On Monday, January 16, 1984, will see the start of the first Grand Prix of the season in Rio de Janeiro. This is not an actual race in the Formula 1 World Championship but a series of tests that will engage the majority of teams throughout the following week, which will later participate in the world championship duel. A very important event that can provide initial measures of the competitiveness of various cars. However, a month and a half before the start of the real World Championship, things are still unsettled in Formula 1. Only nineteen drivers are already confirmed in the sixteen teams that have announced their participation in the racing season. The teams are: Brabham, Tyrrell, Williams, McLaren, ATS, Lotus, Renault, RAM, Alfa Romeo, Ligier, Ferrari, Arrows, Osella, Toleman, Spirit, and April. As you can see, there are some new names: concerning RAM, it involves the use of March chassis with the possibility of having Hart engines, while Spirit (which we already know) will have the English four-cylinder turbo. Aprii could have a BMW engine, but this is still to be seen. Regarding the drivers, among the nineteen who have already signed contracts, we find Piquet, Rosberg, Laffite, Prost, Lauda, Winkelhock, De Angelis, Mansell, Tambay, Warwick, Patrese, Cheever, De Cesaris, Hesnault, Alboreto, Arnoux, Ghinzani, Senna, and Cecotto. So, there is still a need to dig deeper to see who the other drivers will be. In particular, among the better-known teams, the Tyrrell formation is completely missing, which has contacted the Englishman Brundle, second in the British Formula 3 Championship but has not yet found a true lead driver.
It is also important to know who will end up at Brabham alongside World Champion Piquet. There is talk of Nannini and Martini, two young Italians. Also, regarding Arrows, nothing is certain, although Surer seems confirmed while difficulties have arisen for Boutsen and Bellof, who were the two most likely candidates. Spirit, on the other hand, will debut in Rio, where the return of Fittipaldi is expected, alongside the Italian Ballabio. The latter does not have any experience in Formula 1, and even in the lower formulas, he has not competed for many years with significant results. His potential debut in Formula 1 is therefore very risky and also contested. It would be better if Ballabio, with the money at his disposal, tried the path of the lower formulas again, perhaps with the European Formula 2 Championship. The arrival of drivers with available capital, however, puts some established drivers in difficulty, and among them, the only one who really risks being left out among the big names is Bruno Giacomelli. The Brescia native has not particularly shone in recent seasons. So, is Giacomelli the big exclusion from Formula 1 for 1984? This is a question that cannot be answered yet. In any case, the Italian driver would be ready, along with the two Fabi brothers, Corrado and Teo, to go and compete in the United States in the Indy championship. Meanwhile, on Wednesday, January 11, 1984, a brief statement sent by Marlboro World Championship Team to the newspapers informs that the 1984 sports season will see a new development in the collaboration between Ferrari and Marlboro in support of the activities of the Maranello team's drivers. Aleardo Buzzi, president of Philip Morris Europe, says in this regard:
"I am proud that the Marlboro Team can ensure Ferrari in 1984 the collaboration of a truly top-notch team. Alongside René Arnoux, I am pleased to see the young Italian Michele Alboreto arriving. This collaboration between the two companies, now consolidated, is the natural consequence of the long and faithful relationships between Philip Morris, Ferrari, and its drivers, beginning in 1977 with the arrival of Gilles Villeneuve in the team. I remember then Didier Pironi and Patrick Tambay. For me, this agreement represents the culmination of our support activities for drivers through all stages of their careers: touring cars, endurance races, F3, F2, up to the pinnacle of F1. It is a real school that we value highly because it represents our direct contribution to the discovery and encouragement of young talents".
One can only congratulate Dr. Buzzi, who has always been a supporter of motorsport. Certainly, the multinational he presides over doesn't have many other official outlets to advertise without problems in many countries. The move made by Marlboro can almost be called historic since never before has a sponsor that was not strictly technical managed to get on the Ferrari Formula 1 cars. On Monday, January 16, 1984, under scorching sun, the majority of teams participating in the Formula 1 World Championship (with Brabham being the only major absentee) have created a sort of Grand Prix at the Jacarepaguá circuit, where the competitive hostilities will begin on Sunday, March 25, 1984.
