The Turbo Era: Formula 1 on Steroids

Since 2014, Formula One cars have been powered by Turbo Power. These hybrid engines use a sophisticated combination of mechanical and electrical power to deliver record-breaking pace for contemporary cars despite their size and weight and develop up to 1,000 horsepower, almost 300 more than the naturally aspirated engines that preceded them, for example. These figures are very amazing, however, they pale in comparison to those of the past, some 30 years before,

turbo

engines were in fashion, it was a time of excess in motorsport that ran in conjunction with Group B and rallying. Sports cars and Group C in sports cars after the ban of ground effect and the massive simplification of aerodynamics that followed engine power was the key to success in Formula One without any of the modern considerations surrounding sustainability As engines regularly exploded on their own after just a handful of laps of time.

To observe the

turbo

era in the early years of Formula One in the 1950s, there was a great deal of flexibility around engine regulations and The only concrete rules were a maximum displacement of 1500 CC for engines with a compressor, that is, a supercharger or turbocharger. and four thousand five hundred CC for naturally aspirated engines which could vary in configurations from Falls inline to v16, after a brief interregnum in which the sport was run under Formula 2 regulations, these sizes were modified to 750 cc and two thousand five hundred CC respectively in 1954, but neither team opted to build compressed engines even though Alfa Romeo had won the first two drivers' titles with supercharged power.

Starting in 1961, all engines had to be naturally aspirated and between 1300 and 1500 CC with a drop in displacement. of almost 50 percent created a drastic drop in power, as the BRM Type 15 which made a single appearance at the British Grand Prix in 1951 and had a one and a half liter supercharged V16 developed almost 600 horsepower , while Phil Hill's championship-winning Ferrari 156, one and a half-liter V6 developed just over 200 horsepower at the time, however, the cars had moved from front-engined to mid-engined, which improved Greatly improved weight distribution and more complicated aerodynamics meant they were still just as fast in the middle of the decade.

One of the cars was beginning to be widely surpassed by sports cars, with the 1966 24 Hours of Limón being a Ford GT40 Mark II with a 7-liter V8 that produced almost 500 horsepower, so from that point onwards year the options were to have a 1500 CC. compressed engine or a 3000 cc naturally aspirated engine once again, however, all builders opted for naturally aspirated power and when the Ford Cosworth DFV 3D V8 was introduced in 1967, it became the engine of choice, as which had the trifecta of being powerful, reliable and affordable. For the next 16 years it was used by all constructors except Ferrari, Alfa Romeo, Renault brm and Matra, and teams used it.

It won seven consecutive constructors' championships between 1968 and 1974. Compressed engines had been around almost as long as internal combustion engines themselves and had an undeniable power advantage over naturally aspirated ones, and yet they were still largely ignored, then What exactly is a compressed engine? In essence, compressed engines differ from naturally aspirated engines in that they are equipped with a compressor, usually a supercharger or turbocharger that compresses the air in the intake manifold before entering the cylinders, increasing the size of the cylinders. combustion in each stroke and, therefore, increases engine power. A supercharger is connected to the crankshaft via a belt chain or gear system that powers a fan in the intake manifold that compresses air before it enters the engine, while a turbocharger has a fan in the exhaust manifold that operates with the exhaust gases and a second fan in the intake manifold connected directly to it that compresses the air.

Superchargers work best at low speeds and at low speeds. revolutions, since there is a direct correlation between the RPM of the engine and those of the supercharger itself and, therefore, the power it delivers. However, turbochargers deliver much greater amounts of power at high speed and high rpm, since the fans are not limited by the engine RPM. As a trade-off for that turbo lag, it's a common side effect at low speeds where the acids in the exhaust aren't powerful enough to power the turbocharger, slowing the car and making throttle response and control more difficult. unpredictable. In 1977, Renault entered Formula One and its first car.

