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#398 1984 British Grand Prix

2021-09-14 01:00

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#1984, Fulvio Conti,

#398 1984 British Grand Prix

The success of Formula 1 in Texas was enormous. 108,000 paying spectators attended the race, and over the three days of the Grand Prix, nearly 200.000

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The success of Formula 1 in Texas was enormous. 108,000 paying spectators attended the race, and over the three days of the Grand Prix, nearly 200.000 people were present, generating revenue of over $3.000.000. However, the organizers realized that in the coming years (an agreement has already been signed until 1987), they would need to change the track. Two dates were requested for 1985, in March and June, aiming to avoid the sweltering heat of July. Alain Prost heavily paid the price for the precarious conditions of the track; if he had won, he would have put a serious claim on the world title. It was revealed that the punctures of four tires on four different cars in the same turn (Prost, Lauda, Alboreto, and Surer) were likely caused by an iron tube protruding from the concrete wall that delimited the track. Paradoxically, the individuals who benefited the most from the Dallas Grand Prix, especially the winner Keke Rosberg and René Arnoux, would face the greatest challenges on paper in the upcoming races. With the arrival of permanent circuits and fast tracks, McLaren - along with Brabham, Lotus, and Renault - would be the cars to beat. This was confirmed by the fact that Ferrari and Williams started testing modified cars on July 11, 1984, in Austria to counter the dominance of their opponents in terms of speed. The competition would intensify on all fronts because at this point, even Elio De Angelis, always skillful and consistent, and Rosberg felt involved in the battle for the title. They would all try to take advantage of any potential shortcomings from Prost, who had shown a certain psychological fragility in the past, as seen last year with a performance decline towards the end of the season. All these rivalries would not make the work of the Drivers' Association easier. On Wednesday, July 18, 1984, the day of the meeting of the Formula 1 Executive Committee in Paris, they would have to make their voice heard after what happened in Dallas, where some drivers wanted to boycott the race. Leading the protest were Lauda, Prost, and Alboreto - drivers with a greater sense of responsibility who rightfully did not want to play the role of acrobats. The protagonists of the World Championship should not reduce themselves to discussions when the games are already over. The Dallas Grand Prix finally rewarded a small team like Osella for once. It's a remarkable fact that, hopefully, is not occasional. The credit for this fifth place also goes, and above all, to a serious and prepared driver like Piercarlo Ghinzani. 

 

The Bergamo native completed the entire race without any indications from the on-board instruments due to an electrical failure. Deprived of a tachometer, rev limiter, instruments to detect pressures and temperatures, he drove by ear. When he entered the pit to change a wheel damaged by a minor collision with the barriers, he had a bucket of water thrown into the cockpit to cool off from the terrible heat. Even without many sophistications, only with human qualities, good results can be achieved. On Wednesday, July 18, 1984, from the heart of the motor-racing region of Romagna, a new team ready to debut in Formula 1 rises to the top. After boasting for years in the junior series, employing drivers like Regazzoni, Alboreto, Martini, De Angelis, Guerra, Cecotto, Minardi has decided to make the big leap. But it takes one step at a time: first, it presents its new single-seater, which will only race from next year. One car for the World Championship, perhaps another for European circuit races. Three contracted drivers for the moment, the Tuscan Alessandro Nannini, who will be the official driver, Del Castello, and Leoni. However, the wind tunnel test is missing (tests will be carried out in Turin at Fiat), so it is better to wait for any aerodynamic modifications. The car looks sleek and beautiful. The engine is an 8-cylinder Alfa Romeo turbo. Meanwhile, in Paris, the FISA body gathered to discuss various topics, including technical regulations and future calendars, ends up turning into a tribunal. And it hits hard, without caring about expenses. In summary, it is dramatically decided to exclude Tyrrell from the World Championship, fine and punish driver Nigel Mansell, and suspend the racing director license of Belgian Jacky Ickx. In the compilation of dates and venues for the 1985 races, it is decided to assign Rome, as a backup, the European Grand Prix. No decision is made regarding Brabham, accused by multiple parties of using non-regulation fuel. It seems that the results of the analyses ordered to specialized laboratories did not arrive in time, so it is not possible to proceed in one direction or the other. This, however, should not be surprising: Brabham belongs to Bernie Ecclestone, and it is highly unlikely that anyone would dare to touch the president of the FOCA, who, until any fraud is proven, is above suspicion. The fact that FISA has used a heavy hand this time is positive because, in the future, teams will be careful not to cheat, drivers will try not to commit infractions, and executives will consult the regulations before making decisions.

