Original subtitles

CAR ENGINE STARTS

DASHBOARD BEEPS

I'd be lying if I said that I persuaded 'il Commendatore' Ferrari.

Because I think he came to the same conclusion himself.

But as he was asking me questions, I said:

'I think it's time to turn the page a little.'

I said that at the end of '68.

And he asked me what I wanted to do.

You know, I had a short experience in 1968 joining Ferrari

and winning the French Grand Prix.

In '69 I moved to Brabham, I won two Grand Prix that year.

And I had the offer of Enzo Ferrari to come back in 1970

with a brand new project that was the 312B.

REPORTER: The new Ferrari first appeared at Monza last September

in time for the Italian Grand Prix

but engine problems kept it out of the race

and so the South African crowd will be the first to see it compete.

It has a small chassis, powered by a flat-12 engine

which Ferrari claim produces 460 brake horsepower.

The last time Ferrari won a Grand Prix was in 1968.

It was the car during the period when Ferrari became big

and it was the car that changed everything.

That was the return of Ferrari on the international scene of Formula 1.

COMMENTATOR: Into the straight and past the pits, a blur at nearly 180mph.

It was a year of transition; Full of vitality, full of personalities.

There was an energy in the air.

This sparked off changes in the sport and a renewed sense of purpose.

In short, it was a very intense championship

featuring many races and stars.

There was Ickx returning to Ferrari.

There was Rindt, the god of counter-steering.

There were Pedro Rodriguez and Jackie Stewart, the world champion

and Jack Brabham, a driver who seemed to hail from another time.

COMMENTATOR: But for spectators, what promises to be

one of the most richly spiced Grand Prix seasons in history.

PAOLO: What's the story of this one?

MAURO: That's the original model of the car.

- This is the 70? - Yes.

And this would be at risk of breaking?

Yes, this is not usable. You'd be well advised to make new ones.

It depends on the risk you want to take.

Formula 1 is risky.

But no one says, 'I take a risk at that level'.

- It's the ignorance... - And the suspension arms...

Wheels, brakes, all the parts of the four corners of the car.

When you design these suspensions

it happens that you get a number of cases

of cars going off the track, etc...

So you had the wishbones and the links bent.

- It was a way of acquiring experience. - Of getting experience.

The 312B is part of my life.

It was one of the first things I became fascinated with as a child

when I first got interested in the world of racing.

It was an unattainable object to me

because it was driven by racing drivers

and for me the racing driver was a mythological figure.

As a child you go, 'It's impossible'.

I'm dreaming of doing it, but that's what it is, a dream.

Then, having met Mauro Forghieri, the man who created the car

the feeling became something else because I told him.

'Mauro, if you're in, we take the car, and we fix it.'

It's been a surprise to me

because I told him, 'I'm very happy to do it'.

PAOLO: In that moment I saw the possibility for the dream

to become something else, to turn into a project.

MAURO: What Paolo had offered me was a bit like a rebirth.

I'd come back into the world of Formula 1 from a secondary entrance.

But it was like getting back into battle.

The car was stripped of all its parts.

The restoration of the 312B1 was without doubt a very complex thing.

It's all used up, though, I see.

I can say that the 312B1 is still one of the few Ferraris from back then

that was exclusively the product of a pencil and a drawing board.

So I used my recollections of the car

my recollections of the engine...

One of the most beautiful things when restoring a historic car

that used to be so successful

is to see a machine go back on the very path

that started it all those years ago.

Paolo has had a decent racing career.

So we set up a programmer for him to do a few test runs

because he's thinking of returning to race

in the Historic Grand Prix of Monaco.

My hope for Monaco is to drive a car...

to experience those feelings in a Ferrari

let the engine roar through those streets.

I met Stefano at the Paris-Dakar Rally in 2001.

I had decided to do it together with two friends in a truck.

Ten days into the race our front axle broke

and the truck was sinking into the sand.

Stefano passed by and gave us a tow.

A year later, we fixed up the same truck

and I went with him, and this time I finished the Paris-Dakar Rally.

MAURO: He's an old-fashioned mechanic.

He's using old-style methods, let's say.

With Stefano we gradually established

what needed doing.

We started looking for the structures that would help us

achieve what we wanted to build.

So how did you get on with the pressure ratio?

- How did I...? - We have measured it!

Because for example I can tell you that...

Here are some edges, let us...

- A little more? - Yes.

We already smoothed them, but we can do better.

Because it gets hot.

We need to check that the engine fits

in those according to the findings of 30...

How many years? I do not remember.

45.

45, 46 years ago.

We should already have tested the engine back in early December.

We are a month behind

due to a number of things.

Flat-V, flat engine, this was a fantastic piece of kit.

Absolutely amazing.

It was very Ferrari.