The RS-01 used the one and a half liter V6 EF1 engine, the first turbocharged engine in Formula One history. Renault had experience with this technology, as they had supplied turbocharged engines to the Mirage in sports cars and originally intended entering Formula One in 1974. supplying turbocharged engines to the Tirol, but Tyrrell pulled out of the deal, so now Renault was also building its own chassis, introduced in the second half of the season, the RS-01 was the car most powerful on the grid and developed just over 500 horsepower, but the chassis itself was basic as the entire project was still in the experimental stage and the emphasis was on showcasing and developing its innovative engine.

They entered only one car driven by Jean-Pierre Shabuway, who was a trained mechanic with an engineering degree and ran the Pace team. As far as the car was concerned, it was at the lower end of the midfield as, although the engine was powerful, it suffered from severe turbo lag, making low speed corners particularly slow and tight, but the biggest problem was chronic unreliability, mainly with the engine itself, like another problem with turbocharging. The engines are prone to overheating due to their confined design and reliance on hot exhaust gases for power. In five races, Jabway retired from four of them and failed to qualify for the other, and the car acquired the nickname Yellow Kettle as it frequently broke down in a cloud of white smoke 1978 was slightly better as qualifying The pace improved with strokes away qualifying sixth on his return at Kyle Army, but reliability remained a serious issue two rounds later, Renault achieved its first qualified finish with 10th place in Monaco and then finished 13th in Spain.

However, after this there were seven consecutive retirements, although they attracted attention by qualifying third in Austria. A breakthrough came at the United States Grand Prix, where Jaboy qualified ninth and managed to finish on the lead lap in fourth place to earn three points and finish 12th. Progress in the Constructors' Championship was starting to be made, but at the time the other teams were obsessed with Lotus, whose ground effects are working. The Type 79 had just taken Mario Andretti to the title, so aerodynamics was the main talking point over engine power initially. 01 continued to be used in 1979, but Renault now had a second car and had recruited Renee, our new car, to drive it.

A twin engine failure occurred in Argentina and our new spawn-off in Brazil, while Jabway finished tenth, but the game changer was in the South. Africa, our new tenth classified, but Jaboy managed to get pole position. Kyle Army is almost 5,000 feet above sea level, so the Renault turbo engine had a clear advantage as the naturally aspirated cars suffered massive power drops in the air. This success did not translate into a career. However, the next day, Jabway fell down the order until his engine blew again on lap 48. Neither driver raced at Long Beach after a driveshaft failure caused Jabway to crash in practice. and injured his wrist, and at the next round in Spain, Shavoy appeared in a new car, the RS-10, which used the same engine now fitted with twin turbos but had an improved gearbox and Venturi tunnels for ground effects. , as this was gradually being adopted across the board.

Our new guy started driving a second rs-10 with two laser shots in Monaco and at the team's home race in Dijon they really made the grid listen, they blocked out the front row and Jabway took the win becoming the first French winner of the French Grand Prix in over 30 years, while our new one got caught in a legendary battle with the nerve-wracking Ferrari or Zeal in the final laps and they went back and forth and our new and finally finished third Dijon prenoir is another great circuit altitude over 1500 feet above sea level and has a long straight and medium to high speed corners. nullifying the turbo lag and adapting it perfectly to your car, which combined with the grip provided by ground effect and high speed made it a winning combination, even with this great reliability it was still a major problem after this form and Anu He managed to run between them. four consecutive pole positions, but he failed to convert any of them into victories and, although our new one took two second places and a sixth place, Javaway scored no more points and only managed four more finishes out of a potential 14.

In 1980, Renault continued to be the The only team to use Turbo Power, although almost all other teams now had their own turbocharged engines in development, the re20 used the ef-1 engine once again, which had a power advantage of approximately 50 horsepower over the Cosworth DFV. who is now 14 years old. The reliability of almost all other equipment had improved, but was still a major obstacle. Jabway took pole at Interlagos and Kyalami, as Interlagos is also a high altitude circuit at almost 3,000 feet above sea level; However, despite dropping to fourth place at the starts, he regained the lead at the end.