The data from the first day of tests should not be taken too seriously since, during a week of testing, technicians will conduct many experiments, and the timing results could be distorted. In any case, with 39 °C in the shade on the track, the first record of 1984 is already falling. Elio De Angelis with the new Lotus-Renault laps in 1'34"18, a time faster than Keke Rosberg with the Williams had achieved the pole position in the race last year.
"We are satisfied because the car is performing well. However, our engineer Gerard Ducarouge claims that we will need to reach 1'31"0 to be competitive in the race".
Andrea De Cesaris with the Ligier-Renault follows, then Derek Warwick with Renault, Rosberg with Williams-Honda, Lauda with McLaren Porsche, Cheever with Alfa Romeo, and Patrese with Alfa Romeo. To find a Ferrari, you have to go to the eighth place, where Alboreto with the old 126 C3 is positioned. However, while Lotus is running with 70 liters of fuel, the Maranello cars always travel with a full tank to control fuel consumption and especially the Goodyear radial tire wear. Arnoux with the intermediate model records the eleventh time. The returning Emerson Fittipaldi also makes a brief appearance on the track for a few minutes. However, the Brazilian immediately breaks the supercharging valve of his Spirit-Hart. Therefore, a judgment is postponed to the coming days. Unfortunate Tambay breaks an oil cooler pipe and remains stationary. De Angelis confirms his position also on the second day of testing, lapping in 1'32"42. Even at the end of the third day, Elio De Angelis remains at the top in the Formula 1 tests in Rio with an excellent time of 1'30"65.
On Thursday, January 19, 1984, in Formula 1, the war of tactics begins, and polemical skirmishes overlap considerations on the times obtained in the tests on the scorching Brazilian circuit. While Mansell, alternating with De Angelis in driving the Lotus, confirms the great times set by his teammate, Alboreto reaffirms the great intentions expressed at the time of his engagement by Ferrari.
"I hope to offer many satisfactions to Italian sports fans even though the competition is very fierce. However, regarding the title, we must be very cautious".
On Friday, January 20, 1984, Nigel Mansell, with his Lotus, sets the record for the Rio circuit at 1'30"15, but Ferrari also improves, dropping to 1'30"72 with Alboreto and Alfa Romeo at 1'31"74 Patrese and 1'31"84 Cheever. After the tests in Brazil, the teams return to Europe. And some, including Ferrari, continue testing in various circuits. On Friday, February 3, 1984, Michele Alboreto, driving the Ferrari, sets a time of 1'09"57 in the trial on the Fiorano track. A result far from the absolute limit of the circuit set by him in 1'07"28, but a new record for the modified layout. The small private racetrack of the Maranello team has indeed been modified with three chicanes to simulate the Monaco Grand Prix. In this configuration, the record was 1.1s higher. Therefore, Ferrari, both with Alboreto and Arnoux, continues testing for the upcoming World Championship. The car that will compete during the season, the 126 C4, should be presented on Wednesday, February 22, 1984, as a prototype during a ceremony celebrating the tenth anniversary of the technical collaboration between the Maranello team and Agip. Meanwhile, the study and development of a four-cylinder engine that could be used during the year as an alternative to the current six-cylinder one continue. Meanwhile, in Formula 1, the driver market captures the attention of fans between the end of one championship and the beginning of the next. Most of the games are almost done for the most prominent teams; the position of Teo Fabi, the Italian driver who, after a not too positive experience at Toleman, became a protagonist in America in the Indy Formula, remains to be defined. On Monday, February 6, 1984, the Italian tests at Le Castellet with the old car, but it seems there are still problems to get rid of the American contract. Many solutions have been suggested, including one that would put Teo Fabi in the position of commuting between Formula 1 and Indy, replaced in races coinciding on the Brabham either by his brother Corrado or by the young Pierluigi Martini. In any case, Brabham debuts the new car driven by Piquet on the French circuit.