The engine to beat in those days was without any doubt the Cosworth Engines

which was light, a lot of torque, powerful and reliable.

Americans had V8s, Ferrari had Flat-12s.

Enzo Ferrari had always been a fan of the 12-cylinder.

There is a separate legend surrounding Forghieri

parallel to that of Ferrari.

I think he was the perfect interpreter of Ferrari's philosophy.

I would say that with engineer Forghieri in Germany

we were able to start a car

that was a 12-cylinder as a 10-cylinder.

We closed the holes where the oil pressure was higher

for those who know something of mechanics, with toothpicks.

On the cup below the engine that was cracked and half opened.

We did about a thousand metres at the start.

There was one I will never forget.

It was with Regazzoni, we went to Barcelona in the Montju'I'c circuit

and the Ferrari didn't work very well there.

And I said, 'Mauro, we must change this, we must change that.

Go do something, do something.'

He said, 'No, you are driving the wrong line

on the other side of the circuit.'

What?

'You drive the wrong line, if you drive the other line you are quicker.'

I said, 'How do you know?'

'The woman doctor of my wife is sitting on the tribune and he told me.'

I said, 'Mauro, I think the woman doctor of your wife

has no idea what bloody line we have to take.

Please fix my car and then we're going to go quicker.'

And he fixed the car and I had pole position, Regazzoni was second.

The two Ferraris were in the front row of the grid.

So, Forghieri was not easy sometimes.

Forghieri was someone with a thousand ideas, a thousand solutions

when something happened he had a thousand ideas

then afterwards he would realise that maybe another idea would have been better

but that's the benefit of hindsight...

Mauro Forghieri was probably the best engineer of the era.

He did not only the B1, he did many, many cars at Ferrari.

I think Mauro Forghieri produced probably the most elegant car

that has ever been made in F1, in my opinion.

Without Mauro Forghieri

I'm not sure Ferrari would have enjoyed very much success.

Mauro lived through very dangerous times. There was the danger of fire

the machines were not as robust as they are today.

Yet the next day they had to race again.

JACKY: Unfortunately, in Spain I had an accident.

I was hit by another competitor, Jackie Oliver, with the BRM.

And, um, I came out of it really lucky, with only a few burns.

That was a miracle.

When it's not your time, it's not your time.

You have to be fatalist.

It was just a beautiful car that was being totally destroyed

and they had to rebuild another one from scratch.

That gave us maybe a little break in the progress of the car.

It took a long time to rebuild

those cars in the correct way.

They were not built using pre-existing equipment

like moulds and things like that

you could say they were built using a tape measure and hammer.

- Good morning, llaria! - Hello, how are you?

You always come over when it's raining.

I left with the snow and you with the rain.

I am more satisfied now than when I had my hands on it.

When you called me and you made me feel the vibration, I was moved.

And you can feel it, you know?

The engine that vibrates underneath seems alive.

- There is a wire marked red. - Yes.

I think that it indicates the signal.

Let's ask.

Yes, to make sure.

But it's on the diagram.

- Is it on the diagram? - It should be on there.

Let me take a look.

If we have doubts... It's on there, right?

- The signal... - There's the earth.

It is indeed the signal.

Wait, let's try something.

Let's start the rev counter so we can see if...

ENGINE RUNS

ENGINE SWITCHES TO HIGHER GEAR

Do the power curve in this situation.

ENGINE REVS IN HIGH GEAR

The less it increases, the better the engine.

ENGINE REVS IN HIGH GEAR

ENGINE REVS

ENGINE REVS IN HIGH GEAR

Check if the rev counter says 10.

Davide, don't get upset, it's him who's increasing the power.

Yes, don't worry.

Let's do 10 and 5 and see what happens.

ENGINE REVS IN HIGH GEAR

ENGINE CUTS OFF

- It's kicking, eh? - Oh, yeah!

GAETANO: 11 and 3,11 and 4.

Let's put down the curve at this point.

ITALIAN POP MUSIC PLAYS ON RADIO

INDISTINCT CHATTER IN ITALIAN

REVERSE BEEP

Should we put it on here?

GIORGIO: Ferrari: A complete car.

Chassis, engine, piece by piece, with an extraordinary craftsmanship

an extraordinary dexterity, an accuracy...

For many years there was a rivalry between Ferrari

and the English teams, the English mechanics.

Ferrari himself called these other people

like Colin Chapman and Ken Tyrrell and John Cooper, 'the Garagistas'.

He didn't really appreciate all these English people

who didn't actually build the engine, didn't build the whole car, you know?

He called them, just... they were kit car manufactures, really.

They built a chassis and bought an engine, you know

that wasn't really the thing to do.

You had to build the whole car.

There are some cars that leave their mark on a specific time.

This one certainly did.

Also in terms of form

in terms of design and colour.

