Скачать или смотреть Speed and Chaos: The Legacy of Turbocharged F1 Cars

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When F1 cars had massive turbochargers
Formula One (F1) is a global motorsport that involves the fastest single-seater racing cars in the world, with races taking place on a variety of circuits around the globe. F1 cars are capable of incredible speeds, and their performance is largely thanks to engine development. The sport has a long and storied history that has seen a lot of technological evolution, including the introduction of turbocharging in the 1970s and 1980s. And this turbo charging lead to in my opinion the best years of F1.
In the mid-to-late 1970s, F1 teams were in search of innovation that could give them an edge over their rivals. Lotus chose the aerodynamic way to climb to the top of the classifications with their ground effects, while French manufacturer Renault decided to make use of another technical rule of the FIA to succeed in the Great Circus: turbocharged engines. By 1977, the F1 rulebook stated that the teams were allowed to use either 3.0L naturally aspirated engines or 1.5L supercharged or turbocharged powerplants.
Renault was the first to start with the brand new turbocharged concept, but the first season was rough due to constant engine reliability problems through all the races in 1977. The car's aerodynamics was a mess as Renault focused their development entirely on the engine. When first seen by Ken Tyrrell, the RS01 was nicknamed “the yellow teapot”, which eventually remained the name under which the car was to be known in the history books. The engine block was built from cast iron to resist the forces of turbocharging. Unfortunately, the powerplant provided a huge turbo lag at the beginning. When the boost of power was finally triggered, the Michelin tires failed to cope with it. In other words the cars would start smoking the tires at speed when the huge power boost was created, and the tires would wear off very quickly, this surge of power, and loss of grip made the cars kind of undrivable.
Now The yellow tea pot would eventually fail to finish the rest of the 7 races on schedule, but the turbocharged solution was kept by Renault for the next season as the new engine produced a constant 500 bhp. During the 1978 season, the French designers worked heavily on the aerodynamic package of their cars while also further improving the reliability of their engine by adding twin turbochargers to resolve the turbo lag issues. By the 1978 American Grand Prix, at Watkins Glen, the RS01 had already scored its first ever points in Formula One, through a 4th place managed by Jabouille.
The first race win recorded by Renault's turbocharged powered race car happened only one year after, in 1979, when the same Jabouille won the French Grand Prix after leaving from pole position on the Dijon track. As projected some two years before by the French team, the V6 Turbos held a visible advantage over the naturally aspirated Cosworth engines at high altitude, as Renault had scored their first pole position on a turbo engine a year earlier, during the 1978 South African Grand Prix, at Kyalami (also at high altitude).
Then came the 80s. Now the 1980s were an exciting time for Formula One racing, particularly due to the emergence of turbocharged engines. Ferrari, after observing the success of Renault's twin-turbocharged engine, decided to switch to turbo power in 1981. Although they struggled initially, they managed to win two races through Gilles Villeneuve. Then Ferrari's 1981 season was focused on preparing for the future, as they faced similar handling problems that Renault had encountered a few years prior. So it was mostly testing and developing the cars.
In 1982 this all payed of for the Italian automaker, Ferrari became the first manufacturer to win a Formula One title with turbo power, but the victory was over shadowed due to the tragic death of Gilles Villeneuve at Zolder. You see during the final qualifying session for the Belgian Grand Prix at Zolder, Pironi had set a time just one-tenth of a second quicker than Villeneuve for sixth place when the crash occurred. Some sources indicate that Villeneuve was trying to better his time on his final lap or specifically aiming to beat Pironi, as he was using his last set of qualifying tyres. However, Ferrari race engineer Mauro Forghieri is quoted by Villeneuve's biographer Gerald Donaldson as saying that Villeneuve was heading back to the pit lane when the crash happened, despite pushing on in his typical style. But the why doesn’t matter, its sad eitherway.
But as time went on Turbo engines were becoming more and more powerful, reaching up to 700 bhp by the end of 1982.

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