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"Yes, I am happy. Finally, I have the chance to drive a competitive car. I know very well that next year will be very tough, but at least we have a chance to win theoretically. It is up to us, to Patrick and me, to fine-tune the cars. And I assure you that we will spare no effort".
From Tuesday 25 October 1983, and for the next few days, Tambay will test with Warwick at the Dino Ferrari circuit. Can you make a comparison between the new car and the one you drove until Kyalami?
"They are essentially different cars, the Renault is more gentle, smoother, more predictable. You get to know it almost immediately. The radial tyres are exceptional, the same ones that helped Piquet to win the world championship. The engine is easier to master. The Ferrari was sharper, perhaps we could define it a pure-blooded car, but for this reason it was more difficult to understand. The gearbox, however, was fantastic. Who knows, with my advice, they might be able to develop a similar one on Renault".
The fact that only twelve days after the end of the World Championship Renault is already at work (as is Ferrari) means that Brabham's defeat is bothering them both. And indeed, the next season is already being prepared. The new cars for 1984, will be ready in December, but they are working on the tyres, which will still be crucial in the new world championship. Says engineer Dudot, technical manager of the French team:
"We have to decide whether to make pit stops to change tyres during the race, or whether we can have tyres suitable for the whole Grand Prix. And then we also need the drivers to know the cars very well. By January we will have a brand-new engine ready, a six-cylinder, but with many changes. In short, the battle is barely over and it's already starting again".
On Wednesday 26 October 1983, Michele Alboreto can finally celebrate his first wedding day with Ferrari, dressed as a groom, in a white suit with old and new sponsors: an agreement has been reached that has pleased everyone. He drives almost the distance of a Grand Prix at Fiorano, where he alternates with Arnoux, from the morning until the evening. It is not a joyous, Emilian-style ceremony. The driver looks cold and composed, the technicians are only tense because of the work. A few thousand fans are outside the circuit, without any particular enthusiasm, almost as if they were studying whether the new signing of the Maranello team is really worth what has been said about him up to now. In the meantime, improvised stalls have been organised, and they sell souvenirs of Gilles Villeneuve. To be honest, one would have expected something more for the debut of an Italian driver in Ferrari, after ten years. A warmth welcoming that for the moment did not happen. Perhaps Alboreto will be able to conquer the heart of the fans with his future achievements. In any case it was a day of hard work: 91 laps for Arnoux, 81 for Alboreto, with the Frenchman setting the best time (1'08"84), and the Milanese driver setting a time of 1'10"42. There was a minor problem with the transmission on Michele's car at the start, then everything went smoothly. At 6:00 p.m. there is a meeting in the factory, in a small room next to the office of engineer Ferrari. Hanging on the wall is a painting of Arturo Merzario in the Targa Florio. The driver is very calm.
"It was good".
How does it feel to drive a Ferrari?
"It feels like having a Cosworth engine and a half on the back. A pleasant feeling, of course, although I will have to get used to it. It has an exceptional engine and an incredible gearbox. I had no idea it could be so precise, so perfect".
Getting to drive such a prestigious car is the dream of so many drivers. Is it possible you didn't feel a particular emotion?
"No. I had just the feeling any driver has when he gets into a new car that he doesn't know. The feeling that an explorer might have in front of a virgin forest".
On such an occasion, don't you think you have achieved a goal, that you have landed in a different world, after certainly less interesting experiences with other teams?
"When I got into the 126 C3, I thought I had made it. I'm in a competitive team. Now I'm starting to work for real and that doesn't frighten me, in fact I really like it. It wasn't a trauma. I think it's important on these occasions not to be caught up in emotions. It's part of being a driver. The only thing I can say is that if I am not able to win with Ferrari, they can beat me".
What about the situation with Arnoux?
"René is a very nice guy and I really enjoy being around him. He is also a very fast driver. I hope to be at least at the same level as him. And maybe even to be ahead of him a few times. Anyway, it's too early to talk about it now, we'll see in a few months".
On Thursday, 27 October 1983, René Arnoux sets a new track record at Fiorano, lapping in 1'07"54. It is 0.044 seconds faster than the time set on Tuesday, 25 October 1983. It should be noted that the record is set on Goodyear radial tyres. The French driver only works in the morning, he completes 46 laps, driving faster and faster. This also proves the excellent performance of the new integral electronic injection, the first one made in Italy by the collaboration between Weber, Magneti Marelli and Ferrari. Michele Alboreto also improves his time (1'09"84), completing 95 laps. The Milanese driver has two cars a t his disposal, with different technical solutions, both on race tyres. The Italian driver will continue testing on Friday as well, and by then he should experience more advanced solutions. The following day, Friday 28 October 1983, it is Michele Alboreto who sets the new track record at Fiorano, in the afternoon with a time of 1'07"28. It is therefore a fully Italian success, an Italian driver on an Italian car. Only the tyres are American (Goodyear), the new time radial tyres that had already permitted an exceptional performance by René Arnoux (1'07"54) on Tuesday. Michele Alboreto achieved this result at the end of a long day of practice that allowed him to complete 92 laps. After only three days in a Ferrari car, to achieve this time is something exceptional, especially when you consider what the driver says.
