In addition, each single-seater will only be allowed to have seven sets of tyres per practice session, and each team will not be allowed to use more than two cars per practice day; this means that spare cars will disappear from circulation. Another novelty is the use of the Safety Car, so in the event of an accident a service car will enter the track forcing all single-seaters to line up without being able to overtake each other), Alain Prost and Damon Hill set the best times, coming dangerously close to the track record. The French driver, even though he was the victim on the last day of a worrying exit from the track due to a mechanical failure, showed that he had perfectly adapted to the role of great favourite for the World Championship. And his team-mate was no different, confirming his not inconsiderable speed skills. However, if Ferrari makes it clear that the road to recovery is still fraught with difficulties, interesting signs were seen from other teams. Discreet results from debutant Sauber, good ones from Jordan and Lotus.
But the best things were seen by Benetton, which had already proposed itself as second force in the championship last year. The Italian team - with English roots - at the moment presents on paper not only the best driver line-up with the Schumacher-Patrese pair, but also the greatest potential for progress, given that automatic gearbox and active suspension, apart from a few minor mishaps, work well. The first to come out surprised by this initial test is Riccardo Patrese himself, who thought that the path would be hindered by major problems.
"Instead, everything worked out for the best. True, there is still a lot of work to be done, but the prospects are good".
Ready, then, for a new challenge at the age of forty? Riccardo, showing all his temperament, doesn't even want to hear about age.
"First of all, for the moment I am only 38 years old. And then I like doing this job, I love running and I have the enthusiasm of the early days. I have already taken a lot of satisfaction and I continue driving in Formula 1 because I feel I still have something to say. In fact, I aim to win that world title that has eluded me so far for so many reasons".
On the basis of what prospects?
"I think I can be the only one to make a comparison between the champion team, Williams, and the emerging one, Benetton. There are many similarities between these two teams. Williams is perhaps more introverted, closed. Benetton is more cheerful, sympathetic. But the spirit and enthusiasm are the same. The secret for both teams is stability: a group of people who have been working together for a long time with the same goals".
But there is an aggressive and fast driver like Michael Schumacher to keep at bay.
"With Michael I immediately established a very good relationship, which is the basis for working together. He is very mature for his experience, strong and determined. A difficult customer, but that's not a problem: in our sport you always have to deal with your teammate. The important thing is to start on an equal footing. And that's what Benetton has guaranteed me".
But Williams still seems to be unbeatable.
"For now it is: it has the advantage of starting with a higher competitive edge. It's up to us to narrow it down little by little. In any case, Williams has also made mistakes that could pay off over time. It has let both of its drivers go at once, relying on two new ones. And this is in breach of that team's policy of continuity. They have also let Paddy Lowe, the technician who brought forward the active suspension discourse, slip through their fingers. He has gone to McLaren. A small but important crack".
And Ferrari?
"I am not focused on this problem. I will start to worry if and when it is in front of us. I don't wrap my head around a headache that I no longer have. For the moment I prefer to look at Williams".
Would Patrese then sign for another second place in the championship?
"I'm not signing anything. I hope to win and that this is the right year".
Also at the end of the tests, Ivan Capelli was signed by Jordan alongside Brazilian rookie (originally from Treviso) Rubens Barrichello. Thus happily ended the adventure of the Italian driver who last year had been dismissed before the end of the season by Ferrari. For the Milanese driver it is a good opportunity to make a comeback in a team that had surprised on his debut in 1991, and that last year had not shone due, above all, to the Yamaha engine. This year it will have V10 engines made by Brian Hart. Ivan Capelli, 29, soon to be married to his fiancée Jasmine, of Swedish origin, raced his first season in Formula 1 with Tyrrell in 1985 and was Formula 3000 champion. His best finishes were two second places in Portugal and France (1988 and 1990). However, the situation remains difficult for many other Italian drivers still without a steering wheel: Martini, Modena, Tarquini, Morbidelli, Naspetti and Zanardi will probably be forced to choose other categories. On Friday, 12 February 1993, Formula 1 finally found its way out of the tunnel of crisis that had been gripping it for some time. In London, during the meeting of the commission that regulates the sport, important decisions are taken. For the present and for the future. Actually, the twelve members of the assembly, i.e. Max Mosley (FISA), Bernie Ecclestone (FOCA), Harvey Postlethwaite (Ferrari), Ron Dennis (McLaren), Frank Williams, Flavio Briatore (Benetton), Giancarlo Minardi, plus three race organisers (San Marino, Brazil and Monaco) and two representatives of the sponsors (Agip and Marlboro) do not find the agreement that should have smoothed out the discussions. So, without having the unanimity required by the now obsolete and damaging Pact of Concord, thanks to a ploy, Max Mosley, president of FISA, imposes a series of decisions. The astute English lawyer in essence refers the final judgement to the World Council of the FIA (the great federation of 80 countries on which FISA depends), which will meet on Thursday 18 March 1993, four days after the first world championship race in South Africa, at Kyalami.
