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Exactly fifteen years after the first television broadcast in Italy, Michael Schumacher was born. On January 3, 2004, Rai will celebrate half a century of television broadcasts, while the Formula 1 superstar, born on January 3, 1969, in Huert-Hermuelheim near Cologne, will celebrate his 35th birthday. He will dedicate the evening to his family, with his wife Corinna, his children Mick and Gina Maria, perhaps his father Ralf, and a few friends, at the villa retreat that he owns in Trysil, Norway, a few dozen kilometres north of Oslo. There will also be music: the German driver has invited Francesco Bernardini, a young pianist he met in Padua, to play for him, and Bernardini will perform the song Smoke on the Water by Deep Purple. Schumacher himself will be at the microphone - he loves taking part in karaoke. The connection between the celebration and Rai’s milestone is somewhat coincidental, linked only by the date. However, one must also acknowledge that Michael is a showman. Since his arrival on the racing scene, not only has Scuderia Ferrari started winning again, but television audiences for Formula 1 have significantly increased. His striking debut in 1991 with Jordan, followed by the dramatic move to Benetton in the next race amidst a night of legal wrangling, set the tone for an illustrious career. He won two world titles under Flavio Briatore’s guidance in the Italian-English team. In 1996, Schumacher made the switch to the Maranello team, and since then, he has been constantly in the spotlight, for better or worse. There was the infamous collision with Jacques Villeneuve in Jerez in 1997, which cost him the title in the final race; the failed start in Suzuka the following year, which deprived him of the chance to fight for the World Championship victory; and the crash at Silverstone in 1999, which led to another close finish in the championship with Eddie Irvine challenging Mika Hakkinen for the win. From that point, there were only victories and records, with some ups and downs but always a triumphant conclusion. Four consecutive world titles (and five Constructors' Championships for Ferrari), heart-stopping races, and an exceptional 2002 season, followed by a fiercely competitive and unpredictable season last year, where Schumacher fought for every crucial point to secure the standings, even during less brilliant moments. He owes much to Luca Montezemolo, Jean Todt, and the entire Maranello team. But he has given even more. He is one of the highest-paid athletes in the world, surpassed only by golfer Tiger Woods, and every penny he earns is justified. Schumacher’s income far surpasses that of the wealthiest automotive executives, yet he has repaid Ferrari in full, with interest. The team has reaped rewards in terms of sponsorships willing to invest vast sums, bonuses, and a boosted public image - an investment that continues to yield substantial returns. From his debut in karting at the age of five, Michael Schumacher has been pushing on the accelerator for three decades. Beyond his triumphs in junior categories, his Formula 1 record is staggering: six World Championships, 70 victories, and 55 pole positions, without even counting the points, podiums, and laps led. Comparisons are always difficult and often unfair. It’s impossible to juxtapose the German champion’s name with figures from the past like Nuvolari, Ascari, or Fangio. In the modern era, only Ayrton Senna kept a comparable pace, but the Brazilian's tragic death in 1994 cut his career short, leaving us to wonder what might have been. One thing is certain about Michael Schumacher: at 35, he maintains the same commitment, determination, and drives as he did as a young man. His enthusiasm and achievements reward him well. Some may find him less nice, others may see him as arrogant or less open compared to other drivers. But Michael is generous, active in various charitable efforts, an ambassador for UNICEF, and involved in numerous initiatives to help those in need. One of his lesser-known traits is his loyalty: in eight years at Ferrari, he has never publicly spoken ill of his team. He has weathered the toughest periods without complaint, always giving his best. In this, he is a true champion. And he promises to continue:
"I can’t wait to get behind the wheel of the new Ferrari to challenge our competitors. I know it will be very difficult, more so than in 2003. But we will give it our best. I feel ready and as fresh as if it were my debut".
Meanwhile, 59 days before the start of the Formula 1 World Championship, on Thursday, January 1, 2004, Williams-BMW becomes the first team to officially present its new car in Valencia for the upcoming season. Although the McLaren MP4/19 had already run on the track in the two weeks before the end-of-year break, it had not been officially launched, given the disaster of 2003 when the MP4/18 was unveiled but never raced. The first look at the latest creation by Grove’s technical director Patrick Head and his team is striking - a revolutionary nose design reminiscent in some ways of the 1970s March 711 or perhaps some older sports prototype cars. Two large, diverging pylons extend from the front to support a substantial wing. To give an animalistic impression: it looks like a walrus with tusks ready to challenge its rivals. The Williams FW26 was designed by Gavin Fisher, with aerodynamics led by Antonia Terzi, who left her position at Scuderia Ferrari a couple of seasons ago, partly out of love for England and partly for ambition. Patrick Head explains:
"We believe we have taken a significant step forward. However, we will only be able to confirm and precisely assess the wind tunnel data after a couple of weeks of testing".
There are already strong certainties regarding the new BMW engine, the V10 P84, with a 90-degree configuration. Completed in November 2002, it had been tested during the summer of last year in a test vehicle. Mario Theissen states:
"We believe we have achieved our goals: a power unit that is neither larger or heavier than its predecessor while maintaining power and overall performance. But, as it has to last an entire weekend, it must cover double the distance, from 400 to 800 kilometres".
The new Williams required 250,000 hours of work, while the BMW engine involved 5,000 parts and numerous prototypes before reaching its final version - 4,000 drawings were produced. The intake requires 550 litres of air per second. In the last race in Japan, the P83 reached 19,200 rpm and produced approximately 900 horsepower.
"We expected a performance drop of about 10%, but we believe it will be less".
The ambitions of Williams-BMW are high. Frank Williams admits:
"We now have to aim for the championships. We haven’t won since 1997, so it’s time to come home with both the Drivers’ and Constructors’ titles. We have everything we need to achieve that goal".
The only potential issue may be the driver lineup. Montoya is already committed to McLaren for 2005, while Ralf Schumacher has not yet renewed his contract, which expires at the end of 2004. Head says:
"We’ve talked a lot but haven’t reached a conclusion. There’s time".
Ralf is asking for more money, while the team may be inclined to offer less. It will be a tug-of-war. These problems, if we can call them like this, do not diminish the drivers’ aspirations. Montoya declares:
"It doesn’t matter that I’ve committed to McLaren for the future. Right now, I’m an integral part of Williams, and I’ll race for myself and the team to win".
The same applies to Ralf Schumacher:
"Last season, I was disappointed not to be in the fight for the Drivers’ Championship and for not contributing more to the team, which lost the Constructors’ title in the final race. This year there will be a radical change. The FW26 will be very competitive".
A challenge thrown to Ferrari and brother Michael, even if they will need to keep an eye on McLaren, who is already quick and has been preparing for a while. For the record: the first trouble-free lap of the FW26 is completed by Juan Pablo Montoya at 2:35 p.m., while Ralf Schumacher waits his turn. Meanwhile, in the United States, the championship-winning Ferrari F2003 GA holds a place of honour at Maranello’s stand at the Detroit Auto Show, where Luca Montezemolo is presenting the new 612 Scaglietti.
