Brabham BT49
mid-engine, longitudinally mounted | |||||||||
Transmission | Hewland FGA 400 / Alfa Romeo 6-speed manual | ||||||||
---|---|---|---|---|---|---|---|---|---|
Weight | 580 kg (1,278.7 lb) | ||||||||
Fuel | 1979: Agip 1980–1981: Elf 1981–1982: Valvoline | ||||||||
Tyres | Goodyear / Michelin | ||||||||
Competition history | |||||||||
Notable entrants | Parmalat Racing Brabham | ||||||||
Notable drivers | Nelson Piquet Ricardo Zunino Héctor Rebaque Riccardo Patrese | ||||||||
Debut | 1979 Canadian Grand Prix | ||||||||
| |||||||||
Constructors' Championships | 0 | ||||||||
Drivers' Championships | 1 (1981, Nelson Piquet) |
The Brabham BT49 /ˈbræbəm/ is a Formula One racing car designed by South African Gordon Murray for the British Brabham team. The BT49 competed in the 1979 to 1982 Formula One World Championships and was used by Brazilian driver Nelson Piquet to win his first World Championship in 1981.
The car was initially designed in 1979 as a short notice replacement for the team's
The BT49 was updated over four seasons taking a total of seven wins, six poles and 135 points. Seventeen were eventually built, most of which survive today. Some are used successfully in historic motorsport; Christian Glaesel won the 2005 FIA Historic Formula One Championship driving a BT49D.
Concept
The BT49 was created by South African designer Gordon Murray for the Brabham team during the 1979 season of the Formula One motor racing World Championship. The Brabham team had been competing in partnership with engine supplier Alfa Romeo since 1976 and won races in the 1978 season.[1] However, the team's 1979 car, the BT48, was not a great success. Alfa Romeo entered their own Type 177 and Type 179 cars in Formula One Grands Prix that summer, helping to convince the Brabham team owner Bernie Ecclestone that the partnership was over.[2] Motorsport author Alan Henry writes that Ecclestone did not want his team to take second place to an Alfa Romeo works team, and that the team designing Alfa Romeo's cars was drawing on Brabham knowledge.[3]
Alfa's engines were powerful, but had proved troublesome and according to Henry, "the days during which pure power was the main criterion had temporarily vanished by the start of 1979".
Chassis and suspension
Like all of its Formula One contemporaries, the BT49
The underside of the BT49 is shaped to create downforce through ground effect: air is accelerated under the car, reducing the air pressure beneath it and pushing the tyres down harder onto the track. This provides more grip and thus higher cornering speeds, but compared to conventional wings creates less of the drag that slows the car in a straight line.[7] In its original form, the reduced pressure area under the car was sealed off with sliding skirts which rose and fell with the movement of the car to ensure no air could leak under it. According to Murray, the aerodynamics were the car's great strength: "It had more [downforce] than any other car and it all came from the ground effect. We ran the car with no front wing at all and scarcely any at the back."[8]
The
Three chassis, included the two modified BT48 units, were built for the end of the 1979 season. Two of these were re-used during the 1980 Formula One season, alongside seven new chassis.[4]
Engine and transmission
The Ford Cosworth DFV was produced by
Like its contemporaries, the BT49 uses the engine as a fully stressed structural component, carrying all loads between the front and rear of the car: the front of the engine bolts directly to the integral fuel tank and the back of the engine attaches to the car's rear suspension and gearbox. The Ford Cosworth engine integrated into the car much more easily than Alfa Romeo's large, heavy and inconsistently sized units: Murray described returning to the DFV as being "like having a holiday".[3]
By the time the DFV was used in the BT49, it weighed roughly 340 lb (154 kg) and produced around 500
Realising just how competitive the BT49 was on its debut at the Canadian Grand Prix in 1979, Cosworth would supply Brabham, along with Williams special "evolution" DFV engines which had a slightly shorter stroke and higher revving capacity than a standard DFV, producing around 500 to 510 BHP at over 11,000 RPM for the 1980 season. Throughout 1980 the BT49 was regularly one of the quickest naturally aspirated cars timed on the speed-traps (meaning only the turbocharged Renaults were usually faster in a straight-line), a combination of the low drag aerodynamically slippery bodywork and the development Cosworth engine. With Williams taking the decision from the 1980 French Grand Prix to effectively sub-contract "in house" to John Judd to modify the DFVs used by Alan Jones and Carlos Reutemann, Brabham effectively become the favoured runner in 1980 of development Cosworth engines, a situation which would continue throughout the rest of the 1980 season and the entire 1981 season, which effectively promoted Nelson Piquet to the status as the favoured "works" driver for Cosworth, a relationship that ultimately concluded in triumph with the 1981 Drivers World Championship.
