Thirty-six years old and still going strong. Michael Schumacher would be the perfect ambassador for an anti-aging product. It would cost a lot to hire him, but the image return would be guaranteed. On Monday, January 3, 2005, Michael Schumacher celebrated his thirty-sixth birthday at his winter residence, a chalet in Trysil (a well-known resort for snow sports in winter and fishing in summer) in Norway. With him were his wife Corinna and their children Gina Maria and Mick. Every year, the German driver repeats:
"The season is long. Here, I recharge my batteries".
His idea of relaxation includes skiing, cross-country (Bjorn Daehlie is his neighbor and coach), and weightlifting in the gym he had set up at home. He is the oldest driver in Formula 1, a position that in recent years had been taken by the washed-up driver, with no more ambitions or motivation (other than filling the bank account for retirement): last year, Olivier Panis, 38 years old, with only 6 points in the standings; in 2003, Heinz-Harald Frentzen, born in 1967, with 13 points in his farewell season. Michael Schumacher, however, has other plans: the eighth title, the sixth consecutive one with Scuderia Ferrari, to improve records that already belong to him and to break the one record still missing, pole positions (Ayrton Senna got 65, while Schumacher has 63).
"I don't feel worn out at all. Sure, I have some aches and pains, but they are minor things. I feel ten years younger, and I still have the same desire to win".
Two months before the start of the season in Australia, the World Champion sends his usual message to all his competitors: past successes haven't softened him, and his hunger for victories is unchanged.
"I feel much younger, especially mentally. When I play football with colleagues like Alonso, who are about ten years younger than me, I don't notice much difference. I'm looking forward to the new season, my fifteenth in Formula 1, with the same hunger and desire as always. Because I love my sport, I have fun, and I love being challenged. The challenge is constant; there’s no time to stop and count the victories".
He values the birthday wishes, the old Michael, so much that he wants to give a gift to five fans who write him an email: two caps each (worth 60 euros). They are red, like the Ferrari, and have seven golden stars on them, one for each victory. The first was at the wheel of the Benetton in 1994, in his fourth season in Formula 1. The next year, he won again, then came the move to Ferrari. The goal was to bring the most prestigious team (but in deep crisis) back to its former glory. It took time: in 1999, he missed half the season due to a leg fracture in an accident, but still contributed to the Constructors' Championship title. In 2000, he started a series of victories. In 2004, when critics thought he was finished, he won, showing the superiority of his opponents. In 2005, he hedged:
"There will come a day when I too will lose. I hope it's as late as possible, but it’s inevitable".
The day of his retirement? Schumacher has repeated it countless times:
"When I'm old, when my teammate starts beating me consistently, when I notice a drop in my reflexes. I still have two years left on my contract with Ferrari. And renewal is in sight".
On his part, Rubens Barrichello swears:
"I'm convinced I can be number one and I want to prove it".
The Brazilian sun returns him to Ferrari, tanned, smiling, and full of optimism, despite the abrupt change from the summer heat of São Paulo to the mild sun of the Dolomites, a 30 °C temperature swing.
"On my Ferrari today, there’s the number 2. At the end of the season, I want the number 1, which belongs to the World Champion".
A promise, a commitment, a way to motivate himself: it’s still unclear whether Rubens is a mid-level driver blessed by good fortune (driving the most prestigious and fastest car) or an unlucky champion, forced to fight against Michael Schumacher’s natural talent, an eternal second like Stirling Moss during Juan Manuel Fangio’s era. Every season is an opportunity for him to prove that he, too, has what it takes to win.
"On March 6 in Melbourne, we’ll start with the old F2004, adapted to the new regulations, a car I know very well and that has shown itself to be exceptional. This is an advantage: I might start better than usual".
The F2005 will be unveiled only at the end of February and might debut in May in Barcelona. This is his sixth season at Maranello: how does he assess it?
"I’ve always been happy. Sure, the beginning was difficult, I had to adapt to the car and the team. Then I found my footing".
The goal is the title?
"If I didn’t think I was up to it, I would have left Formula 1".
What changes with the new rules?
"You have to drive more with your head and a little less with your foot, which still remains decisive".
An example?
"Four hours before the race, the second qualifying session will take place. However, the tires can’t be changed. So, if you flatten a tire, the race is ruined. You have to think carefully, avoid mistakes".
Flatten a tire...?
"Yes, if you lock the brakes or spin out, the tire is damaged, and you have to keep it for the entire race. The pit stop will only allow refueling".
No advantage?