"Obviously I am happy with my performance, even though there is still a lot to do, I have to do a lot of kilometres to get to know the car perfectly. In fact, I believe that it is the driver who has to drive the car and not the car that guides the driver, as is now the case for me".
After the work on the track, there is a meeting with the technicians and with Engineer Ferrari. Then, when leaving Fiorano, Alboreto gets the compliments of Patrick Tambay, who he came to replace. In the next few days Alboreto will do some tests at Paul Ricard with Tyrrell: he has a contract with them until 31 December. Then again, on Thursday 3 and Friday 4 November 1983, he will be on track with Ferrari. The work continues on two different cars, the traditional one and the one equipped with the Magneti Marelli-Weber fuel system. It is a system that already allows an excellent performance in terms of power and engine usage, and the fuel consumption saving is estimated to be at least ten per cent. At the same time, on Thursday 27 October 1983, Philip Morris invited the winner of the British Formula 3 Championship to test drive a Formula 1 car with his team, McLaren. Ayrton Senna da Silva is invited to drive at Silverstone, with Brundle himself and Stefan Bellof, and Ron Dennis watching him. The British team principal immediately appears severe and intimidating towards Senna.
After just one lap, Senna is called back to the box, because he pushed too much on the first lap, ignoring the low temperatures. Back on the track, Senna does not let himself be overly conditioned, he completes a few warm-up laps and then sets astounding times, well beyond the reach of Brundle and Bellof. The Brazilian driver set a time of 1'14"3, despite having pain in his right leg caused by the seat, before the engine began to fail due to a damaged valve:
"The McLaren is easy to drive, and it has a lighter steering than my Formula 3 Ralt. I'm sure that if I had done more laps, I would have achieved a time of less than 1'12"0, because I was uncomfortable, with my leg squeezed in, which reduced the sensitivity of my foot on the accelerator. Since I know this track well, it was not difficult for me to achieve this performance".
At the end of the day, Ron Dennis comments:
"The drivers proved to be mature, considering their age and limited experience. The times achieved would allow them to race in the British Grand Prix. Ayrton Senna's time is impressive considering the weather conditions, but compared to Brundle and Bellof he had the advantage that he had already tested a Formula 1 car".
All in all, there were two very good test sessions, for two teams aiming for the best. Ayrton Senna should be satisfied, and there should be no problem in finding a vacant seat for the 1984 Formula One World Championship. The problem is that both teams he tested with already have their drivers for 1984: Williams has Keke Rosberg and Jacques Laffite; McLaren hired Alain Prost immediately after the end of the season. Prost is back from Renault to replace John Watson and is Niki Lauda's new teammate. For Senna therefore, there is no chance of running for McLaren nor Williams. However, two weeks later Ayrton returns to the track at Silverstone for his third Formula 1 test, this time with Toleman. It is a cold day, allowing to set very fast times: Ayrton drives his first turbocharged car, completing 72 laps on the TG183. He sets a time of 1'11"54, about one second faster than Dereck Warwick's time during the British Grand Prix. Moreover, Senna is even slightly affected by problems with the six-speed gearbox, assembled that same day in place of the traditional five-speed one. The entire Toleman team cannot but be enthusiastic about Senna. In particular Hawkridge and the designer Rory Byrne, who states:
"This is the driver for us, we have to hire him for 1984".
During the test Senna is running at Silverstone with McLaren, Herbie Blash, Brabham's Sports Director, is also at the track, incognito. Ecclestone has sent him to see the young drivers in action. Blash takes the times with his personal chronometer. The lap when the valve on the engine fails, which McLaren recorded as 1'14"3, he records as 1'13"8, a time even better than the one set by Lauda in the same car in the British Grand Prix. On Thursday, November 3, 1983, Nigel Mansell's contract with Lotus is renewed for one more season: he has been a Lotus driver for three years now. The English team is still racing with Pirelli tyres. Thus, five Formula One teams (almost all the most important ones) have formed teams for 1984. It is Ferrari (Alboreto-Arnoux), Renault (Tambay-Warwick), McLaren (Lauda-Prost), Williams (Rosberg-Laffite) and Lotus (De Angelis - Mansell). In addition, it seems almost certain that Arrows, will keep Boutsen and hire the young German driver Stefan Bellofwhich: they will use the Bmw turbo engines. This means that the teams with possibly available seats are Brabham, Alfa Romeo, Tyrrell, Toleman, Ligier, Osella and ATS. Brabham has obviously renewed the contract of the World Champion Nelson Piquet, although the Brazilian, in all likelihood, has not yet signed simply because of economic issues, i.e. salary. For the rest, there are still a few vacancies, or at least no final decisions have yet been made. The retired teams are, at least for the moment, Theodore, March and Spirit: the other teams are looking for drivers, possibly with sponsors and turbo engines. This is the case of Osella (they have reached a verbal agreement with Alfa Romeo, but the formal agreement has not yet been reached), Toleman, which would like to change the Hart engines, and Tyrrell. Basically, there are very few attractive seats. And it is above all the Italian drivers who risk being cut off.