The Brazilian immediately sets the best time (1'02"50) on the short track and second behind the Lotus-Renault of Mansell on the long one. Meanwhile, two technical news items are confirmed: Renault officially signs engineer Tommaso Carletti, who had left Ferrari, while Euroracing Alfa Romeo hires Gustav Brunner, a chassis specialist from Alfa Romeo. The latter, of Austrian origin, will take care of Cheever's car on the track. Carletti, on the other hand, in the French team, will be responsible for Tambay's car. The bond formed between the Italian technician and the French driver is thus consolidated. On Saturday, February 18, 1984, Enzo Ferrari celebrates the beautiful age of 86. He was actually born on February 18, 1898, although, living in the countryside, his birth was officially registered two days later. To commemorate the occasion, on Thursday, February 16, 1984, the Modenese constructor chooses, with his unchanging spirit, to unveil the new 126 C4, the single-seater that will compete in the Formula 1 World Championship. The car exits the main gate of the factory, welcomed by drivers Arnoux and Alboreto, the team's management staff, and technicians. A beautiful machine, perhaps the most beautiful, aesthetically speaking, among those produced in recent years. Unprecedented in all its parts: aerodynamics, body, chassis, suspension, engine, and gearbox. The result of seven months of work, a compilation of thousands of kilometers of testing on circuits worldwide, wind tunnel tests, calculations on sophisticated computers, and accumulated experiences. Its appearance is that of a shark: a pointed nose, arrow-shaped side panels, fins, and fairly significant winglets. Compared to the previous model, the main innovation is that the 126 C4 is much lower. The highest part of the body is just over 70 centimeters, while the rear wing and roll bar are one meter high. The engine, always a turbocharged six-cylinder, is new in construction technique, lighter (10% less), and positioned lower, bringing the car's center of gravity closer to the ground. It should improve road holding and traction. As for the chassis, it is still a double-shell glued composite, but lighter, stiffer, and made with a particular weaving of the fibers. The overall weight of the car has been brought to the limit set by the regulations, namely 540 kilograms. Only radial tires will be used. This Ferrari is expected to be the weapon to aim for the world title. However, Enzo Ferrari, in great shape, is always cautious in making predictions.
"This year will certainly be the most uncertain and fought championship ever seen. Powerful forces and major manufacturers are in the field, with many cars. I even thought about fielding three cars, maybe with a second Italian driver. Then, however, I realized that we would have had management problems. So, I decided to offer Alboreto and Arnoux two identical cars for each race, both set up to face the competition. In short, no more reserve cars. Now all that remains is to wait for the results".
There are also discussions about problems related to fuel (after last year's incidents), the tricks that some opponents will certainly try to bypass the regulations, sponsors, and the validity of Formula 1 as a test bed for the automotive industry. Ferrari emphasizes that the ongoing technical challenge is the proof of the universality of this sport, recent statistics show a very large following, surpassing that of rallies and endurance. He also confirms his joy that engineer Vittorio Ghidella has taken over the presidency of Ferrari.
"So, continuity is assured for the company led by a young technician who loves motor racing and has demonstrated innovative capabilities in the industrial field".
Michele Alboreto and René Arnoux are radiant. The French driver says, "It's a car made to measure for me." The Italian driver replies, "We hope to be in the mix, to give some elbows too." Then, after a toast with Cinzano sparkling wine, they hit the track in the afternoon for the first tests. The debut of the C4 is not very happy. After five laps, Alboreto loses a piece of the wing, and after four or five spins, he goes off the track. Later, the car hits a barrier, seemingly due to a tire deflation, and is taken to the workshop. The best time recorded is 1'08"71, truly interesting. In any case, the construction had been completed for only a few hours, and some inconvenience was expected. The decisive tests will be those scheduled in Le Castellet from February 27, 1984. After all, sometimes in Formula 1, those who don't start very well end up better. On Wednesday, February 22, 1984, Ferrari and Agip celebrate ten years of partnership.
