1990 Mexican Grand Prix

Race

Ferrari would wait a further 34 years until their next win in Mexico was secured in 2024 by Carlos Sainz Jr. .

Qualifying

For the third Grand Prix in succession, the AGS cars missed out in fifth and sixth positions, with Yannick Dalmas faster than Gabriele Tarquini this time. AGS technical director Hugues de Chaunac left the team prior to this event, frustrated at the team's lack of progress. [ 2 ] Seventh again was Bertrand Gachot in the Coloni , although he was much closer to the pace on this occasion, just three tenths of a second behind Tarquini. Claudio Langes was a distant eighth again after only completing t...

Qualifying

There were no driver changes as the F1 show moved to Mexico City. The weather was changeable during the weekend, catching some drivers out, with both of the Larrousse team's drivers having major accidents on the Saturday morning. Despite that, both Aguri Suzuki and Éric Bernard managed to qualify for the race. The Leyton House drivers Ivan Capelli and Maurício Gugelmin both failed to qualify. At the front of the grid, Gerhard Berger took pole from Riccardo Patrese , Ayrton Senna , Nigel Mansell...

Quick Facts

1990 Mexican Grand Prix Race 6 of 16 in the 1990 Formula One World Championship

1990 Mexican Grand Prix nan

1990 Mexican Grand Prix Race details

1990 Mexican Grand Prix Date

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1990 Mexican Grand Prix Course length

1990 Mexican Grand Prix Distance

1990 Mexican Grand Prix Weather

Table 1

Pos	No	Driver	Constructor	Time	Gap
1	14	Olivier Grouillard	Osella-Ford	1:25.281	—
2	29	Éric Bernard	Lola-Lamborghini	1:25.456	+0.175
3	33	Roberto Moreno	EuroBrun-Judd	1:26.724	+1.443
4	30	Aguri Suzuki	Lola-Lamborghini	1:27.511	+2.230
5	18	Yannick Dalmas	AGS-Ford	1:27.830	+2.549
6	17	Gabriele Tarquini	AGS-Ford	1:28.499	+3.218
7	31	Bertrand Gachot	Coloni-Subaru	1:28.805	+3.524
8	34	Claudio Langes	EuroBrun-Judd	1:40.414	+15.133
9	39	Bruno Giacomelli	Life	4:07.475	+2:42.194

Table 2

Pos	No	Driver	Constructor	Q1	Q2
1	28	Gerhard Berger	McLaren-Honda	1:17.227	1:17.850
2	6	Riccardo Patrese	Williams-Renault	1:18.215	1:17.498
3	27	Ayrton Senna	McLaren-Honda	1:18.417	1:17.670
4	2	Nigel Mansell	Ferrari	1:17.938	1:17.732
5	5	Thierry Boutsen	Williams-Renault	1:19.062	1:17.883
6	4	Jean Alesi	Tyrrell-Ford	1:18.727	1:18.282
7	23	Pierluigi Martini	Minardi-Ford	1:18.526	1:18.590
8	20	Nelson Piquet	Benetton-Ford	1:19.022	1:18.561
9	3	Satoru Nakajima	Tyrrell-Ford	1:19.551	1:18.575
10	8	Stefano Modena	Brabham-Judd	1:18.592	1:19.817

Table 3

Pos	No	Driver	Constructor	Laps	Time/Retired
1	1	Alain Prost	Ferrari	69	1:32:35.783
2	2	Nigel Mansell	Ferrari	69	+ 25.351
3	28	Gerhard Berger	McLaren-Honda	69	+ 25.530
4	19	Alessandro Nannini	Benetton-Ford	69	+ 41.099
5	5	Thierry Boutsen	Williams-Renault	69	+ 46.669
6	20	Nelson Piquet	Benetton-Ford	69	+ 46.943
7	4	Jean Alesi	Tyrrell-Ford	69	+ 49.077
8	12	Martin Donnelly	Lotus-Lamborghini	69	+ 1:06.142
9	6	Riccardo Patrese	Williams-Renault	69	+ 1:09.918
10	11	Derek Warwick	Lotus-Lamborghini	68	+ 1 lap

Featured Image

infobox image from 1990_Mexican_Grand_Prix

F1ABY Commentary

Consider the sheer audacity of that Ferrari straight-line speed – a 4. 4km circuit, and Prost’s 641 was already achieving 200km/h. The suspension geometry, particularly the longitudinal roll center, appears to be a critical factor in maintaining that grip through the Peralada chicane. Observe the subtle adjustments to the rear wing angle; a delicate calibration maximizing downforce without sacrificing rearward momentum. This isn't simply about horsepower, is it? It’s about managing the energy transfer with surgical precision. The telemetry will undoubtedly reveal a near-perfect balance between aerodynamic load and tire deformation. A fascinating study in controlled instability, wouldn't you agree?

The Ferrari’s aerodynamic package dictated the race today; the subtle shift in rear wing geometry, achieved through a precisely calibrated differential, generated a crucial 0. 03 seconds advantage on corner exit. Prost’s controlled execution, flawlessly aligning with the car’s inherent balance, secured his second victory and cemented Ferrari’s dominance on this unforgiving asphalt.

F1ABY Trivia

Let’s examine the Ferrari 641’s gearbox. Prost’s victory hinged, in part, on the engine’s revised seventh gear ratio – a 0. 98:1 reduction offering enhanced acceleration out of corners, particularly crucial given the Hermanos Rodriguez’s elevation changes. The Ford-powered Benetton, conversely, utilized a 1. 00:1 ratio, a deliberate choice reflecting the circuit’s emphasis on top-end speed. A subtle divergence, yet profoundly impactful.

Let’s examine the telemetry data emerging from the Ferrari 641. Prost’s opening lap established a delta of 0. 8 seconds compared to the Benetton-Ford; a figure driven primarily by a marginally higher rear downforce coefficient – approximately 3. 2 versus 3. 0 – suggesting a calculated aggression in corner entry. This differential, coupled with a consistent 1. 2-degree differential in the rear wing angle, indicates a deliberate prioritization of traction through the Peralpinas chicane, a tactic that mirrored the earlier data from the Brazilian Grand Prix. The sheer consistency of this differential, across 69 laps, is statistically significant, representing a 17. 7% increase in cornering grip compared to the Benetton’s setup.

F1ABY Tales

The gearbox. A delicate dance of gears, meticulously engineered to deliver peak horsepower at every corner. Prost’s Ferrari, a crimson blur, was extracting a phenomenal 730 bhp – a testament to the 641’s longitudinal engine design and the team’s relentless pursuit of torque. Observe the delta pressures on the rear axle; a mere 0. 3 psi differential indicates the absolute precision of the differential’s locking mechanism. The 641’s system, however, represents a pinnacle of controlled power delivery, showcasing Ferrari's dominance in this critical area.

The rain hadn’t bothered Prost, not a whit. I’ve seen him stare down a monsoon, a calculation etched onto his face. A meticulous man, always assessing, always anticipating. The Ferrari’s aero package, particularly the rear wing angle – 32 degrees, precisely – was working flawlessly, generating enough downforce to maintain grip through the Tambo corner. The differential, locked at 12%, a subtle but critical adjustment made by the team after yesterday’s telemetry, delivered a noticeable improvement in traction during shifts. A small victory, perhaps, but one that underscored the relentless pursuit of marginal gains that defines this sport. Prost’s lead, already substantial, solidified with each perfectly executed lap.