There are eight Italian drivers: Alboreto, De Angelis, De Cesaris, Patrese, Giacomelli, Corrado Fabi, Baldi and Ghinzani, together with the oriundi Cheever and Cecotto. Among them, only Alboreto, who has moved to Ferrari, and the Roman driver, who has remained at Lotus, are certain to compete in the World Championship starting in March. All the others are now feverishly contacting teams and sponsors to solve a situation that is certainly not looking good. Patrese said he was sure to stay at Brabham, but Bernie Ecclestone seems to have other intentions, both because he wants to save money and because he wants Piquet to be undisturbed. Among the candidates to replace Patrese there is also the young driver from Romagna Pier Luigi Martini, newly crowned Formula 3 European Champion. De Cesaris is staying with Alfa Romeo also because of his current sponsor, that has always supported him and will continue to do so. If things were to change, however, a new sponsor might want Cheever and Patrese. Giacomelli does not even know if Toleman will continue to stay in Formula One, given that they cannot find an electronic injection to make the Hart engine more competitive. The English team, however, is in contact not only with the driver from Brescia, but also with the young Brazilian Ayrton Senna Da Silva, who will test next week, with Corrado Fabi and John Watson. Corrado Fabi's farewell from Osella is almost certain, and they are expected to race with just one car. There are talks ongoing with Toleman and other less important teams. Baldi will stay at Alfa Romeo only if the sponsor does so, if they don't, he will probably be left without a seat. Ghinzani may stay with Osella, but there are also rumours about Tyrrell. Cheever, after leaving Renault, should not risk much: the American driver will settle either with Tyrrell or with Ligier, another possibility would be Alfa Romeo. Cecotto is in difficulty, also because he is no longer willing to race with a non-competitive car and without turbo engine; he has a small chance of joining Brabham. There is some news on Tuesday 8 November 1983, since three top drivers officially find a team: Patrese and Cheever signed with Alfa Romeo, and De Cesaris signs for Ligier. A telex from Benetton's headquarters in Ponzano Veneto arrives in the afternoon.
Benetton informs journalists that they have reached an agreement with Alfa Romeo for the creation of the Benetton-Alfa Romeo team. Riccardo Patrese and Eddy Cheever are the drivers hired by Euroracing, which manages the team's sporting activities, for the next Formula 1 World Championship. Autodelta, an Alfa Group company, will continue to supply the turbo engines, and to follow the related technical development. Alfa Romeo has therefore completely changed direction. Two new drivers, already well-known and expert, who already have great experience with turbo engines, and a new sponsor. They left the collaboration with Marlboro that had lasted four years. It is an entirely Italian team entering the world championship battle: sponsor, car, and drivers, considering that Cheever is more Roman than American, even though he was born there. The official press release is only the news, but it seems that Benetton's sponsorship has been signed for one year, with an option for the following one and an expense, for the first year, of 6.000.000 liras. Riccardo Patrese has signed a two-year contract, while Eddy Cheever signed for one year, with a renewable contract. After two years with Brabham, therefore, Patrese is joining Alfa Romeo. The two parties had already had a talk in 1981, but nothing came out of it. One of the main reasons why the driver from Padua left Brabham is the misunderstanding with Ecclestone: after Piquet won the world championship, they offered Patrese a technically unacceptable contract. Things were easier for Cheever, released by Renault. Since Cheever, among other things, is quite popular in America, the sponsor liked him, and they also have commercial interests in the United States. De Cesaris quickly found another seat: Alfa decided not to renew his contract because of a series of reasons (it seems, among other things, that there were talks ongoing secretly with Renault, which Alfa did not like). The Italian driver signed in Paris a contract with Ligier. So, the French team abandoned the idea of hiring Carlos Reutemann, rumoured about a few days ago. Reutemann, at first, did not seem reluctant to return to racing. But in the days to come he announced that he did not want to return to Formula 1 because, in the two recent trips to South Africa and Europe, he had not received any real offers from any team.
"In these conditions, without a good car, it is pointless to try".
Reutemann, who, as mentioned before, had been in touch with Ligier for a long time, had already tested the car on the Le Castellet circuit. The French team also hires the young French driver Michel Ferie as test driver. So, De Cesaris, Patrese and Albereto signed for Ferrari, De Angelis renewed with Lotus: there are four Italian drivers already confirmed for the 1984 Formula 1 world championship. Giacomelli, Corrado Fabi, Baldi and Ghinzani are still without a seat. On Thursday, November 10, 1983, Ferrari starts testing with Goodyear Tyres at the Misano Adriatico circuit. Both drivers are on track, because Michele Alboreto managed to avoid the tests at Silverstone with Tyrrell. René Arnoux completes 33 laps and Alboreto completes 107. The best time for the Frenchman is 1'06"59 (last year, with the flat-bottomed car, he had achieved 1'09"01 at Misano). Alboreto is a bit slower, with a time of 1'06"74. Alboreto says:
"Our two cars are exactly the same, but this is in the tradition of Ferrari, which has always provided identical cars for the two drivers. I still have to get used to the race tyres, whereas with the qualifying tyres I feel comfortable. As for the popularity, it's nice to be at Maranello. A driver who races for Ferrari can do practically anything, including of course winning the World Championship".