Already in the next few hours, however, delegates will have to vote by fax, and since only a relative majority - 41 votes - is required, it is almost certain that all proposals will be accepted. This is the first time the sporting authority has managed to circumvent the obstacles, overriding the individual interests of the teams. And in a way it rewards Ferrari, which had pushed hardest for a change of direction. But let's take a look, point by point, at the decisions taken concerning the 1993 sporting regulations and the technical rules from 1994 onwards. A half-revolution to reduce costs and to allow even the less wealthy teams to be competitive and to improve the spectacle, enhancing the human role in racing, namely that of the drivers: Prost and Williams. The Frenchman obtained the super-licence and the World Champion team the championship entry. Prost will, however, have to go before the FIA court on Thursday, 18 March 1993, for certain statements he made to a French magazine in the past weeks, which are considered damaging to FISA. It is likely that the driver could be disqualified for one or two races. A rule is being studied not to use more than twelve engines per season in two cars and to reduce ground effect. In addition, a project will be examined to change the bottoms of the single-seaters to make them more robust for racing on American oval circuits. This last one is clearly an indication wanted by Bernie Ecclestone to try to challenge Formula Indy on its own ground. It is a wake-up call for Formula 1, which has - at least seemingly - exercised judgement. It is clear that a few hiccups will still crop up before the season starts. But it is moving in the right direction. Waiting for the capricious Ayrton Senna to decide what to do: in the meantime, the new McLaren is presented. Will it be a car capable of enticing the Brazilian to race? We will see.
In the meantime, what is important is that now the Formula 1 teams can seriously think about the World Championship starting on Sunday, 14 March 1993, in South Africa. Having solved the problems that have animated the winter season with minor changes to the sporting regulations and with the announcement of profound technical changes for 1994, the hunt for Williams, who is the major favourite to win the title, is officially on. As early as Monday, 15 February 1993, the majority of teams will be back on track at Estoril for a week of indicative tests, in which Ferrari will not participate, preferring to train at Imola with Berger and Alesi. Also absent should be McLaren, which after presenting its new car, the MP4-8, prefers to run at Silverstone with Michael Andretti and Mika Hakkinen. Ron Dennis's British team, meanwhile, announces that they also have Ayrton Senna in the line-up. Three drivers signed up then, but only two will be able to race, unless McLaren obtains a special dispensation and makes a special effort to field an extra single-seater for the Brazilian. Senna is evidently waiting to see if the MP4-8 will be competitive and then decide. Tongues are wagging that it is just a matter of money: Ayrton is asking for $18.000.000, Ron Dennis is offering less. The question therefore remains unresolved, while weapons are being sharpened. The moment is, however, strange. The designers must prepare to study simpler cars, without electronic devices, according to the new technical choices, for next year. And in the meantime, the challenge in the season that is about to begin is mainly based on the most sophisticated computer-controlled devilry. Almost all the cars will use active suspension, and McLaren itself lets it be known that those fitted to its cars, developed by Tag Electronic and Bilstein, will be able, thanks to a coded radio transmission system, to modify the set-ups from the pit lane. In addition, the cars of the Woking stable will have a semi-automatic six-speed gearbox, capable of memorising the track of each circuit. The driver will only have to put his foot on the accelerator. These are important innovations that could bridge the gap with Williams, and certainly also serve to try to convince Ayrton Senna. To return to Ferrari, the tests at Imola have yielded some positive results.