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But there is a fear that behind these measures, there is not only a renewed sense of justice. It can be thought that what happened in Place de la Concorde (never was a name less appropriate to the situation) is the result of internal struggles, controversies, and conflicts. Let's analyze the sentences imposed by the Executive Committee. Tyrrell's disqualification was given for topping up a liquid during the race that was not water. Indeed, on Brundle's car (second in Detroit), along with 60 kg of lead pellets, a strange black acid was found, which was presumed to enrich the air fed to the intake trumpets with a lead compound to delay the engine detonation and allow the use of higher compression ratios and thus higher power. The cars of the English constructor will not be able to participate in the upcoming races, and all the points (14) earned so far have been eliminated. However, these scores will not be redistributed among the other competitors. Tyrrell announces that he will file an appeal and will hold a press conference at Brands Hatch, where the British Grand Prix will start on Friday, July 20, 1984. However, there is still the impression that the harsh sentence was pronounced because Ken Tyrrell was the only one wanting to respect the regulation that provides for a reduction in fuel tank capacity to 195 liters while the other teams want to remain at 220 liters. A one-year suspension of the license with parole and a fine of $6.000 for the incident caused at the start of the Detroit Grand Prix. This sentence was primarily wanted by the colleagues of the driver who had no sympathy for the Englishman. If the driver were to repeat a serious mistake, he could stay at home for an entire championship. Suspension of the racing director's license for Jacky Ickx until the end of the year and a $6.000 fine for suspending the Monaco Grand Prix without consulting the sports commissioners. The Belgian, a driver for Porsche in the World Endurance Championship, got into a direct controversy with Jean-Marie Balestre, president of FISA. 

 

And he paid the price. What concerns the Rome Grand Prix is, in fact, the only information regarding the 1985 World Championship calendar. The race has been included as a backup for the European Grand Prix. It is clear that the sports authorities want to assess what can be done in the Italian capital to organize such a challenging race before granting final authorization. This will be discussed in the coming days, assuming that the triggered controversies do not stifle this Formula 1, always a protagonist, even in the negative. In fact, far from surrendering to the decision of the executive committee that excluded them from the World Championship, Ken Tyrrell does everything to compete on Sunday, July 22, 1984, in the British Grand Prix. To achieve this goal, Ken Tyrrell spends Thursday, July 19, 1984, with his lawyers. His intention is to resort to the ordinary judiciary, the labor court. He argues that the FISA decision is putting the 46 team workers in difficulty, who could be left without a job. Tyrrell asks at least that the measure be suspended, pending the judgment of the FIA court, to which he immediately appeals, and which could discuss the problem in October. If his thesis is not accepted, the team owner affected will ask the judge to compel the organizers to impose the presence of his two cars driven by the German Bellof and the Swede Johansson, the latter replacing Brundle, still injured after the Dallas incident. It is not excluded that this request be accepted. In fact, Tyrrell takes advantage, at this particularly critical moment, of being in England, where one of his protests could be heard more than in another country. Moreover, if the judiciary forces Brands Hatch executives to include the two disqualified cars in their Grand Prix, the crisis could worsen even more. If the ROC, the automobile club, through one of its spokesmen, Peter Cooper, says that it will bow to a possible judge's decision in this sense ("We are English citizens, we must respect the law"), the Federation declares itself less available.

 

"If Tyrrell's cars are put on the track, we would withdraw the world validity from the race".

 

This threat provokes a negative reaction from some teams. Some team managers say:

 

"In the event that the British Grand Prix is not valid for the World Championship, we will not participate in the race".

 

A difficult-to-stop chain reaction, and above all, with very heavy prospects for Formula 1. In the environment, everyone is more or less unanimous in supporting Tyrrell, guilty of committing several infractions (these are the irregularities detected by the FISA.