"I have seen many single-seaters showcased at the Tokyo Auto Show and other international exhibitions: Mercedes, BMW, Toyota, surrounded by excitement and giant screens. We are content to display the car that defeated them all. And we present ourselves with five consecutive Constructors' Championships and four Drivers' Championships. We have broken every record in racing history, which is impressive when considering the strength of our rivals. Not bad for a company that, according to some, was supposed to produce engines for McLaren or Williams just a few years ago. The 2003 season was thrilling, and now we will try to win again, even though we know it won’t be easy".
The new single-seater will be unveiled between January 25 and 29, 2004, with the exact date yet to be determined. The model’s designation remains top secret, but it won’t bear the initials EF (Enzo Ferrari). What about Barrichello until 2006?
"I don’t think so, and if we don’t say it, it’s unlikely he will. We aren’t in the position of other teams; we are not in a rush. He has a contract for 2004, and we will discuss any extension at the right time".
From football to Formula 1: Roman Abramovich, owner of Chelsea and a motorsport enthusiast, is ready to challenge Ferrari. With an estimated personal fortune of four billion euros, the Russian magnate is reportedly prepared to invest over $200,000,000 to purchase Jordan (for Chelsea, he had invested $300,000,000). Negotiations are said to be well underway. The Russian oil tycoon has met multiple times with Eddie Jordan (twice, according to a team spokesperson) to discuss the details of the ownership transfer. An agreement in principle appears to have already been reached. Once he acquires Jordan, Abramovich will hire the best technicians and drivers. There are even rumours about Michael Schumacher, who raced his first Formula 1 race with Jordan. In recent months, there had been talk of Abramovich’s interest in Minardi and Sauber, but without any concrete steps. Speaking of the Swiss team, when your sponsor gives you wings, and given that Formula 1 cars are essentially inverted jets, it is natural that the launch of the new Sauber (with Niki Lauda there) takes place at an airport. Dietrich Mateschitz, the dynamic creator of that energy drink known to all young people (over a billion cans are sold annually), is passionate about both cars and aircraft. He owns an incredible collection: a DC6 once used by Tito, several fighter-bombers, two Alpha Jet trainers, and even a 1966 helicopter. On Monday, January 11, 2004, these planes surround the gleaming Sauber-Petronas C23 in Hangar 7, a truly new car with a completely revamped team. Out go the German drivers Frentzen and Heidfeld, and in come the Italian Giancarlo Fisichella and the 23-year-old Brazilian Felipe Massa, returning after a season as test driver for Ferrari. The test driver role is filled by Neel Jani, a 21-year-old Swiss of Indian origin. For the talented Italian driver, this season is crucial. According to Ferrari president Luca Montezemolo, there is an opportunity for him to test for the Maranello team this year. Much will depend on the results from both sides. One thing is clear: Sauber is now an important collaboration partner for Ferrari. The two teams have combined various synergies. The Swiss team received the 2004 engine (managed by Petronas) and last year’s 7-speed gearbox, adapted accordingly. The suspension is also similar, and the electronics come from the Italian team. In return, besides paying for the engine supply, Sauber will conduct tests and aid in tyre development. While Williams-BMW, McLaren-Mercedes, and Renault are allied against Ferrari (seeking to beat it, especially as the two German engine suppliers are certainly not friends), Sauber (with 285 employees) represents the only comparison with the Maranello team, particularly regarding the use of the Bridgestone tyres. It will be hard work, as their rivals all share Michelin tyres. Peter Sauber, 61, trained as an electrician, has been racing since 1970 and is in Formula 1 since 1993. His strengths include seriousness, dedication, and competence. He has won much in other categories, somewhat less in Grand Prix races, but he has always been respectable enough to gain the trust of many sponsors. He has secured 44 sponsors (including some technical suppliers), with notable names like Red Bull, Crédit Suisse, Ericsson, Magneti Marelli, Microsoft, Philips, Pilatus, Puma, and Swisscom Mobile. Italdesign by Giorgetto Giugiaro is also involved. At their Hinwil headquarters near Zurich, Sauber has built a state-of-the-art wind tunnel, which the team is already using to prepare new aerodynamic elements for the San Marino Grand Prix, the fourth race of the World Championship. The car inevitably resembles the 2003 Ferrari, with some changes for the new technical regulations. The nose is slightly wider, and the rear section is bulkier to increase downforce following the reduction of rear wings from three to two, as per new technical rules. Fisichella, with his experience and results, starts the season as the number 1 driver. Massa, if he will limit his exuberance, will be a worthy challenger. The Italian driver says:
"The teammate is always the main rival. My goal is to score points and help the team grow. When I saw the car, I was thrilled, like meeting a beautiful girl. I think it will be fast. But I won’t make predictions. The agreement with Ferrari? It fills me with pride. I hope to test soon with the Maranello cars. But I’m not under any illusions. I have a two-year contract with Sauber. It’s already a step forward from the past. Then, I hope to earn further promotions".
The first tests will be held on Wednesday, January 14, 2004, in Valencia. Rubens Barrichello is treated like Michael Schumacher, though he has to work harder for it. His bond with the Scuderia Ferrari has also been renewed: on Wednesday, January 14, 2004, a brief press release (one and a half lines in the English version) announce that he will stay with the Maranello team for two more seasons, 2005 and 2006. Like his six-time world champion teammate, like Jean Todt, and like the top engineers Ross Brawn, Rory Byrne, and Paolo Martinelli, all of whom were promoted mid-2003.
"They fired Rubinho".
That was the whispered comment at the time, while in Maranello, they hurried to explain that it was standard practice to negotiate with the Brazilian driver at different times. They expected him to earn their trust. Barrichello now states:
"I believe I signed my future on the track with my results".
With the victory in Japan that secured the latest championship title, with the spectacular success at Silverstone that will be remembered for the record number of overtakes, and with a season consistently on par with Michael Schumacher (even better in qualifying), despite a bit more bad luck.
"When I wake up in the morning, I realise that sometimes dreams do come true".
Rubens is in Madonna di Campiglio for the traditional Ferrari meeting organised by Marlboro, while the day before, arriving from Brazil, he stopped by Maranello - he swears - to sign the contract that formalises his future. The figures are top secret, but the most reliable sources attribute him an annual salary of around $10,000,000, making him the highest-paid Brazilian athlete after Ronaldo.
"I have at least three more seasons to become World Champion. At 31, I don’t feel at my peak yet. You’ll see, I’ll be faster".
A destiny as an eternal second, in the shadow of the greatest ever, does not intimidate him.
"For me, having the chance to race alongside Schumacher is not a problem but a source of pride. And if I have to win, I want to do it now, not when he retires".