At the end of the first lap, Jabway's blue turbo, but our new one had also moved up to the front and took his first win and fastest lap, Javaway then suffered a puncture while leading at Kyle Army, but our new one inherited once again the victory in the fastest lap. The cause of the inherent weaknesses appeared on the more conventional circuits, since, although our new one obtained a couple of points, it had five consecutive abandonments caused mainly by the gearbox, this time in the Urster Reich ring, however, located high in the Austrian Alps, blocked the race. front row and stormed off in the race, however our new God of Punctures eventually finished 9th, while jabway almost held on to take the win or worn tires blocked the front row once again at xandvalt, but our new one finished second behind Nelson PK. and Jabway retired with handling issues, got their third consecutive front row lockout at Imola and our new guy took the third consecutive pole position, but Jabboy's gearbox failed and our new guy had a power loss finishing 10th.

The car's pace was undeniable but they were still hampered by reliability but it managed to finish fourth in the Constructors' Championship, things changed in 1981 when Ferrari joined Renault in the turbo club and Tolman engines were supplied from memory but the car overall was terrible and drivers Brian Henton and Derek Warwick only made the grid. Ferrari, on the other hand, once made its own engines and had originally tested superchargers, but decided on twin turbochargers that broke 600 horsepower in qualifying. Mark Renault used the re20 for the first six races, which was later replaced by the Ferrari and Renault re-30.

They were unrivaled in both power and straight-line speed; However, after four years, Renault still could not get the EF1 engine to an acceptable level of reliability. Ferrari, on the other hand, had a very solid if still problematic engine, but the 126 CK was largely held back by poor quality. In terms of aerodynamics, it developed only a fraction of the downforce of the Williams ramen cars and had a tendency to be unstable in corners due to the very stiff suspension they all used. The flexible skirt attachment, this combined with turbo lag even worse than Renault's, made the car very difficult to drive by mid-season, Renault achieved a run of six consecutive pole positions, four for Renee Anu and two for Alan.

Prostu would replace Shabbaway, only one of them became a victory, however, Pros took the victory in Zanvort, although he won two others. races Jill viel knows that Ferrari took consecutive victories in Monaco and Harama, but otherwise the team struggled to be competitive, only Renault was able to overtake them on long straights and therefore on high-speed circuits such as Hockenheim, Monza Harama andBuenos Aires. Nerf and his teammate Didier. Peroni had a tendency to form trains of naturally aspirated cars behind them that were clearly faster overall but could not be overtaken due to the Ferrari's instability and unpredictable running line in the corners and unparalleled speed and acceleration on the straights. as in the Ferrari racing model. 021 was about 100 horsepower more powerful than the workhorse Ford Cosworth DFE.

The superior reliability and aerodynamics of its rivals meant that Renault finished third in the Constructors' Championship behind Williams and Brabham, and Ferrari finished fifth behind Legier in 1982. Brabham joined Renault Ferrari. and Tolman, adopting Turbo Power, chose BMW as their engine supplier, which used a modified version of the M12 inline 4 that had been used successfully in Formula 2 since the 1960s. Brabham had been testing the engine since 1980. and used it in the first round. at Kyle Army, where lap times on the high-altitude circuit were as competitive as expected, but they suffered a double DNF, so team principal Bernie Ecclestone left the BMW M12 until he felt it was ready for the race. race and returned to the pressure of the Ford Cosworth dfv. of BMW meant that the M12 was reintroduced against Ecleston's will four races later, as the older Nelson PK raced the BMW-powered bc50, while Ricardo Petrazzi raced the Cosworth-powered bt-49. , with which he won a chaotic Monaco Grand Prix while PK struggled in a clearly poorly prepared car and even failed to qualify in Detroit after BMW revised the fuel mixture control, however, PK managed to qualify fourth in Montreal and won by taking advantage of the circuit's long straight and the cold conditions while keeping the turbo under control and then finished.

Zanvort Petrasi now also took second place in the bc50 and the team also began experimenting with in-race refueling, something that has not yet been tried in Formula One, but which allows it to be tested properly as a team from a quarter and fifth in Switzerland. a double retirement and they finished fifth. In the Constructors' Championship, Tolman raced a by c-spec model of his 1981 car which, in the context of the Falklands War, had acquired the nickname General Belgrano. They managed to qualify for the races most of the time, but throughout the year they only achieved two classified results with 15th and 10th for Derrick Warwick in France and Germany Renault raced a b spec model of the re-30 which without a doubt was the fastest car of 1982, as it was surveyed in 10 of the 16 races that year and the engine now developed almost 600 horsepower.