A harmony, a grace.

Formula 1, Grand Prix racing car is... really like a trip to the moon.

It has to be not only fast, it's got to have durability

but it has to go through the air and the atmosphere.

When I travel back to my childhood...

it was a period where the missile, the 'rocket' as it was called

fascinated children.

And this car here had that magic of representing a missile.

In those years, in the 70s

the fact that men had landed on the moon

was an extraordinary thing.

PAOLO: Many engineers in the racing world

had a desire or passion for aeronautics.

Aeronautics may even have been their childhood dream.

MAURO: The things that I drew most often were aeroplanes.

Equally, the engines that attracted me the most

were aeronautical turbines.

The flat 180° V engine originated with Franklin

who built private planes in America.

And it was Franklin who asked us to build an engine that could be inserted in the wing.

We would not have built it so flat

for Formula 1.

We used the modern techniques that came from aeronautics.

Engines like that hadn't existed before.

It doesn't fit, damn.

I wash my hands, and have a look as well, come on.

There must be one that goes with the wire.

This one's been burnt by the exhaust.

Alright.

PAOLO: The driver who feeds on solitude needs an ally.

An ally outside of the track.

You need reassurance that someone is there for you.

Stefano is the most important person there is.

If my guy Cuoghi, who was my Ferrari mechanic

didn't fix all the bolts on the car, we'll be dead.

So we had a very close relationship to the mechanics.

I sometimes look myself that the job has been done very well

but we have to... we had to trust them.

So the relationship was much closer than today.

A trust which is not spoken about, you know, you don't sit down and go.

'OK, um, is this car OK?'

And start quizzing the mechanics.

You instinctively know that they are doing everything they can to give you.

A, a competitive car and B, a safe car.

Or maybe it's A, a safe car and B, a competitive car, whatever.

You get in the car and they hold their breath.

When the car is running, they are standing there going.

'I hope I've done my job right and everything goes well.'

'Did I make a mistake, was it my mistake?'

So they endure all of that stress.

The driver must have confidence.

You do something quickly because the engineer is telling you

that you're three minutes behind and only got three laps left. All of this in a hurry.

But the driver must trust you.

And in order to earn the driver's trust you can never, never get it wrong.

I'm sure everyone of that era

when we were leaving home on a Friday for practice

we had no idea if we were able to come back on Monday.

When Jim Clark died, all of us thought.

'My God, if Jim Clark can die, any of us can die.'

The danger element, there's no question, is part and parcel of the business

and motor racing is dangerous.

It says so on the back of the ticket.

The noise, the speed, the danger.

With time, if you want to go and race

you have to know that you can kill yourself.

But if you love your job, if you love to drive these cars on the limit

you have to take the danger as well.

We knew all that.

The engine was inside the car.

I think it gets hot in the back.

They say that even Regazzoni felt hot.

Of course, the water is at 212 F!

When you look at the design it is extreme

because in the end they used up

all the space around the man

that is, they surrounded the man with fuel tanks, engines, mechanics.

Mauro told me that they put the fuel inside

and then used the compressor to send it to the tanks under pressure

to fill that one and this one over here

and finally closed them with the fuel coming out.

- Otherwise it would spill. - Yes.

Damn!

It took so much fuel!

Who knows how the driver must have felt!

I think Paolo Barilla wants to look after this car

a bit like his father, who bought works of art

and put them in a place for everyone to see.

Of those cars they only made four original ones.

They were very demanding cars for us as well as Ferrari back then.

Now, that's like a piece of art.

They didn't make very many of them

but it was so beautiful, so successful

had all the best drivers drive it.

For people to redo these cars, to bring them today...

I think it's exactly the right thing to do.

This project he is doing is incredible.

He will find all the little puzzle pieces

to put this thing in an immaculate combination together

to bring all the old spirit back into this car and the car will be a brand-new thing.

And if these things are racing then, or moving, or attracting people

they all will come.

HE HAMMERS

Last time I said I would be a lot happier if the gearbox was closed.

The gearbox... it's closed now.

I cut some sections...

and after that... we'll wait for the flywheel and put it in the car.

If there weren't all these drawbacks

if the input shaft was fine, the flywheel...

I would have already finished the car.

Now I am no longer calm

otherwise I wouldn't have been here at Easter or yesterday. What do you say?

Because the race is a risk for the car.

Oh well, it was built to race, yes, but...

That's that!

We brought it back as it was originally, all bolts restored,

the washers... I could have put it in all new.

The 312B, I've seen it come into the world.

Because it came to us

to what was then called the Chassis Department

the chassis, the body arrived.

What was then called the chassis, now the body.

We mounted the four groups of suspensions

and there was work to be done.

I experienced the first time it was put on the track.

The sound of the exhaust was pure music.

What makes Ferrari Ferrari?