He is said to have changed since arriving in Italy. It was 2000 when he presented himself to Ferrari fans with the same determination he showed on the track, confident he would conquer the world and outshine his formidable teammate. He took a few blows, cried ("no more tears, I’ve matured"), had the humility to take a step back, and used his head to improve. Over time, he has measured up to Schumacher: his victory at Hockenheim in 2000, the first of his career, and his two wins last year were crucial for the German driver’s title, with the Brazilian always being a faithful team player. If Schumacher were to lose his hunger for victory or motivation, who knows, there might be more room for Rubens. No anxiety, though:
"Winning or losing is part of our job. Ferrari believes in me, and I believe in the possibility of success. I race for the most successful team in Formula 1. And in 2006, if I still feel like it, I will continue".
While waiting for the contract renewal, he admits to having had contacts with other teams. He does not specify which, but it is likely he received an offer to replace Juan Pablo Montoya at Williams in 2005, where he would have found another Schumacher, but a much more manageable one. He rejected the offer in the name of loyalty:
"My first option has always been continuity".
A glance at the present: in the first tests, held on Wednesday, January 14, 2004, McLaren and Williams excelled with their new cars, while Ferrari would only present its new model on January 26, 2004. Is that a problem?
"Winter results matter little. It’s enough to run with little fuel to achieve great times. I am convinced that we will start the championship with the new car and win quite a lot again".
A look at the past: ten years ago, Senna, the Brazilian legend, passed away.
"I will never forget him; he is always in my thoughts".
The news about Barrichello was not a great birthday gift for Giancarlo Fisichella, who turned 31. Hired by Sauber (which purchases engines from Ferrari), the Italian driver would be called upon during the year by the Maranello team as a tester. It could have been the start of a beautiful story, but at this point, there is no more room for a new main driver in the Italian team.
"No problem. I’m happy for him and satisfied with the opportunities I’ll have this year".
A winning team shouldn’t be changed. It’s almost an axiom. In the Ferrari mosaic over the past five or six years, very few pieces have been removed or added. Yet there are those who believe, or perhaps hope, that the miraculous streak of successes cannot continue. As if a gradual decline of the Maranello team were inevitable. A manager close to a well-known Colombian driver says:
"I’d bet that if Schumacher were a second slower per lap in all races, he wouldn’t finish the season".
These people don’t know the German champion. Sure, Michael admits it himself - if it ever happened that his teammate could consistently beat him, he might have some doubts, considering the idea of retiring as a last option. The six-time world champion is not Niki Lauda, who one day felt tired, left his helmet on the pit wall (but made sure to have a friend retrieve it), and said goodbye to everyone. Despite being 35 years old, the boy from Kerpen still has a great desire to drive, to compete with rivals, even younger ones. One could imagine that if Ferrari really isn’t the fastest car in 2004, Schumacher and Barrichello would do their part to make up for it. The risk that the Maranello team finds competitors capable of surpassing it this year is real and tangible. Even for a simple statistical reason: it is impossible to be the best forever. The rivals are powerful and hungry; they’ve been fasting for too long. And there are many of them, all determined to win the championship. One thing, however, is certain: Ferrari will not give up easily. Neither its technicians nor its drivers will surrender. Jean Todt will always be there, not only at the helm but among the team members, motivating them and reminding them that any tough moments can be overcome. It’s a global challenge, a tough one. But the Maranello team still starts from a privileged position, thanks to its structure. Schumacher and Barrichello, to use football terms, are relentless defenders and unparalleled scorers. The opponents have great individual talent. But is there a stronger duo than Michael and Rubens?
"Well done, Rubens, you earned it".
Michael Schumacher congratulates his teammate, who renewed his contract and will remain alongside him until - at least - 2006: seven years of partnership, another Formula 1 record broken. In his last public appearance on October 12, 2003, under the champagne rain in Suzuka, the German champion thanked his Brazilian colleague, who, with a splendid victory, had secured his sixth world title. It’s hard not to see a connection between Schumacher’s statements at the Ferrari meeting in Madonna di Campiglio and the team’s decisions. Was he sure Barrichello would sign? If not, who would he have liked as his teammate?
"Ferrari made the best possible choice. There were no other options: Rubens has grown over the years, becoming very fast. Plus, ensuring the continuity and stability of the team is important. Together, we will win a lot more".
Would you have liked to race with your brother Ralf?
"No, for a very simple reason: in the family, there would have been a winner and a loser. Facing each other in different teams brings other variables into play: the car, the tyres, the strategies, team errors. Take, for example, the Klitschko brothers in boxing [Wladimir and Vitali, Ukrainians, seen in an Italian tissue commercial, ndr]: they never fight each other".
At the end of 2006, when your contract expires, you will be 38. What will you do with your life?
"President Montezemolo told me I could stay as long as I want. If I feel as fit as I do now, there’s no doubt: I will continue racing, because to have fun, I need a steering wheel and four wheels. I will stop the day I am no longer competitive".
If your rivals manage to regularly stay ahead of you, would you retire?
"I didn’t say that. We’ve had ups and downs in the past as well. I will evaluate my competitiveness compared to my teammate".
So if Barrichello wins the World Championship...
"I repeat: the point is not winning or losing. Winning a championship depends on various factors, including luck. The important thing is to match the performance of the driver in the same car. If I’m not fast enough, it will be time to stop; otherwise, I’d become a danger on the track".
Besides technical skills, after six victories, are you sure the motivation remains?
"The answer is easy and the same as I’ve given for the past three years at the end of the season: the motivation, the desire to win, and the atmosphere in the team are unchanged. The goal is to come first for the seventh time".
Montezemolo believes Schumacher is the best driver ever but has had one stroke of luck: not finding an opponent at his level.
"It’s not always easy to take advantage of circumstances and others’ problems. I believe I’ve managed to do so in the best way".
They say your heirs are two: Kimi Raikkonen and Fernando Alonso. Do you agree?
"Really? I thought Mark Webber was included too".
Let’s include him. Who do you fear the most?
"Raikkonen has the best car [McLaren, ndr], so he is the first to prove his talent. Then I see Alonso. So far, he has been praised when he won, and when he performed poorly, it was said to be Renault’s fault. He’s good but still needs to prove his talent. Webber [on Jaguar, ndr] will have to work harder to establish himself".
Regarding Alonso: at Silverstone, he protested about his overtaking.
"I’m used to criticism; it’s part of my life. As long as the FIA doesn’t complain, everything is fine".
In 2005, Montoya will move to McLaren. Will this separated-at-home situation affect him?
"Every season is important, especially for a team that came close to victory. I doubt that they would intentionally harm a driver. Perhaps Juan Pablo will face more issues than the team. He will need to show character".
And what if it’s Ralf’s year?
"If Barrichello and I were to lose, I hope the title stays in the family".
McLaren, Williams, and Renault, along with BAR, Jaguar, and Toyota, use Michelin tyres. Ferrari, along with Sauber, is alone in testing with Bridgestone. Isn’t that a significant disadvantage?
