap, Warwick spun due to a left-front suspension failure, forcing him to retire.
Prost regained the lead, while Tambay, experiencing a serious battery issue, relinquished the second position to Rosberg on the fifty-seventh lap. On the sixtieth lap, Tambay ran out of fuel, dropping to sixth place. De Angelis, Cheever, and Martin Brundle passed him. In an astonishing Brazilian Grand Prix marked by eliminations, the Porsche engine secured victory in Formula 1 after a decade, disguised as Tag, a cutting-edge technology company. Alain Prost, abandoned by Renault the previous year, clinched victory for McLaren. It was his tenth win, showcasing his skill and adaptability to different cars and circuits. Prost's victory unfolded in a race full of surprises and disappointments for many competitors. Only eight out of nine classified cars reached the finish line, and incidents and mechanical failures were unusually high. The fuel consumption limitation added uncertainty to the race, denying Tambay a potential second place as he ran out of fuel two laps from the end, finishing sixth. Behind Prost, Rosberg, and De Angelis, who celebrated their unexpected success on the podium, were Cheever, Brundle (in a naturally aspirated Tyrrell), and Tambay. Ferrari experienced no joy despite a promising start, with Alboreto retiring on lap 12 due to brake issues, and Arnoux stopping on the side of the track on lap 28 with engine-related problems. The podium smiles were abundant, with Prost, Rosberg, and De Angelis congratulating each other, convinced that good fortune played a role in this Brazilian Grand Prix. the Frenchman is overjoyed:
"Honestly, I didn't expect it, even though we had some positive premonitory signs. I knew it could be a good race and also a good year because the tests we conducted in winter highlighted that my car was competitive. At the start, I was quite embarrassed. It was the first time I was racing with the McLaren-Porsche, and I didn't know exactly how much throttle to apply. I asked Landa; he told me to push to 10.000 RPM. I felt the engine revving up, backed off a bit, and practically stayed still. It was already a miracle to have managed to start. However, when I came in for a tire change, the left rear tire didn't want to go into the hub. That made me fear that the engine temperatures would skyrocket. After that, everything went exceptionally well, and three-quarters of the race, I slowed down to ensure a trouble-free finish".
The second place rewards Keke Rosberg's great determination. However, the Finn is disappointed with his Williams-Honda:
"It's a car that doesn't stay on the road. We need to fix it, or else the next races may not go as well".
Elio De Angelis, who turns 26, is very happy:
"I, too, had difficulties at the start because the engine wasn't revving, and this issue accompanied me throughout the race. In practice, I could never push to the maximum. Coming in third is a sufficient reward for the effort made".
There is also great satisfaction in the Euroracing-Alfa Romeo team. But Eddie Cheever doesn't hide that he feared an early conclusion due to a lack of fuel.
"It was practically an armed robbery because I absolutely didn't think I would reach the finish line. We are at a disadvantage because our engine doesn't have electronics that allow it to consume less. We hope to find a solution. Anyway, this is an injection of confidence".
Calm and serenity in the Ferrari pit. The two retirements of Alboreto and Arnoux were taken philosophically, paying the price for a season that just began with a completely new car.
"It was going very well; I was very happy with the start I made when, on the twelfth lap, pressing the brake pedal, I felt it go all the way down, and the front right wheel locked. The oil lost from the circuit messed up all the discs, and there was nothing more to do. Too bad because this could have been a good opportunity to score points. Races are like that. Anyway, I'm happy because as long as the car was working well, I did well too".
For Arnoux, the season started even worse. The Frenchman did not stand out in qualifying; this circuit is not his favorite, and then he was forced to retire due to an issue, probably in the electrical part of the engine.
"I hope a black streak like last year doesn't start because I don't intend to suffer the whole season. I'll try to make up for it immediately in South Africa in fifteen days".
The satisfaction of Martin Brundle, the young Englishman who made his Formula 1 debut by finishing fifth with an aspirated engine car, the Tyrrell, risks turning into disappointment. A complaint has been filed against the English car by Arrows, which has Boutsen in seventh place and hopes to move him up to sixth. The team of the Belgian driver argues that Tyrrell, during the tire change, also refueled, which is prohibited by the regulations. Ken Tyrrell responds:
"Imagine if I added fuel, especially me, who is the only one who doesn't need it with the aspirated engine. We only added water to the radiators".