The BT49 was initially fitted with the same
Variants
- BT49B
A BT49B specification appeared early in the 1980 season; it was conceived around a new transverse gearbox designed by American gearbox specialist Pete Weismann. The new unit could be fitted with five or six gears and was tall and narrow, allowing a clearer airflow from under the car to the rear, with the intent of improving the ground effect.[18] An alternative rear suspension layout was designed to go with this gearbox. It replaced the standard pullrods with rocker arms that activated vertical coil springs mounted behind the gearbox.[19] The Weismann unit proved difficult to make reliable and was used alongside the original gearbox, mainly on a spare chassis, until the Dutch Grand Prix, after which it was put to one side.[4][20]
- BT49T
A modified BT49, dubbed BT49T, was used to test the earliest versions of
- BT49C
For the 1981 season, a BT49C specification was produced with a chassis lightened through increased use of carbon composite materials.[22] Five of this variant were built and two of the previous year's cars converted to this specification.[23] That year a minimum ride height of 60 millimetres (2.4 in) was introduced and sliding skirts were banned, with the intention of limiting ground effect and slowing the cars. The BT49C regained its front wings to compensate in part for the downforce lost.[24] More significantly, Murray devised a hydropneumatic suspension system for the BT49C in which soft air springs supported the car at the regulation height for checks while stationary. At speed, where the ride height could not be measured, downforce compressed the air and the car settled to a much lower height, creating more downforce.[25] Because the skirts now had to be fixed, the suspension had to be very stiff to allow them to consistently seal around the sides of the car: by the end of the 1981 season, total suspension movement was only 1.5 inches (38 mm), half of which came from the compression of the tyres.[23] A lightweight qualifying chassis was produced, featuring a small fuel tank and lighter reinforced carbon-carbon brake discs and pads.[10]
- BT49D
Three new BT49D chassis were built for the
Racing history
The BT49's racing career got off to an unsettled start when Brabham's lead driver,
Early in the 1980 season, Piquet's car scored points finishes at the
In December 1980, Indycar driver Rick Mears tested the BT49 at Circuit Paul Ricard and was half a second behind Piquet but was faster than him at Riverside International Raceway in southern California, Mears was offered a contract to drive for Brabham in 1981 but he declined the offer and stayed with Team Penske in IndyCar.
Disagreement between the teams and the sport's administrators over the technical regulations for the 1981 Formula One season contributed to Goodyear's temporary withdrawal from Formula One and meant that the 1981 South African Grand Prix was run by the teams to 1980 regulations using cars with sliding skirts. Piquet finished second in a BT49B, but the race did not count towards the championship.[22] The season proper opened with the United States Grand Prix West, at which the BT49C was introduced. To the team's surprise, it was the only car to exploit the "obvious" loophole in the new ground clearance regulation by lowering itself, but the BT49Cs raced with conventional suspension after the hydropneumatic system repeatedly jammed. The team revised the system continuously over the next three races and used it to set pole position at the Brazilian and Argentine Grands Prix and win the Argentine and San Marino races while continuing to suffer from the system not rising or lowering correctly.[11]
Frank Williams led an abortive protest against the car at the Argentine Grand Prix, objecting to the flexibility of the fixed skirts used to seal the underside of the car, which allowed them to replicate the effect of a sliding skirt. At the following race, the scrutineers rejected the flexible skirts. Brabham replaced them with stiffer material from one of the other teams for the race, which Piquet won.[25] As the season progressed, other teams developed their own lowering systems—a front spring and cylinder were stolen from the Brabham garage in Argentina—[11] but after a rule clarification from FISA many cars were lowered by the driver pressing a switch, a development that Murray found frustrating in light of Brabham's efforts to develop a system that he considered legal.[30] The cars ran on Goodyear tyres again from the sixth round of the championship; motorsport author Doug Nye believes this cost the BT49s good results at several races while the American company adapted to the latest Formula One developments.[23] Despite the virtually solid suspension now required to maintain a consistent ride height, which put components under greater strain,[31] Piquet built a championship challenge on the back of consistent reliability: by the end of the season, his BT49Cs had finished 10 of 15 races, with only one mechanical failure.[8] Piquet finished fifth at the final race of the season—the Caesars Palace Grand Prix—to take the title from Carlos Reutemann in a Williams FW07 by one point.[26]