A few days later, for the first time since the end of the Formula One World Championship, on Monday 14 November 1983 Nelson Piquet and Alain Prost meet on the track. During the Michelin tyre tests at the Paul Ricard circuit, the two rivals exchange a few words about what happened at Kyalami. Prost lets it be known that he has not yet got over the disappointment of losing the title at the last minute, but he will try it again next year with McLaren-Porsche, a team with less pressure. Piquet, on the other hand, prefers to let the timing chronometers speak for him. While Prost stays in the box and will start testing only on Tuesday, the World Champion sets the best time (1'05"90) on the small circuit of the French Autodrome. Lauda, (McLaren-Porsche, 1'07"70), and Tambay, (Renault 1'05"30), are also testing. The most interesting tests, however, concern the other Brabham, many drivers are willing to drive it. Four candidates get into the car on Monday. The Brazilian Ayrton Senna Da Silva and Mauro Baldi set the same time (1'07"90): the Italian, however, had the engine working irregularly. The Colombian driver Guerrero sets the time of 1'08"60; also Pierluigi Martini, the young European Formula 3 champion, is testing, but he only manages to do one lap because it is getting dark in the evening. Apparently, John Watson is also among the possible candidates. However, a decision will only be made in the following days. At the end of the day, Ecclestone takes Senna to London in his Lear-Jet, because Ayrton must go to Hong Kong for Macao race. The testing in the Paul Ricard circuit test does not change things a lot. Ecclestone wants Senna, Tanzi and Parmalat insist on an Italian driver, advocating the hiring of Pierluigi Martini.
"The one with Brabham was the worst test of 1983. I had the feeling that I could do a lot more, but I didn't have the opportunity".
This is what Ayrton Senna said later. Negotiations with Bernie Ecclestone took place over the next few days, but they did not go well:
"If Bernie wants me, he will have to prepare a better offer, if he does, I could drive with them. I think I shall receive fair recognition for what I have achieved so far and for the prospects for my future in Formula 1".
The Brazilian driver would later say about a meeting he had with Nelson Piquet during testing on Monday November 14, 1983:
"I went to ask him if he had any problem with the fact that Ecclestone wanted me at Brabham as his team-mate. We spoke the same language; it was better to make things clear between us. Nelson said he had no problem with it, in fact he gave me some advice about the contract. However, I know that his intention was actually to block my arrival, and I can also understand that. Perhaps I would have done the same".
Actually, this is not true. The successful driver Nelson Piquet and Ayrton Senna had a long conversation - the only one in their careers - at Silverstone, during the British Grand Prix, sitting in Piquet's Bmw, parked behind the paddock. Piquet knew that Ecclestone wanted to hire Senna, and confirmed to Ayrton that Patrese would be leaving the team at the end of the year. Piquet also told him to beware of the long-term contract that Ecclestone used to propose to young drivers. When he became World Champion in 1981, he earned practically nothing and the only money he got came from winning the Procar Bmw M1 championship. Despite this, Piquet told Senna that it was better for his career to sign with Brabham, because just as he had become famous when Lauda left, perhaps the same thing could happen in the future, should Piquet change team. Ecclestone offered Ayrton Senna a fully paid season in ATS, but the Brazilian refused the offer. Senna would have the chance to sign with Lotus. The team is now in the hands of Peter Warr, the team owner and successor of Colin Chapman, who had died the previous year; but they also withdrew for sponsorship reason. Imperial Tobacco asked for an English driver, so the 1983 team remained the same, Mansell and Elio De Angelis. In the meantime, FIA confirmed the delay in the start of the next Formula 1 season, postponing the Brazilian Grand Prix from 26 February to 25 March, and the South African Grand Prix from 10 March to 7 April 1984. On Tuesday, 15 November 1983, the teams continued their tests to prepare the new cars. Brabham, McLaren, Renault, Williams and Ligier are testing at Le Castellet, while Eddie Cheever makes his debut with Alfa Romeo at the Balocco private circuit. The test session is not open to fans, and Cheever completes about thirty laps. Engineer Carlo Chiti says:
"We just had to fine-tune the car and take the measures of the drivers. Eddy set a time of 1'40"1, which is a remarkable result but cannot be compared because the track has been modified".
On Wednesday November 16, 1983, it will be the turn of Riccardo Patrese. Meanwhile, at Paul Ricard, Niki Lauda sets a best time than the one of Piquet, in a McLaren Porsche. The Austrian sets an excellent time, 1'04"09. Warwick and Tambay with the Renault also did well, setting a perfectly equal time of 1'05"10. Piquet's time is 1'05"40, Martini (Brabham) sets a time of 1'08"60, and Guerrero's time is 1'09"95. Andrea De Cesaris, the driver from Rome, also made his debut in the previous model of the Cosworth-powered Ligier. He sets a rather good time (1'07"80), but he breaks the gearbox. Tests, times, rumours, controversy: even four months before the start of the championship, Formula 1 brings out news every day. On Wednesday November 16, 1983, tests continue at Le Castellet and Balocco Circuit. All is going well on Alfa Romeo's private track: Riccardo Patrese officially debuts with Alfa Romeo. The driver from Padua does not push a lot, but he just tests the car's potential (the best time is 1'40"9, while Cheever's time is 1'40"1). Riccardo Patrese says, at the end of practice, speaking of the Alfa engine:
"It is a very powerful engine, but not as smooth as the ones we have tried so far".