"We start with a car that we know perfectly. And, along with Bar-Honda, we’re the only team that kept the same pair of drivers. This allows us to continue development without having to start from scratch".
The strongest rivals?
"Bar. And then McLaren, who ended 2004 well".
His wife Silvana has lost the child you were expecting: have you overcome the pain?
"Sad moments help you grow... I saw a light go up to the sky. We are doing winter testing to recover".
A life as a midfielder. Michael Schumacher and Rubens Barrichello play as forwards, while Luca Badoer, 32 years old, from Montebelluna, has a different but highly valued role at Ferrari. In the early days of January, the Italian driver signed an agreement to work with the Maranello team (as a test driver and third driver) until the end of 2006, just like the main drivers. This will be his eighth season with Ferrari, and he will set an absolute record of nine. His salary is not comparable to that of the main drivers, but the commitment and risks are numerous. Tens of thousands of kilometers a year, testing new materials, solutions that will later be tested on the track or abandoned. Much of the car development depends on him, and also on Spanish driver Marc Gene, and Andrea Bertolini, who handles aerodynamics. Luca has already done numerous laps in Spain, at Vallelunga, and at Fiorano with the hybrid F2004, the car that will start the season. It is the 2004 car, with the necessary modifications to comply with the new regulations: 25 less aerodynamic downforce points and an engine that must last for two entire race weekends.
"The first impression is that the cars are now more critical in medium-to-slow corners. They will be about 1.5-2 seconds slower. The stability is reduced. However, they are faster at the end of the straights. In my opinion, this situation won't improve safety".
However, there will be time to fine-tune many things.
"Ferrari will race the first part of the season, at least four races, with the 2004 car. Then the new one will arrive. We will have plenty of time to work thoroughly. I expect a huge number of tests. It will be very tough".
At the moment, private tests will be free. This is a completely new development: until now, no more than 50 kilometers could be driven in the week of a Grand Prix, and testing was allowed only on a few tracks. Now, each team can do as it pleases. In fact, Ferrari will debut the 2005 car on the same days that Schumacher and Barrichello will race in Australia. Will there be more overtaking?
"I don't think so. The spectacle in F1 is guaranteed by the high technology of the cars. Overtaking will happen as before. You can’t expect to fit three or four cars into a corner like you can in motorcycles. It's clear that, having to use the same set of tires for qualifying and the race, there will be grip problems towards the final laps. Someone could make a mistake. So, I don't rule out surprises".
On Wednesday, January 12, 2005, at the Jerez circuit, Ferrari’s testing with Marc Gene ended prematurely due to an off-track excursion. Gene was unharmed, but the car suffered damage to the bodywork and some components. Testing resumed the following day. To give the proper context, Michael Schumacher takes up the challenge:
"Barrichello wants to take my number 1? Fine, I love competition".
But in the meantime, the German driver recalls the good old days of duels with Mika Häkkinen. These are the final days of his vacation. Then, from the snowy slopes of Madonna di Campiglio, the traditional winter meeting point for Ferrari drivers, the seven-time World Champion will move on to the asphalt of Barcelona. A full-time job preparing for the debut in Australia. He leaves his rivals little hope:
"I'm sorry for them, but I don’t see an end to my dominance yet".
And he talks about his efforts for the tsunami victims, meeting Valentino Rossi (on a snowboard), his family, and the new rules. Less than two months until the start of the 2005 season: how has he prepared?
"As always. I’ve figured out what the ideal physical training is to get in top shape, and every year I make just a few adjustments".
Adjustments due to age?
"No, due to experience. A driver isn’t a sprinter or a swimmer; they need good overall fitness. The only muscle group that needs specific development is the neck".
So, he’s still in great shape.
"Yes".
A career that keeps extending...
"I don't set any limits. I have a contract until the end of 2006, so there’s plenty of time to think about the future. We’ll assess renewals year by year".
Mansell won his last race at 41, Fangio became champion at 46: is this your perspective?
"I don't rule anything out, sorry for the others. I’m 36 and the oldest in Formula 1, but I fall more in love with this sport every year. At the beginning, I had a love-hate relationship with it, now the love is growing".
His heirs?
"None, I don’t like comparisons, and I don’t think my colleagues appreciate them either. Each driver tries to win in their own style".
Did you expect Häkkinen to compete in the German DTM Championship?
"Yes and no. He’s still young for retirement, and it seems normal that he’s trying to do something that satisfies him. What surprises me is that he didn’t return to Formula 1: it would have been great to compete against him again".
Is Formula 1 in an economic crisis due to excessive research spending?