Brabham had been working with the German engine manufacturer BMW since 1980 on the development of a turbocharged engine for Formula One. The BMW-powered BT50 made its debut at the start of the 1982 season, taking advantage of the high-altitude Kyalami circuit in South Africa, which favoured turbocharged cars.[26] However, the as yet unreliable BMW-powered cars were dropped for the next two races. Piquet finished first at the Brazilian Grand Prix in a BT49D, but was disqualified after a protest from Renault and Ferrari on the grounds that the car had raced underweight due to its water-cooled brakes. FISA ruled that in future all cars must be weighed before coolants were topped up, resulting in a boycott of the fourth race of the season by most of the DFV-powered teams, including Brabham.[32] Under threat from BMW, Brabham did not use its Ford-powered BT49s again until the sixth race of the season, the Monaco Grand Prix, where one was entered for Riccardo Patrese alongside Piquet in a BT50. Patrese won the race after a chaotic final lap on which several other cars stopped. Patrese used the BT49 for the next two races, taking a second place behind Piquet's BMW-powered car in the BT49's final Formula One race, the 1982 Canadian Grand Prix.[33]
Historic racing
Since 1995, BT49s have competed regularly in the FIA Historic Formula One Championship. The championship is open to cars that competed in Formula One in the DFV era, between 1967 and 1985, in several classes to allow for equal competition. The BT49 competes in class C, for post 1971 ground effects cars.[34] In 1999, Motor Sport magazine tested a BT49D from the series featuring 530 bhp (395 kW) from its developed DFV at 11,200 rpm,[8] but the championship has since introduced rules to restrict engines to 10,500 rpm to keep costs down. While the cars' original skirts can be kept, they must be set up such that there is 40 mm (1.6 in) clearance beneath the car, a rule that removes most of the advantage of ground effect. The hydropneumatic suspension employed during 1981 is not permitted. The carbon-carbon brakes originally used in 1981 and 1982 are also banned and the cars must run with conventional brake pads and steel brakes. The cars use Avon slick tyres.[35] Christian Glaesel won the 2005 FIA Historic Formula One Championship driving a BT49D and Joaquin Folch won the 2012 championship in a BT49C.[36][37]
Complete Formula One World Championship results
(key) (Results in bold indicate pole position; results in italics indicate fastest lap)
Year | Team | Engine | Tyres | Drivers | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | Points | WCC |
---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
1979 | Parmalat Racing Brabham | Ford DFV V8 | G | ARG | BRA | RSA | USW | ESP | BEL | MON | FRA | GBR | GER | AUT | NED | ITA | CAN | USE | 01 | NC1 | ||
Niki Lauda | WD | |||||||||||||||||||||
Nelson Piquet | Ret | Ret | ||||||||||||||||||||
Ricardo Zunino | 7 | Ret | ||||||||||||||||||||
1980 | Parmalat Racing Brabham | Ford DFV V8 | G | ARG | BRA | RSA | USW | BEL | MON | FRA | GBR | GER | AUT | NED | ITA | CAN | USE | 55 | 3rd | |||
Nelson Piquet | 2 | Ret | 4 | 1 | Ret | 3 | 4 | 2 | 4 | 5 | 1 | 1 | Ret | Ret | ||||||||
Ricardo Zunino | 7 | 8 | 10 | Ret | Ret | DNQ | Ret | |||||||||||||||
Héctor Rebaque | 7 | Ret | 10 | Ret | Ret | 6 | Ret | |||||||||||||||
1981 | Parmalat Racing Brabham | Ford DFV V8 | G M |
USW | BRA | ARG | SMR | BEL | MON | ESP | FRA | GBR | GER | AUT | NED | ITA | CAN | CPL | 61 | 2nd | ||
Nelson Piquet | 3 | 12 | 1 | 1 | Ret | Ret | Ret | 3 | Ret | 1 | 3 | 2 | 6 | 5 | 5 | |||||||
Héctor Rebaque | Ret | Ret | Ret | 4 | Ret | DNQ | Ret | 9 | 5 | 4 | Ret | 4 | Ret | Ret | Ret | |||||||
1982 | Parmalat Racing Brabham | Ford DFV V8 | G | RSA | BRA | USW | SMR | BEL | MON | DET | CAN | NED | GBR | FRA | GER | AUT | SUI | ITA | CPL | 192 | 9th2 | |
Nelson Piquet | DSQ | Ret | ||||||||||||||||||||
Riccardo Patrese | Ret | 3 | 1 | Ret | 2 | |||||||||||||||||
^1 Placings in the constructors' championship are for chassis-engine combinations. Brabham used both Alfa Romeo and Ford-powered cars during this season: the BT49-Fords scored no points and Brabham-Ford was not classified.