Ten years marked by winning and progressing together, ten years of exemplary confirmation of Italian work in the world. A period rich in successes: Formula 1 has brought three Drivers' World Championships, 38 Grand Prix victories, four Constructors' World Championships, and two World Sports Championships to the Maranello team and the oil company. The two partners offer a splendid example of technical and entrepreneurial capabilities, working in great harmony. The latest result of this agreement is in the Dino Ferrari Civic Center in Maranello, which hosts the meeting: the brand-new 126 C4 single-seater. Around, drivers, technicians, managers from yesterday and today (from Luca Montezemolo to Jody Scheckter, from René Arnoux to Michele Alboreto). At the center of attention, as always, Enzo Ferrari, a joyful and entertaining Ferrari, recalling past episodes and anticipating the themes of the 1984 Formula 1 season, which will start on March 23 in Rio with the Brazilian Grand Prix. The Agip men (President Plleri and Research Manager Nicastro) and those of Eni (Vice President Grignaschi) emphasize the importance and validity of the marriage with Ferrari in terms of technology and commerce. In particular, it is announced that the company will start the production of lubricant additives with an investment of 25.000.000.000 lire, and fuels and systems to reduce consumption are under study or in the final stages of development. Ferrari recalls the key role that fuel will play in the upcoming World Championship, where refueling during the race - unlike in 1983 - is prohibited, and the limit must not exceed 220 liters. The problem for the constructor and the oil technician is to maintain the current power of the Maranello turbo, and perhaps increase it, without affecting consumption. In this regard, a figure provided by Mauro Forghieri is interesting: the collaboration with Agip has led to a 30% reduction, and today, a Grand Prix Ferrari covers 1.7-2 kilometers with one liter. A good result for a Formula 1 car. Naturally, there are also hints of controversy regarding the fuel issue from last year, but Ferrari is keen to underline how challenging the 1984 World Championship will be.
"It has never been such a championship. In addition to Alfa Romeo and us, there will be French, English, German, Japanese manufacturers. A great challenge".
To win it, Ferrari relies on the enthusiasm of its people:
"This is a company that gathers people of goodwill, and for this reason, it will continue on its path even without me".
And on the help of technical collaborators (among whom, with dialectical virtuosity, he also promotes Philip Morris, a tobacco company that - after years - has managed to get on board with Ferrari). Less than a month before the start of the World Championship, Formula 1 is preparing with great commitment for a challenge that, on paper, seems to be one of the most exciting in recent years. There is quality on the technical level, thanks to the presence of many major automotive manufacturers (Renault, Alfa Romeo, BMW, Porsche, Honda, Ferrari) and on the competitive level for the skill of many drivers with remarkable abilities. But all this is endangered, once again, after the discussions, controversies of recent years, by the, to say the least, superficial management of motorsport by the Federation led by Jean-Marie Balestre and the interference of the Constructors' Association dominated by Bernie Ecclestone. These two characters, in different ways, still pose a problem for Formula 1, for the ambiguity of their behavior, for the game of interests. For them, real sportsmanship seems to count very little. Any ridicule taken can be changed the next day, calendars are constantly modified, races are held wherever the wind blows (or directed where the dollars command). Certainly, with current costs, it is difficult to do without certain compromises. But it is necessary to ask those who run Formula 1 for greater consistency in favor of the regularity of the highest expression of motor sports. Let's get to the facts. In the 1984 schedule, a Grand Prix at the new Nürburgring circuit has been scheduled for October 7. How can you think of racing on such a date in a location where it can even snow at that time? Why not find a less risky placement? Then, on October 31, racing is planned on a supposed city circuit in Fuengirola, near Marbella, in Spain. Wouldn't it be better to test the track with minor races for a year, considering that precisely in Fuengirola, the last race on the schedule, the fight for the world title could be decided?
