Ferrari: The Passion and the Pain. Jane Nottage

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СКАЧАТЬ using titanium for the gearbox casing, but time constraints had forced him to relinquish his drive to push Formula One forward into the future, and develop new ideas that in the long run would prove better and more efficient. Like many new concepts the teething problems were not difficult to rectify, but it needed that elusive element, time, and time is one thing you just don’t have in Formula One racing.

      At the Nurburgring Schumacher proved that he is worth the $25 million that Ferrari is paying him and, after qualifying third, came second behind the Williams of Jacques Villeneuve in the race. It was an unexpected result that delighted the thousands of Schumacher fans who crowded round the podium to celebrate. Schumacher declared, ‘I didn’t expect to run so close to Williams. I am pleased for the mechanics and all the crew.’

      Part of the reason for his determination was a phone call from his brother Ralf, who had come third in a race in Japan and challenged his brother to beat this. He promptly did! Montezemolo was ecstatic and celebrated with the team, although like everyone he tried to play down the next race at Imola. Schumacher was about to race for Ferrari in Italy, for the first time. After the result in Germany the tifosi were hot for more, and nothing would dampen their spirits as they prepared to make the journey to Imola.

      Imola, like Monza, is a little bit different. The tifosi follow Ferrari to the ends of the earth, but when Formula One comes to Italy, they really push the boat out. Flags, banners and scarves litter the banks and stands around the race track, and in keeping with Italy’s reputation as a Mecca of style, Antonio Ghini, director of communications, ensures that the Ferrari fan clubs use the right marque, logo and colours. ‘For years millions of products were produced and sold unofficially, but now we have developed a close relationship with the fan clubs and we ensure that they have the right products at the races. The image of the exclusive Ferrari marque must be conserved and maintained.’

      Such is the passion of the Italian fans that Claudio Berro had to devise an ingenious way of getting Schumacher in and out of the track. ‘We had three or four plain-clothed policemen to help us, and we could use a police escort if necessary. Schumacher used to arrive at Fiorano by car, then we would transport him by helicopter to the circuit. We had a Fiat Ulysses with darkened windows to transport him from the helicopter to the track.’

      Eddie Irvine got a round of applause from the media before he had even set foot in Imola for speaking in Italian at the Fiorano press conference on the Thursday before the race. This was definitely scoring points off team-mate Schumacher who, once again, was being cautious: ‘Imola is a very bumpy track. Our car has problems over bumps as the aerodynamic system is not perfect. I expect problems to get the car handling right. The chances are we won’t be as successful as we were at Nurburgring. We need time to translate the changes we’ve made in the wind tunnel to the car. The car has potential.’

      Schumacher also paid tribute to Ferrari designer, John Barnard: ‘I think Barnard is very good. The success we had at Benetton is due to a certain extent to him, as he started the car.’ (Barnard worked at Benetton for 18 months until the end of 1991.) This was another example of how Schumacher protects his colleagues who are in the firing line. His ability quickly to paste over any cracks in team loyalty was going to prove vital in the months to come.

      There is a great family tradition in Italy and it spreads to every aspect of the Italian lifestyle. In Italy the football teams always spend the night before a match together, to build team spirit. The Ferrari team does the same. The night before everyone left for Imola, the drivers and management had dinner with Montezemolo, who impressed calm and optimism on them in equal quantities. By this stage Jean Todt had decided that the car would not be rebuilt, but that they would work on improving the aerodynamics. He said that there should be improvements by mid-season.

      One of the improvements was seen a little before mid-season. The V10 engine had been consistent and good, but there was a new improved version due at Imola which proved to be reliable, although the top speed was still a little way off its competitors. However, doubts were pushed aside as Schumacher took his first pole position for Ferrari at Imola. He pushed Damon Hill off the number one spot in the closing moments of the session, before spinning to a halt with a broken left rear track rod as he turned into the Tamburello corner.

      Jean Todt was very happy with the pole position. ‘This result has come from hard work and a combination of the improved aerodynamics, a more drivable engine and, of course, the power of Michael Schumacher.’

      Giorgio Ascanelli was worried about the brakes rather than the engine. It had been decided that the new version of the brakes would not be run in the race, due to caution rather than any actual problem. After the second practice Ascanelli, wiping sweat from his furrowed brow said, ‘I’m not happy with the way things are going. I’m not worried about the race, but I am worried that the brakes won’t last the race.’ It was an observation borne out from long experience. Schumacher crossed the line in second place and his car ground to a halt as the brakes gave out.

      Eddie Irvine finished fourth and for the first time both drivers were in the points. Things were looking up, although new modifications were still needed, not least with the clutch which was not proving reliable and led to the difficult starts that both drivers were experiencing.

      None the less, Schumacher’s success entranced the Italian population. Over 10 million people watched the Grand Prix on television in Italy. That was a 55 per cent share of viewing figures and an absolute record for Formula One. There had been nothing like it since eight million people had watched Alain Prost when he drove for Ferrari in the Italian Grand Prix. It showed that people were once again believing in the prancing horse.

      TIME TO PARTY?

      THE MOOD WAS BUOYANT AND OPTIMISTIC

      After Imola, the mood was buoyant and optimistic as the team set out for Monaco. Monaco is less about motor racing and more about parties. The motorhomes gather round the port area like colourful Lego kits at a children’s party. The big boats anchor out in the bay and the rich kids go to play in a big way.

      Monaco may be a party town, but during a Grand Prix weekend it is impossible to escape the racing. Wherever you stand, the roar of the Formula One engines can be heard, and like Spa or Monza, but for different reasons, it is the one place where drivers want to win more than anywhere else. Ferrari, at least on paper, should have been in with a chance.

      Schumacher’s race engineer, Ignazio Lunetta, was in an upbeat mood. The race engineer is the man closest to the driver. He cares only about helping his guy to win, even against his team-mate. It is a close and trusting relationship as the race engineer is the man who translates what the driver says into changes on the car. The quiet, unassuming Lunetta had worked with Jean Alesi before Michael Schumacher arrived at Ferrari, and he was finding Schumacher a very different cup of tea.

      ‘Schumacher is more in one line, he pushes a lot and he works very hard. Alesi was lazier whereas Schumacher is constantly stimulating work. The biggest problem is to get to know Schumacher. It is very important that I can read his thoughts and get to know exactly how he likes the car in various situations. At the moment I am doing the tests with him as well as the races. He understands things very quickly and works a lot, but he still needs to be guided as he is quite perplexed a lot of the time. However, I have never seen anyone as constantly quick as Schumacher.’

      Like his team-mates, Lunetta was quietly confident about Monaco. ‘The engine is good, the aerodynamics have improved and the car is easier to drive. One of our biggest problems is the clutch which is difficult to control. A little movement and it over-reacts and creates wheelspin.’

      Back in England, John Barnard was also optimistic. ‘The main thing I hope for is that Schumacher can qualify on the front somewhere and then he’ll have СКАЧАТЬ