^2 Brabham used both Ford and BMW-powered cars during this season: Brabham-Ford was classified 9th.
See also
Notes
- ^ Henry (1985) p.160 & p.281
- ^ Henry (1985) pp.210–213
- ^ a b c d e f Henry (1985) p.215
- ^ a b c d e f g h Nye (1986) p.110
- ^ a b Hodges (1990) p.42
- ^ Henry (1985) p.216
- ^ Haney, Braun (1995) p.17
- ^ a b c Frankel (May 1999) pp.46–49
- ^ Henry (1985) pp.215–218
- ^ a b Henry (1985) p.225
- ^ a b c Nye (1986) p.111
- ^ Nye (1986) p.49
- ^ Blunsden (1983) p.62
- ^ Blunsden (1983) pp.229 & 231
- ^ Nye (1986) p.147
- ^ Nye (1986) p.152
- ^ Henry (1985) pp.165–167 and p.215
- ^ a b Henry (1985) p.219
- ^ Jenkinson, Denis (May 1980). "Notes on the cars at Long Beach". Motor Sport. LVI (5). Motor Sport Magazine Ltd.: 662. Archived from the original on 30 July 2021. Retrieved 30 July 2021.
- ^ Jenkinson, Denis (October 1980). "Notes on the cars at Zandvoort". Motor Sport. LVI (10). Motor Sport Magazine Ltd.: 1488. Archived from the original on 30 July 2021. Retrieved 30 July 2021.
- ^ Henry (1985) pp.243–244
- ^ a b Henry (1985) p.222
- ^ a b c d Nye (1986) p.112
- ^ Lang (1992) p.12
- ^ a b Henry (1985) pp.223–225
- ^ a b c d Henry (1985) p.232
- ^ Jenkinson, Denis (May 1982). "The Formula One scene". Motor Sport. LVIII (5). Motor Sport Magazine Ltd.: 555. Archived from the original on 30 July 2021. Retrieved 30 July 2021.
- ^ Henry (1985) pp.216–217
- ^ Henry (1985) pp.220–221
- ^ Henry (1985) p.223
- ^ Nye (1986) pp.111–112
- ^ Henry (1985) pp.233–236
- ^ Henry (1985) pp.236–237
- ^ Bunston, Smith (2011) p.16–17
- ^ Noakes (2007) pp.177–180
- ^ Bunston, Smith (2011) p.129
- ^ Miranda, Robson (24 October 2012). "F1 Historic: Joaquin Folch é o Campeão de 2012" [F1 Historic: Joaquin Folch is the 2012 Champion] (in Portuguese). SpeedRacing. Archived from the original on 30 July 2021. Retrieved 30 July 2021.
- ^ "All championship race entries, in a Brabham BT49". ChicaneF1. Archived from the original on 30 July 2021. Retrieved 30 July 2021.
- ^ "All championship race entries, in a Brabham BT49C". ChicaneF1. Archived from the original on 30 July 2021. Retrieved 30 July 2021.
- ^ "All championship race entries, in a Brabham BT49D". ChicaneF1. Archived from the original on 30 July 2021. Retrieved 30 July 2021.
References
- Books
- Blunsden, John (1983). The Power to Win. New York: Harper Perennial. ISBN 0-900549-77-7.
- Haney, Paul; Braun, Jeff (1995). Inside Racing Technology. TV Motorsports. ISBN 0-9646414-0-2.
- Henry, Alan (1985). Brabham, the Grand Prix Cars. Osprey. ISBN 0-905138-36-8.
- Hodges, David (1998). A-Z of Formula Racing Cars 1945–1990. Bay View books. ISBN 1-901432-17-3.
- Lang, Mike (1992). Grand Prix!. Vol. 4. Sparkford: Foulis. ISBN 0-85429-733-2.
- Noakes, Andrew (2007). The Ford Cosworth DFV. San Francisco: Ignatius Press. ISBN 978-1-84425-337-1.
- Nye, Doug (1986). Autocourse history of the Grand Prix car 1966–85. Hazleton publishing. ISBN 0-905138-37-6.
- Bunston, John; Smith, David, eds. (2011). FIA Historic Formula One Championship Review 2011 Yearbook. Great Somerford, England: Butler Tanner Dennis Ltd. ISBN 978-0-9570868-0-7.
- Magazines
- Frankel, Andrew (May 1999). "Simply the best". Motor Sport. LXXV (5). Motor Sport Magazine Ltd: 46–49.
External links
- Brabham BT49 in spherical 360° image Archived 13 February 2013 at archive.today