Once again, reliability held them back this time thanks to an experimental electronic fuel injection system and only two of these pole positions were converted into victories thanks to prostate interlakes and they are new at Paul Rickard, another circuit perfectly adapted to turbo cars. with the 1.1 mile long Mistral straight where The first three rows of the grid were occupied by Renault Ferrari and Brabham Pros took a second victory at Kyalami and our new one at Monza, but there was a streak of seven consecutive races in the middle of season in which no points were scored and finally finished third in the Constructors' standings.

Championship Ferrari completely overhauled the aerodynamics of their car and had built a jack-of-all-trades machine. It still had the most powerful engine but it was very heavy and the aerodynamics and handling characteristics were much better than before, but still inferior to the Renault where the car stood out was in reliability, since throughout the year there were only two abandonments mechanics and, against all odds, Ferrari won the Constructors' Championship, this despite the fact that the drivers' championship was won by Keke Rosberg driving for Williams, who finished fourth and that Ferrari's main driver, Jealfilner, died in an accident at Zolder , so Didier Perroni raced alone for the next three rounds until Patrick Tombe took the second seat and then Peroni suffered career-ending injuries in a crash at Hockenheim, so Tombe raced too heavily loaded and was unable to start. in Switzerland before Mario and Jesse joined him for the final two rounds, they ran two cars and only half the races, but took advantage of the other team's unreliability, several teams boycotted the San Marino Grand Prix and no driver won more than two races in total.

In 1983 ground effect was banned, so in the interest of remaining competitive, other teams began to adopt Turbo Power. Alfa Romeo debuted the first V8 turbo engine in Formula One, which developed 640 horsepower that the previous year would have equaled Ferrari; However, Ferrari had now improved its power. 850 horsepower engines ATS adopted the BMW M12 used by brabham Lotus introduced the Renault ef-1 with a 93t engine from the second round and from the ninth round Spirit debuted with the Honda power 201, which marked Honda's return to Formula One after a 15 year absence Williams and McLaren did not introduce turbo engines until the end of the season and Tyrrell Ram legier arrows azella and Theodore did not introduce them at all this was the year turbos came of age as there was a three-way battle for the constructors' title between brabham Ferrari and Renault, who had opted for completely different design philosophies.

BMW had improved its engines such that in Trend rating the Brabham BT52 was approaching 1,000 horsepower, which was reduced to 850 horsepower for racing to ensure that the power was efficient. Delivered to the track Gordon Murray lengthened the wheelbase and pushed the side supports rearward over the rear wheels, giving the car a distinctive dart-like shape. The team made liberal use of refueling during the race and therefore executed aggressive strategies. The car was agile and easy to drive. handle but still not as well balanced as Ferrari and Renault and not particularly reliable Ricardo Petrazi finished only five of the 15 races that year, but Nelson PK finished on the podium consistently, although with only one pole position and took three wins and won his second driver's title. by two points over Frost, but Bravon was third in the Constructors' Championship.

Renault's car, the re-40, continued to use the now six-year-old ef-1 engine, which they claimed could now produce almost 900 horsepower, almost double when it was first built. The car had good aerodynamics and was also the first Formula One car to have an exhaust diffuser and externally it didn't look much different from a ground effects car, but as always reliability held them back, it mainly affected Eddie Cheever, as that the professionals obtained four victories throughout the year. but had three retirements towards the end, which cost them both titles. Ferrari had the better overall package and had built a massively oversized rear wing that still only produced about half the ground effect of the aero.

The engine produced 800 horsepower at rating. Trim. at 650 horsepower in the race. They took eight pole positions, only one of which turned into a victory, but one of both drivers finished on the podium in nine races. Patrick Tombay, who retired from pole four times, eliminated him from the fight for the title and our news suffered with a streak of three consecutive retirements, but As both drivers were the usual favorites, they successfully defended the Constructors' Championship. Behind these three, Williams and McLaren pressed on with their aging Cosworth dfes and both won a race each, but they simply couldn't compete against cars that had almost doubled their power and introduced their own turbos.