"When Williams chose Michelin, it was said they would have the advantage of being the only top team on French tyres. Now I’m hearing the opposite. We’ll see at the end of the year who was right".
How are you preparing for the new Grands Prix in Bahrain and China?
"Nothing special, I just need to arrive on Wednesday and take a bike ride. I usually adapt quickly. The team’s job of setting up the car without data is more complex, but we have specific simulation technologies".
Will international tensions impact a global sport like Formula 1?
"In some regions, there will be more issues, but unfortunately, attacks are not a novelty of recent years".
As an athlete, any advice on fighting doping?
"I don’t have one. Certain sciences move faster than controls and, in disciplines like cycling, put athletes’ lives at risk. In Formula 1, we face the problem of electronic doping: when traction control was banned, there were always suspicions that someone was cheating".
The last woman to drive a Formula 1 car was Giovanna Amati in the early '90s. Would you have any objection to a woman racing alongside you?
"If my wife Corinna doesn’t mind... All jokes aside, the issue should be studied from the ground up. In karting, there is no physical limitation for a girl. Moreover, many female athletes are stronger and more resilient than male drivers. Yet, 99 out of 100 competitors are male. It’s difficult to find a champion in that small one percent".
Strengths and weaknesses of Michael Schumacher?
"I am absolutely not in a position to answer. I read what the newspapers say about me".
When you always win, the only goal is to continue. But Jean Todt, speaking from Ferrari’s retreat in Madonna di Campiglio, recalls his own debut as team principal of the Maranello team on July 1, 1993, when his aim was to survive a year and a half.
"And yet, here I am after five constructors' titles and four drivers' titles with Schumacher, ready to start the challenge again".
French, 57 years old, head of Ferrari’s Sporting Management, Todt discusses the upcoming season: the team has undergone minimal changes, the rivals are as usual ("Very fierce, but don’t ask me who I fear the most because I would need to be a fortune teller"), and the new car, codenamed 655, will be unveiled on January 26, 2004, in Maranello ("It will have a very beautiful front wing"; a walrus nose similar to the Williams-BMW’s, which had been studied at Maranello in 1995, might be tested). He recalls a meeting with Ayrton Senna:
"We met during the Italian Grand Prix in 1993, a few months after my arrival in Formula 1. I spoke to him about a future at Ferrari starting in 1995. Senna was interested, and I was surprised because our results at that time were disappointing. But Ferrari is a legend, and as a legend, he dreamed of racing for us".
On May 1, 1994, the fatal accident at Imola’s Tamburello corner ended one story and began another, that of Michael Schumacher. Jean Todt, what is Ferrari’s strength?
"The people. We are not extraordinary: even the most sophisticated boat struggles against the wind. A regular boat can win if everyone rows in the same direction".
Barrichello will also stay until 2006.
"The renewal was almost automatic. Rubens has improved in driving and character. I’ve always supported him, but in 2003 he made significant progress. No one has endured as much alongside the best driver in the world. Stability is important, which is why there are very few new changes: Luca Baldisserri is in charge of track engineers, so strategist Ross Brawn will have fewer interlocutors; Mattia Binotto becomes head of track engines, and Noel Cavey oversees test engines, while Pino D’Agostino [the engineer with the moustache who sang the national anthem under the podium, ndr] takes on new responsibilities".
Do you fear a drop in motivation?
"Life is dictated by wear: when it comes, it’s better to change. If we have all stayed, it’s because we’re doing well. And the day things go wrong, no one will be able to blame me for Ferrari not winning for twenty-one years".
Your rivals?
"McLaren and Williams seem competitive, Renault was strong with the 2003 car, so we’ll need to review it with the 2004 version. But beware: winter tests can be misleading. Only on March 7, at the Australian Grand Prix, will we understand who worked best. My main concern is Ferrari’s competitiveness, not the rivals'".
And the young drivers?
"Alonso and Raikkonen are impressive; we will see more of Massa now that Sauber is more competitive. I’ve heard great things about newcomer Klien".
You know Michael Schumacher best: tell us about him.
"He’s a true enthusiast. I spent a few days at his house in Norway between Christmas and New Year. Every day, he trained for three or four hours and even made me cycle. He was thinking about the championship, curious, wanting to know how work was progressing in Maranello".
Is he already looking beyond 2006?
"Yes, but if I talked about it now, I’d have nothing to reveal next year".
On Sunday, January 18, 2004, Mark Webber, 27, recognized as the heir (and admirer) of Michael Schumacher, says:
"Schumacher? His dominance is over. It will be a battle between the Williams of Montoya and Ralf and the McLaren of Raikkonen".
Jaguar, presenting its 2004 car in Barcelona, places high hopes on him and the 21-year-old Austrian newcomer Christian Klien.
"Schumacher did an extraordinary job in 2003 to secure his sixth title, but now the gap between Ferrari’s Bridgestone tyres and the Michelin tyres of other top teams is too great. This could be a good thing: he is an exceptional competitor, and he will return in 2005 more motivated than ever, extending his career".
The new car, named the R5, has been improved aerodynamically and will feature a new Cosworth engine, identical in design (90° V10) but capable of enduring the 800 km of a race weekend. Tony Purnell states:
"Our goal is to improve on the seventh place of 2003".
Yet, Ferrari continues to win and evolve. The latest car, the F2003-GA, is ready to retire after a challenging yet triumphant season: 7 wins in 12 races, 5 pole positions, the constructors' title (fifth consecutive), and the drivers' championship (fourth of the Schumacher era). On Monday, January 26, 2004, at 11:00 a.m., the F2004 will be unveiled in Maranello. President Luca Montezemolo wants it on the track on March 7, 2004, in Melbourne, for the first Grand Prix. Unlike previous years, when the season began with the old cars, this decision is mainly due to new regulations. The engine must last an entire race weekend: 800 kilometers instead of 400. Therefore, the first innovation lies in the car’s core. The engineers, led by Paolo Martinelli, aim to maintain at least the performance levels of last year. New components have already been tested on the F2003-GA, showing good durability and speed. Overall, the car will be innovative but not revolutionary. Chief designer Rory Byrne has worked to improve aerodynamics without compromising cooling, one of the GA’s flaws that forced the technicians to open grills on the sidepods. The fuel tank will be smaller because frequent pit stops will be the trend (the pit lane speed limit has been increased to 100 km/h), the wheelbase will be shortened, and the rear wing will be limited to two flaps. General Director Jean Todt has promised only one major innovation: an original front wing. A walrus-like nose, similar to Williams’ design with two long prongs supporting the wing, will be tested but is unlikely to be seen today. 900 guests, including 300 journalists and cameramen, are invited to the launch of the new Ferrari. The venue is the heart of the factory, renamed Vecchia Meccanica. At 11:00 a.m., following a well-established and successful tradition, Michael Schumacher and Rubens Barrichello will lift the red veil to reveal the new Italian jewel. Schumacher will debut the car at Fiorano, but not before Wednesday, as he will be in Valencia on January 26 testing the old car. Bad weather also poses challenges: on Sunday, January 24, it’s snowing in Maranello, and forecasts remain poor. In the end, four weeks remain to discover and correct any teething problems of the F2004 (McLaren and Williams are already working on it) and be competitive in Melbourne. Last year, it was precisely some errors in the first three races that put the latest triumph in doubt. There is the usual cautious optimism in Maranello:
"The values on the field remain the same. Even with the 2003 car, we are on par with our rivals".
