Coletta (Ferrari): “Returning to the premier category is on everyone’s mind”

First of all, how are your teams doing?

I managed to relaunch the Corse Clienti factory, where around 55 people currently work. But in the offices, it's complicated, because the Italian government is very cautious and is forcing us to take drastic measures. There are only 50% of the staff. Hopefully everything will return to normal relatively quickly. All the guys want to work… and their wives want it too (laughing).

What is the program from now on?

We are preparing for the first round of Ferrari Challenge, scheduled for Imola, for the first week of July. Then almost every Sunday in the summer, we have an event, whether with Corse Clienti or GT Competizioni. But the most important thing is really that our customer activities restart as quickly as possible, because it is vital for us, it is our DNA. It smells of recovery and that makes me happy, even if for at least another 15 days, we will have to do rotations.

Do you fear the impact of the economic crisis?

It's too early to know. We need to get back on track to understand what the situation will really be, but we have maintained contact with all our customers during confinement in order to reassure them. Normally, 90% of them are ready to leave. The problem is crossing borders, which should prevent our American customers from being at the next Corse Clienti event with the FXX in mid-July. I think we will lose 5 to 10% of our participants, which would ultimately be a lesser evil. For the first round of the Ferrari Challenge, we must deplore the absence of 10 drivers out of 45. If it stays like this, we won't have to complain. It is with the Asia Pacific that we have the most problems, because many countries there would impose quarantines perhaps until October. We need to overhaul the entire calendar. Some of our competitors have canceled their 2020 season, but count on me to fight until the end.

Between the Ferrari Challenge, the GT World Challenge, theELMS, WEC, you will not be idle...

Our priority is to meet customer expectations so we will manage, I don't worry. But honestly, both the ACO and SRO have done a great job to reposition as many races as possible, when some other promoters are slow to do so and the F1 and MotoGP are priority. Yesterday (Thursday June 4. Editor's note), I went to Vallelunga for the first AF Corse tests after the pandemic and all our customers are impatient at the idea of ​​resuming competition, which will be the best remedy. Everyone needs to work, not just manufacturers, operations teams and pilots, but also all subcontractors. We are fortunate, at Ferrari, to be able to rely on a significant financial base. But this is not the case for everyone, so we must be as united as possible.

Porsche announced its withdrawal from theIMSA. Do you have any concerns about the future of GTE?

We are going through a difficult period and I was surprised by the decision of Porsche, which has been present in the United States with its official team for a long time. I don't know the motivations, but I think it's a strong signal for everyone. This withdrawal comes after those of Ford and BMW in the WEC, whose intentions across the Atlantic I do not know, and this should make everyone think. The future of the GT is not clear and depends in particular on the intentions of the major manufacturers regarding the new premier category of theEndurance.

Do you think it's time to merge GTE and GT3?

The most important thing is to keep costs low in GT3. Changing the name of a category, if there is no thought behind it, is of no use. The GT3 situation is special. The last two years have been prolific, but here we are entering a risk phase because costs could rise. We need to be careful not to build expensive cars and probably take a step backwards. I know it's not easy, but it's time to think about it as we work on the GT3 of the future (2022. Editor's note). We need to make a car cheaper and less exclusive than today's car. This is what we are going to do even if it is risky, because if others do not do it, we will be penalized, but I am hopeful that everyone will have the same thoughts. You can't spend as much on GT3 as you did on GTE a few years ago.

And replace the GTE with the GT3?

I think it is more important to keep the Ams in the WEC, with the manufacturers in the premier class and the LM P2s. If it doesn't happen that way, then we'll have to look at whether we need to revolutionize everything. But there are so many manufacturers in GT3... If you have to give everyone a chance, there will be too many demands. We'll see where the market goes. But the future of the GTE is unclear and depends on the manufacturers who will or will not enter the premier category. As for GT3, the backbone of customer competition, we must ensure that it remains as prolific as ever.

What is Ferrari's position on a return to the premier category?

During the pandemic we had new details regarding the LMDh regulations, but we are still missing information. For example, IMSA leaves the door open to Le Mans Hypercars, but nothing is certain yet, while we already know that LMDh will be accepted in WEC. Currently, we are in the study phase, the idea being to propose the two projects (LMH and LMDh. Editor's note) to our board of directors so that they can make a decision. We must therefore firstly interpret the two technical regulations and have a clear vision of the situation in order to give them all the elements that will allow them to decide. If the administration committee gives us its approval, then we will embark on this new project. If the answer is negative, we will see if the GTE still exists and if it is interesting for us to continue. We have to use the half-season that we have left to make a decision and I imagine that it is the same for all the manufacturers. This kind of decision is not easy, because it is a significant investment. And above all, you need a strategy.