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Article 6, paragraph 4, prohibition of refueling during the race; Article 14, paragraphs 1 and 2: fuel not compliant with regulations; Article 6, paragraph 9: fuel channels must be constructed with self-sealing safety connections; Article 6, paragraph 11: the same channels must withstand regulatory pressure and temperature; Article 4, paragraph 2: all ballasts can be used provided they are fixed in such a way that special tools are used to remove them), and he had to be punished. But many believe that the penalty was excessive. The FISA had to intervene, stop the irregularities, but could also have taken less sensational measures. The regulations in these cases provide for a minimum and a maximum sentence, which is a lifetime disqualification. Given the delicacy of the situation, while it is right to set an example, one could have escalated gradually and strongly warned Tyrrell. Canceling all points and results obtained in the season and a hefty fine might have been enough to force the lumberjack to respect the regulations. The showdown between Ken Tyrrell and the Federation continues on Friday, July 20, 1984, with the British constructor winning the first round: after the injunction from Judge Hirst of the High Court in London, obtained on Thursday evening, he fields his two cars on the first day of practice for the British Grand Prix. The FISA is forced to put on a brave face, also not to put the race organizers in difficulty, who are obliged to accept the imposition. The parties then meet in court for a new discussion that has not yet had any outcome. In any case, whether - as it seems - the judge decides to impose Tyrrell's presence on Saturday in practice and Sunday in the race, or conversely, the team remains out of the World Championship, excluded until the end of the season, pending further measures. To protect themselves, sports executives issue a statement emphasizing that they have taken all necessary initiatives to ensure that the regulations and decisions of the FISA itself are respected in all countries. A cryptic statement that is practically a warning to Tyrrell: if he has done as he pleased at home, he should not hope that it will not have global validity; the organizers would have the possibility to deduct the salaries of the competitors. In this case, many teams would leave, as it would be pointless to risk cars and drivers for an exhibition race. An annulment afterward is also unlikely because whoever wins or places and earns points would have the right to protest.

 

The FISA has no choice but to accept the facts and consider Tyrrell out of the World Championship, preventing him from participating in the upcoming races. If the English constructor can send his cars on the track, it will be as if they were not there. However, there is a big problem to solve if one of the two cars driven by Bellof and Johansson were to be involved in an accident. If such a thing happened, the involved team would have all the rights to request the invalidation of the result, caused by cars that should not have been on the track. An absurd situation, unfortunately determined also by the weakness of the federation, which has allowed itself to be overwhelmed in the past and has tried to remedy it this time too harshly. A milder but decisive sentence against Tyrrell, to hit the irregularities discovered on the cars in Detroit, would have caused fewer difficulties. The harshness of the penalty, in a sense, only confirms the rumors collected in the environment on this case. They wanted to expel Tyrrell from the World Championship because the Englishman insisted on applying the regulation that requires a reduction in fuel consumption to 195 liters starting from 1985. The British constructor insisted against the opinion of all the other colleagues, and, being vulnerable with his technically illegal single-seaters, he was kicked out. Tyrrell knows very well that if he hadn't given in, he would be in trouble now, but he seems to want to stand firm. Also because, in the end, what happened to him was a scandalous abuse, if it is true that the expulsion was determined precisely by the fuel consumption problem. The tough Ken announces a press conference on Saturday afternoon. Unfortunately, there is much talk about politics and little about Formula 1 racing. On Thursday evening, the Renault cars (almost all continental teams were forced to send cars and material by plane due to the ferry strike) remain at Gatwick airport for bureaucratic reasons. If they don't arrive in time, this will also be a problem to solve. Many teams arrive with makeshift means; the usual vans that follow the majority of the team throughout Europe are missing. Ferrari receives help from Williams, which makes its equipment available to the Maranello team to work quietly. In the midst of all this confusion, however, there is still some technical and competitive glimpse. Some single-seaters have been modified since we returned to fast and permanent circuits where the heat should no longer be a major inconvenience, and aerodynamics becomes fundamentally important again. 