Translation: if the F2004 requires unforeseen adjustments, a plan B is already in place. One certainty is that it will be a difficult championship. Ferrari faces it with the team confirmed in its entirety until 2006. Montezemolo boasts:
"We have the two best possible drivers. Schumacher is number one; Barrichello, Raikkonen, and Montoya are the other potential World Champions".
The gauntlet is thrown. The F2003-GA, dedicated to Giovanni Agnelli, will leave the stage after winning the Drivers' World Championship with Schumacher and the Constructors' World Championship. As mentioned, it is called the F2004, the 50th single-seater in the history of the Maranello team, presented to the world at 11:05 a.m. in the heart of the old factory. It will debut on the track on Saturday, January 31, 2004, at Fiorano. Above all: it is guaranteed by its designers to be the best Ferrari ever. They say it every year and have never been wrong. The numbers back them up: five consecutive wins in the constructors' standings, four in the drivers' standings. Once the red veil is lifted, Jean Todt announces:
"Here is the car that will defend the colours of Italy, the group, the team".
Luca Montezemolo reads a message from Fiat President Umberto Agnelli:
"I am with you in spirit, like all Italians".
He then talks about the final preparations:
"This morning, we were so tense and focused that it seemed as if we had never won anything".
Michael Schumacher, in Italian, renews the challenge:
"We are ready".
Then, in English, he explains:
"To the untrained eye, this car may seem almost identical to the previous one. There was no point in making revolutions since we are World Champions, but many parts have evolved, and others will change before the start of the championship".
The true Ferrari will only be seen on the circuits. The front wing shown on stage is the same as in 2003, not the one promised by Todt in mid-January, which will be developed in the four weeks remaining before the championship begins. Likewise, the rear wing, which after wind tunnel testing, must face the circuit exam. Other changes are less conspicuous: for example, the nose is more pointed. Some observe that it is a harpoon shape in response to the walrus design of Williams’ rivals. The rear section is different. The wheelbase has been shortened by 5 centimetres, the aerodynamics are even more extreme, the shapes more compact, a logical evolution of the F2003-GA. It seems that Ferrari has only worked on small details, but technical director Ross Brawn counters:
"Almost all parts have been redesigned. We intervened where the regulations required it, which imposed a larger engine cover, only two flaps on the rear wing, the elimination of the electronic launch control, and the return to manual gear shifting, and to fix some flaws".
Tyre issue: Bridgestone (Ferrari’s supplier) is working hard to catch up with Michelin. The latest tested tyres have shown good results. The watchword at Maranello is:
"We win and lose together".
Todt sums it up in one line:
"I have never seen a car without wheels. What counts is the package, the combination of car, driver, and tyres".
Finally, the engine. From this year, it will have to last from the first kilometer of Friday practice to the race finish: 800 kilometers instead of 400. Paolo Martinelli, head of the engine department, adds:
"Not only that, but the engine must perform at its best during the race, which is in the second part of its life. It’s as if a person were asked to run fast between the ages of forty and eighty. How much power remains? We have worked to maintain last year’s performance. The horsepower? Sufficient and well-distributed".
Approximately 900 HP, according to rumors and estimates. On par with the best competition. Michael Schumacher concludes:
"I fear three teams: McLaren, Williams, and Renault".
Especially McLaren, which has been testing its new car since December. Then Williams, which has been on track since mid-January and still has room to grow ("But the walrus nose means nothing; there are no aerodynamic secrets to discover"), and finally Renault, very fast during the last tests in Barcelona. The most dangerous drivers?
"All those from the top teams".
On Sunday evening, he saw the F2004 for the first time.
"I sat in the cockpit. It’s always exciting. Not as much as unveiling it, though: that remains one of the most beautiful moments of an entire season".
He has the right to take the first lap. Development, after its debut in Fiorano, will continue at Mugello and Imola, if bad weather doesn’t force the Maranello team to move to Spain. Will a month be enough?
"Williams managed it in 2003 in the same timeframe, so I don’t see why we can’t do it".
Beside him, Rubens Barrichello is eager to drive the new car.
"It’s beautiful. Three days will be enough for me to adapt. The new rules? They won’t change the way we drive. Perhaps manual starts will hold a few surprises, that’s all. What’s complicated is using all those buttons on the steering wheel. You end up not having time to look at the track".
He also sees himself as a contender for the world title:
"I just need to stay calm in difficult situations. Ferrari has renewed its trust in me: I have three years to fulfill my dream".
A cool but fragile driver, a warm one with broad shoulders. That’s how Jean Todt describes Schumacher and Barrichello, his two drivers.
"Michael defends himself with coldness, Rubens celebrates more, seems friendlier, but in reality, he needs less reassurance".
