It’s a tribute to the HFO that the championship works so well when you consider the technical changes that were made during the twenty years that span the eligible cars. Changes were made both for safety reasons and to limit the performance of the cars as the years passed by. It’s interesting just to take a look back at how things have evolved.
New Formula introduced. There was widespread use of uprated 1.5 litre machinery until the new generation of 3.0 Litre engines became available.
Focused around engine performance, the Repco 3.0 litre V8 in the lightweight Brabham chassis took the Championship while the 3.0 litre Cosworth-Ford set new standards. Aerodynamics were already in the minds of some, Brabham and Lotus both used spoilers at Spa and a ‘bubble cockpit canopy and gearbox shroud was used at Monza by Brabham.
The Cosworth-Ford 3.0 litre DFV, made available for customers and fitted to McLaren, Matra and Lotus cars dominated the results. Wings were introduced at Spa on the Brabham and Ferrari but were developed rapidly by Lotus. Firestone YB11 tyres worked well but engine power outstripped available traction making way for some to plan four-wheel drive concepts.
A 500Kg minimum weight limit was introduced to allow for the new onboard fire extinguisher and revised roll over bar requirement. At Barcelona strutted wing failures lead to a hasty application of new low, chassis mounted wing restrictions. The Cosworth engine dominated in the Tyrrell Matra. Four-wheel drive was tested and abandoned.
The end of the spaceframe era in F1, aircraft style bag tanks were made mandatory and subsequently monocoques. The weight limit was set at 1530Lbs (695Kg). Lotus introduced engine induction air boxes and Matra introduced the trend to use high airboxes. The Lotus 72 dominated and the flat-twelve Ferrari made its mark.
Goodyear introduced slick tyres at Kyalami; Firestone brought slicker ones to Ontario for practice and Barcelona. Firestone also introduced low-profile tyres and problems with vibration. Teams developed full width noses, which were pioneered by Matra and proven by Tyrrell. Lotus ran the four-wheel drive gas turbine powered Formula 1 Type 56B.
16-swg (approx. 1.5mm) monocoque outer skins enclosing the fuel cells were made mandatory. Engines with more than twelve cylinders were banned. The Lotus 72 dominated.
Eyes had turned to improving safety. Deformable structures were defined to protect the fuel cells. Dry break fuel line couplings were mandatory and maximum fuel capacity was limited to 250-litres.
The minimum weight limit was set at 575Kg to compensate. Rear wings were mounted far behind the rear axle to achieve increased downforce. McLaren introduced driver breathable air safety system at the Belgian GP.
Rear wing overhang was restricted to 100cm behind the rear axle. Goodyear’s resources and success would force Firestone out of racing. Brabham experimented with under car aerodynamic devices McLaren and Tyrrell followed suit, as did many others. Hesketh tried rubber as a suspension medium and Brabham successfully adopted rising rate pullrod suspension.
Carbon composite components found their way into Formula 1, predominately for wings and their supports, notably on the Hesketh and Hill cars. Ferrari flat twelve was dominant leading others to think about alternative engines. Brabham planned to use the Alfa-Romeo flat twelve.
Rear wing overhang reduced from 1-metre to 80cm, front overhang defined at 120cm. New ‘low airbox’ regulations introduced maximum airbox height 85cm above the lowest sprung part of the car. Maximum overall width set at 215cm. Additional forward roll over structure was made mandatory.
A ban on any oil carrying device rearwards of the gearbox casing. A 21 inch maximum wheel/tyre width and 13 inch maximum rear tyre diameter. Increasing use of aluminium honeycomb structural panels.
The McLaren M26 prototype made extensive use of Kevlar and Nomex lightweight structural honeycomb, they also introduced compressed air starter system at the South African GP. Tyrrell introduced the successful Project 34 six wheeler Formula 1 car.
Brabham experimented with carbon brakes.
Airbox height redefined at 95cm above the ground. Lotus introduced ‘wing car technology’ with the Type 78.
Airbox height now redefined at 95cm above the ground. Renault was the first to take advantage of turbocharged 1.5 Litre engine option.
Single 250 litre fuel cell permitted waiving the old 80 litre per tank maximum. The Lotus 79 ‘wing car’ destroyed all of the opposition. Carbon composite panels were being adopted in monocoque structures. Tyrrell experimented with computer controlled suspension.
Overall car length defined at 5-metres, overhangs unchanged. Renault became competitive with their turbocharged engine winning its first race. Aerodynamic ‘porpoising’ was the scourge of every Formula 1 designer.
This was the height of the ground effect and sliding skirt era. Williams FW07B was dominant but the Brabham BT49 made a late challenge. Renaults turbo cars were consistent and serious challengers. Ferrari announced their turbocharged 1.5 litre car for 1981.
Sliding skirts banned and 6cm ground clearance regulations enforced, these were sidestepped by Brabham using a hydro-pneumatic chassis lowering ploy, which was subsequently copied by all. Suspension travel minimised to maintain consistent download. McLaren introduced their ultra successful moulded carbon composite monocoque. The twin chassis Lotus 88 appeared, an ingenious idea was it ever banned? Ferrari won races in their first turbocharged year and Brabham tested BMW turbo power.
Driver survival cell cockpit protection requirements introduced. Ferrari 126C2 turbo cars dominated but accidents marred their season. Brabham BMW turbo car won its first GP.
Brabham introduced pit stop refuelling and tyre change strategy. Cosworth DFV and DFY stage 1 & 2 variations introduced.
Rosberg last Cosworth powered drivers World champion.
New flat-bottomed regulations applied, virtually banning ground effects and under wing profiles between the complete wheels. Rear wing width reduced from 110cm to 100cm and rear overhang reduced from 80cm to 60cm, however the height was increased to 100cm to improve rearward visibility. The minimum weight was reduced to 540Kg to encourage Cosworth engine users, DFY scored the last 3.0 litre normally aspirated engine victory.
Fuel volume permitted for racing reduced from 250 litres to 220 litres, intending that there should be a further reduction to 195 litres in 1985. In-race refuelling was also banned therefore widespread use of fuel cooling towers was adopted to freeze the fuel (approx. -30 deg C) prior to filling the car thus reducing the volume and being able to squeeze more fuel into the limited volume. New pedal box lengths defined. Michelin radial tyres dominate.
Additional element ‘winglets’ banned. 220 litre fuel volume restrictions maintained for an extra year. New nose box regulations demanded crash testing before approval. Lotus introduced turning vanes to reduce wheel drag. Fuel and engine development resulted in massive power increases, especially for qualifying. Last Cosworth DFY engine raced at the German GP.
Fascinating isn’t it? And to think that our series covers all of that and provides excellent racing from our classes.
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