I think it's the heritage, it's the passion.

What was very interesting about Enzo Ferrari was that he

loved the cars, he loved the engineering.

NIKI: The people love Ferrari.

There's no question.

They are still a unique piece of art today

and worldwide the Ferraris are, for me

the most emotional road cars who exist.

WHIRS AND BEEPS

Don't lose that cap!

I just want to see if it fits!

Racing car drivers are very different people.

They want to get success, but they don't want to have nothing left.

When you sit in the Formula 1 cockpit and you drive off

the visor goes down and the lights go out.

You always have to go quicker, you always have to be better.

Because the constant development of your high baseline speed

you have to be born with.

The rest is hard work to keep on going and trying to beat all the others.

But unfortunately, very few people have the luck

the talent, the passion, the discipline

to end up as a race car driver

and then being a race Car driver, end up in Formula 1

and then being in Formula 1, maybe ending up in Ferrari

which is the u/2'/mum.

They've known what winning is like.

They come from, say, karting these days.

I always call it a pyramid.

And it gets... it's nice and wide at the bottom

there's thousands and thousands of young kids karting.

Paolo's first go-kart was a gift from my mother

with which he eventually entered his first few races.

Then he bought another one

with which he won the Italian Go-Kart Championship in 1976

and then in '79 he moved from go-karts to Formula Fiat Abarth

then Formula 3.

LUCA: He had an almost perfect race.

Together with his partner Klaus Ludwig

they won the 24 Hours of Le Mans.

It was a glorious victory.

Le Mans especially then

was considered a historic race of global significance.

It was one of the most important events of the year.

He was pretty good, he was OK, he was good.

He wasn't necessarily... perhaps he didn't have that final bite.

He wasn't at the back of the field.

You know, he was a midfield runner, shall we say.

A racing driver is always a racing driver.

And when he lowers the visor, he acts like a racing driver.

BEEPS

There will be ten and ten.

There's a lot of people I don't know.

Let's start it up and do some quick fixes.

We need to do some laps.

First we need to get it started.

Now even the fuel pump...

- We detach this. - Yes.

- However, with both of them up. - Yes.

On the first lap, I pull this one down.

- No, you need to do it as you're going out. - As I'm leaving...

Because the problem is that if you go down to the minimum

without the fuel pump, it switches itself off.

ENGINE STARTS

ENGINE REVS

He wants us to hear it.

He did it for me and for you.

So, you're going to put in the return springs and use them in the same way as the others.

I think it's the pedal that stays down.

We will take a look at it.

Can I tell you something?

You have the return springs that don't work when you close the throttle.

PAOLO: I think it's the pedal that stays down.

No-one has ever used the return springs in that position. No-one.

- Shall I go? - Go. Connect the pump.

- PAOLO: Four? - OK, go.

ENGINE STARTS AND REVS

Does it stay accelerated?

Then I'll attach the return springs...

Now we have a leak, get out.

However, compared to before from the little I can tell

it sounds much improved by ear

but it's a different thing to be inside the car.

Yes, no, it's that you can't drive it.

STEFANO: Let's take off the starter.

I don't know if we can get another lap in as the track was booked until 1pm.

- We have it until... - 1pm is now.

Stefano must take a look at the leak.

- Davide? - Tell me.

Come here so you can see it better.

We have to take the gearbox off.

- So, Stefano, how is it going? - The entire car has to be dismantled.

Two laps to hear if the accelerator is OK?

No, it is not worth it.

I took off the starter and a glassful of oil came out.

No, we might burn the engine, basically.

- Let's dismantle the car. - Alright.

MAURO: When you assemble a racing car and put it on the street

it's not a given that it'll all go fine. There's no guarantee.

You know if we had two years, the oil seal

would not bother me, but we have two weeks.

ITALIAN REPORTER: The first half of the championship

is animated by the rivalry

between the Ferrari of Ickx and the Lotus of Hindt.

On the difficult Monte Carlo circuit

it is Jochen Rindt who gets the victory.

At the Belgian Grand Prix, Ickx must leave the place to Rodriguez

and in the Netherlands Hindi' is again first.

But there is great news on the horizon for Ferrari.

A young talent of motor sports

is taking his first steps in the paddock.

Clay became Formula 2 European champion

using a car built in Bologna by the Pederzani brothers.

ITALIAN REPORTER: What in your opinion, Mr Pederzani

is the future for Clay Regazzoni?

I think he has all the qualities

to become one of the best drivers in the world.

Enzo Ferrari liked Clay very much

because he reminded him of drivers that he had loved.

Regazzoni is a man who speaks little

who has a nice smile

and who is above all not a piantagrane

that is to say he doesn't cause problems.

To have a man who was supportive towards the mechanics and drank Lambrusco.