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Ferrari brings two different cars for each driver to Brands Hatch. One traditional, one with new elongated sidepods with radically changed engine cooling solutions. The side radiators have been replaced by front-angled radiators. The two solutions will be tested, and the best one will be chosen. Williams has four new single-seaters, with an elongated wheelbase, different aerodynamics, and modified cooling systems. There is a new Harrows; Alfa Romeo could use electronic fuel injection, and Brabham is in racing edition. In short, beyond the controversies, there is always some sport that one hopes can also prevail. The dominant reason for this race is obviously the pursuit of Prost at the top of the world championship standings. McLaren, dominant throughout the first part of the season, is the team to beat. Brabham, Lotus, always perfectly tuned here, Williams, and even Ferrari will try. For the Maranello team, this is one of the last chances to catch up with the rivals at the top of the standings. A new defeat could jeopardize the course of the World Championship. A kind of all-or-nothing that the men of the Italian team are facing with the utmost commitment. We will see, however, if there will also be results, given that on Friday, July 20, 1984, a terrible collision against the guardrail at 220 km/h, in fourth gear, just seven minutes after the start of the morning free practice, started this troubled British Grand Prix. The author of the accident is the Italo-Venezuelan Johnny Cecotto, who is hospitalized with serious injuries to both legs at St. Mary's Hospital in Sidcup, a locality about ten kilometers from the circuit. The twenty-eight-year-old driver, born in Caracas but of Friulian origin, undergoes a long operation (three and a half hours) whose outcome the doctors do not officially pronounce. From fragmentary information leaked, it is known that the driver suffered seven major fractures: tibia and fibula of both legs, both ankles, the kneecap of the right knee. The fact that an orthopedic surgeon intervened and not a general surgeon gives hope that there are no further complications, and it is certain that there is no danger to life. No one witnessed the Toleman's off-track. 

 

The only sure thing is that the first rescuers arrived at Westfield Corner, in the upper part of the track, were presented with a scene similar to the one faced by people who rushed to Hockenheim in 1982 when Didier Pironi was injured. The car torn apart in the front, the driver's legs hanging out of the destroyed nose, bloody. Cecotto was conscious but in the grip of agonizing convulsions and in an evident state of shock. It took about twenty minutes to extract him from the cockpit, after cutting the bodywork and even part of the chassis of the single-seater. The driver was taken by ambulance to a helicopter, which then transferred him to the nearby clinic. This is the fourth serious accident of the season, after Ghinzani burned in South Africa, Tambay with a small fracture in Monaco, and Brundle with a broken foot and leg in Dallas, USA. What happened to the two-time former Motorcycle World Champion (he had left two wheels because he considered them too dangerous after numerous falls) is certainly the worst with consequences still difficult to assess. The tests had just begun, and Cecotto had completed a slow lap in 2'14"0 and was facing the second. In a climate, therefore, further tense, with an hour and a half delay, the first qualifying session began. And the timing indications immediately gave McLaren as the great favorites for the race. Prost's best time in 1’11"494, ahead of Lauda. Third De Angelis, fourth the increasingly surprising Senna, fifth Warwick's Renault. Ferrari is seventh with Alboreto and eleventh with Arnoux. In the field of controversies and incidents, in Formula 1, everything is going well. Every day there is something new to talk about, discuss, argue about. If there were a television director capable of filming what happens, a show would come out. On Saturday, July 21, 1984, those present at Brands Hatch can witness, for example, an animated discussion between René Arnoux and Ayrton Senna at the Ferrari box, at the end of the tests. Senna appears furious, accusing Arnoux of obstructing him in his attempt to improve his lap time. And he tries to push the rival who responds in the same way. Even harsh words are exchanged, in Italian, the only language common to both. Then Ayrton is dismissed. René Arnoux explains:

 

"It's also possible that I caused him some problems. I didn't realize he was coming, but I didn't do it on purpose anyway. However, he can't come to insult me in my house; he can protest more politely".

 

As for the Tyrrell case, first the FISA, with its president Balestre in a dark shirt, says they were too lenient with the English constructor who could have been banned for life for the irregularities committed. 