"If that’s the problem, it will resolve itself naturally. Football also faces similar issues, even though shoes and balls are much cheaper than a Formula 1 engine".
When will you resume work?
"On Tuesday and Wednesday, I’ll be in Barcelona with the modified F2004, while at Fiorano, the B-version will be tested, which will tackle the first four races of the season. I’ve already had a taste of the 2005 cars: they are harder to drive, and you need to preserve the tires. It will be fun".
In these days leading up to the season, Schumacher is skiing and snowboarding, while professional footballers are banned from practicing risky sports.
"The risk is inherent in every sport, and I need to physically prepare myself. Skiing is more of a fun activity, but it’s also necessary for me. If I want to maintain my motivation, I can't give up everything. And I'm not the only one: on the slopes, I ran into Valentino Rossi. We greeted each other, and if I had known he was here on vacation, I would have looked for him".
Schumacher has donated $10 million to the tsunami victims.
"I’m a lucky person, and I try to do something for those who aren’t. I felt a great sadness when I had to explain to my children what happened".
Will you monitor the use of the funds?
"Yes, through UNESCO, of which I am an ambassador. The German government is also involved (the money will go towards rebuilding schools in Sri Lanka, ed.)".
How important is family in your success?
"Anyone in this profession absolutely needs to recharge their batteries. I rely a lot on Corinna and my children, Gina Maria and Mick. When I need to slow down, they are the ones who pull the handbrake".
The son of a Polish Jewish doctor who fled to France during the Nazi persecutions, Jean Todt describes himself as a secular man with great faith in work. Yet, the French manager is deeply moved by the idea of meeting Pope John Paul II.
"Ferrari is a religion".
The Maranello team’s delegation will be received in the Vatican on Monday, January 17, 2005.
"The Pope is a global institution, a figure of great stature and courage. I’m happy to participate. Unfortunately, there will only be 90 of us, and I’m sorry for those who will have to stay home".
From Madonna di Campiglio, the French boss outlines the 2005 Formula 1 season:
"We will present the new car after February 20. We’ll immediately put it on track at Fiorano and prepare it for its debut on May 18 in Spain. In the meantime, we’ll present our plan to reduce costs: three million savings".
Let’s recap: for the first four Grands Prix, will Ferrari use the F2004 B version?
"Exactly. An engine must last for two races: if the debut were in an even-numbered race, say the fourth, we’d be forced to change the engine, and that would result in an automatic ten-position grid penalty".
Six Constructors' titles and five consecutive Drivers' titles: will the streak continue?
"We guarantee total commitment, but not the result, which also depends on the work of our competitors. Our strengths are stability, continuity, and our choice of suppliers. We grow our technicians and prepare for a generational change. Then, we also try to bring in fresh forces from the outside".
Is it difficult to work with demanding people like Schumacher?
"It’s a huge responsibility to ensure that both of our drivers have a winning car".
The Ferrari myth tends to be associated with Schumacher and Todt.
"No, Ferrari has been a myth and a legend since I was too young to even get a driving license. We are just passing through in this story. I must admit with a bit of pride that, nevertheless, we represent an important chapter".
Will Barrichello receive the same support and technical material as Schumacher?
"He will and has always had the same treatment".
Team orders?
"My priority is the interest of Ferrari. I will always put that first".
Is Ferrari isolated in Formula 1 right now?
"It has always been somewhat isolated. Even geographically".
Every year new rules: is this a way to beat you?
"Obviously, the winner wouldn’t change anything. We accept the changes if they have an important reason, such as safety, spectacle, or cost-saving".
Would you give a car to Valentino Rossi if, hypothetically, you needed a driver tomorrow?
"The question is unrealistic. Rossi is extraordinary on a bike, but he knows that Formula 1 isn’t something you learn overnight. Do you think Michael could ride a MotoGP bike like Rossi? The answer is no".
Would you want Schumacher in Ferrari management?
"He is intelligent and well-prepared. He would be up to the task, but I wouldn’t recommend it".
The anti-Ferrari is called 007?
"In three years, we will be World Champions".
It’s hard to answer that question right now. However, what’s certain is that on Sunday, January 16, 2005, the BAR-Honda team issued the challenge:
"This year, we aim to win our first races. In the others, Ferrari will always see us in their rearview mirrors".
The 007, the seventh Formula 1 car produced in Brackley, takes its first laps at the Montmelo circuit, on the outskirts of Barcelona. After a brief official launch ceremony (posing in front so that the rear wing, the pride of its designers, wasn’t fully visible), the car heads for its shakedown. The BAR-Honda is the first top-tier team to unveil its 2005 car. A radically different approach from the Maranello team. Technical director Geoff Willis explains:
"The chassis needed to be reinforced to pass the crash tests, the new engine wouldn’t fit the previous chassis, and different wings were needed to comply with the regulations. So we decided to design the 2005 version from the start".
