Andrea - What If? Part 2

After two years in Formula 3, it was important for Andrea to sustain momentum in his career by moving up to Formula 2 full time.  This he was able to achieve with the help of his Marlboro sponsorship and positive discussions with Ron Dennis.  Ron had founded his team, Project 4, in 1976, and it had run Chico Serra in 1979.  It had greater experience in F2 and put a lot of focus on this category for 1980, fielding March 802-BMWs for Andrea and Serra in the European series.  The first race of the new season was at Thruxton, in April, and Andrea outpaced Serra to finish third. The championship was comprised of 12 races, of which Andrea was entered in all but one.  He won the penultimate round in August at Misano, and ranked fifth in the championship.  That he did not appear at the final round and perhaps improve his position to fourth was due to the highly significant opportunity then afforded to him through the Marlboro connection.  1980 had been a fraught year for Alfa Romeo’s Autodelta team, headed by Carlo Chiti.  The flat 12 177 had proved uncompetitive and had been entered only intermittently.  The replacement, 179, with V-form engine, had been subject to reliability problems.  Off the circuit, there were concerns that the powerful unions in the Factory should not be alienated by any perceived lack of commitment to number two driver, Bruno Giacomelli.  The new driver, Patrick Depailler, brought in to spearhead the team’s endeavours, though brimming with confidence and ability, was found to be struggling as he had not fully recovered from a hang-gliding accident.  Then, just as he appeared to be finding his form, he was killed in a testing accident at Hockenheim.  At this point, Marlboro, naturally concerned to ensure return from its investment, (with substantial sponsorship payments to the team), overruled Chiti, who was inclined to recall the veteran Vittorio Brambilla. The tobacco manufacturer insisted on the vacant driver’s seat being taken by ‘their’ Andrea de Cesaris – the expectation being that by dint of his youth, much in contrast with Brambilla, he would be the more likely front runner.

In March 802 at Thruxton, 1980

Thus, Andrea was in Montreal in late September for round 13 of the Formula 1 World Championship.  Given his relative lack of experience, Andrea needed all the track time he could get.  So, the prevailing weather for the opening practice session was particularly unwelcome in the Alfa Romeo pit – it was raining cats and dogs, deterring even some of the most long-served of drivers from venturing out onto the circuit. Conditions did improve later, (and on the following day), but for a debutant they remained decidedly ‘tricky.’  It was therefore all the more to Andrea’s credit that he qualified in eighth, in front of some of F1’s then-established front line contenders, including Patrese, Prost, Villeneuve and Arnoux.  It was an encouraging situation for the team, as Bruno was fourth, half a second quicker than Andrea. But hardly had the race got underway than a big accident occurred, bringing out the red flag.  The restart was delayed for an hour – another very challenging and nerve jangling circumstance for a young driver in his very first Grand Prix.  However, Andrea handled the race resumption without difficulty and appeared to have settled well, only for engine trouble to intervene on lap 8, necessitating his retirement.  The sense of anti-climax and frustration experienced by Andrea in Montreal can only be imagined. Meanwhile, Giacomelli – who was never bestowed with a shunt-referencing nickname – crashed out when he misjudged an attempted overtake of Didier Pironi.

At Circuit Île Notre-Dame, Montreal for the Canadian Grand Prix, 1980

The final round of the championship, the U.S. Grand Prix, was run at Watkins Glen on 5th October.  The turn of speed shown by the Alfa 179s in Canada was maintained at the Glen, with Giacomelli taking pole and Andrea tenth.  On the race’s opening lap Andrea was pushed onto the grass, losing several places.  Reacting to this, Andrea was probably trying too hard when his 179 struck Derek Daly’s Tyrrell and sustained retirement-inducing damage on the third lap.  So, Andrea’s brief encounter with the Grand Prix scene ended in disappointment, though promise for future success was shown by the speed he had been able to show in both practice/qualifying and the races.  With the future in mind, it is germane at this point to say that several writers have observed that Ron Dennis came to be averse to running Italians in his cars, usually adding that this stemmed from his experience with Andrea in 1981.  His adoption of Andrea for the new season was probably not wholehearted from the outset.  With the merger of his Project 4 team with McLaren being a risky enterprise, pragmatic Ron needed to be especially closely compliant with the sponsor’s wishes, and Marlboro was keen to see Andrea in an M29. 

Speaking in 2012, Andrea reflected: 

I don’t think Ron ever treated me fairly. I had the old car, (M29), and very little testing - just 20 laps at Silverstone before my first Grand Prix with them.  Crazy.  I had connections with Marlboro at a time when Ron Dennis wanted the company to continue its sponsorship.  He was taking over from Teddy Mayer, and McLaren had been performing badly under Teddy. Ron needed good sponsorship, because he was building the first carbon-fibre chassis with John Barnard. So yes, he gave me a chance because I was important to Marlboro and Marlboro was important to him. I’d driven for Ron in F2, so he knew I could be quick. 


Ron and Andrea avoiding eye contact!

Andrea was teamed at McLaren with the Belfast-born John Watson, who had first driven a Formula 1 car in 1973. Broadly, in terms of experience, John was ten years ahead of Andrea.  This was evidenced by their comparative qualifying performances – John’s average being ninth, whereas Andrea’s was fifteenth, but it is notable that John was provided with the new MP4 from the 3rd race, Andrea having to wait until the 6th for the innovative and potentially far superior John Barnard-designed model.  As for the races, Andrea’s best result was sixth place in San Marino.  Any hope of a good championship placing was undermined by the numerous DNFs – 9 – but of these, only 3 can be attributed unequivocally to fault on Andrea’s part.  On the other hand, Watson made a mistake and had a colossal accident at Monza, the common wisdom being that his life was preserved only by the immense strength of the revolutionary carbon fibre monocoque construction of the MP4.