Enzo Ferrari himself indirectly raises an alarm. After the case of higher-octane gasoline used by Brabham in 1983, the FISA shows itself incapable of serious and strict control. If measures are not taken, every team will feel authorized to try systems to cope with the situation, with predictable results. Acting irresponsibly seems to be the commandment of the Federation and the Constructors' Association. And because of very serious flaws, even the drivers are not exempt. What happened to the GPDA? It has no say. It's not about being corporatist, but champions are unable to defend their professionalism, their interests, and above all, safety. An example regarding the famous super license required for Formula 1 driving: Ligier hires Hesnault, a young French driver, talented but lacking significant experience. In Italy, Fulvio Maria Ballabio is proposed for Spirit II Milanese. However, neither would have the necessary characteristics to enter the World Championship. So, various types of exemptions are prepared. And what if something serious happens on the track? Another case, different in substance, concerns the excellent Teo Fabi, a hero in the past season of Formula Indy. Brabham (Ecclestone) wants him, the Americans don't let him go. So Ecclestone suggests alternating him with his brother Corrado when Teo is engaged in America. But doesn't the regulation say that a driver can be replaced by a team only for serious reasons of force majeure? No prejudice against the Fabi brothers. However, rules are made to be respected by everyone. Otherwise, it's anarchy, and Formula 1 loses credibility. At this point, one can only ask for a change at the top. In October, when there are elections, Mr. Balestre must leave to make way for a more professional leader. Mr. Ecclestone can remain in charge of the economic management, provided he is no longer able to shuffle the cards as he pleases. Only in this way will Formula 1 avoid being a true circus of gladiators ready to risk their lives for a show. Meanwhile, on Tuesday, February 28, 1984, Michele Alboreto seems ready to attack a new record with the debutante Ferrari 126 C4. The Italian driver, with the old C3, is the fastest, and on Wednesday, February 29, 1984, he will have the new car at his disposal, which has so far been driven at Le Castellet by René Arnoux. The Frenchman sets a time of 1'02"73 and says that the latest car born in Maranello has more traction and is much easier to drive.
Everything suggests that the Italian, if the weather conditions remain favorable, could achieve a significant record, although these tests will have to be confirmed in the race. Also on the track is the Ligier-Renault with Andrea De Cesaris (1'04"17), Alfa Romeo with Patrese (1'04"88) and Cheever (1'05"14), and Tyrrell (the only one left with the aspirated Cosworth engine) with the Englishman Brundle (1'07"93). From these teams, no particular exploits are expected at the moment. The Milanese team is waiting for the new single-seater by the end of the week, while the French and English teams are in the tuning phase. Ken Tyrrell does not hide that he relies a lot on the issue of reducing the fuel to 220 liters per race. The aspirated engine, at least on some tracks, could still be competitive. Elio De Angelis is expected again on Wednesday, and an additional comparison will be interesting. Meanwhile, Tuesday, February 28, 1984, in Kyalami, where the other teams are testing, does not cause particular emotions. Piquet is still the fastest, followed by Rosberg, Mansell, and Fabi. The Renaults of Tambay and Warwick seem very slow, but the French team is conducting many experiments. On Wednesday, February 29, 1984, the Formula 1 teams present at the South African circuit face unexpected problems. Apart from Williams-Honda and Toleman, for which the tests are quite regular even if not particularly brilliant, all the other teams record a worrying series of engine failures. Brabham, Renault, Lotus, and ATS are working hard to change engines one after the other. On Mansell's Lotus, in the afternoon, the last available Renault turbo engine is mounted. If another failure occurs, the English team will have to interrupt the tests until Thursday afternoon. The engine explosions are caused, it seems, by the suffocating heat in the area: 33 °C. And also, by the absolute lack of humidity. In practice, the necessary air for cooling is missing. However, technicians continue experiments in race trim, i.e., with a lot of fuel and the most resistant tires. Teo Fabi shows that he has learned from the experience gained in the American races of Formula Indy. The Italian driver is the only one to touch 300 km/h on the finish straight. Right after him, Rosberg at 299 km/h, Tambay and Piquet at 298 km/h. The tests continue in the following days with a long-distance exchange. In Le Castellet, France, on Saturday, March 3, 1984, Michele Alboreto with the new Ferrari 126 C4 shatters the record of the small circuit (3300 meters) at Paul Ricard. Ten thousand kilometers away, Keke Rosberg (Williams-Honda), in Kyalami, South Africa, exceeds the track limit. It is a Saturday of intense work for all teams, with Enzo Ferrari at Fiorano awaiting good news.