Right at the end of the year, as test mules for 1984 and fourth and fifth place in the Constructors' Championship, Alfa Romeo's V8 turbo was clearly underpowered for its size and they decided to repair a second place, they were also stuck with the other teams naturally aspirated. Like Tolman, who had a better car but only scored points at the end of 1984, all teams except Tyrell now had a turbocharged engine. Arrows adopted the BMW M12. The Ram took on Hot Inline Falls, which Spirit also traded to Ozello. He used Alfredo and Lizier's V8s. faced the Renault v6s upon their arrival, Kentiril had insisted that turbos were a form of turbine that had been banned since 1971, which was one of his many qualms during the fisa central war and would not be until mid-1985 that they gave in. and they got an agreement to use Renault engines, since they were a serious detriment to everyone else.

One solution they came up with to compensate for this was to deliberately run the car underweight and fill the water tank used for brake coolant at the end of the race. They would also fill the tank with 140 pounds of lead shot to get the car over the minimum weight limit. Brabham and Williams had adopted a similar system in 1982 in which they simply dumped the water on the track as they exited the pit lane and then refilled the tanks before each weigh-in. The only natural advantage Tyrrell had over the turbosch teams was that they found it more easy to reach said weight limit without adding ballast to the car due to the size of its engine and since refueling had already been banned, they had much fewer problems with fuel consumption in races because changing the rules of that nature at that time required a unanimous vote of all teams.

Only Tyrell was able to block them, the revelation being that after his final pit stops, lead shots often went flying. the top of the car and rain fell on the neighboring team's pits after Martin Brundle finished second in Detroit, the cars were weighed and it was determined that this lead shot. The charged water was partly aromatic and therefore constituted an extra source of fuel although it came nowhere near the engine and had no effect on propulsion, so Tyrell was accused of refueling in the race using aromatic fuel. illegal, losing illegal fuel lines and improper use of ballast.

Therefore, he was retroactively disqualified from all previous races and excluded from the championship Tyrrell attempted. to appeal this and were then further charged with having illegal holes in the floor of the car that constituted ground effect and were excluded from the final three races with the only non-turbo engine out of the equation, turbo teams could now Easily pass any rule changes. The fact that the previous band benefited them was seen as a way for FISA to push out the naturally aspirated teams to encourage more manufacturers to become engine suppliers. McLaren was a little late to the turbo party, but they left the rest of the field in the dust, they made a deal with Porsche to build their engines which were labeled as tags, produced 800 horsepower in the qualifying version and 650 horsepower of power in the racing version, which was by no means the most powerful that year, but they made up for it as the car was very good at fuel consumption.

They used revolutionary carbon brakes that worked exceptionally well in all but the highest temperatures, and had by far the strongest driver line-up of Nikki, Louder and Alan Prost, the car was not particularly strong in qualifying. , as they only got three poles, but had little or nothing. competition in racing as the loudest improster won a record 12 races, scored four doubles and loudest took the drivers' title by half a point from the frost and the team stormed into the constructors' title with more than double the points than Ferrari in second place. With its competition being so fast and glitchy or being so reliable but slower, a monkey could be trained to drive this car.

The Ferrari knights were knocked off their pedestal because they suffered from high fuel consumption but also had great resistance from their gigantic rear end. wing that made them up to 15 miles per hour slower than brabham on the straights, they only won one race, but with their possible reliability they managed to finish second in the Constructors' Championship, which prompted the redesign of the car around this BMW, a It once again had the most powerful engine and Nelson PK was shown to take nine pole positions that year and the team also resorted to building full engines just for qualifying.