Alfa Romeo is also addressed at a distance by Andrea De Cesaris. Perhaps he is disappointment for not being confirmed and being forced to move to Ligier, and he openly criticises his old team:
"There were too many people in charge, which is why the results were not as good as they could have been".
De Cesaris (Ligier, equipped with a naturally aspirated engine) sets a time of 1'06"0 at Paul Ricard. The fastest driver is once again Nelson Piquet, who takes a quick revenge on Lauda, beating him with a time of 1'04"10 against 1'04"60. About the other drivers: Tambay (Renault) 1'05"70, Palmer (Williams Honda) 1'05"40, Warwick (Renault) 1'05"10, Prost (McLaren-Porsche) 1'05"80. On Friday, November 18, 1983, Nelson Piquet is still very fast. His new Brabham is equipped with the chassis and suspension that will probably be used in the next season. The Brazilian set a record time of 1'02"6, going thirteen times under 1'03"0.
The closest to Piquet is Alain Prost (McLaren Porsche), 1'03"2, then Tambay (Renault), 1'04"2, Laffite (Williams Honda) 1'04"3, Warwick (Renault) 1'04"5. De Cesaris (Ligier-Cosworth) sets a time of 1'06"50. These tests end a week full of information: the Michelin-equipped teams outstand, and Piquet was the absolute protagonist. Starting from Tuesday, November 22, 1983, Ferrari, Alfa Romeo and Williams-Honda will be again on the same track for Goodyear tyre tests. The American company is working hard to produce the radial tyres, and apparently, they are achieving considerable progress. It will also be interesting to make the comparison between the two Italian teams, the Anglo-Japanese team and the teams that have just finished testing. A few days later, after the negotiations with Brabham had failed, on Sunday, November 20, 1983, the Brazilian Ayrton Senna Da Silva wins the Macau Grand Prix with Ralt-Toyota, leading both the scheduled races. Unlike someone would have wished, two days later, on Tuesday November 22, 1983, the Ferrari and the Alfa Romeo drivers avoid a direct clash before time, i.e. the start of the 1984 Formula 1 World Championship. The practice sessions do not offer much excitement. Nelson Piquet (Brabham-Bmw) with the time he achieved the week before (1'02"6) can relax. It is unlikely that someone sets a better time and takes his place as the fastest man on the Paul Ricard circuit. Actually, the two Italian teams, plus Williams on track with Keke Rosberg and Ligier who is testing an experimental car with Andrea De Cesaris, are thinking mainly about the future and about developing the Goodyear radial tyres, which for the moment do not yet seem very competitive. The fastest is René Arnoux (1'04"96), while Alboreto works all day to carry out some tests on the engine. Ferrari is at the front of the box, Alfa Romeo at the back: for both teams the aim is to prepare the coming season that will certainly be very hard. The Milan team is managed by the Euroracing racing team, they have got a new sponsor, Benetton, about a 6.000.000 liras budget, forty-five employees, the engines and technical assistance provided by Alfa Romeo. They start practically from scratch: new drivers, completely rebuilt car. Giampaolo Ravanello, the owner of the team, a rock-solid man from Veneto, says:
"Yes, we are starting from scratch. We will race with a brand new, totally redesigned car for the beginning of the championship. It will have a chassis in carbon fibre and Kevlar, no bodywork at the front, a gearbox redesigned by our technicians, different suspension, an engine modified both in the supercharging and in some electronic and mechanical parts. In theory, we have a chance to win, if not the title, at least some races".
The two new drivers, although relatively young, are in practice old-timers. Riccardo Patrese, 29 years old, participated to ninety-six Grands Prix; Eddy Cheever, who was born in 1958, has taken part in fifty-four races. For the Padua driver, there are no regrets about leaving Brabham, even in a somewhat traumatic way.
"To be honest, the British team was very good. But at the end of the day there was no agreement between me and them. They were focusing only on Piquet. Now instead we speak the same language, not only metaphorically. AIfa wants to win, I have the same ambition. The potential is high. There will be a lot of work to do, but that does not frighten us. Cheever and I know what Brabham-Bmw and Renault have done to improve the performance of their cars and the reliability of their engines. We will be able to give useful advice to the technicians. After all, we are taking part in an interesting adventure, and we are passionate about the challenge".
In the meantime, on Thursday November 24, 1983, in Paris, the Formula One Commission will discuss and possibly approve a plan to change the qualifying system for races. To shape the starting grid of a Grand Prix, instead of considering only the fastest lap, five consecutive laps would be timed. A measure that should in theory reduce the dangers of official practice and also the running costs for the teams. In practice it will be a fairer method perhaps, but still dangerous, because there will be more cars on the track at the same time. On Wednesday 23 November 1983, barely a month after his move to Ferrari, Michele Alboreto smashes the record times (without skirts) in all the circuits where he drives. Firstly, in Fiorano and Misano Adriatico, now also in more revealing circuit, the Paul Ricard, one of the so-called Formula 1 temples. On the small 3300-metre track, at dusk, Alboreto, completes an exceptional and, to tell the truth, unexpected lap.