It seems that the right path has been taken on the active suspension, even if some hiccups are still to be expected. Now the Maranello team has to work hard on the new engines with pneumatic valves in order to make a decent debut. Of course, it is frightening to think of the amount of commitments awaiting the Maranello team: the F93A to be fine-tuned, John Barnard's car to be prepared for August, and then everything to be redone for the following year. Having achieved a change of direction on the regulations with reduced costs and less sophistication was perhaps a success. But the price to pay is very high. Without forgetting that the fans are expecting Gerhard Berger and Jean Alesi to produce some positive results in order to dream again. It has to be said that the Portuguese circuit does not bring Prost luck. On Monday 15 February 1993, the Frenchman is forced by a sinus infection to run only a few laps in his new Williams: 1'15"0 is the best time. The new McLaren MP4/8 that was supposed to run at Silverstone also fails to make its debut. The car, entrusted to Michael Andretti, immediately experiences technical problems. And there is an unforeseen epilogue also on the second day of Ferrari testing at Imola: on Wednesday 17 February 1993, testing is interrupted due to gearbox problems in the three cars present, the two F93As entrusted to Berger and the F92A driven by Alesi, while at Estolli the Williams dominance continues: Alain Prost, with a time of 1'13"48, sets the test record. A week later, on Thursday 25 February 1993, Ferrari renounces to make the debut of the new car (the 645) of the English technician John Barnard, who would have a short life after the new regulations came into force. Barnard will be able to devote himself to building a completely new single-seater for 1994, as the current championship will be contested with the F93A. From Paris, meanwhile, comes news that the FIA has reinstated the French Grand Prix and the Williams team, with its driver Alain Prost, for the 1993 World Championship. Proposals by Max Mosley, FISA president, to reduce costs in Formula One are also accepted.
"We have made a decision over the past few months: we want to become World Champions, and we will succeed".
Michael Schumacher declared on Monday 1 March 1993, and Riccardo Patrese echoed him:
"I put my experience at the service of Benetton. Together we can go far: the war against Williams is open".
These two declarations encapsulate the entire programme of Benetton, the Italo-English Formula 1 team, the most accredited antagonist of Williams, which presented the team and the car, the Benetton Ford B193A, which will take part in the first Grands Prix to make way for the new single-seater, the B193B, completely renewed, when the World Championship moves to Europe. Numerous VIPs are present, from Luciano Benetton (in the company of the inseparable Oliviero Toscani) to Jean-Paul Belmondo, here in the guise of an interested parent: his son Paul will be one of the three test drivers, with Andrea Montermini and Alan McNish. There is a special air at Villa Minelli: the certainty of having done a great job over the winter makes more than one technician smile. And this cannot escape Luciano Benetton:
"Yes, the mood has changed, from last year to today. I see that there is now optimism; we have made a quantum leap with the arrival of an experienced driver like Patrese, while we kept Schumacher, perhaps the best of the new generation. In 1992 we came within a step of second place, now we are there with the best. We'll see".
Inevitable is the poisonous question about Ferrari: will that day ever come when Benetton takes the place of the Maranello cars in the hearts of Italians? Benetton does not play along and replies decisively:
"I think not, and I sincerely hope not. Ferrari is irreplaceable; it looks like the Leaning Tower of Pisa: it hangs, all right, but it never falls. It's in everyone's interest for it to be competitive again. In 1992 the clash pleased us, but without a top Ferrari, the whole F1 suffers from a decline in interest".
The one who is pampering the new car with his eyes (externally it has not changed, it has the same unmistakable duck bill but in addition it has a semi-automatic gearbox and intelligent suspension) is Riccardo Patrese. The driver from Padova, in his sixteenth year in Formula 1 and with 240 Grands Prix behind him, is strangely talkative:
"Maybe it's the environment's fault; in so many years I had never seen so much togetherness and so much desire to win. But don't come and ask me if I'm the first driver or not: we start as equals, the championship will decide. Is Michael a fast driver? So am I. He says he wants to win? Why not me? The difference is that if last year I promised the world, now I wait before talking. The car is going well, we are satisfied, the work is 85% done, but we have still covered a few kilometres (about 3.000, ed) to say if we are competitive. That is why I always put Williams first: they had four years to develop the car, we only had four months, quite a difference".
