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The Modenese constructor had spoken in the past of the possibility of having a spare driver, that is, a young man available for testing at the Fiorano track, ready for possible replacements in the race should the need arise. Now the opportunity to adopt this solution seems to be upon us. Marlboro's sponsor, which pays the Maranello drivers' salaries, has reportedly proposed the inclusion of an Italian racer among those it has under contract (the names of Paolo Barilla and European Formula 3 champion Ivan Capelli are being mentioned, while the possible inclusion of Andrea De Cesaris is still topical, even though the Roman has renewed his commitment with Ligier). This eventuality - which has not been denied - makes one think that the rumours about an Arnoux crisis within the team have some foundation and that the arrival of a new driver, in any case, is the first step towards a future replacement for the Frenchman, because it seems unlikely that Ferrari will field three cars in any race. Even if from Maranello the sporting director Marco Piccinini lets it be known that Arnoux enjoys the utmost confidence. Speaking of the health enjoyed by Formula 1 in this historic period, for years Jean-Marie Balestre, president of the FIA, and Bernie Ecclestone, head of FOCA, have been publicly extolling the success and penetration achieved in the world arena by the sport they practically manage.
"We will have a Grand Prix in Moscow, on Red Square".
Says one.
"We will go to Beijing, Budapest and New York".
The other replies. Now, however, their expansion plans seem to have stalled. Not only was the New York Grand Prix skipped last season, but it is very unlikely that it will be held next season. Dallas, after the 1984 experience, seems to be already lost to economic and organisational problems. True: the 1985 World Championship will take over Australia with a Grand Prix in Adelaide, but it seems to have definitively closed the possibility of racing in Monaco. The clash between FISA and the Monegasque A. C. seems to have ended negatively, with the government of the Principality giving up hosting both Formula One and the Rally. Everyone knows that MonteCarlo on the motorsport plane has never aroused excessive sympathy for its sometimes unfriendly attitudes and for the total exploitation of the event, sometimes even excessive. Nonetheless, these are still two of the most prestigious races on the international calendar that, with their charm and technical prerogatives, constitute a link between the past and the present. To cancel without taking this into account and without attempting all and sundry, rigidly sticking to one's own positions, as has happened, may be foolish on both sides. At the same time, the publication of the updated Formula 1 programme with the almost certain inclusion of a Grand Prix in Rome must make one reflect. Is this Formula 1 or Formula Italy? What other country can afford to organise three races of this magnitude? The Italians have already invented the San Marino Grand Prix to use, in addition to Monza, the Imola circuit; there are the Mugello organisers protesting and knocking on doors, those of Misano Adriatico would like to but do not dare. And then, let's be serious: the clrcus already lives well on the back of this little Italy. Drivers, cars, sponsors, if we do the percentages it's scary. A Grand Prix in Rome can arouse great publicity clamour, tourist interest. But apart from the intrinsic difficulties of placing such a complex event in the old Urbe, you can imagine what will happen in the pits. It will take a special card just for the undersecretaries. The reservation on the choice of the Eur circuit as the venue for a Formula 1 World Championship race will be dissolved in Paris on Saturday 1 December 1984, the date of the convocation of the FISA board, but the guidelines, even in organisational terms, look favourable. Officially an answer is awaited on the possible renouncement of Dallas and New York, but everything suggests that Rome - the first European candidate - has a very good chance of succeeding. In favour of the Grand Prix of Rome are, in addition to the Automobil club of the Capital, the Ente Eur (which is waiting for a revival of the district after the travails of recent years), the mayor and the CSAI. Perplexed, however, are many Eur residents, sectors of the political party Italia Nostra and urban planning experts.
However, the president of the Automobile Club of Rome, Nicola Cutrufo, emphasises that this is not an annual event, but a unique occasion; the excellent road system of EUR, rich in roads and route alternatives, will not disrupt the usual course of life in the district; the exceptional safety of the circuit, which will have 32 emergency posts; the type of circuit (planned in four kilometres, starting from the confluence of Viale Oceano Pacifico and Viale Oceano Atlantico, along Cristoforo Colombo, Marconi's stele, Palasport and artificial lake); the exceptional attraction of sportsmen and tourists, given the duration (a week between arrivals, trials and the race) and the use of the Palasport, not only for the pits, but for a whole series of collateral shows.