He was almost Italian

because he was a Swiss from Canton Ticino who spoke Italian

with a natural Congeniality.

ITALIAN REPORTER: Looking back at your life would you say you're satisfied?

Are you happy, have you, in short, reached your goal and your ideals?

I never had the ambition to get into Formula 1.

Of course today I'm really happy

and I must say that I am doing pretty well.

Regazzoni arrived and he was relatively unknown.

He immediately showed himself to be fast

and in tune with the atmosphere of that particular Ferrari.

I think the best drivers of today are Rindt

then there is Brabham always with the first ones, Stewart...

I never knew Clay as well. He was a lovely man.

He was a more lovely man out of the car than he was in the car.

He was quite aggressive in the car.

The first time I ever had somebody weave in front of me.

But he had a beautiful personality. He was full of charm.

Absolutely perfect Italian guy, straightforward, no bullshit.

We were teammates in the team.

We never had any hassles in any way.

Regazzoni was unbelievably quick.

GPS TONE SOUNDS

FEMALE GPS VOICE: At the next roundabout, take the third exit.

The track configuration will be the one used

for the current Formula 1 teams to prepare

um, the Monaco Grand Prix.

That's maybe one of the main reasons you are there.

ENGINE STARTS AND REVS

Stefano! You can't give it a telling-off like that!

- You are right. - Because the pistons will go to hell.

The engine can't keep on running, give it a little more fuel.

But he must have fuel, not him.

It's not a solution.

Every time you use it the piston could seize up.

- Do you know him? - Him? No!

Did he stop on the circuit?

MAN SPEAKS INDISTINCTLY IN FRENCH

The battery.

When I stopped, it turned off immediately.

But the engine can't keep running, can't you see, Jesus Christ!

It is a 12-cylinder. That one is an 8-cylinder and keeps running on its own without a problem!

This one doesn't run and neither will it start.

PAOLO: OK, is it turned off?

ENGINE STARTS AND REVS

STEFANO: Anyway, a Formula 1 engine needs to last!

The engine isn't right.

It sounds wrong.

We must ensure that the pedal doesn't go back.

- Turn it off. - And it remains accelerated.

Let's see if changing speed resets it so we have an idea

if not, we must try...

- Now go ahead, give it a try... - Let's do a trial run.

Now I put it back as before.

If it seems OK, let it do a few laps

so we get an idea about the car.

If it stays accelerated, I come back in.

Yes, because we put it as it was before.

(Can I 90,) ' Go!

ENGINE REVS

Maybe there's a problem with the mechanical pump

- or with the valve. - Not with both, no.

- The valve. - The valve

because there is some dirt or something.

But if he does five laps, we can understand what's wrong with the car.

- We can talk about it... - Yes.

You can take a look...

How is the car handling the track?

It has a constant understeer.

I fear that rolls a bit on the rear

which makes me want to harden the rear bar a little.

RACE CAR ENGINE SOUNDS LOUDLY

Wait, this'll make you laugh. I came with this.

Yes.

I won't tell you the racket I hear, but they forced me to put it in.

- Why? - I got this one deaf ear.

- Then we used to work like now. - Sure!

No ear protectors, nothing.

In acceleration it goes down and when I let go, the pressure goes back up.

There is almost definitely something wrong with the carburation.

I don't understand why.

Someone must have made an imperfect carburation.

They were supposed to try this thing, but they didn't.

Why doesn't this pump push?

ENGINE REVS LOUDLY

MAURO: You do everything you can to do your best

and you realise that it's impossible.

We should have thought about it. I blame myself.

I can see that this system doesn't work.

- Because if he says... - Davide?

If he says that the electric petrol pump shoots like this...

- I can't hold it with the finger. - Not even making one bar!

- Excuse me... - Tell me, Mauro.

Can you see how it's flat? This is one of the reasons why the accelerator keeps blocking.

I don't think so. It's a sheath made out of steel, it can't be crushed.

It's the first time I've seen it done in this manner in this car.

Never seen it done like this in all my life.

- OK, but this here... - It has a seat that...

Look, this is flat.

Mauro, even pliers can't crush the sheath.

Excuse me, try to open the accelerator if you can.

- It gets stuck. - Well then, what can you tell me?

- No, Mauro... - You have to put it underneath!

ENGINE STARTS AND REVS

As soon as I let go, it turns off!

What happened?

There is a big problem.

That carburation problem, the accelerator that did not go

the fuel system that did not work has taken out a valve.

The car does not move anymore.

The problem is that we don't have time.

We have less than 20 days.

It's pointless for him to take the cam, just send back the engine.

He must do two cams, he already knows what I mean.

We have to pull it out of the car and send it to Novara.

There's not much time.

MAURO: The car does not move anymore.

INAUDIBLE DIALOGUE

MAURO: Now you're telling me that you haven't done those things.