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Then they say that they still comply with the injunction of the London court that forced the organizers to accept the cars of Bellof and Johansson in practice and in the race. However, their results will not be taken into account; it will be as if they were not on the track. The Federation's lawyer also warns the court to consider themselves responsible if a Tyrrell causes any incident. To avoid lawsuits from other competitors, potentially excluded from participating because of Tyrrells, it is decided to admit all. For his part, Tyrrell appeals on numerical technicalities. He says that the hydrocarbons found in the water tank were not 1%, as the FISA claims, but 0.05%, which is negligible. And then he explains that he will try to compete in the upcoming races. Finally, the conditions of the unfortunate Italo-Venezuelan driver Johnny Cecotto, hospitalized at Sidcup hospital with seven leg fractures, remain stable. Doctors say that the most serious injuries are to the left limb, not the right as initially thought. Medical staff await further surgery to reduce inflammation. Blood circulation is normal. The Parisian specialist who treated Didier Pironi has been contacted and is expected to arrive on Monday, July 23, 1984, in England for a consultation. Meanwhile, at Brands Hatch, Nelson Piquet attempts to climb to the top of the Formula 1 World Championship standings. As happened last year, the Brazilian driver aims for victory in the British Grand Prix to strengthen his position in the fight for the championship. The first part of the plan succeeds on Saturday, with the conquest of the pole position (the fifth of the season) that will allow him to start ahead of his main rivals Prost and Lauda. The Brabham speeds on the fast British circuit, leaving everyone astonished. On Friday, Piquet had the twelfth time. In just twenty-four hours, the Brazilian driver manages to reverse the situation. What happened? Simple: by going backward, figuratively speaking. Gordon Murray, the designer of the Brabham, realized that something was wrong. The car modified in aerodynamics with the unprecedented rear suspensions brought to Brands Hatch did not allow the tires to warm up sufficiently. So he went back, quickly rebuilding the old single-seater. The result is remarkable, almost three seconds faster per lap. However, Nelson Piquet warns:

 

"It will be difficult to win because psychologically, I am at a disadvantage compared to McLaren, which has two drivers ahead of me in the standings. I cannot settle for a placement. Also, this will be the first real test for my car's engine. I had come first in Montreal and Detroit, two very slow tracks. Here, however, we will have to push to the maximum; no one can spare themselves. A good fight".

 

Confidence is not lacking in Prost and Lauda, who know they essentially have the best and perhaps most reliable single-seaters. The French driver states:

 

"If nothing unexpected happens, I will at least go on the podium. And this is important to me. Of course, I will aim for victory because another win would allow me to put a good claim on the title".

 

Lauda fears only the start:

 

"I have to start in an area where there is a depression in the asphalt. I hope not to have difficulties because of this. As for the rest, I had said that little by little I would catch up with my teammate. Now we are very close".

 

Such discussions do not concern Ferrari, which does not seem to have found its ideal ground at Brands Hatch. The position occupied at the start (ninth Alboreto, thirteenth Arnoux) does not worry as much as the time gap: 2.2 seconds difference between the Italian and Piquet is frustrating for the Maranello team. It may be that things go better in the race, but this is certainly not the best way to try to turn the tide. The drivers are clear in their explanation:

 

"We don't have grip; we lack adhesion. On the straight, we go as fast as the others, but we lose in the corners".

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Considering that the new aerodynamic configuration of the 126 C4 has brought benefits with better cooling (and therefore the possibility of using the engine with higher pressure), it remains to be understood what is missing to be competitive. Ferrari's team technicians do not speak on this matter, but it is easy to guess that there is a serious tire problem. In the free practice over a month ago, Ferrari recorded, without forcing, a time of 1'12"1. And Lotus, with the same tires, ran in 1'10"8. This time these times have not even been approached while the cars with Michelin tires have progressed. Perhaps Goodyear, encouraged by the results obtained in Detroit and Dallas, brought the same covers used on the American circuits that do not work well on this track. If not, we would probably find De Angelis in pole position instead of Piquet and not in fourth place. The Roman drives perfectly; his Lotus is very fast but there is nothing to be done. Obviously, however, De Angelis, like his teammate Mansell, plus Rosberg, Warwlck, Tarnbay, and the very talented Brazilian Senna, all in the top five rows, can be considered dangerous outsiders in the battle among Piquet, Prost, and Lauda. Not to forget the issue of fuel consumption: a race of 315 kilometers could also bring surprises in the last laps. On Sunday, July 22, 1984, before the race started, the technical commissioners of the Federation discovered illegal holes on the bottom of the Tyrrell cars, which had to be covered before the race began. Keke Rosberg had to face the race with the reserve car due to a problem with the fuel pump pressure. At the start, Nelson Piquet maintained the lead, followed by Alain Prost, Elio De Angelis, and Niki Lauda. The Austrian passed Elio De Angelis at Druids Corner, while at Graham Hill Corner, Riccardo Patrese lost control of his Alfa Romeo, trying to avoid Jacques Laffite's car, putting it sideways. The Italian driver regained control, but Eddie Cheever had to slow down suddenly, and his car was hit by Philippe Alliot. Alliot's RAM car lifted off the ground after hitting Stefan Johansson's Tyrrell. Jo Gartner, unable to find space, lost control of his Osella and crashed into a tire wall. Alliot, Johansson, and Gartner retired from the race. The race continued with Nelson Piquet firmly in the lead, gaining ground on the straight, while in the mixed section, he had to defend against the comeback of Alain Prost, who was hampered by an unfortunate tire choice, causing his McLaren to suffer from oversteer. During the second lap, Lauda passed De Angelis, moving up to third place. 