Andrea, #8, and team-mate Watson, #7, take to the grass at the Brazil Grand Prix, 1981

Further analysis of available data and contemporary reports shows that specific own-fault accidents/beaching spins by Andrea amounted to 10 in practice/qualifying/racing in the season’s 15 Grands Prix.  I would not dispute the previously quoted figure of 19+ since some reports refer to ‘multiple’ incidents/spins/offs, etc.  But for added insight, another driver’s 1981 is worth considering and comparing with that of Andrea’s.  Like many others, I greatly enjoyed seeing Gilles Villeneuve’s exploits on track in Ferraris which were often not exactly au-point chassis/handling-wise.  His chutzpah will remain in the collective memory for as long as the sport is ongoing.  However, in 1981 he too did a fair amount of spinning and shunting, just like Andrea, Gilles’s ‘score’ being 13.  An enthusiastic advocate for the man in the Ferrari #27 was Denis Jenkinson, the Continental Correspondent of Motor Sport magazine.  Conversely, that he formed a dim view of Andrea’s qualities from an early date is evidenced by the prejudicial comments/turns of phrase that frequently featured in his articles, e.g. (Argentina) – ‘Andrea de Cesaris spent most of his time spinning his older McLaren M29F.’  (Holland) ‘Andrea de Cesaris  . . . who had continuously crashed their (McLaren’s) cars throughout the season.’  (Italy) ‘de Cesaris, the Italian with the funny eyes actually keeping his car on the track this time.’  Contrast this approach to how Jenkinson generally wrote in admiration and affection about Giles Villeneuve. 

Fortunately, Marlboro had financially supported both the McLaren and Alfa Romeo Formula One campaigns in 1981 and was happy enough to continue this aspect of its marketing strategy for 1982.  With Nikki Lauda eager to join McLaren for the new season, Marlboro was once again instrumental in facilitating a move for Andrea back to Alfa Romeo where a seat had become vacant as a consequence of Mario Andretti’s retirement from Grand Prix racing.  So, Andrea returned to a team that he considered genuinely supportive, and once again was alongside Bruno Giacomelli.  They got on well, and among many complimentary things Bruno said about Andrea was that he was ‘very correct and honest,’ and that he was ‘not too proud to say when he was wrong.’  Their friendship was tested several times in 1982, notably at the Austrian Grand Prix when their cars collided at the start of the race, but the conciliatory nature of both men enabled them to resolve disputes relatively quickly and amicably – something many teammates struggle to achieve, given that if the man in the same machine as yourself is quicker, you can’t blame your car - he is your most direct competitor, the yardstick against which you must measure your own performance.

Andrea and Bruno at the presentation of the Alfa 182

The 1982 season was a controversial one.  It began with a drivers’ strike, ostensibly over new ‘superlicence’ stipulations proposed by FISA – a reflection of the continuing dispute between the ‘manufacturer’ teams, aligned with the FISA governing body and the ‘garagistas,’ members of FOCA, such as Williams, McLaren and Brabham.  The conflict by 1982 had much to do with the FOCA teams feeling at a disadvantage against the turbo-engined cars of the manufacturers.  A work-around, enabling their cars to run out on the circuit at reduced weight, compounded the situation and when ruled ‘illegal’ by FISA, led to a boycott of the San Marino Grand Prix by most of the FOCA members.  Meanwhile safety re-emerged as a major concern in the wake of the death at Zolder of the much-loved Gilles Villeneuve, (and of novice, Riccardo Paletti, in Canada).  Moreover, to confirm the season’s peculiarity, the Championship went to Keke Rosberg, despite his haul of wins being just one. 

Early in the year Alfa Romeo could be hopeful – an improved V12 car, the 182, had been developed and was ready for introduction at the second race, in Brazil.  At the same time, work was progressing on a new V8 turbo engine.  But at round 1, the 179s of Andrea and Bruno were not competitive, finishing thirteenth and eleventh respectively.  Andrea figured much more prominently in Brazil in the new car but was forced to retire when the undertray was dislodged.  Then came Long Beach.  A memorable event as Andrea snatched pole position – at that point the youngest ever driver to start at the head of a Grand Prix – and initially led the race in authoritative style.  Eventually outfoxed by the vastly more experienced Nikki Lauda, Andrea maintained second place for a while until he was distracted by deteriorating brakes and a supposed rear suspension failure, and lost control.  The damage sustained was sufficient to dictate Andrea’s retirement.

Pole position in the 182 for the U.S.West Grand Prix at Long Beach, April 1982

Andrea’s season was largely undermined by the 182’s unreliability.  Though his average qualifying position was eighth and at tracks to which the car was suited, he could race in the top 6, he failed to finish in 10 of the 16 events, of which 4 could be considered the result of own-fault accidents.  This would compare with several other drivers’ records – Rene Arnoux’s ‘score’ for example being 3 - once again giving the lie to the lazy ‘deCrasheris’ slur. 
Part 3 (next post) covers Andrea's 1983 season and presents the arguments for his potential as a World Champion

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