"The municipality has already verbally expressed to us its total availability with regard to everything within its competence".
Eur Commissioner Luigi Di Maio is also in favour of holding the tender.
"Obviously subject to the guarantee that no disruption will be caused to the life of the neighbourhood".
But while there is talk of new Grand Prix, the mediation by the French Minister of Sport, Alain Calmai, between the French Automobile Federation and the Principality's organisers in an attempt to settle the dispute concerning the Rally and Grand Prix cancelled by the FIA has failed. The affair is well known: Monaco wants to forfeit the television rights for the Formula 1 race, which are normally distributed between the manufacturers' association and FISA. To show its displeasure, the FIA demanded 200,000 francs from A. C. Monaco for the rights to pass over French territory with the Rally. The meeting, which took place on Wednesday 21 November 1984 and lasted two and a half hours, ended in a deadlock. As a result, Michel Boeri announced at a press conference in the morning a double legal action. Monte-Carlo appealed to the French Council of State to find out whether the FIA can substitute itself for the public authorities by demanding a toll to let the rally pass. For the Formula 1 Grand Prix, the Monegasque executive filed a complaint with the civil court of Paris requesting the validation of a contract signed on Wednesday, 18 January 1984 with Bernie Ecclestone (FOCA president) according to which Monaco, by paying $100.000 per year, would have the right to organise its own Formula 1 race. Enzo Ferrari also intervened in the Monaco Grand Prix affair.
"In December 1983 I met President Balestre in Maranello and then the lawyer Boeri, president of the Automobile Club of Monaco. We talked about the problems of the Monaco Grand Prix, and I got the impression that for 1984 everything would go as contractually agreed. For 1985 and the following years, since there was no agreement, I suggested that FOCA and the Automobile Club of Monaco should work out a solution in order to obviate the negative interference that, it was said, existed between the television rights situation of the Monaco race and the American Grand Prix".
Meanwhile, Michele Alboreto sets an absolute track record at Fiorano during a series of tests with Ferrari. The Milanese driver laps in 1'06"15 at an average speed of 163.263 km/h. The previous record belonged to Arnoux, who set a time of 1'06"49 in February. The car with which Alboreto set the new limit was a traditional type, with new rear aerodynamics based on the 1985 regulations, i.e. a smaller wing. Apparently, new special petrol developed by Agip was also used. In any case, the Italian racer completed 44 laps. On Thursday 20 December 1984 FISA officially closes the racing season in Paris, at its headquarters in Place de la Concorde, with an awards ceremony for the drivers and makes that have won world and European titles. Big celebrations are planned for Niki Lauda, who for the third time has won Formula 1's highest laurel, while among the manufacturers the German industry will raid the awards with Porsche at the forefront. In the meantime, rumours about the Formula 1 calendars are confirmed, with the inclusion of the Rome and New York Grand Prix, the cancellation of the Dallas Grand Prix and the freezing of Monte-Carlo, which is still under discussion.
As for the Tyrrell case that was acquitted by the civil court, FISA is pretending nothing has happened and continues to disregard the British manufacturer in the scores, which, however, is talking about asking for a total of around $2.000.000 in damages. Regarding the inclusion of two races in Rome and New York, one can be satisfied with the enlargement of Formula One's area of interest in the world. But this decision does not agree with the way motor sport is interpreted. Racing must be practised in suitable and permanent facilities. Beyond the facile enthusiasms, many in Italy would prefer that the millions of dollars that will have to be spent to set up a circuit in the streets of the capital be used, with good planning, to renovate, for example, the beautiful Vallelunga circuit. The idea, then, of putting mini-cameras on the cars in the race is a spectacular one: it will have an impact on the show and also to better follow certain episodes. On the occasion of the award ceremony for the 1984 champions of motor sport, FISA President Jean-Marie Balestre confirmed at a press conference the rumours of recent days about the 1985 season. The European Formula 1 Grand Prix will take place in Rome on Sunday 13 October 1985, the Dallas Grand Prix is abolished, Monaco now seems to be excluded from the championship while there is still an open door for the Monte-Carlo Rally. Balestre repeatedly emphasised that Monaco's position was anomalous and that it was unacceptable that one country out of the seventeen taking part in the world championship should not abide by the FIA regulations.