It’s an affectionate portrait, perhaps the last moment of calm before the Formula 1 season begins again. On Friday, March 5, 2004, the Ferrari F2004 will face its first true challenge: the free practice sessions of the Australian Grand Prix in Melbourne. The time for developing the new car presented in Maranello is even shorter: on February 28, 2004, the testing ban will come into effect, and all equipment will be loaded onto a plane and shipped. Until then, tests will continue with the old F2003-GA. Meanwhile, Michael Schumacher completes 115 laps in Valencia, about 460 kilometers, testing tyres, setup, and electronics: the best time ahead of Montoya’s Williams. The F2004’s debut is scheduled for Saturday or Sunday at Fiorano. In case of bad weather, the debut would be moved to Mugello, Imola, or even Spain. The decision to debut with the F2004 will prevent Ferrari from working simultaneously on two cars. After the initial shakedown laps, Schumacher will undertake longer mileage, Grand Prix simulations, aerodynamic fine-tuning, and tyre tests. Some components designed to double engine life are already being tested on the 2003-GA. However, the new engine cannot be fully installed on the old car. The Maranello team boasts the best driver and a solid team, with technical suppliers continuing to do excellent work: Bridgestone develops tyres exclusively for Ferrari, Shell studies fuel and lubricants that help the engine double its lifespan without losing power, and Brembo has created two new types of brake calipers, one for high-speed circuits and another for mixed tracks. The F2003-GA won the last World Championship, which means the engineers don’t need to experiment with risky solutions, just correct some flaws and refine details. Four weeks should be enough to prepare for a podium-worthy debut in Australia, where last year Schumacher managed only a modest fourth place. McLaren-Mercedes has been on track since December and covered thousands of kilometers. Last year’s failure to debut the new car was a blow for the Woking team, but the time saved was dedicated to the 2004 project well in advance. Kimi Raikkonen is the most feared rival in Maranello. Williams carries some uncertainties. The walrus nose is a topic of debate, but we’ll see if it sets a trend. Montoya and Ralf are fast but inconsistent drivers. The third contender is Renault, led by the young phenomenon Alonso and the Italian Trulli. Yet, once again, the tyre battle will be decisive. In 2003, Michelin won many battles but lost the war. In a month, it all starts again. Meanwhile, on Thursday, January 29, 2004, Formula 1 enters a late 19th-century theater, with techno music playing in an opera house and a racing car on the historic streets of Palermo. The launch of the Renault R24 embodies all of this and more. Flavio Briatore brings his flair to Sicily. The Italian manager reorganized a team that had left the Circus at the end of 1985 and, in three years, placed it among the best. With his trademark dark glasses, gray pinstripe suit, and usual determined air, Renault’s sporting director promises another step forward that will close the gap with the big three - Ferrari, Williams, and McLaren - and surpass them by 2005. The event takes place at the Teatro Massimo, a jewel designed by Ernesto Basile. The R24 graces the stage usually reserved for sopranos and tenors, while the decibels make the stucco tremble. It’s a very innovative car (in typical Renault style this time): the engine has 10 cylinders arranged in a 72° V, making it the narrowest in Formula 1; the aerodynamics are extreme, especially in size reduction, leading some to call it a mini-car. Will it work? Briatore guarantees:
"For the first time, I’m happy with the engine. It’s brand new, so we can’t make predictions yet, but in initial tests, it has proven more powerful despite needing to last twice as long. And, above all, two evolutions are planned: one for Imola and another for Hockenheim. We know what needs to be done".
Predictions? No proclamations.
"In 1994 with Benetton, I arrived in Brazil not even knowing where I was. Then we started winning one race, another, and eventually the title. In Monte Carlo, we’ll know how many teams will compete for the World Championship".
Ferrari?
"Obviously the favourite".
Schumacher includes you in the battle at the top.
"For once, I hope he’s right".
The alliance between Maranello and Sauber?
"When I tried to do the same between Ligier and Benetton, I was crucified. Today it’s no longer out of fashion, but Ferrari is right: all the leftover material from a season could be given to another team".
Other rivals?
"Williams is strong, even though the walrus nose doesn’t matter. There are no aerodynamic secrets because the rules haven’t changed in years. What matters more is the speed of making new parts, the precision of wind tunnel results, and work organization".
Formula 1 is in great shape, he explains:
"The new rules have made the championship competitive, the manufacturers have reconciled with Ecclestone, and TV ratings are still sky-high. For football to reach our 11-12 million viewers, it would need at least a semi-final between Italy and Brazil".
The driver lineup is young yet experienced: Alonso, a 23-year-old from Oviedo, is training to become a World Champion; Trulli, 30, from Pescara, is chasing his first win and dreams of a reliable car. The two get along well, but they make different predictions. Alonso names Schumacher.
"But he will struggle even more because of the tyres".
Trulli backs Williams:
"Because in the tests, they’ve always been strong".
Before the event, the two drivers give a road safety lesson to middle school students; at the end, they take to the square with the 2003 car and put on a show on a mini-circuit set up around the central Piazza Castelnuovo. The public goes wild, with 50,000 people crowded everywhere: a motorsport celebration reminiscent of the Targa Florio days. The following day, precisely on Friday, January 30, 2004, the F2004 needs only five laps to dispel any remaining doubts: it is the fastest Ferrari yet. Michael Schumacher tames it immediately. At 10:47 a.m., he completes the installation lap and returns to the pits to ensure everything is in order. Routine checks show no issues. At 11:23 a.m., he returns to the track, completes six laps, and sets a record on the fifth: 57.006 seconds on Fiorano’s 2,976-meter circuit. No debuting Ferrari had ever been this fast. On February 11, 2003, the F2003-GA, which later won the Formula 1 World Championship, completed 78 laps and broke the track record 17 times, stopping the clock at 57.045 seconds. The Maranello team took to the track a day ahead of schedule. They hadn’t planned a full development test, just a brief shakedown of a few dozen kilometers to take advantage of the good weather and get ahead (there are four effective weeks left before shipping all materials to Melbourne) with work resuming Saturday morning, again at Fiorano, near the Maranello factory. The test exceeded expectations: by the end, 34 laps and about 100 kilometers were completed. At 12:40 p.m., Schumacher heads out for the final morning series and dips below 57 seconds: 56.850. By day’s end, he clocks 56.835. It’s not an absolute record (56.338 seconds from March 29, 2003), but the path is set.
"You discover the feeling with the car after just a few laps".
Schumacher had said during the presentation day.
"I’m very pleased. I immediately felt great sensations. The times are good, even quite consistent. I’m happy, especially since it’s Maria’s birthday, Luca Montezemolo’s daughter".
The president watches from the pits as the latest creation makes its debut. Behind the track fences, a few dozen people gather in the morning. Ferrari’s early start surprises the fans, who usually don’t miss the first day. Word of mouth brings more spectators, encouraged by a mild sun warming the chilly air. Even the group from Verona, who annually celebrates the debut with liters of wine and grappa, shows up and quickly sets up a grill with a 45-kilogram porchetta. On Saturday, testing will resume at a rapid pace. Already on Friday, F2004 tests alternated with those of the hybrid F2003-GA driven by Luca Badoer, now a lab car. The test driver experiments with new electronic solutions. By evening, Ferrari will decide whether to continue on Saturday. The goal is to move to Mugello on Monday, a more demanding track, while Badoer will head to Barcelona with the older car, joined by Rubens Barrichello on Wednesday and Thursday. Rubinho won’t test the F2004 for at least a week.
"It’s not a problem. It takes two or three days to adapt".
Ferrari comments on the day’s results with their traditional low profile:
"It’s been a good start, but we’re not getting carried away. The results? We’re not surprised. Many believe the new car is just a slight evolution of the previous one. We know it’s a significant step forward".
The real concern is the progress of the competition. So far, the Williams team has shown impressive consistency in testing, surprising even Schumacher. McLaren was the first to debut its 2004 car, while Renault seems to be the only team to have gained power after the regulatory changes requiring engines to last twice as long (approximately 800 kilometers). Among smaller teams, Jordan confirmed Nick Heidfeld’s signing, making him the 19th driver registered for the 2004 Formula 1 World Championship. The only open seat remains at Jordan, with potential candidates including Jos Verstappen (who, however, broke off negotiations), Allan McNish, and Ralph Firman. If the times from Barcelona on Tuesday, February 3, 2004, are accurate, and the record set by the new BAR 006, which led by about 1.5 seconds, wasn’t due to a lightened car, Jenson Button could aim for more than just podium finishes this year; he could fight for the championship. Nonetheless, the English driver positions himself as the main rival for younger contenders aiming to succeed Michael Schumacher, such as Fernando Alonso and Kimi Raikkonen. Child prodigy: that’s how they saw the driver born in Frome, Somerset, on January 19, 1980. By nine, he had already won the British Kart Super Prix. He climbed from victory to victory, winning the Italian Ica kart championship in 1995, excelling in Formula Ford, and securing third place in the British Formula 3 series, which led to a Formula 1 seat with Williams in 2000 at just 20 years old. A brilliant season where the young rookie almost outshone Ralf Schumacher. However, something wasn’t right: a team change led him to Benetton and then to BAR in 2003, where he was usually faster than Jacques Villeneuve.