And he concludes with a hint at the new regulations:
"Going backwards is bad for me: I always think Formula 1 is about technological development and I like to win with the best that technology has to offer. But if that means excessive costs, I welcome the restrictions. For the rest, I'm not worried: we'll all start on an equal footing and the best driver will win, not the one who has the best technology at his disposal".
However, the Benetton team will have to watch out for its rivals, because in addition to having to contend for the title with Alain Prost's Williams, on Tuesday 2 March 1993 the news becomes official that Ayrton Senna will test the new McLaren. A spokesman for the British team confirms that the Brazilian will take to the track on Wednesday, 3 March 1993, at Silverstone, for a test with the new MP4/8 with Ford engine. A brief statement from the team speaks of positive and constructive discussions at the headquarters of the Brazilian's main sponsor, confirming that Senna's return to racing is only linked to an economic issue. The decision rekindles anticipation for the challenge with Alain Prost. As for Ferrari, bad weather also prevented track work at Imola on Tuesday.
For the second consecutive day, the prohibitive weather conditions block the running of the programme on the reliability of the new engine, which was to be carried out by Nicola Larini in the F92A equipped with the 1993 engine. Larini was supposed to carry out a Grand Prix simulation. On Wednesday, an attempt will be made to carry out, at least in part, the planned work. Meanwhile, the new Formula 1 single-seater of the Bms Scuderia Italia is officially presented. After five seasons of collaboration with Dallara, the Brescia-based team signs an agreement with the English company Lola, which is responsible for the design and construction of the chassis on which the 12-cylinder Ferrari engine will be mounted again this year. The car, which will be driven by Michele Alboreto and Luca Badoer, has abandoned the classic red colour and features a new, futuristic and flamboyant livery in yellow and orange. Wednesday, 3 March 1993, bad weather continued to stop Ferrari. No practice at Imola for the Maranello team that wanted to simulate a race with the new engine with pneumatic valves, mounted on the old F92A driven by Nicola Larini. The track in the afternoon is still wet and the technicians decide to postpone the test until Thursday. The plan now is for the Tuscan driver in the morning to test at Fiorano the two cars to be sent to Kyalami on Friday 5 March. Then Larini should return to Imola to carry out the long run that is of interest to see how the engine behaves.
For Gerhard Berger, on the other hand, a series of tests is planned, again at the Imola circuit, on the third F93A which will be sent to South Africa at a later date to be used as a reserve car. For Ferrari, these are crucial times. The tests so far have all been interrupted or suspended. Technical problems (suspensions, accessories, engines, broken gearboxes) have disrupted the preparations. And in a week's time the Formula One World Championship will begin with practice for the South African Grand Prix. How is the situation? What are the prospects? At the Geneva Motor Show, Ferrari president Luca Montezemolo is very cautious, and speaks of a year of transition. Taking stock with Harvey Postlethwaite, general manager of the Maranello team, it is clear that the biggest problem concerns active suspension. Ferrari was one of the main proponents of the regulatory changes that would bring about a revolution in Formula 1 in 1994. As is known, most of those sophisticated electronic systems that were turning motor racing into a missile industry and immiserating the role of the driver would be abolished. This political success, however, has forced the Maranello team to revise its plans, which envisaged the arrival of a special new car designed by John Barnard in mid-season. Some claim that these novelties will force Ferrari to abandon the active suspension project carried out in England. But Postlethwaite replies:
"That is not correct. Apart from the fact that at this point it is no longer possible to change, we are proceeding in the same direction. It is true, however, that we have had many unforeseen problems. That is why we will act in two directions: we will still try to fine-tune the system we have tried so far, and at the same time we will develop another, simpler system in Italy together with Magneti Marelli. Since next year we will return to normal springs and dampers, there is no point in breaking our heads. For now, however, the suspensions are the thorn in our side because they don't allow us to run with a minimum of continuity".
It doesn't seem, however, that the engine gives you more satisfaction.
"This is the area that in theory worries me the least. We recently did some tests on a very advanced test bench. The results were positive. We lack, it's true, the counter-test on the track, but I'm not pessimistic. With the pneumatic valves we have increased the power by increasing the number of revolutions. There is more horsepower available. It is clear that engineer Lombardi, who is in charge of the engines, is working on further development as these systems allow, with fine-tuning, continuous and interesting progress".
Ferrari has also focused on cost cutting, because it is no longer the time for crazy spending and because a better balance between the teams will favour the show. How has the team organised itself?