"The International Federation has called an extraordinary meeting for 19 February. It will discuss the exclusion of the Munich Autoclub (which will have a month to prepare its defence) from the association".
Still on Formula 1, Balestre says that a reserve Grand Prix is not planned for 1986, that Germany will have to communicate the chosen circuit (Nurburgrlng or Hockenheim) by 31 January 1985, and that three new engines will arrive by 1986. At the end of the press conference, the annual FISA awards are presented. Celebrating above all is Niki Lauda, the newly crowned World Champion, who says he has neither positive nor negative comments to make about the Rome Grand Prix.
"It's fine with me, I run everywhere".
As at the start of a car race, the European Grand Prix, a Formula 1 race to be held on Sunday 13 October 1985 in Rome, gets underway. Where? On the streets of EUR, announced Mayor Ugo Vetere and the promoters, taking the choice for granted. But on Friday, 21 December 1984 - while the president of the Automobil Club of Rome, Nicola Cutrufo, explains how 3850 metres of Via Cristoforo Colombo will become the Grand Prix track - doubts and grumbling swirl in the city's political palaces. Francesco Spinelli, commissioner of the Ente Eur, almost a governor of the district, protests:
"Here I hear talk of using our facilities, of cutting down trees, of closing Colombo, and no one has informed me. These are solutions that worry us".
The socialists in the city council, including Sandro Natalini, the group leader, are also concerned:
"Vetere got carried away with enthusiasm, and did not assess the impact that event would have on Rome, where traffic is a dramatic problem. We will ask the council to discuss it, not to boycott the Grand Prix, but to hijack it. Perhaps it is more fair to use the Vallelunga circuit".
So, twenty-four hours after the official announcement, made in Paris by the FISA president, the European Grand Prix has already become a political case. A rash decision, the choice of Eur? Irritated, Vetere rebuts the criticism.
"The race won't swallow up any lawns or trees in the neighbourhood, which, indeed, have already sent the thank-you note; for a few days they won't breathe in the exhaust fumes of thousands of cars. The runway is too short, 800 metres are missing, and then there are no adequate access roads and parking areas. Some people are annoyed that Rome is moving out of the mephitic role that history and central power have assigned it. On the whole, however, we had broad support, we will take the concerns into account. Electoral initiative? It was the Automobile Club that dealt with the issue, I'm not part of it".
The stretch of Via Cristoforo Colombo that in the plans will become a motor racing circuit goes from the Marconi Road, which will act as a buoy in a sharp bend, to the intersection, one kilometre further on, between Viale Oceano Pacifico and Viale Oceano Atlantico. A ring that will enclose the Eur pond and the Palazzo dello Sport. Spaces almost designed for a race. A three-lane carriageway, like a motorway, with a side junction lane. Along the ring and inside large open spaces for the grandstands (50.000 seats, 150.000 standing, the organisers calculate). But the drawbacks are not lacking. How long will Colombo, a strategic artery for Roman traffic (it connects the city and EUR to the new settlements close to the ring road) remain closed? Only testing and pre-testing will take a week. And it will be necessary to resurface the road surface, to adapt it to the Formula 1 tyres, erect grandstands, facilities, services. And then: in an office area (Ministry of Finance. Inps, Ina) several parking spaces will disappear. The city police do not care about the problem:
"There will be inconvenience, but we answer to the administration. If they tell us to close, we close".
The prefecture is waiting, the magistrate's court is keeping watch (Gianfranco Amendola, praetor, says: 'We will see what they will do, however any concentration of people without adequate facilities is very worrying'). Formula 1 drivers are also protesting. Many do not like the part of the new gladiators of the Urbe at all.
"Too dangerous city routes, they are a bargain but we take risks".
Rightly observes Clay Regazzoni, who owes his wheelchair to the pitfalls of an urban circuit.
"But the road is wider than at a normal racetrack".
Replies Rosario Alessi, president of the Automobil Club. He adds:
"The race in Rome, in the city and not in Vallelunga, is Enzo Ferrari's wish: and then we will break through the one billion television viewers ceiling. The question will be asked: is the show worth the price of the ticket?"
The 1985 season will start as early as the very first days of January, with tests at the various circuits usually used for testing, tests from which the first indications will be given. The official start will be given on Sunday 7 April 1985 in Rio de Janeiro, barring any last-minute changes. Three races will be held in Italy: Imola, Monza and Rome. The awarding of the European Grand Prix to the capital city has aroused justified enthusiasm in terms of the recognition of the values of Italian motor sport. But on this point there are those who disagree, as there are those who would have preferred a race at Mugello or Vallelunga, since city circuits are a nonsense for Formula 1 and Roman driver Elio De Angelis is right, saying:
"Julius Caesar will turn in his grave".
In commenting on this decision. Rome certainly does not need a Grand Prix to gain publicity. But talking, instead, about the cars that will participate in the next World Championship, with this phrase Enzo Ferrari last spring had defined the 129 C4:
"A car is beautiful if it wins".
Now, almost a year later, the single-seater from Maranello is about to retire and make way for a completely new car that will most likely be unveiled within a month. A few more tests at Fiorano, maybe one at Estoril in Portugal in the middle of the month with a car that is already profoundly modified, then it will be off to the 1985 World Championship. Another challenge for the Maranello team, which has not won a drivers' title since 1979, the year of Jody Scheckter. The 126 C4, while proving to be quite competitive and the only alternative on the reliability plane to the overwhelming power of McLaren Porsche last season, was not a pretty car. Just pretty, perhaps. With the illusions fuelled by the rather brilliant start, and Michele Alboreto's only victory at Zolder and the subsequent disappointment. It is also true that there are others, that the adversaries have become more and more prepared and difficult to overcome, but it must be admitted that expectations have not been met. Perhaps this time Ferrari has sinned a little in presumption, not believing in certain technical solutions that have instead advantaged their rivals, even if at times at the edge of the regulations. Frozen fuel, never adopted by the Maranello team, heavy fuel arriving too late, engine development and other details (not least that of the tyres) certainly weighed on a barely acceptable balance for a name of this prestige. Ferrari, however, has one undeniable talent. It does not lack the will to return to the top, to fight. Nor does it lack the means to fight against giants called Porsche, Renault, BMW and Honda.
To achieve this objective, the Italian team has renewed itself, giving itself a more modern, more up-to-date set-up. The engineer Mauro Forghieri left the technical summit, a man of great talent, capable of solving difficult problems in a few minutes, with a typically Italian, or rather Emilian, genius, but probably too self-centred for today's Formula 1, which requires teamwork. Enzo Ferrari thus composed a management staff without spearheads, calling each of his men to their individual responsibilities. The results seem to have arrived almost immediately: already in the 1985 configuration, or almost, the cars tested at Fiorano have made progress, set new records. This gives hope and one can easily assume that Ferrari is ready to return to the attack. Without illusions, because the competition is tough, but with the conviction of having done all that was possible. On the drivers, both confirmed, there is nothing to say: they are both fast and determined. In any case, the 1995 championship will offer a more balanced panorama than the one concluded due to Michelin's exit from the scene. Now the duel for tyres is played out between two, with Pirelli on one side (the Italian manufacturer has Brabham as its leading team) and Goodyear on the other. This is a technical element, not to be underestimated, which should reduce McLaren's supremacy. Ferrari itself has already said that the revamped engine (still 6 cylinders) provides greater power than the previous model and this is another fact.