PK also broke the 200 mile per hour barrier and qualified at Kyalami, but in the races the car burned its fuel and was paralyzed. unreliable after six rounds no points had been scored only two of PK's nine pole positions were converted into victories there were also six double retirements and they finished fourth in the Constructors' Championship being defeated by Lotus who had beaten a declining Renault with their own engines on the grid closed in 1985 and minardi zach speed and haslola joined the grid menardi made matorimoderni supplied its turbo V6 zakspeed built its own inline-four and Lola took the heart McLaren ran a b-spec model of its championship-winning car from the previous year and increased engine power by approximately 100 horsepower in both the qualifying as in the race, but discovered that their rivals had still caught up with them.

The car's relative lack of power and Alan Prost's emphasis on prioritizing race settings meant it achieved only two pole positions, but as 1984, the car had excellent reliability and excelled on high-speed circuits, allowing it to achieve five wins and her first driver's title, and for Nikki to make more noise in her final year in the sport to help the team defend the Constructors' Championship. Ferrari had built a very strong car. which, like McLaren, wasn't the most powerful at only 750 horsepower, but had fantastic race pace which meant Michaeli Alvarezzo led the championship for most of the year as the season progressed and the Parts were wearing out, reliability began to deteriorate and Albaretto retired from the final four races. which cost him and the team both titles.

Williams had taken on Honda the previous year to build its engines, but by 1984 had suffered with a car that was essentially not fast enough for the engine. Their 1985 car was much beefier and Honda had built a monster of an engine that developed 1250 horsepower in the qualifying version and 900 horsepower in the racing version. KK Rosberg, a notoriously aggressive driver, beat Paul at Silverstone with an average lap speed of 160.94 miles per hour on a wet track with a flat tire, a record that would stand for the next 17 years until Juan Pablo Montoya He clocked 161.45 miles per hour for his pole position at Malzer in 2002, also on a Williams teammate.

Nigel Mansell shared Rosberg's hyper-aggressive driving style and both drivers won two races, including the final three. of the year, but had to give up third place in the Constructors' Championship to Cecil. Lotus built a qualifying car and took eight pole positions that year and managed to once again beat a declining Renault with its own engine problems and BMW continued to break power records constantly operating the M12. The actual power of the engine in 1985 is not known, since the BMW dynamometer only reached 1,280 horsepower, but it is estimated to be around 1,400 horsepower, with six bars of pressure in the turbos, without which the engine Inline four-cylinder alone would not have worked.

They developed a paltry 150 horsepower, as expected, they had serious problems delivering that much power efficiently, as the Nelson PK and Mark zero made the wheels spin in fourth gear as well as on high-speed circuits, including Sierra , reaching 210 miles per hour. Paul Rickard almost 40 miles per hour. hour faster than Stefan Belloff with a naturally aspirated Tyrion 0-12, severe turbo lag and Pirelli tires that worked well in the heat of the southern hemisphere but not on European circuits, created severe understeer and his pace went off. window on the low-speed circuits and had to settle for fifth place in the Renault Constructors' Championship.

The original pioneers of Turbo technology in Formula One had been persistent in their efforts but never achieved absolute dominance despite the Turbos eventually became necessary to remain competitive after Prost left, they went into rapid decline. As their engines were outperformed by other manufacturers and never had the best aerodynamics after being beaten twice by customer team Lotus, along with rising costs, they withdrew as a builder at the end of 1985, but continued as an engine supplier. to Lotus Legier and Tyrell during 1986 before withdrawing completely from Formula One, although they would return as engine suppliers in 1989 and as constructors in 2002.

In 1986, naturally aspirated engines were banned and turbos were made mandatory, although in the In practice this made no difference as all the teams had turbocharged engines anyway from the beginning Hasselola switched from heart engines to the first Ford Cosworth turbos, the new Benetton team, which had bought the part, Tolman took the BMW M12 , an ATS that later appeared in the seat and joined the minority and using maturi madoni v6. Peak performances were being reached and the teams now resorted to having complete skier engine cases and sets of qualifying-only tires that would be canceled after just a couple of laps and never used again.