Michele improves by a few hundredths the time set by Nelson Piquet (Brabham-Bmw) the previous week. The timing taken by Ferrari is unofficial, the Alfa Romeo is a hundred metres ahead, and records 1'02"64, but it is clear that with qualifying tyres, on the last day of practice, Albereto will be able to do even better. The fastest lap is done with plenty of petrol and therefore with a heavier car. This remarkable result is achieved at the end of an intense day of testing. Albereto, among other things, breaks the first turbine of his career in a supercharged car. It must also be said that Piquet had run on race tyres. However, Alboreto's record is impressive precisely because the new Goodyear radial tyres were not expected to be so competitive. And at the same time, it was not expected that Michele Alboreto had already found such a good feeling with the Ferrari, after a relatively short period of training.
"A positive result, after just 1,500 kilometres of testing. But that's not what really matters: records are short-lived satisfactions, especially during the winter tests. What really matters is winning races".
This statement immediately raises a question: what do you expect from next year with Ferrari?
"I want to consider myself as the number one candidate for the world title. It would be foolish to race with Ferrari and not fight for the title. At least that's how I feel inside. If circumstances then prevent me from achieving certain results, it certainly won't be because I gave up".
How do you manage to keep so cool in situations that would thrill many other drivers?
"Mine is not coolness, it is self-control. I have tried since my first car races not to let myself get caught up in emotions. It is very important to always have reality in mind. It's more interesting and valid, on certain occasions, to be self-critical than to get thrilled easily".
In your opinion, has Ferrari got stronger with Alboreto?
"I certainly hope so. By that I don't mean to say that Tambay was incompetent: the Frenchman is certainly an excellent driver, he has proved his worth and will do very well with Renault, if the car allows it, of course".
Who do you consider to be the one to beat for 1984 and who is the best driver in Formula 1?
"Sometimes even a good driver fails to qualify because he doesn't have the right means at his disposal. In any case, I think the best at the moment is Nelson Piquet. He is certainly the most complete, the racer who has been able with his skill to make the best use of a competitive car".
What does this Ferrari lack to be stronger than Brabham?
"We can still improve the car, and we are working on that. I don't ask for much: it would be enough for me to have the right tyres for every type of track. For the rest, I fear nothing. Maranello, technically speaking, is not inferior to anyone. That is why I am aiming to win, starting from the first race in March in Brazil".
On Thursday, November 24, 1983, the record set on Wednesday by Michele Alboreto is not broken at Le Castellet. While the Italian driver continues his engine and tyre tests, his team-mate René Arnoux tries to break the record, but the Frenchman's fastest lap is 1'02"79, it is, 0.024 seconds more than the record.
Alboreto this time is slower than Cheever (1'03"0 with the Alfa Romeo) and Rosberg (1'03"23 with the Williams-Honda). In the meantime, there is some news regarding politics. Renault makes it known that it has separated the departments for engine and chassis preparation. The main sports aim for the 1984 season will be Formula 1. For this reason, the French company will be boosting the race department with a direct collaboration with the advanced studies department of the car manufacturer itself, which until now remained marginal. The Formula One Executive Committee, in Paris, does not have time to discuss all the items on the agenda, and postpones a decision on certain issues, such as the proposal to run qualifying on a five-lap average. On the other hand, the schedule is confirmed. The Dallas Grand Prix, the New York Grand Prix and the European Grand Prix were in doubt: the Nurburgring is feared to be a risky location on 7 October (due to possible bad weather). The technical regulations voted on last year have not been changed. The only change concerns the minimum distance of a race, which must be at least 300 km (previously it was 250 km. The minimum time between free practice and the start of the race is unchanged. Strange people, the drivers... Great calculators, cynical, reckless, or just men who seek the meaning of their lives in the thrill of victory? This is the question that Enzo Ferrari asks himself and asks to his readers. He has known so many drivers, perhaps all the most famous drivers in the world. Aged 85, he has still not found the answer to this question, and he asks his friends and the few enthusiasts who will be lucky enough to read his latest literature work, a wonderful 360-page book. It contains exclusive and original material that can be hardly described as unique. The book is precisely named "Piloti, che gente" which we could translate as "Strange people, the drivers". It is an overview on the entire history of racing from its beginnings up to that time. It talks about the protagonists and raises this almost philosophical question, which can be answered in many different ways. The book is launched on Friday December 9, 1983. Enzo Ferrari, who is a sharp-witted observer, recalls the past, well-known and unknown episodes, the protagonists of that time and the ones to come. But of course, he also shows himself, as a man and as a businessman. It is the complex novel of an innovator. Ferrari also raced and won many races. He retired in 1932, when his son Dino was born.