So far, these are the strategic differences from the Maranello team. For the rest, the Honda team, now owning 45% of the shares, has done as the Japanese do - they’ve copied Ferrari’s winning model. First, stability: Jenson Button and Takuma Sato remain as drivers, Geoff Willis stays as technical director, and the technical staff remains unchanged. The only change was the dismissal of team boss David Richards, who had overseen the restructuring, made the bold decision to part ways with Jacques Villeneuve, and fought a legal battle with Williams to keep the young Jenson Button. There is no official reason for the change. Simply, the new major shareholder from Tokyo wanted a trusted man fully committed to the project. The choice fell on Nick Fry, 48, a name straight out of a comic book, with the face of a teenager and clear ideas:
"The second place in the Constructors' Championship in 2004 was a great result, but we’re disappointed that we didn’t win a single race. We’re starting again from this goal, which is the first part of our three-year plan".
The second point of contact with the Maranello team: chassis, engine, and tires must be developed together from the start. Gone are the days when Honda won six titles supplying engines to McLaren and Williams. This financial move proves that Honda has decided to invest resources and technology into designing their own cars. Shoichi Tanaka, Honda’s motorsport head, promises:
"And if the tobacco advertising law forces us to lose our current sponsor, we’ll continue on our own with the same goal".
Geoff Willis adds:
"The 006 was designed for both Bridgestone and Michelin, since the switch happened during the development process. The 007 is our first car designed specifically for Michelin".
This is a strong point, along with sophisticated aerodynamics ("The rear wing and sidepods have turned the 2004 car into a museum piece"), a lighter gearbox and engine, and many small improvements across the components. There was also a detailed wind tunnel study to recover the aerodynamic downforce lost by the new regulations, without compromising tire wear, as the tires must last the entire race. Jenson Button confirms:
"Last year, we raced three sprint races, one for each pit stop. Now, as drivers, we’ll need to learn to save tires. But in the last ten laps, it will get exciting. The spectacle will benefit. My goal? To win my first career race. If we manage to do it in Melbourne, we could advance our goal of winning the World Championship by a couple of years. My future? Ferrari is everyone’s dream. We’ll talk about it when Schumacher retires".
On Wednesday, January 19, 2005, the Maranello team secured its future in Formula 1. In the afternoon, unexpectedly, a joint statement from the FIA, the FOA (Formula One Management, i.e., Bernie Ecclestone), and Ferrari revealed that the three parties had agreed to sign a new version of the Concorde Agreement, which will be valid from 2008 to 2012. This agreement guarantees eight years of stability starting from today. This move likely caught other companies in the GPWC (BMW, Mercedes, and Renault) by surprise, as they were preparing to organize a rival championship starting in 2008. The dispute, particularly with Ecclestone, was centered on the division of F1’s income, which was seen as inadequate. Teams received 47% of the income from television rights, which was divided among the ten teams. At the same time, Ferrari’s agreement also opens a path for its rivals to resolve their issues. None of the parties involved provided information on the decisions to be made, nor did they comment on the significance of this development. The reasons behind Ferrari's decision to reach a separate solution are clear. It is evident that the Maranello team has secured recognition for its long-standing financial demands and has received assurances regarding the direction of technical and sporting regulations for the coming years.
This arrangement has improved the team’s outlook: Ferrari no longer needs to ask its shareholders for funding (Fiat, of course, will continue to offer technical support through its Research Center), and can look ahead with more confidence, relying on earnings from driver contracts, prize money, and ancillary activities like merchandising and promotions. The exact value of the agreement is difficult to determine (the previous 47% share of TV rights represented around $400 million, to be divided among ten teams), in a business environment valued around $2 billion. The signing of a new and different Concorde Agreement (an agreement first reached by Enzo Ferrari in the early '80s) will also resolve nearly all of the difficulties that have caused recent heavy disruptions. The FIA will no longer face the threat of competition from a rival championship, Ecclestone will continue to manage the business, and the banks that own 75% of SLEC (the entity that essentially owns Formula 1) will not risk seeing the value of their investments wiped out. Ferrari’s move will also pave the way for other competitors, including smaller teams like Minardi and Jordan. In the coming days, reactions and decisions will be revealed. Fiat and Ferrari president Luca Montezemolo says: