"In my case in Austria there were eight laps of conversation because they told me that I should do something that was not agreed," he explained.
Because of what happened in Austria, people think there was something that was written in his contract. But there wasn't, says Barrichello.
"The year before in Austria I had let Michael by when I was second and he was third and I had that conversation with the team afterwards when I said: 'Listen, what would happen if I was first?' And they said: 'We would never ask you that if you were first,'" he explains.
"And then it was exactly the case the following year in 2002. I refused to do it until the penultimate corner because it was not agreed.
"It was very hard, it was absolutely very, very hard. I really tried to give my very best to see if the team would ultimately change the philosophy."
It was the reason why the Brazilian quit his Ferrari contract one year early in 2005.
"I saw that there was no winning scenario, the case was lost," he said.
That career-defining moment for Barrichello also led to a decision by the sport's governing body, the FIA, to ban team orders that directly affected the outcome of a race.
Ironically, it was another infamous incident between two Ferrari drivers in 2010 -- when Felipe Massa was told to surrender the lead to teammate Fernando Alonso -- that led to a ban on team orders being stripped from the rulebook in 2011.
There was simply no point trying to police something that has always been an intrinsic part of the sport.
Teams before drivers
Team orders have always existed in F1 because, in simple terms, teams also want to be happy -- and that often means making money.
It is, after all, the teams who finance the drivers' fun and it is their brand and sponsors who they are protecting.
When the top teams are spending $1m a day it makes business sense to protect that investment by not allowing drivers to race freely if there is a danger that in the heat of the moment both cars could take each other out of the race.
"The team has always been the most important thing," said Moss.
"I drove for teams like Mercedes and Maserati and at one time I drove my own car which meant I could do what the hell I liked!" he said.
"But once you're with a company you really have to do what they tell you to. It's a professional business with very big money, which it wasn't (when I drove). Drivers are being paid like film stars now."
This constant clamor of commercial team interests means the men at the wheel of the world's fastest cars often have to suppress their racing instincts.
That is exactly what Rosberg did in Malaysia and exactly what Vettel chose not to do.
Do F1 drivers simply have to accept that when it comes to racing it is the team who ultimately decides how a race is run?
"I don't think drivers accept that," says Barrichello.
"There are racetracks when one driver can do better than another and there should be freedom for them to decide that. They should be allowed to fight."
Moss, meanwhile, understands Vettel's racing instincts.
"I suppose he was a naughty boy," Moss says, "but he is a racing driver who's paid to go fast.
"I'm glad I raced when I did and not now because the pleasure was so much more then and the racing certainly was purer."