 

On the tenth lap, Piquet was overtaken first by Prost (at Paddock Hill) and then by Lauda (at Druids). The Brazilian immediately returned to the pits to change tires. Meanwhile, Jonathan Palmer went off the track at Clearways due to a steering failure. The driver exited the cockpit unharmed, but the race was suspended to repair the damaged barrier. The race restarted, but the classification would be based on the total time, with the first part determined by the eleventh lap when Piquet was still ahead of Prost and Lauda. This decision angered Alain Prost, who accused the commissioners of favoring Nelson Piquet under pressure from Bernie Ecclestone. The race distance was reduced to 71 laps after the Grand Prix resumed. The Grand Prix restarted with Piquet leading Prost, Lauda, Warwick, De Angelis, Senna, Alboreto, and Tambay. Despite mechanics managing some repairs, Keke Rosberg and Teo Fabi, retired in the first part of the race, could not participate in the second start. Regarding Manfred Winkelhock, the commissioners did not allow the British driver to resume the Grand Prix. At the restart, Alain Prost immediately passed Nelson Piquet, who also had to defend against Niki Lauda, while Patrick Tambay managed to pass Michele Alboreto. The Ferrari driver later gave up his position to Ayrton Senna, Andrea De Cesaris, and even his teammate, René Arnoux. During the 27th lap, Arnoux tried to pass De Cesaris, who resisted fiercely. On the 29th lap, Piquet had to yield second place to Lauda. Considering the classification based on total time, Prost led with a 6-second margin over Lauda, while Piquet retained third place. Meanwhile, Tambay stopped at the pits for a tire change, dropping to seventh place. On the 38th lap, Prost retired due to a gearbox failure. Niki Lauda took the lead. Piquet, Warwick, De Angelis, Senna, and Tambay followed. On the 44th lap, Lauda encountered a group of lapped drivers, including De Cesaris, Alboreto, and Arnoux. Alboreto took advantage of the situation to pass De Cesaris, making it difficult for Lauda to lap him. This allowed Piquet to approach the Austrian McLaren driver. The battle between De Cesaris and Arnoux also cost Derek Warwick time during the lapping process. On the 64th lap, Arnoux tried to pass De Cesaris at Druids Corner, but the two cars collided and went off the track. Both drivers managed to continue the race. Later in the race, Piquet's Brabham began to show a turbo problem, and he decided to finish the race at a reduced pace.

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On the 66th lap, Ayrton Senna passed Elio De Angelis at Paddock Bend, taking advantage of the difficult condition of the Roman driver's Lotus tires. In the following laps, technical difficulties with Piquet's car forced the Brazilian driver to concede several positions, first to Warwick, then to Senna and De Angelis. On the 68th lap, Piquet was also passed by Tambay and Alboreto. In the last laps, De Angelis had to cope with a loss of power from the Renault turbo engine. On the 69th lap, Arnoux also passed Piquet, while on the final lap, Tambay stopped with a broken engine due to overheating caused by a piece of Piquet's car lodged in a radiator. Niki Lauda definitively entered the legend of motorsport. He is mathematically the greatest driver of the modern era in Formula 1, from 1950 to the present. With his 22nd victory in this British Grand Prix, the tenth race of the World Championship, the thirty-five-year-old Austrian driver climbed to the top of the all-time points standings, surpassing the legendary Jackie Stewart, the only opponent who still outpaced him. With the nine points gained, Lauda reached 367.5 points compared to Stewart's 360. But that's not all. With this victory, the two-time World Champion practically reopened the fight for the championship title in an incredible challenge with teammate Alain Prost, now separated by only one and a half points. A great champion of the sport and a complex and profound human figure, Niki Lauda has surpassed every fantasy in his long career (he has been racing in Formula 1 for thirteen years now). Iron will, calculation skills, composure, courage, and fear mix in him in a contrasting way. He resumed racing after going through the fire of the Nurburgring, gave up a world title in Japan to avoid racing on a rain-soaked track, abruptly quit the activity at the height of fame, returned two years later, and when everyone considered him finished, he proved to be the best. His success at the English circuit still bears the stamp of tactical intelligence without equal. 