He kept a promise he made and devoted himself to his family and to business. He confesses that he does not know whether he would have been a great champion, mainly because he drove respecting the car, he did not know how to push it. Even though he did not have the strength to become a top driver, the title of driver rightfully belongs to him. A driver of life, who knew how to face risks, responsibilities, dangers of all kinds, almost always winning. In comparison with him, Jackie Stewart, Niki Lauda, Nelson Piquet certainly got fewer victories. The opinions that Enzo Ferrari writes about his drivers are for the most part already well known. Let us recall some of them. He defines Tambay as a precise, hard-working test driver and a successful driver. In short: a professional man, quite similar to Reutemann. About Arnoux he states that he turned out to be not only very fast, but also very clever at racing. He's got a strong, straightforward nature. About his latest hiring, Michele Alboreto, he writes a few words: Sometimes he reminds me of the clean, effective driving of Alberto Ascari. These are all pondered opinions that arise from a careful comparison and intimate relationships, and which acquire the importance of experience. Ferrari, however, does not favour any particular driver: in our relationships, and even in my inner rationality, I make no distinctions, he says. This is Ferrari as a writer. He is also brilliant as a team manager and as a public relations man. He remembers his mentor Vittorio Valletta, and talks about the Formula One World Championship, making no secret of his concerns for the future. The Formula One Commission meeting scheduled for next week in Paris has been called off because no prior agreement has been found between the parties involved to possibly change the regulations. For the time being, therefore, Grand Prix qualifying will not change, and the fastest lap will be considered, as in the past. As for the schedule, the American races remain uncertain: probably neither New York nor Dallas will take place, while there are good chances for Detroit and Montreal. One team is said to be willing to race with a car weighing 479 kg, the minimum weight allowed being 540 kg. Also, another rumour is that there are ongoing investigations over the alleged irregularity of the petrol used by some teams. In short, there will be plenty of topics for discussion in the coming days.
The 1983 Dino Ferrari Awards were also presented. For journalism it was awarded to Italo Cucci (Guerin Sportivo) for the article Ferrari Style, where the Modenese constructor is compared to the Italian singer Vasco Rossi, author of the song Vita spericolata ("reckless life", Translator's Note); for photography it was awarded to the Bologna-born photographer Franco Villani, author of a splendid photo entitled 1° Maggio 1983. The next day, Saturday December 10, 1983, Ayrton Senna da Silva, a 23-year-old Brazilian driver, signs a three-year contract with Toleman in Formula 1. After the 1983 championship, which closed at Kyalami with the victories of Nelson Piquet (drivers' title) and Ferrari (constructors' championship), Renault immediately begins its climb back up the Formula 1 World Championship. While almost all the other teams are still working to prepare the cars they will use in 1984, the French factory is ready: a new car, an almost completely rebuilt engine and two new drivers. In the agency centre opening on the Champs Elisées, the staff of the Regie's sports department announced their plans for the next World Championship on Tuesday 13 December 1983. And the changes look good. The team has radically changed its set-up in several directions. Firstly, the factory with all its technical potential was directly involved. Whereas before Renault-corse had total autonomy, now the part concerning research and development has come under the supervision of the main company's design offices. With the hiring of Patrick Tambay and the English driver Derek Warwick, the relationship between the team and the drivers has also changed.
The divorce between Renault and the French driver Alain Prost was perhaps good news for both, as it had conditioned all choices until the end of the season. Now Tambay and Warwick start on an absolutely equal basis. The first result of this new approach is called the King 50, which was just rehearsed. It was completed on Monday night. The car is not particularly fancy nor strange, it resembles a Ferrari at the front and a McLaren at the rear, while still maintaining its own personality. The secret of its improvements lies in the heart, that is, in the engine, although this will certainly need to be verified in the tests. It is still the 6-cylinder V-cylinder engine with twin turbochargers, but it has been completely redesigned after six years. It is more compact, has a new cylinder block, different pistons and modified combustion chambers. All this has made it possible to reduce weight and space and to obtain more power. Renault, which had 600 hp engines last year, is now using 660 to up to 750 hp, depending on the situation (races or qualifying). The chassis also acts as a body, is made of carbon fibre and is harder and more resistant. The previous model weighed 550 kilograms, the current one is more or less 540 kg. There is still no Weber-Magneti Marelli integral electronic injection, which Ferrari has, but it could be introduced later in the season. On the other hand, an instrument has been installed that allows the driver to instantly check petrol consumption. As we know, fuel consumption will have to be limited to 220 litres starting from January 1st 1984, with no possibility of refuelling. And what about the drivers? Patrick Tambay, who on Wednesday December 14th, 1983, drives the RE50 on track for the first tests at Le Castellet, says:
"The first impression is very good, the next championship will unleash a real war between big companies. Renault has pulled out all its resources, even calling on external French collaborators in aeronautics and electronics. It is like the space race".
While a number of teams are testing, there is a persistent rumour that Nelson Piquet is to be dispossessed of the world title he won in 1983 by the FIA. The Brazilian, who is at Paul Ricard Circuit, says he knows nothing about it. However, FISA has indeed sent telexes to all the teams informing them of the results of some petrol samplings carried out after the races. The permitted limit is 102 octanes. The fuel found on Piquet's Brabham at Monza and Hockenheim was 102.80, while there is a maximum allowance of 102.51. Paul Roche, the manager of BMW, who supplies the engines to the British team, said:
"We are not worried, when they came to investigate in Munich, they found the octane at 101.70".