That is to say ?

The LMDh offers us the possibility of using our own engine and our own bodywork but not an in-house chassis, which the LMH allows us. But it is very important for us to know if LMHs will be accepted in the United States, that will play into our decision. The possible scenarios are numerous, but one thing is certain: for Ferrari, Endurance must have a link with our production cars, which is not necessarily essential for other manufacturers. As an Endurance enthusiast, I hope we can do something. But it's a decision that doesn't belong to me. The ACO, IMSA and FIA have, in any case, done a great job. We have worked well with them on this settlement from the beginning, regardless of the trend, positive or negative. Now it's up to Ferrari to make a decision. It is certain that the pandemic has not accelerated decision-making processes. It is complicated today to present a new sports project to a board of directors. Many manufacturers have other problems to solve.

Mattia Binotto stressed that the “F1 New Deal” could lead to the migration of part of F1 staff towards possible Endurance or IndyCar...

The emergence of the new F1 regulations will mean that our workforce allocated to F1 will become too large. Mattia then raised the possibility of setting up a new project, but once again, no decision was made. Everything is on the table. But between the announcements on F1, the WEC and IMSA, we have recently had to ingest a significant amount of information. We have to weigh the pros and cons of each project and the link with our production cars because the “excellence” side is already ensured by F1.

Have you set yourself a deadline?

Videoconference meetings are not as effective as a good old meeting around a table. But my colleagues and I hope for a decision as quickly as possible, because making a car takes two years. If we go there, we will have to approach sponsors and hire the necessary people. The sooner we get going, the sooner we will be able to do good work.

For Ferrari, isn't it problematic to use a chassis not designed in-house?

Ferrari's DNA dictates that we design the entire car. This has been the case since the first days and for all our activities, excluding the sale of the F1 engine. That's the basic idea. But today, I cannot tell you that LMDh is excluded. We still need to understand whether this is interesting or not and whether it is possible to have a connection with the road. Having a 100% Ferrari car is always better. The LMDh would allow us to use our own engine, our own bodywork and our own electronic system, but the suspensions, the chassis and even the gearbox would be “standardized”. The LMDh offers a good compromise in terms of costs… You should never say never. I prefer to do a good job with my colleagues to present the different 360° projects, both LMH and LMDh, and make the best decision if the board of directors has the desire to return to the premier category. For me, this is a very important moment. The opportunity to return to the premier category is on everyone's minds. Our desire is to have the most thorough thoughts possible in order to maximize our chances, but this in no way guarantees our presence. I know you would have liked a different answer, but I prefer to be honest and transparent.

Can you imagine the impact that a return of Ferrari to the premier category could have?

I think it will be the best remedy for all the fans (after a few difficult seasons. Editor's note). As an enthusiast, I don't like to see manufacturers leave and I dream of bringing Ferrari back into the premier category. Fans need to have as many builders as possible. If I was lucky enough to achieve four class victories at the 24 Hours of Le Mans, last year's victory (in GTE Pro. Editor's note) is the best because of the opposition: it was acquired while there were 18 cars officially entered in the category.

And attract private teams…

Yes, with the same chances of winning as the manufacturers. It's difficult, but not impossible. And if Ferrari and Porsche arrive, without pretension, it could trigger a snowball effect. Porsche and Ferrari, in history, walk together. We have good discussions with them. The dialogue between us (competitors. Editor’s note) is very important. But without controversy, we have had very good discussions over the last year and a half. Currently, they are very prolific and carried out between professionals.

How do you see the end of the WEC season?

We got back our Shanghai victory (initially lost on the green carpet. Editor's note) and it's a big victory, even if it's a logical decision. We are still in the running for the title, but we need a miracle to win because the gap is significant (40 points on Aston Martin in the GTE Manufacturers ranking. Editor’s note). We will fight until the end. The most important thing is to put on a great show, as has been the case since the start of the season with close races. It is by seeing that our struggles on the circuits are good publicity that the boards of directors will make positive decisions for the future.