 

He let Prost vent until he broke the gearbox, played with Piquet so that the Brazilian could fully exploit the car that eventually succumbed with a malfunctioning turbo. He did not take excessive risks but made the right overtakes at the right time. In short, a synthesis of his abilities and skills. A race dominated with cunning that allowed him to surpass eager rivals with a strong desire to win. They all had to settle for placements, from Warwick to the promising young Senna, to the consistent De Angelis, and to Alboreto and Arnoux finishing fifth and sixth with the Ferraris forced to have a comeback race. The over 100.000 spectators who attended the British Grand Prix at one of the most beautiful circuits in the world had a lot of fun. They were able to witness, in a single afternoon, four different Formula 1 races. An eleven-lap race, followed by a sixty-lap race, both divided into two sections by a very important technical factor. On one side, cars with Michelin tires, significantly faster; on the other, those with Goodyear tires, this time well below expectations. The two segments of the Grand Prix became necessary due to an incident that occurred precisely on the eleventh lap. The RAM of the Englishman Jonathan Palmer, a dentist, crashed into the front against the safety barriers at the entrance of the pit straight. While the driver miraculously escaped unharmed, with just a great scare, the wreckage on the edge of the track posed a real danger to other competitors. The race director wisely decided to stop the carousel before something unpleasant happened. An interruption of about an hour and a new start. To determine the classification, the times of the two heats were added up. At the end of the British Grand Prix, Alain Prost is angry, Niki Lauda is happy, Nelson Piquet remains calm. These are the moods of the three protagonists of the World Championship. The French driver of McLaren cannot hide his anger: the gearbox failure deprives him of an almost certain victory, as evidenced by Lauda's triumph.

 

"It's Ecclestone's fault; he stops all the races when Piquet is in trouble. I had problems, unfortunately; I hope it doesn't happen again".

 

Lauda's opinion on the forced interruption of the race is completely different:

 

"I find it fair that the Grand Prix was stopped because the cars on the edge of the track were dangerous for everyone. That said, I must say that my race was perfect because I had an exceptional car at my disposal. I thank the whole team. Prost stopped? Too bad for him, better for me. Winning at Brands Hatch is always fantastic. For the championship, I have to say it's definitely open again. However, this does not mean that reaching the title will be easy. The season is still long, and we must not forget that Prost has the same car as mine. Also, we must also consider Piquet, who has returned very strong, with a Brabham that is difficult to beat".

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For Piquet, the retirement is not a tragedy, although the Brazilian knows very well that he could have earned valuable points. Nelson Piquet states:

 

"With Lauda, there would have been nothing to do. I would have had to settle for finishing behind him. I tried to put pressure on him in the early part of the race to see if he made a mistake, but Niki is always very attentive, a true champion. The championship? It's better that Lauda won; Prost would have run away. The goal to reach remains the same, even though I haven't made any progress".

 

Ayrton Senna had a satisfying day, the young Brazilian who improves with each race. The third place he secured confirms the results from recent races, including finishing behind Prost in the race interrupted by rain in Monte Carlo.

 

"It was fantastic; for me, it was almost like a victory. I had achieved many successes on this track in the lower formulas".

 

Another placement for Elio De Angelis. However, the fourth place feels tight for him. The Roman's turbo broke one lap from the end when he hoped to be at least third.

 

"Now I've subscribed to placements; I've finished among the top six in nine out of ten races. I'm not complaining because I'm nine points away, which is a victory's distance from Prost. The third place in the World Championship standings says it all about my situation. The car is performing well enough, and if the tires improve, McLaren, Brabham, and Ferrari would have to reckon with us".