And Alboreto does not disappoint the Modenese constructor: 1'01"40 in qualifying trim (soft tires and high turbo pressure) against the previous record held by Elio De Angelis of 1'02"07. Also, the Italian driver driving his Lotus-Renault goes below the record (1'01"70), but he can do nothing to defend himself from the attack of his compatriot. Note that Ferrari runs with a time more than 3.5 seconds slower with race tires. Meanwhile, in Kyalami, Keke Rosberg makes it clear that the Williams-Honda will be one of the cars to beat during the season. The Finn laps in 1'06"11, shaving the record set in recent days by Piquet with the Brabham - BMW (1'06"25). With the Brabham-BMW, young Corrado Fabi makes his debut (1'11"48). The first act of the relay that he will probably carry out during the year with his brother Teo when the latter is engaged in the United States for Formula Indy. Now the carousel of tests is practically over. Records have fallen on all tracks, a sign that the cars in 1984 will be more competitive and faster. The countdown begins: on Sunday, March 25, 1984, at the Jacarepaguá circuit, the Formula 1 World Championship will begin. The thirty-fifth title is at stake in the history of the most exciting motor racing competition that started in 1950. A season that, on paper, appears highly spectacular and very uncertain. Never have so many drivers and cars started with the ambition to succeed. Big manufacturers representing the pinnacle of the auto industry and some teams that have already made history are directly or indirectly in the race. The dominant reasons for this championship are multiple. The challenge between turbo engines (only the two Tyrrells use the old aspirated Cosworth), the no less fierce and interesting battle in the field of electronics applied to the car, the battle of consumption with fuel tanks limited to a capacity of 220 liters, the usual but no less decisive tire battle, now all radial. And then aerodynamics, weight, the continuous evolution of suspensions, materials used to build single-seaters, almost all of aeronautical and even space derivation. All this on the technical side.
However, the human side of the competition that involves professional drivers, real steering wheel robots in terms of preparation and technical skills, but always tied to their psycho-physical qualities, courage, recklessness, should not be underestimated. Twenty-seven champions, or presumed ones, with more or less competitive means, all ready, however, to fight, even just to stand out. The man to beat is Nelson Piquet with his Brabham-BMW turbo, a two-time World Champion, certainly the greatest talent after Niki Lauda. There are many contenders, with a spirit of revenge like Keke Rosberg, the same Austrian ace, the French Prost, disappointed by the past season. In the role of outsiders Tambay and Warwick with a completely renewed Renault team, Elio De Angelis at the wheel of a Lotus-Renault that amazed in winter tests, Alfa Romeo, which presents Riccardo Patrese and Eddie Cheever this year. Numerous debutants: the young Brazilian Senna with Toleman, Alliot and Palmer with RAM-Hart, Hesnault with Ligier, Brundle with Tyrrell. It should also be the championship of the Italians. Seven drivers (Alboreto, Baldi, De Angelis, De Cesaris, Fabi, Ghinzani, Patrese) for a title that has been elusive for 28 years, since the time of Alberto Ascari, the winner in 1956 with Lancia-Ferrari. Since then, only the Maranello team has brought success to two Englishmen (Hawthorn and Surtees), an Austrian (Lauda, twice), an American (Hill), and a South African (Scheckter). For ten championships, the Maranello team has not used Italian drivers. Now the door has reopened with Michele Alboreto. A boy who made it on his own, who earned his place with results, with sympathy, availability, and determination. The most challenging task of the 1984 Formula 1 edition thus falls to the Milanese. All eyes are on him. A significant responsibility that Alboreto has accepted, throwing a challenge to opponents and tradition. He will have to give his best against people unwilling to concede anything, including his teammate René Arnoux. There is also a lot of interest around Patrick Tambay. The French driver, moving to Renault, has taken on an additional responsibility. The French team has been aiming for the world title for several years and has always failed to achieve the goal. This time it cannot go wrong, and for this reason, all the responsibility for a positive result weighs on the skillful Patrick. However, Tambay does not seem alarmed by this difficult task. He is convinced that he can aim for the championship.