In contrast, this with modern power units that are expected to last seven races, each with carbon fiber replacing aluminum. Honeycombing across the board meant that weight dropped steadily to the point where cars could weigh 540 kilograms of 1,400 horsepower, creating a power-to-weight ratio of 2,600 horsepower per ton, more than double that of modern cars. . Some teams found ways to mitigate the turbo lag that was worse in single-turbo engines like BMWs, but it had become a much bigger problem than when Renault had first had problems with the 500-horsepower EF1 in the 1990s. 1970's as cars made 200-1400 horsepower out of nowhere, an artificial way of trying.

To curb this, as the engines would be massively detuned for racing, was to reduce the maximum fuel capacity from 220 liters to 185, which forced drivers to slow down and meant many ran out of fuel in the closing stages. of racing. 1986, the worst year on record in terms of reliability, with an average completion rate of just 40 percent. Williams had become the team to beat and built a complete car with strong aerodynamics and a powerful Honda engine that featured variable geometry to regulate turbo usage around the world. power band and world-class drivers such as Nelson Piqué and Nigel Mansell, neither driver would win the drivers' title, but they comfortably took the constructors' title.

McLaren, we are now running a c-spec version of the mp42 which was noticeably less competitive with each passing year it was underpowered relative to Williams, now had worse aerodynamics and was not very fuel efficient, compounded by the styling of KK Rosberg's hyper-aggressive driving, which he had adopted from the ground effect era, which meant he often ran out of fuel and drove the car beyond its limits. Defending champion Alan Cross had a markedly softer style. as always, prioritizing race pace over qualifying pace with only one pole position, but took four wins and took advantage of the disputes between PK and Mansel to successfully defend the drivers' title.

Lotus once again impressed with a car. that was excellent in qualifying as ayat and Senna achieved eight pole positions in the race, the car was weaker, however, he won only two races and he and his teammate Johnny Dumfries had several retirements and settled for third place in the Constructors Championship. Ferrari built a car that was excellent in a straight line but terrible in the corners and, apart from a few podiums, they were rarely able to run at the front and finish fourth in the Constructors' Championship. Problem as always they were undefeated in the power department, due to the physical size of the BMW engine.

Gordon Murray had decided to tilt it sideways to smooth out the airflow to the rear wing, something that had not been done since the 1960s from an aerodynamic perspective. It works great as the car was the fastest in a straight line that year, but being an inline four with a single turbo, the engine still had severe turbo lag and being tilted to one side put stress on the box. of gears, which meant it was among the slowest cars on low-speed circuits such as the hangar ring, but among the fastest on high-speed circuits such as Monza. Poor reliability at Monza, combined with inconsistent Pirelli tires and equipment tarnished by the death of Elio DeAngelis in a Crush test at Paul Rickard, left them with just two points and an abysmal ninth place in the Constructors' Championship just a year after the ban was imposed.

The naturally aspirated engines were phased out in 1987, so Tyrrell AGS March Larousse and Colony adopted the three and a half liter V8 which Ford Cosworth DF said made just under 600 horsepower for them. Two separate championships were created. The Jim Clark Trophy for Drivers won by Jonathan Palmer and the Colin Chapman Trophy for Constructors won by Tyrell One advantage these teams had was generally good engine reliability, as Tyrrell managed to beat the Brabham Zackspeed Ligier and Minadi turbocharged Arrows in the Constructors' Championship for turbocharged teams. Efforts were made to stop them. which included mandatory shut-off valves that would limit turbo pressure to 4 bar, where it had reached 6, creating a loss of up to 400 horsepower and qualifying adjustment and also banning super-soft qualifying tires even though they Continued engine development meant that the cars barely slowed down and continued to fail constantly. ligier switched to BMW engines now renamed Megatron and at the same time Benetton switched from these to the Ford Cosworth GBA Williams made only minor modifications to the fw-11 and backed up his already strong race pace with good qualifying pace and took 12 pole positions and with Manto and PK comfortably defended the constructors' title and PK took his third drivers' title.

McLaren maintained a good level of fuel economy by reducing turbo pressure from 4 bar to 3.6, but power fell for Williams and they took only three wins and finished second in the Constructors' Championship with the departure of Renault. Lotus adopted Honda power and also adopted the active suspension they had tested in 1982. This allowed him and the Center to take victories at the very eventful Monaco and Detroit. but otherwise it was difficult to drive despite being very good in a straight line and they finished third once again. Ferrari built a glass cannon that was powerful and drove well, but was chronically unreliable with a streak of six consecutive mid-season double retirements which they rectified.

