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. 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... 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...
Race Result
| 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 |
Qualifying
| 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 |
The Paddock Breakdown
Barry · Gary · KatGary — 33 · Three Fantasy F1 leagues
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.
Kat — 30 · Technical journalist
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.