"I was overwhelmed by fame. I thought about luxury homes, cars, and yachts. Now I’ve realized I need to focus on driving, on psychological and physical preparation. I made serious mistakes. I had to understand that one of the secrets of champions like Schumacher was concentration, complete dedication to this job. You’ll see a different Button at the start of next season".
The departure of his former teammate Villeneuve leaves him indifferent.
"I wasn’t intimidated by Jacques or his accusations, and I even tried to learn from him, as he was more experienced. Beyond that, I now have great confidence in my team and an excellent feeling with the new BAR, which is very stable during braking and consistent in traction. Beyond the lap times recorded these days, I think we can do very well".
When Button left Williams for Renault, he maintained an agreement with his first team. Now, there’s talk of him being under review: if he performs well in 2004, he could return to Williams in 2005 to replace Juan Pablo Montoya, who will move to McLaren. But David Richards, BAR’s boss, remains firm:
"Button is not for sale".
Everything, however, will depend on the results of the Brackley team in the upcoming championship. If they don’t make a leap forward and join the top ranks, Jenson could indeed change teams. Meanwhile, he must also contend with teammate Takuma Sato, backed by Honda and possessing solid talent, who will do everything he can not to remain just a second driver. On Wednesday, February 4, 2004, Sauber cuts its Barcelona tests short after Felipe Massa goes off the track at the end of the main straight, crashing at almost 200 km/h into the barriers. The Brazilian driver manages to exit the car on his own but is airlifted to the General Hospital of Catalonia for checks that rule out injuries.
"I’m fine and didn’t lose consciousness. In fact, I was the one who informed the team over the radio about what happened".
Meanwhile, Ferrari is testing on two fronts. The new F2004 makes its solo debut at Imola with Michael Schumacher, while Rubens Barrichello and Luca Badoer run tests in Montmelò with the F2003-GA alongside the top teams. Schumacher’s goal is to complete as many laps as possible: he finishes with 61, one fewer than in the San Marino Grand Prix, with a best time of 1'21"646. The only benchmarks are the records he set last year with the 2002 car: 1'20"628 in qualifying with minimal fuel and 1'22"327 for pole position. The only comment from the Maranello team is this:
"The work is proceeding according to plan".
In Spain, the other two drivers are working overtime to test the tyres and manage to finish the program a day ahead of schedule. Here, a comparison with the competitors is possible. Alonso’s best time confirms the growth of Renault. Ralf Schumacher with Williams is also fast, while Button is again among the top drivers. The real surprise is BAR: some suspect that these performances are achievable only with the fuel tank almost empty (while the top teams run with a good fuel load to simulate qualifying and race conditions), but it’s also true that for four days Button and Sato have been at the top. Barrichello sets the fifth-best time and will debut with the F2004 at Mugello on Saturday. The new Jordan EJ14 is making its first steps at Silverstone. After hiring Heidfeld, owner Eddie gets back in touch with Verstappen to offer him the last available seat in Formula 1. However, negotiations don’t go well, so two veteran Italian drivers, Gianmaria Bruni (Minardi) and Giorgio Pantano (Jordan), join the team. The official contract signing announcement is expected soon. The Italian driver says:
"We are 90% agreed".
Knowing Eddie Jordan, that 10% of details is not so much about on-track performance, but the money Pantano will bring with personal sponsors. The resume offers good guarantees: second place in Formula 3000 in 2002, third place in 2003; a victory in 2000 on his debut in a Formula 3 race in Germany, a title also won by his future teammate Nick Heidfeld. His first kart races go back to 1988 when he was nine. Still with karts, in 1993, he won world, European, and Italian junior titles. In 2001, he won his first F3000 race. He would eventually race 34 Grands Prix in this formula, achieving three pole positions and six wins. His approach to the top series so far has been limited to some tests with three top teams: Benetton (now Renault), McLaren, and Williams. Each time, the test ended with a handshake, a pat on the back, and a we’ll keep in touch. But never a contract.
"Formula 1 is the dream of a lifetime as a driver".
The other debutant is Bruni. Minardi may not be the best, but it gives him the chance to learn and reminds him that it recently had drivers like Alonso on its payroll, who are now at the top. The fortunes of the veterans are on the rise. Giancarlo Fisichella has moved to Sauber, which will be powered by the same Ferrari engine as Schumacher and Barrichello (although it won’t benefit from any modifications during the season) and will be developed in a brand-new, state-of-the-art wind tunnel. A podium finish might be possible, along with a test drive of the Maranello car, already promised. Jarno Trulli’s ambitions go even further. During the winter tests, Renault was incredibly fast, earning public praise from Barrichello:
"It’s the car that impressed me the most".
The one thing missing from the Italian driver’s resume is his first Formula 1 win. 2004 looks like the year for it. On Monday, February 9, 2004, the new Ferrari starts flying again. The new car shatters the Mugello track record, a circuit cherished by MotoGP and used by Ferrari cars for privacy reasons. Rubens Barrichello takes the record from Michael Schumacher: 1'20"943, set by the German on June 13, 2002, with the F2002, is beaten by the Brazilian, who laps in 1'18"704 at an average speed of nearly 240 km/h. A huge improvement, wiping away the shadows of the previous week at Imola when Schumacher broke the first engine of the F2004. The Maranello team admits to having lightened the car by emptying the fuel tank to discover its full potential.
"But even in race trim, the times were below the previous limit".
Under spring sun, with temperatures between 6 °C and 15 °C (asphalt from 10 °C to 20 °C), Barrichello completes 74 laps, including 9 on the short version of the track, continuing the development of the car, of which he says he’s excited:
"It’s like a F2003-GA without flaws".