"We have rejuvenated the management a lot and reduced the personnel. Last year for a trip like that to South Africa we employed about 60 people. Now we are just over 40, including the logisticians and the cook".
Postlethwaite continues:
"At Kyalami there will be a team of designers from the UK office (the FDD, Ferrari Design and Development, ed.) led by John Barnard with technicians Baldisserri, Pocock and Perry who will be in charge of the active suspension. The chief mechanic is Fagliarmi, while Boni, Levrini and Paterlini will be responsible for the single-seaters of Alesi, Berger and the reserve car, respectively. Engineer Lunetta will take care of the French driver's car, engineer Fantuzzi that of the Austrian. We have tried to form a close-knit group because in a racing team it is important to have precise roles, as in any company. This will be a decisive, if not decisive, period for the future of Ferrari. The people, the fans, expect results. But we are also deeply involved and we hope to do well".
In this regard, can you make any predictions?
"I have to cross my fingers. At the moment we have no certainty. Ferrari is in a similar situation to that of March 1989, when it was preparing to debut the car with the automatic gearbox, without having managed to run more than fifteen laps in succession. In the first race, at Interlagos, Brazil, Mansell won to the general surprise, including that of Maranello. Now I think it is much more difficult, if not impossible. Because the opponents are very reliable, at least in theory. One question, the first races, between Williams and Benetton. We would already be happy to have a good qualifying and not have too much trouble. But we are, unfortunately, prepared for anything. The road ahead of us is full of obstacles and uphill".
In the meantime, after four months of enforced rest, Ayrton Senna returned to driving a Formula 1 car. The Brazilian driver tested the new McLaren with active suspension and automatic gearbox, completing 31 laps (fastest in 1'21"9, against 1'21"0 by Damon Hill in a Williams, and 1'21"7 by Mika Hakkinen in another McLaren). In this circumstance, Ayrton Senna, suffering from a toothache and seized by neuralgia, watched his new team-mate, Michael Andretti, practice. In his eagerness to learn everything there is to know in what for him is a whole new world, he accelerated disproportionately, creating a deafening noise every time he came in or out of the pits. Stricken with pain, and sitting hunched over a table, when his team-mate returns, Ayrton picks him up in an irritated manner. The Brazilian driver asks him to come closer, and in a rather unfriendly way tells him:
"Look, you have to make noise outside, not in here".
After this rebuke, Michael Andretti could no longer repeat the times he had set up to that point, showing that the Brazilian's words stung him in the morale. However, the respect the American driver has for the Brazilian is very high, and is confirmed by him a few years later:
"A man of great heart and sensitivity. The best team-mate together with my father, as well as the best driver I have ever met".
In the end, the Brazilian says that the car is not going badly, but that he intends to continue testing before deciding whether to participate in the World Championship. It seems, however, that the matter is now settled: Senna has agreed to a compromise on his salary. No longer - it is rumoured - the 32.000.000 lire of 1992, but a substantial sum nonetheless. An indiscretion (if confirmed, it will cause an uproar) concerns Michael Andretti, hired by McLaren.
The American seems not to have made a good impression and would be preferred to the Finnish Mika Hakkinen. It will be known by 6:00 p.m. on Thursday, 11 March 1993, when the names of the drivers must be communicated to FISA. Two other pieces of news from the world of Formula 1: in Cusago Milanese Ivan Capelli gets married to Swedish model Jasmine Lipovsek. From London, instead, Mobil 1 announces its withdrawal, justified by the current regulatory uncertainties. Ayrton Senna returns to the track after a four-month holiday and, on his second day, Thursday 4 March 1993, surprises everyone. The Brazilian, engaged in a series of tests with the new McLaren Mp4/8, sets the winter record for the English circuit by lapping in 1'20"2, clearly faster than the other drivers on the track, including his arch-rival Alain Prost, who drives the Williams.
"I have to admit that this car is not bad. In fact it feels pretty good to me. But this has not yet led me to make a decision: I reserve one to three days to say whether I want to take part in the World Championship starting on Sunday 14 March 1993".