You did not check valve clearance. I told you ten times.

STEFANO: Excuse me, I just wanted to say that

at Paul Ricard, we ran out of time.

GAETANO: We went against the piston, that's for sure.

MAURO: We are up to our neck in it.

GAETANO: Yes, I'd even say, we are in deep shit.

MAURO: So, I won't say anything anymore because we would only lose time.

I realised that I can't know what happened.

Let's not talk about it anymore.

Then, you have to mount the engine now.

ENGINE WHIRS

ENGINE STARTS

ENGINE STARTS AND REVS

ENGINE SWITCHES TO HIGHER GEAR

ENGINE REVS

ENGINE SWITCHES TO HIGHER GEAR

ENGINE REVS LOUDLY

1:17.

Can you tell me if you have oversteer?

- Huh? - Do you have any oversteer?

SIREN WAILS - No, there is...

With stiffer springs you have the impression that it is easier to drive.

I have to go to the office.

Stefano, I will send you everything he tells me in the car

even while Paolo is driving.

But he said our work there hasn't solved the problem yet.

Gaetano, look, first and last.

Glamour, colour, excitement, yachts, movie stars

rock 'n' rollers, beautiful backdrop.

Princess Grace and Prince Rainier, Frank Sinatra arriving

Gary Cooper arriving, and The Beatles arriving, and The Rolling Stones arriving.

It's just been the most wonderful melting pot.

Monte Carlo track is the unique circuit.

If you win this race, it's like...

the publicity is like winning a World Championship

because everybody is...

The glamour, the Monte Carlo difficult circuit

through the city of Monte Carlo, is a unique thing.

If you win the World Championship

and you won the Monte Carlo race that year

that is the best you can do for yourself.

Monte Carlo was a fantastic test of a driver.

It's a terrible place for a race.

The barrier is right there next to you. It's very unforgiving.

You make a mistake in Monte Carlo

and you pay for it, because you are going to hit something

and that's going to be the end of your race.

The masterpiece of bravery, it's to rebuild the car and race it.

Because these cars are very unique.

They have a certain fragility

and also you are not supposed to have an accident with it

especially in Monaco where the track is fairly narrow.

Hey, Steve!

So if it rains we have to loosen the shock absorbers in extension

front and back.

It won't rain.

INDISTINCT MALE VOICE ON LOUDSPEAKER

MAURO: Did you race with this car many times?

Yes, because cars back then lasted a long time.

We made many changes.

He, however, has completely rebuilt the car

because he had to remove all the pumps.

He is one of the original drivers of the car.

Do you know what he'll make you do? He'll make you drive!

He'll put a helmet on you.

Those times are gone.

All we want is to do well

by which I mean, get to race.

Ladies and gentlemen, drivers, good morning.

I want to present a movie about the circuit.

RACE CAR ENGINE REVS

APPLAUSE

Look, Derek Bell...

- Can I get your autograph, please? - Yeah.

No, but Stefano now says that we must be very careful

because he is starting to have other ideas.

This is the original, sister to the other

in case you need some spares.

It took him eight months to build it.

MALE VOICE SPEAKS FRENCH ON LOUDSPEAKER

MALE VOICE SPEAKS GERMAN ON LOUDSPEAKER

ENGINE STARTS AND REVS

RACING CAR ENGINES DROWN OUT DIALOGUE

ITALIAN ANNOUNCER: Now is the time for the Series F cars.

The F1 cars that marked the period 1966 to 1972.

They already got down on the track.

For them the reference time is that of Katsuaki Kubota

already a highlight in the previous session in the other series

here with the Lotus 72, 1971.

The weather is on the drivers' side this morning

but as we know the meteorological conditions here in Monaco are often unpredictable.

After only three laps, qualifying sees Katsuaki Kubota in the lead

followed by Stuart Hall

and in third place the Ferrari 3128 driven by Paolo Barilla.

Until now their timings are 1:36 for Kubota's Lotus

1:40 for Hall and 1:41 for Paolo Barilla.

And although these are only the first laps of qualifying

the drivers are already pushing themselves to the limit

to earn the top spots on the grid for tomorrow's race.

SIREN WAILS

Who had problems?

PAOLO: The Lotus went straight at the 'Tabac corner.'

He was the one who was driving fastest.

He is Japanese, from Kakanui.

Right now you're just five seconds slower than the best.

But the car is fine if I remove that when I'm going fast, because it gives me...

Cars reenter the track after a short stop

put in place after an accident by Katsuaki Kubota

whose racing chances are compromised.

Let's see how the other drivers will be able to

benefit from the exclusion of the one who so far proved to be

the fastest driver on the track.

Remember that this is one of two qualifying sessions today.

Let's now see the lap of Paolo Barilla with his 3128.

If he improves on his time, he will take pole position.