"It will be a fantastic championship because for the first time in history, the pole position will not be as important as the race strategy. I am one of the most regular drivers; I believe I can sustain a very high pace, and for this reason, I am convinced I can achieve several victories. I am also very curious to see how the first race will go. We will need the indications that we will be able to draw from the race to set up the entire season. However, I am sure it will be a very spectacular and interesting championship, assuming that someone does not try to cheat".
Tambay is surrounded by several Brazilian journalists who follow him everywhere. Someone asks him who will fight for the world title. His answer is surprising:
"Renault, Brabham, Lotus, McLaren, and Williams. I am convinced that these teams will play for the final victory".
He absolutely doesn't talk about his former team, Ferrari. When asked about the reason for this exclusion, he remains silent. What could be the reason behind the French driver's conviction? Is it just a spirit of revenge, the disappointment of being left at home or abandoned by the Maranello team that leads him to exclude Alboreto and Arnoux from the predictions? It's not known. What is certain is that Ferrari is undoubtedly the most prestigious team, the one to beat at all costs. The new car, the 126 C4, presented about two months earlier, appeared very competitive during free practice, and René Arnoux and Michele Alboreto seem optimistic, albeit with some reservations, regarding the dangers of being fooled by some unscrupulous teams. The French driver of Ferrari says:
"The only real, big problem is related to the regulations. In past years, the sports authorities have failed to control the situation, first imposing miniskirts, then raising suspicions about the weight of some cars and the use of irregular fuel. This time too, the technical rules lend themselves to unfair play. We, Renault, and other major manufacturers cannot cheat. Some teams, on the other hand, have nothing to lose and will try to take advantage of the impossibility or lack of willingness to carry out strict checks. In any case, I will give my best, as I have always done in my career. I know very well that this could be the last chance to win the title. It will be a tough championship: at least five teams, in addition to Ferrari, aim for success, namely Renault, Brabham, Williams, McLaren, and Lotus".
The Frenchman is not concerned about having an Italian teammate.
"Alboreto will be a competitor on the track, like the others. Ours is an individual sport. But I can assure you that both of us will give all possible collaboration to Ferrari to eventually play for the title within the team. We will work together in practice, exchange data, and information".
And Alboreto? The Milanese, the first Italian to join Maranello after ten years of foreign drivers, remains very calm, not making sensational statements. Although, when it comes to supporting his reasons, he does not hold back.
"It annoys me when someone tries to make a fool out of me. For example, the story of the record set during the tests at Le Castellet. We did a lap in 1’01”40, De Angelis with the Lotus-Renault claims to have lowered the limit a few minutes later to 1’01”0. It is absolutely not true. We asked the technicians at Goodyear, who supply tires to us and the English team, and they replied that they have no record of this Lotus achievement. In any case, the whole affair has only relative importance. The race results will matter, and I am convinced that we will start on the right foot. I am very confident because the car is perfectly tuned, fuel consumption issues have been dealt with seriously, Goodyear's radial tires have proven to be competitive, at least the qualifying ones. We await confirmation for race tires. Personally, I don't feel any particular tension, nothing has changed in me. I just have the opportunity to belong to a great team, which provides an excellent single-seater, exactly the same as my teammate's. And a driver cannot ask for more. We'll see when it's time to take stock if I was right".
There will be a small difference in the cars of Alboreto and Arnoux; it concerns the most delicate part of the car, namely the electronics. The Italian's car will be equipped with the Weber-Magneti Marelli integral ignition-injection, while the other will have the Lucas-Ferrari injection. Everyone, however, has reckoned without him, sixty-six Grand Prix races under his belt, only two victories, but a world title in 1982.