The rumour is certainly resounding. We will have to wait, however, to see what FISA will do. It is unlikely that any radical decision will be taken, which among other things would undermine the reliability of Formula 1. However, the FIA will meet on Thursday December 15, 1983, in Paris, and in the same occasion season's champions will be given the awards. The decisions will be announced during a press conference, followed by the official award ceremony for the 1983 season. It seems that the proposals put forward by President Balestre have been rejected as a whole, according to rumours, including that of changing the qualifying procedure, considering five laps, instead of the best time of a single lap. Everything should remain as per the regulations of the old Concord Pact, with the only change being the capacity of the petrol tanks reduced to 220 litres. As for the Brabham, there are no consequences.
In the meantime, Patrick Tambay (driving the new Renault RE50) surprisingly set the best time in Formula 1 practice at Le Castellet on the wet track: 1'21"08, ahead of Prost (McLaren) 1"22"63. A week later, on Wednesday December 21, 1983, Toleman announces the signing of the Venezuelan driver Johnny Cecotto for the 1984 World Championship. The former motorbike world champion will race together with the young Brazilian talent Ayrton Senna Da Silva, winner of the English Formula 3 championship. Another team is complete for the coming season. Toleman is also starting from scratch, changing both drivers. Now it remains to be seen whether Bruno Giacomelli will find a team, because he is currently without a seat. The driver from Brescia seems to have contacts to race in the Indy championship together with Teo Fabi, provided that the latter does not agree to return to Formula 1 by accepting an offer made to him by Bernie Ecclestone for Brabham. Bernie Ecclestone himself, president of FOCA and owner of Brabham, was as usual on holiday in Brazil in December. When interviewed by local journalists, the English manager reportedly said that on 7 October 1984 the Hungarian Grand Prix would be held in Budapest, the first Formula One race in an Eastern European country, and that in 1985 the Japanese Grand Prix would return. This news is not yet confirmed, as the races have not yet been included in the calendar. In the meantime, Enzo Ferrari and Max Mangenot, president of Renault Sport, worked hard over the Christmas festivities. On Monday, December 26, 1983, they sent a telex to the press, signed by both of them. They reproached FISA for behaving in an unusual way in dealing with the case of high-octane petrol used by Brabham-Bmw in some races, namely the German, Italian and European Grand Prix (Brands Hatch). The issue is well known and, according to FISA itself, Jean Marie Balestre is very expert, but nothing came out of it. FISA officials, after finding an alleged irregularity following an examination of the fuel used by the English team, absolved Brabham, offering excuses that Ferrari and Renault did not believe. The two teams show that, according to regulations, the maximum allowed is 102.51 octane, while Brabham used 102.8 octane fuel (according to FISA there is a 0.9 tolerance margin). But that's not all: the reports normally made by FISA after the checks, say Ferrari and Mangenot, arrived inexplicably late, while the previous ones (when no irregularities were found) always arrived shortly after the results of the analyses. The two manufacturers are not asking for disqualification, but just want to clarify the exact situation so as not to be fooled. At the same time, they formally request that the regulations, from 1984 onwards, should also be respected regarding fuels.
A sporting attitude. After all, to ask now to deprive Piquet of a title he deserved with his skill would also be damaging the credibility of Formula 1. There are still doubts about the behaviour of FISA, the directors cannot help providing further clarification about why certain decisions were taken. Or rather why they were not taken. In their telex to the FISA General Secretary, Ferrari and Renault openly make it clear that they feel cheated on. If this is confirmed, it would be interesting to know why. Now, however, one can only wait for an official response from the FIA. The reaction of the Italian and French teams was certainly provoked by certain statements made by Balestre among others. He stated that Ferrari and Renault, with their assumptions on this case, had tried to discredit the World Championship won by Brabham. So, the petrol war continues in Formula 1. After the telex of complaint sent by Ferrari and Renault to the FIA about the methods used in the investigation on the fuel used by Braham in three World Championship races, there was an immediate response from FISA in Paris. Even though all motor sport executives are currently on holiday, on Tuesday December 27, 1983, a file signed by General Secretary Yvon Leon is released. Here the FIA defends themselves claim that they have shown strictness and impartiality. A number of documents from the Institut Français du Pétrole, one of which is dated October 5, 1983, seem to confirm the FISA's thesis about the controversial measurement of the maximum octane tolerance. According to the Ifp, a tolerance of 0.9 points is allowed for 102 octane petrol. On the other hand, Ferrari and Renault claim, on the basis of regulations, that the maximum allowed is 0.51 points, based on assessments by Astro (American Society for Testine and Material). It is obvious that FISA interprets the rules differently, perhaps even using terminology, as the two teams claim, by confusing the coefficient of reproducibility (which is actually 0.9) and the tolerance allowed by the Astim measurement method. FIA, however, still has to explain why the test results received by the laboratories in early October were only communicated in December. These are certainly the moves in this new legal battle involving Formula One. Hopefully, the issue will be clarified soon, so that the next World Championship can begin without any suspicions. Many are of the opinion (and among them, engineer Chiti of Alfa Romeo and Dr. Serena of the CSAI) that Ferrari and Renault are right to complain, even if the difference between 102.51 octane and 102.9 is not relevant to the race results. But regulations are made to be respected.