In his three days of testing on the Scarperia track, Rubinho covers almost 1000 kilometers. Work will continue on Tuesday, February 10, 2004, in Fiorano with Michael Schumacher. Meanwhile, at Imola, the first direct comparison with the competitors is scheduled. Renault and Williams are in great shape so far, while McLaren seems to be struggling, with the Woking team apparently working on a B-version of the MP4-19, set to debut mid-season and significantly different. On Friday, February 13, 2004, Ferrari’s tests at Mugello conclude with great satisfaction. Michael Schumacher completes a race simulation without any issues. During testing, the German driver even improves Barrichello’s recent time by 0.2 seconds, with a 1'18"9 time, which was set with the F2004. In total, Schumacher completes 92 laps, or more than 400 kilometers with the engine already used on Thursday, meeting the requirements for an entire Grand Prix weekend, as mandated by the new regulations. Schumacher will remain on the Tuscan track until Tuesday for another three days, after which Barrichello will take over until Sunday. There will also be tests with the F2003-GA, driven by Badoer at Imola. Meanwhile, Todt will receive an honorary engineering degree from the University of Florence on Monday. On Sunday, February 15, 2004, there is the announcement of Giorgio Pantano as the 20th driver, the missing piece to complete the Formula 1 grid. As mentioned, he is also the fourth Italian driver, alongside Bruni, Fisichella, and Trulli (a small record: Brazil and Germany have only three representatives). The young driver signs a contract with Jordan after a week of parallel negotiations with Eddie’s team and the sponsors he’s bringing, who committed to pay $4.5 million.
"I’ve fulfilled my dream. Let’s hope it rains".
Is he joking?
"No, I remember what Fisichella did in 2003 with Jordan in Brazil under a downpour. It was an incredible victory".
He’s called Tyson for his aggression, but he would prefer his surname to be pronounced correctly: Pantano. Jordan has great things to say about him:
"Our driver pair is the best possible combination of youth, experience, and natural talent. Giorgio and Nick [Heidfeld, ndr] are fast, skilled, and hungry for success, exactly what we need to breathe new life into the team".
Giorgio thanks:
"I’ll try to repay them with results".
Does he really think he can achieve something?
"The car isn’t bad. Despite the new regulations, it’s running at the same pace as the 2003 car. In the first tests, I felt good. In the wet, the Bridgestone tyres perform better. Of course, Ferrari is still ahead".
He arrives in Formula 1 after testing with Benetton, McLaren, and Williams in the past years. Why didn’t a contract follow those tests?
"I was surrounded by the wrong people. Poor management prevented me from getting a contract sooner".
Does he have a role model?
"Ayrton Senna. A legend".
Who’s the best today?
"Michael Schumacher, without a doubt. He’s the strongest in every way".
Will he win again?
"No. Williams is very fast, as are McLaren and Renault, as seen in the latest tests. They are all Michelin-tyre teams, which will continue to have a good advantage in dry conditions. However, I don't think Bridgestone will let themselves be beaten without doing something. I hope so for us, of course".
His goals?
"I want to find a good feeling with the car and reach the limit quickly".
The main strength of Giorgio Pantano?
"A great passion and a strong desire to win".
And the weakness?
"I lack patience".
That's not a small gap with this car: do you know that you risk spending all eighteen races with your eyes on the rearview mirrors to help with lapping?
"For my first season in Formula 1, the important thing is to learn. With Jordan, I hope to attend a good school and gain experience. My teammate is pretty good: he’ll be my reference point".
It seems that Eddie Jordan has a difficult character.
"I haven’t gotten to know him very well yet. So far, he’s been nice and kind to me. I think he likes me".
How did you two get along?
"Simple: I called him and offered myself. The negotiations and tests went well, and here I am".
Rivalry with Gimmi Bruni? You’re both rookies, Italians, very young, and full of potential.
"Rivalry? Why should I be his rival? I focus on myself and try to give my best, like everyone else. In the end, it will be clear who’s been the fastest".
Which circuits don't you know?
"All the non-European ones".
And how will you study them?
"A little on PlayStation, a little during Friday practice. I don’t take long to memorize a track".
Next commitments?
"I'll be at Imola from Tuesday to Thursday for a new testing session".
When you're not racing, what do you do?
"I like to play sports, especially soccer. I play for the Drivers’ National Team and I support Milan. I also like squash, tennis, and beach volleyball".
The best moment of your career?
"This one".
On Sunday, February 22, 2004, Formula 1 teams begin a race against time and bad weather. The Formula 1 World Championship will begin on Sunday, March 7, 2004, in Melbourne, while preparation will officially conclude on Friday, February 27, 2004. Although everyone, like before exams, would like a few more days for a final review, it’s a vain hope. Chassis, engines, spare parts, and various equipment will be packed into containers on Saturday, loaded onto a cargo plane, and shipped to Australia. Snow and rain hinder the final days of testing at the Maranello track. On Thursday, February 19, 2004, at the Mugello circuit, Michael Schumacher manages only one lap before taking advantage of the unexpected break to film a commercial.
"Don’t worry, we’re ready for Melbourne".
Rubens Barrichello’s Sunday, meanwhile, is spent on track at Mugello under winter conditions: fog, wet track, temperatures between 8 °C and 11 °C, while in Australia, the heat is unbearable. Rubinho does 22 laps, 17 of which are on the shorter version of the track, totaling just 67 kilometers. On Monday, February 23, 2004, the Brazilian driver will move up his testing session at Imola by one day, where, until Thursday, McLaren-Mercedes, Williams-BMW, BAR-Honda, and Toyota will also be on track, providing the first direct comparison between the F2004 and its competitors. Despite delays, the new Ferrari proves to be much faster than the F2003-GA World Champion, demolishing lap records at Fiorano and Mugello without suffering too many mechanical issues. But the competitors have made significant progress too. Since the end of the 2003 season, 23 lap records have been broken, and Flavio Briatore, for example, has kept his promise to build a winning team in three years. The Renault may not be the fastest car overall, but it is the most consistent in lap times, meaning it performs best in race conditions. Its engine is the only one in the paddock to have gained horsepower while having to last twice as long according to the rules. Aerodynamics have always been a strong point, Michelin tyres appear to have an advantage over Bridgestone, and the drivers (Jarno Trulli and Fernando Alonso) are a solid, hungry pair. The best performances come from the Williams-BMW with the famous walrus nose, considered Ferrari’s number one competitor. However, there are a few uncertainties. The first is reliability, which has not been impeccable in race simulations conducted on Spanish circuits. The second concerns the drivers: Juan Pablo Montoya and Ralf Schumacher will leave at the end of the season. For the Colombian driver, this is well known (his contract with McLaren for 2005 was announced last year), while for the German driver, it is news.
"Frank Williams disappointed me on a personal level. Even though parting ways with our friends at BMW will be painful, it's possible it will happen. I can’t let myself be taken for a fool".
Ralf swears he proposed a contract renewal (which expires at the end of 2004) at half salary.
"When someone promises something with a handshake, for me, it's a done deal. I don’t expect them to go back on their word".
Finally, McLaren is the first new car to hit the track. In January, Michael Schumacher called it Ferrari's biggest competitor. The first solo tests are excellent, but when it comes to reliability, the Mercedes engine suffers constant issues. Kimi Räikkönen complains by saying:
"We need more horsepower".
However, when they give it to him, the car breaks down. There’s just one week left to fix it.