 

As for Ferrari, René Arnoux is red-faced, almost furious, and says:

 

"Yes, I forced De Cesaris out. I'll dream about it tonight too. I was behind him throughout the race with a superior car. I was overtaking him when he closed the door on me again. I lost sight of him in anger and bumped into him. He ended up in the grass. Fortunately, I didn't harm myself and could continue. That's not how you drive a car. When you're overtaken, you have to yield".

 

An authentic outburst from the Frenchman, not very satisfied with the sixth place. His comment on the race is concise: 

 

"Go check the tires".

 

Michele Alboreto also arrives, calm and serene.

 

"Of course, I expected something better. But you can't always have everything. There were two different races today, as you all saw. For us, it would have been better if the race hadn't been restarted. We had chosen hard tires to have a slight advantage over our rivals who were using soft tires. Instead, with the pit stop, they had the chance to change them, and our small margin of comfort evaporated".

 

Niki Lauda is not a lightning bolt like the late Jlm Clark (only 72 races with 25 victories and two Formula 1 world titles), nor is he a phenomenon on par with Jackie Stewart (99 races, three world titles, a record 27 first places, still unbeaten). Yet, slowly, with a two-year interruption, the Austrian driver has reached the top. He is the driver who has scored the most points in the championship. He reached the milestone of 367.5 points, surpassing the Scotsman who was commenting on the race for television by 7.5 points. Stewart doesn't flinch: even today, he is one of the most popular figures in the world of motorsports, in good health, earning millions of dollars. 

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He lost one record but retains others. If you inquire in the Formula 1 environment, asking what is so special about the Austrian driver to have deserved such success, the answer is always the same: he drives with his head. He, Niki, doesn't want to give an exact explanation; it wouldn't be in his style that prohibits presumption.

 

"I have experience, perhaps I make fewer mistakes than others. I make mistakes too; I threw away the races in Monte Carlo and Dallas. Let's say they are less frequent. Above all, I know how to gauge the possibilities of the car".

 

A bit of modesty doesn't hurt. The truth is that Lauda, frugal by nature (he is very careful about spending money, can buy a jet if he considers it a good deal, but it's hard for him to offer a coffee and always wears the same pair of pants and a T-shirt he's fond of), wastes very little in races and trials. Nelson Piquet learned from him.

 

"A bit of sensitivity is needed. You have to act with the brain and... the backside. It's not a joke. Single-seaters are also driven with that part of the body. You have to feel as if the mechanical and human parts are fused together. It's this feeling that allows you to make a certain maneuver, to understand if you can attempt an overtaking or if you have to wait".

 

The Austrian has achieved a double goal in England. He has closed the gap to his teammate in the World Championship standings, but above all, he has convinced McLaren that they can aim for the title with both drivers. In fact, the English team must reflect at this moment because a tactical error could be costly. Focusing efforts on the Frenchman is a risk: Prost is fast, very fast, but a bit psychologically fragile and, above all, more prone to breaking the car. With the advantage gained over rivals, it would now be useful to also seek placements, something Lauda specializes in when full success cannot be achieved. However, Lauda has become very cautious on this subject. Having earned his stripes on the field, the shrewd Austrian does not want to force the situation as he did at the beginning of the year. And, in addition, he can count on unconditional support from the German house Porsche, which supplies engines to the team.

 

"Talking about the title is still premature. The championship is long; anything can happen. Let's not forget that Prost has the same car as mine. The fight is open; now we start again from scratch. My only advantage is that now I'm no longer an apprentice when it comes to turbo engines".

 

The two-time World Champion does not consider other rivals, such as De Angelis and Arnoux, out of the world championship challenge.

 

"In Formula 1, it's difficult to stay on top. One race you're up, the next you're down. It takes very little to thwart a plan considered perfect. Let's take Ferrari as an example. In recent years, they've had ups and downs. Normally, however, they've always returned to the top of the standings. On Sunday, they had to settle for Alboreto's fifth place and Arnoux's sixth. Who tells me, however, that on August 5th at Hockenheim in the German Grand Prix, the Maranello team won't find the formula to be competitive again? I'm used to such surprises. We can say a lot of words, but titles must be won on the track, pressing the accelerator or the brake at the right moment".


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