It was not a great race that opened the Formula 1 World Championship. More was expected from the Brazilian Grand Prix: greater balance, more exciting duels. Alain Prost's victory with the McLaren-Porsche in front of Rosberg, De Angelis, Cheever, Brundle, and Tambay appears, all in all, random, or almost. The events of the race at the Jacarepaguá circuit in exacerbated environmental conditions (60 °C heat on the asphalt) nevertheless provided many useful indications for the future. It was seen that the current, highly sophisticated single-seaters lack reliability: only eight cars finished the race, one (Tambay's) classified but two laps behind, seventeen stopped due to faults and accidents. On Monday, March 26, 1984, Brazilian newspapers, as usual, publish the ratings of the drivers. Only three deserve the maximum score: Prost, who won, Niki Lauda for his great determination, and Michele Alboreto, who, despite completing only twelve laps, impressed the critics unanimously. It was the first time Alboreto started in the front row, and it was the first time he raced with Ferrari. But he wasn't scared. Even when he faced brake trouble and went into a spin, he kept the necessary composure to try to resume the race.
He returned to the pit, restarted, went off the track twice, and returned again without showing the slightest emotion. The Italian also made a textbook start, behaving like a veteran. Arnoux, on the other hand, did not shine, but it must be said that he liked this Brazilian circuit, and in any case, the Frenchman was also eliminated due to an engine problem that almost set his Ferrari on fire. But Alboreto is calm.
"It was important to get into the points zone; maybe we could even win. But races are like that. The appointment is only postponed by two weeks, at Kyalami. The 126 C4 is a car for the top spot, which should adapt well to all tracks. Honestly, I had thought about winning, even before the start and in the first laps. I pushed to the maximum right away, taking some risks, to try to gain the necessary advantage to manage the race later. It didn't work out for me. However, we could see that there is not too much difference between our tires and those of the competition. The new Ferrari didn't need major changes: we just adapted the aerodynamic wing and worked to choose the tires. Among the other teams, I was obviously impressed by McLaren. Lotus was strong in qualifying, not in the race, as has happened before. Disappointing Brabham, good Alfa Romeo, which finally managed to finish with a car".
When asked why there was a significant gap with Arnoux in Brazil, both in qualifying and during the Grand Prix, Alboreto responds:
"I don't know; you have to ask René. We had very different settings for our cars, and the tires were not the same. Then he had a lot of problems".
The two drivers will be in Maranello on Tuesday to speak with Enzo Ferrari to arrange - if possible - some tests on the Fiorano track in the coming days. Ferrari couldn't gather much in Brazil but is preparing to make up for it as soon as possible. Meanwhile, in the Brazilian Grand Prix, the latest generation turbo engines prevailed. The Tag-Porsche mounted on Prost's McLaren took the first place, and the Honda on Rosberg's Williams took the second. The older Renault (for De Angelis's Lotus) and Alfa Romeo secured the third and fourth positions. Unfortunately, nothing can be said about Ferrari due to the double retirement of Alboreto and Arnoux or BMW. The youngest engine won, making its debut on August 14, 1983, in Zandvoort, Netherlands. The story of this engine is quite curious. Porsche, which had been in Formula 1 from 1957 to 1964, competing in 38 races with only one victory (Gurney, 1968, Rouen, France), intended to return to the circuit. However, there were conflicting opinions within the German company, and the project was eventually blocked. Here comes a compromise solution: Porsche provided its technicians and equipment to Tag, a wealthy French company owned by an Arab businessman who had sponsored Williams in recent years. Tag invested about ten million dollars. The result: the designer, Hans Mezger, a technician from Stuttgart, set up a small sports department for Formula 1 where engines are prepared. The engine is called Tag P01: it is a 1500 cc V6 with two KKK turbines, weighing 150 kg. It is made with special, high-cost materials and obviously remarkable characteristics. For example, there is a particular ceramic that withstands very high temperatures (up to 1500 °C) and may be extended to production cars. So, although not officially listed, Porsche has funded significant research and accumulated unparalleled technological experience. It seems that the engines, now exclusively supplied to McLaren, may be sold to other teams in the future at a price of 260.000.000 lire. After technical checks, it was found that the fuel tank of the McLaren has a capacity of only 213 liters of gasoline (Prost had eight left at the end of the race). On Rosberg's Williams, there were still eighteen liters, and on Cheever's Alfa Romeo, only five. Tambay's Renault stopped without fuel two laps from the end of the race.