Now the Ferrari is passing the chicane and driving towards the Swimming Pool section.

His lap time doesn't seem to have improved after the short pit stop.

STEFANO: It could be better.

This completes the first of the qualifying sessions for Series F.

In first position Stuart Hall, then Smith-Hilliard's Surtees

followed by Dayton's Brabham, Kubota fourth

and Paolo Barilla in tenth position.

We'll see if the former Formula 1 driver improves his time

and takes the pole in the afternoon session.

When they suspend the session and you are there at the pits

the pump heats up.

Even if you keep the electric pump on, it does not load fuel anymore.

We must solve the pump problem, otherwise the engine doesn't work.

MAURO: But the pump hasn't got a problem if he keeps the electric pump on.

So if you leave the battery

you let the electric pump go and the pump cools down.

It has always been like this, it never had this problem!

MAURO: We are having some problems.

We are missing 4cm to the roll-bar.

But we can't add it, we have to saw it from the car.

Are you kidding me?

If I were Paolo, I wouldn't race.

MAN: It's raining, guys! It's raining!

Qualifying might start again in a few minutes.

They won't make it, it takes two or three hours of work.

I won't get ready.

Finish...

The second and final qualifying session is about to begin

for Series F that we remember includes Formula 1 cars

dating from the period 1966 to 1972.

Notably absent from this session are Katsuaki Kubota's Lotus 72

and the Ferrari 3123 of Paolo Bari//a.

Given the sudden weather change, cars are equipped with rain tyres

and it will be difficult for the drivers to improve on their earlier times.

But let's see if this final qualifying session

will produce unexpected results.

So the second round of qualifying came to an end

leaving the earlier results virtually intact.

DISTANT SIREN WAILS

INDISTINCT MALE VOICE ON LOUDSPEAKER

ENGINES REV

ENGINES REV

KLAXON

MAN: Safety car.

ENGINE REVS

ENGINE SPUTTERS

Finished?

MECHANIC: Paolo has retired.

FEMALE VOICE IN FRENCH ON LOUDSPEAKER

FEMALE VOICE: Ladies and gentlemen

the circuit is now open to pedestrians, but remains closed to traffic.

FEMALE VOICE IN ITALIAN ON LOUDSPEAKER

WHISTLES BLOW

No, I'm sorry.

I'm sorry too, especially for you, Paolo.

INDISTINCT CHATTER IN ITALIAN

PAOLO: The greatest disappointment is that the project remains unfinished.

We had all these hopes, all this work

this joint effort made by lots of people

and I cannot honour it.

I was sorry for everyone involved, especially those people who worked on it.

For me personally I lived it instead as a great privilege

because to bring the Ferrari to Monaco

to race it, is an extraordinary thing.

Because of something stupid, we missed out on our dream.

It bothered me that it was a stupid thing.

It really did!

And also the way that everything happened in a way

to get us there to the point where we could not do anything else.

You know, you are disappointed for the two years of work

for the little thing here you say... damn!

Two pumps broke within just a few road tests.

This part here took us 20 days to make.

The nice thing was that at the end of the race

in front of the tribunes by the Swimming Pool section

everyone applauded the car!

That leaves you with a sense that what you are doing...

You always doubt if you're doing something important

if you're only doing it for yourself, being selfish

but if someone can really appreciate it

then you think it was the right thing to do, because this car

can be a beautiful thing for anyone who sees it, lives or feels it.

What happened wasn't important.

A Ferrari must express itself.

It must express itself on the track.

And a car can express itself only at 100% of its possibilities.

PAOLO: For us it means pushing it to the limit

in order to make it live as it once lived.

RACE CAR ENGINES SOUNDS

ITALIAN ANNOUNCER: In the second half of the season.

Ferrari and Lotus continue to battle until the last turn

making the tyres screech on the asphalt, wheel to wheel.

But despite Ickx managing to reach the podium more often

it is Rindt who wins two more races, one after the other.

And it is in England that Regazzoni manages to fully earn.

Enzo Ferrari's trust and his place in the team.

In Hockenheim, just as the flag is lowered, Rindt ends up in the field

but it only takes him one lap to regain the second place behind Ickx.

It is again Rindt who crosses the finish line first

beating Ickx by only 7/10 of a second.

Rindt dominated the middle part of the season

and won four races in a row.

There was not that perception of being able to catch up

a guy and a car like that, it looked like a closed championship.

But Ferrari had not yet shown

to be able to keep that pace there.

Just before the long awaited Grand Prix of Italy

something incredible happens.

From the beginning, this is Ferrari's day.

Regazzoni dominates on the first lap

but then Ickx overtakes him and takes control.

The all-Italian temperament of engineer Mauro Forghieri

is an explosive mix.

The triumph is all Ferrari's.