The usual malignants claim that a no-holds-barred battle is underway between the three-time World Champion and McLaren. There are those who say that the Woking team has gone so far as to provide Senna with a special engine, with a special petrol, to allow him certain performances and convince him to sign the contract immediately. On the other side, Ayrton Senna's supporters think that the São Paulo star pulled out all the stops with a fabulous lap, to put Ron Dennis with his back to the wall and force him to accept the demands of the driver, who demands an enormous sum to drive this year. A tug-of-war that certainly has psychological and nervous implications as well, given that Senna himself maintains doubts and delays the announcement for yes or no. At this point, however, it seems highly unlikely that the Brazilian will take a year off.
"Ayrton is ready to challenge Prost".
They swear from McLaren, and add:
"We hope to make an announcement in the early days of next week".
The announcement, of course, of yes by the Brazilian. Senna, 32 years old, three times World Champion, meets on Friday, 5 March 1993, in London with the British team managers. The driver confirms to Ron Dennis that he was positively impressed by the behaviour of the new MP4/8 in the tests at Silverstone.
"It's quite a fast car. I had the feeling I could go even faster than I did. If I had come here and the car didn't work well, you can be sure I would have given up racing this year. Instead, things are different".
In short, we are indeed one step closer to a happy conclusion. Senna, who lapped with a record-breaking time of 1'20"27 at Silverstone, points out:
"The English circuit is one of the most difficult for tuning a car. In the past I often had the feeling that I didn't know how to be fast on this track. Instead, this time I drove at speeds I couldn't even imagine before. McLaren gave a really encouraging performance".
In fact, on Monday 8 March 1993, during the afternoon, after Ron Dennis pays the $10.000 fine due to the registration change, McLaren - from its headquarters in Woking - issues a statement announcing that its drivers for the South African Grand Prix will be Ayrton Senna and Michael Andretti.
Sighs of relief are coming from all over the Formula 1 world (only Alain Prost, perhaps, is snorting), which has managed to keep its jewel after the divorce with Nigel Mansell, who got engaged to Formula Indy. The situation, however, is not as simple as it might seem. The Brazilian driver, in one of his customary interviews with Rede Globo in Rio De Janeiro, is quick to point out that the agreement has only been reached for the first championship race and not for the following fifteen. Astonishment. One would think that Ayrton Senna would want to find out the real qualities of the new McLaren MP4/8 before making a final decision, sensing some deception perpetrated against him in the tests at Silverstone, when he managed to set the circuit record.It would not be the first time that - for example - a special engine has been used to convince a pilot. This time, however, the reasons entangling the affair could be others. It must not be forgotten that McLaren itself, before getting an answer from Ayrton, had engaged a famous driver like Michael Andretti and one of the emerging talents, the Finnish Mika Hakkinen. For the time being, it will be up to the latter to stand by and watch, also because the American champion of Italian origin has demanded an exceptional payout. But it is not certain that the roles will not be reversed in the future. Ayrton Senna might not even contest all races: but it is thought, however, that in the end it will be Michael Andretti and Mika Hakkinen who will alternate. Even for an experienced manager like Ron Dennis, managing the issue at this time must be particularly complicated.
It must not be forgotten, in fact, that the father-master of the British team experienced a very heavy tug-of-war with Ayrton Senna. The capricious São Paulo star first wanted to go to Williams at all costs. Then he said that he would not race if the car that would be made available to him was not competitive. But the real reason for the disagreement was mainly financial. According to well-informed sources last year Senna had been given a $20.000.000 contract. For 1993 the South American, given the general economic and Formula One crisis, was willing - he said so himself - to take a cut of $5.000.000. Ron Dennis, on the other hand, had offered eight in total, a little more than half the demand. Eventually someone (let's make the most likely hypothesis: a sponsor?) must have intervened to settle the dispute. But since Michael Andretti or Mika Hakkinen could not be cut immediately, it was preferred to keep the uncertainty, with this statement by Ayrton Senna leaving all doors open for now. A political solution, in short, according to the best traditions even of sport, saving face for everyone. The only really positive fact is that Formula 1, in one way or another, will have Ayrton Senna. An important driver to guarantee the spectacle, with the hope that McLaren will really be able to trouble Williams and worry Alain Prost, announced World Champion on the eve of the race. Waiting to see if Benetton will keep its promise to enter the fight at the top and if Ferrari, after the first, probably inevitable troubles of the season, will be able to become a decent protagonist of the World Championship again.