At the end of the season and won the final two rounds off pole, but had lost so many points that they had to settle in the Constructors' Championship with an upright engine, but they built an incredibly fragile car, as Ricardo Patrici and André of Caesar were opposed. but between them they saw the checkered flag only eight times out of a possible 32 and fell to eighth place in the Constructors' Championship behind the naturally aspirated Tyrrell. Bernie Eccleston then sold the team, so they went away in 1988 and returned in 1989. In 1988, there were more restrictions on the turbo. It came with a pressure limit of only two and a half bars and a fuel limit of 150 liters compared to 215 for the naturally aspirated engines, which meant a drop of another 300 horsepower to the point that the engines turbos had less than 100 horsepower in the naturally aspirated ones.

The Williams Benetton Legier and Minardi switched to naturally aspirated power, leaving only McLaren Lotus Ferrari arrows Zach Speed ​​under Zella running Turbo Power McLaren took power from Lotus, Cena and Honda and put on a campaign masterclass building a car that scored a 10 in all categories and defeated its rivals, most of whom were only using modified versions of their 1987 cars, the engine was powerful, reliable and economical and the chassis was thin and low to the ground, forcing Center and Prost to adopt pioneering recumbent driving. In that position they won all but one race, coming within two laps of winning the other before Senna crashed into a rear marker and took pole in all but one race.

Often by a huge margin, they only lost at Silverstone after testing a new bodywork that was introduced later in the race. This season they also set the speed record for the year of 207 miles per hour at Hockenheim, although due to drastic power restrictions this was 10 miles per hour slower than the previous year and only 10 miles per hour faster than the fastest naturally aspirated car. Ferrari was solid and its fuel consumption was much better than its turbocharged rivals. Ferrari began the year seen as the team to beat, but only ran a modified version of the 1987 car that inhaled fuel destroying the car's race pace.

The pace exemplified by them occupying the front row in Silverson and Gerhard Berger, who finished 9th and 17th, took the only non-McLaren win of the year and finished runners-up with less than a third of McLaren's points. Benetton had the most powerful naturally aspirated car, which was only slightlybelow the power of turbocharged ones. but it had a much larger fuel tank, this added a lot of weight to the car, especially at the beginning of the races when the tank was full, but it meant that unlike Ferrari they could sprint to a third place finish seven times and They were third in the Lotus Constructors' Championship.

It had the same Honda engines as McLaren and had abandoned active suspension due to the weight of the system, however a mediocre flexing and poorly designed chassis meant that defending champion Nelson Piqué and Satoru Nakajima had to settle for fourth place. Williams took on Judd V8 and his own. active suspension system for 1988. The car was painfully slow in a straight line, however, as the active suspension added weight and drained power from the engine and also had air leaks in the hydraulic system, which meant the settings changed erratically, was hastily removed midway. season which improved the car but it was also very unreliable and there were seven double retirements, a small increase at the end of the season left them seventh in the Constructors' Championship in 1989, turbocharged engines were banned completely due to them being potentially dangerous , extremely expensive to run. and also bad PR for the manufacturers because of how often they broke a new displacement limit of three thousand five hundred cc and the engines varied from V8 to V12.

McLaren's Honda V10 could reach 700 horsepower, but this was only half of what the turbos could do. It would be another 25 years before turbochargers returned, although in a very different form, advances in all fields of engineering mean that, despite being 60 times heavier and having 70 percent of the power, the Contemporary cars are still at least 10 seconds per lap faster than those from the '80s and up to 10 miles per hour faster in a straight line. Modern considerations about sustainability, both financial and environmental, mean we are unlikely to see a return of Formula One, which will result in spitting flames and creating full engines and gearboxes at the end of each race. weekend, but it is a moment in the sport's illustrious history that could be looked upon fondly and which perfectly sums up Formula One's status as the pinnacle of motorsport.

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