With Ickx and Regazzoni recording the best lap in the same time.

Then the Ferrari had an extraordinary comeback

with a first Ferrari double-win in Austria

which was a bit... Austria has always been an Italian appetizer.

The Monza Grand Prix is a roulette

because it takes place on a high-speed circuit.

I think our drivers know what they have to do.

They must help each other and try to reach the last lap.

As close to first position as possible.

ITALIAN REPORTER: Jochen Rindt, who is almost the world champion

only needs a few points with four races left to go

in order to become 19703 world Champion.

Monza 1970, I was twelve.

I had two favourite drivers.

Rindt and Jackie Ickx, fighting in that year.

The feeling for everyone was that Rindt had already closed the scores

because he was in great shape.

The image was that of a driver and a car that were unreachable.

There was a suspicion that it was a dangerous car.

Monza is probably the most emotional race track in the world.

The passion of Monza, the passion of the spectators...

Nothing in the world is like it.

I've been very lucky, you know, I have been on the podium at Monza.

I remember the day and I still get cold when I remember it

staying on the podium

and the thousands and thousands of fans

breaking down the fences and running to the podium.

And I was there, and I say, well, to win with Ferrari in Monza...

the best thing that can happen.

I came to Monza in 1970 for one day, for the day.

NIGEL: I can't really describe how emotional that was

because Jochen Rindt, who was about to become world champion

was killed in the final qualifying session

on a Saturday afternoon at Monza.

I said, 'Jesus, this can't have happened, surely.' You know?

But it had.

But all, really, all anybody could talk about was Rindt.

It just seemed so cruel that this could have happened.

He was about to clinch the world championship.

And I remember Jackie Stewart walking into the pit lane entirely in black.

That's a memory that sticks in my...

'cause he and Jochen Rindt were very close friends.

And then I also remember that the cars were wheeled out of the paddock

and wheeled onto the grid.

Dead engines, mechanics pushing the cars

and the drivers walking alongside them

and I thought that was fantastic.

It was sort of, you know, it was real theatre.

REPORTER: And with all three Ferraris amongst the first six cars...

There was Ickx, Regazzoni and Giunti.

They were the three Ferrari drivers walking alongside their cars.

It was a fantastic moment.

I've never forgotten that. And the race started.

We were professional, but in a way, very amateur.

Because there were no real rules.

Everybody was able to do what he wanted, roughly, without any comment.

We were there at the start of the Grand Prix

doing our best and trying to win for Ferrari.

Of course, this was the old Monza.

There were no chicanes, so it really was flat out all the way.

Really, really very fast.

But Ickx and Giunti, they figured in the lead battle for a while

but then they retired and both care when out quite early.

Which left only Clay, only Regazzoni, it was the only Ferrari left in the race.

And Regazzoni had joined Ferrari only in the middle of that season

and never WON 3. Race

so suddenly all the focus, all the pressure was on him.

This huge Italian crowd, you just saw everybody willing him to win the race.

Clay had a reputation at the time for being a bit wild

and everybody was just thinking, 'Ah, jeez.

Is he going to drop it, is he going to spin, is he going to make a mistake?'

And, really, in the late stages

the only guy who was anywhere near Clay was Jackie Stewart.

And there's no question, you know, the Ferrari was a quicker car

but even so, Jackie Stewart was Jackie Stewart

and Clay was, as I say, was new to it.

But I remember the last few laps.

Clay coming down out of the Parabolica every lap

and then coming past the pits, going down to the Curva Grande

and every lap he was moving left, right, left, right

to try and shake Stewart off his slipstream.

MUSIC: "Feel" by Skin.

NIGEL: It worked, he made no mistakes and he won the race

and it was extraordinarily emotional.

And then the crowd invasion...

24 hours earlier, you know, Rindt had died.

And I finished second in the race.

It was a slipstreaming race, but the Ferrari had better legs.

It was just that little bit faster.

It was a good result for us to be second.

I had a mechanical failure that Grand Prix, but he won.

All these people running on the tracks after the Grand Prix.

It was and it still is when it happens in Italy

an incredible picture.

It was just fantastic.

MAURO: I remember that it was the first time there was an invasion of the track.

And it was an incredible victory for us.

The public considered Clay Italian.

GIORGIO: The image of 312B and the image of Monza have always been one.

For that day, for that victory.

That celebration remains in history.

So it was a perfect day.

JACKY: You can reach the car, you can see them

you can touch them, you can hear them.

The noises... are really incredible noises

that we miss a little bit, honestly, in Formula 1 today.

Then every development of this car was quicker and quicker and quicker.

NIKI: When I joined them

you already had the third version of it. I can't remember which one exactly

then I started driving with this car and dominating from one...

I would say, '75, '76, '77, '78.

It was one of the most beautiful racing periods of my life.