Formula one. Season 1980. Review
Formula one. Season 1980. Review
English | 52min | 720 x 576 | video: 8.6 Mbps(DVD) 2.0 Mbps (mp4) | 3.43 GB(DVD) 0.84 GB (mp4)
The first Formula 1 World Champion of the new decade, Alan Jones, defeated Nelson Piquet in a season-long duel which produced high-quality racing between Patrick Head's Williams FW07 and Gordon Murray's Brabham BT49, the best chassis in a season in which all but one of the title contenders had the Cosworth DFV engine. But this frantic on-track contest was overshadowed by a concurrent, protracted and very public struggle over the control of Formula 1. The chief protagonists in what became known as the FISA-FOCA War' were Jean-Marie Balestre, the combative new president of the governing body, and Bernie Ecclestone, the more artful founder of the independent teams' association, who had been quietly accumulating influence over several years. Everyone was concerned about the awesome cornering performance of the latest cars. Bidding to show its power by curbing the potency of ground-effect aerodynamics, Balestre's FISA announced a specific ban on the sliding skirts that maintained the essential volume of air at low pressure underneath the cars. This was to be implemented swiftly on safety grounds, although not until 1981. FOCA's teams saw it as an attack on the extended competitiveness of the DFV. They countered with their own proposals. These were ignored. Later Balestre forbade FOCA from any involvement in race organisation - and then abruptly declared that FISA would henceforth control the commercial affairs of Formula 1, by means of new 'Standard Financial Regulations'. That did it. FOCA resolved to test FISA's power by provoking direct confrontation. The situation deteriorated fast. Ground-effect, pioneered by Peter Wright at Team Lotus two years before, had been further developed by other Cosworth customers, notably the rapidly emerging Williams technical team. Ferrari, which had won both 1979 championships, could not compete, the bulk of its flat-12 compromising the aerodynamics of its car. The star of Lotus was also in decline: only two years on from its dominance in 1978, it failed to secure any of 11 victories by the DFV. Instead, those were shared by Brabham, Ligier and Williams, the other three secured by Renault. Seven drivers won Grands Prix. Williams won six of the 14 races - seven of 15 counting a FOCA-only Spanish Grand Prix, which was later declared null and void. Jones lost nine points at Jarama but still landed the team its first title. It was a close-run thing, decided in curious circumstances with only one race remaining. Ligier secured two wins with another effective Cosworth car, but French interest remained focused on Renault, which again went into the new season -the 15th of the 3-litre 'atmo'/1.5-litre 'turbo' formula - with the only forced-induction engine. The trail-blazing yellow cars were still dogged by the poor durability of the V6, but their victories were a success for Michelin where Ferrari failed. If the polemics dismayed and bewildered onlookers (including many major sponsors), the season was scarred by a fatal accident that befell Patrick Depailler while testing at Hockenheim, on the first day of August. This tragedy might have ensured that safety became the central issue in Formula 1. Sadly, it did not. In October, Ecclestone and Max Mosley sat down with journalist Ian Phillips and wrote the constitution of the 'World Federation of Motor Sport' - a device to enable FOCA effectively to operate its own series in 1981.
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English | 52min | 720 x 576 | video: 8.6 Mbps(DVD) 2.0 Mbps (mp4) | 3.43 GB(DVD) 0.84 GB (mp4)
The first Formula 1 World Champion of the new decade, Alan Jones, defeated Nelson Piquet in a season-long duel which produced high-quality racing between Patrick Head's Williams FW07 and Gordon Murray's Brabham BT49, the best chassis in a season in which all but one of the title contenders had the Cosworth DFV engine. But this frantic on-track contest was overshadowed by a concurrent, protracted and very public struggle over the control of Formula 1. The chief protagonists in what became known as the FISA-FOCA War' were Jean-Marie Balestre, the combative new president of the governing body, and Bernie Ecclestone, the more artful founder of the independent teams' association, who had been quietly accumulating influence over several years. Everyone was concerned about the awesome cornering performance of the latest cars. Bidding to show its power by curbing the potency of ground-effect aerodynamics, Balestre's FISA announced a specific ban on the sliding skirts that maintained the essential volume of air at low pressure underneath the cars. This was to be implemented swiftly on safety grounds, although not until 1981. FOCA's teams saw it as an attack on the extended competitiveness of the DFV. They countered with their own proposals. These were ignored. Later Balestre forbade FOCA from any involvement in race organisation - and then abruptly declared that FISA would henceforth control the commercial affairs of Formula 1, by means of new 'Standard Financial Regulations'. That did it. FOCA resolved to test FISA's power by provoking direct confrontation. The situation deteriorated fast. Ground-effect, pioneered by Peter Wright at Team Lotus two years before, had been further developed by other Cosworth customers, notably the rapidly emerging Williams technical team. Ferrari, which had won both 1979 championships, could not compete, the bulk of its flat-12 compromising the aerodynamics of its car. The star of Lotus was also in decline: only two years on from its dominance in 1978, it failed to secure any of 11 victories by the DFV. Instead, those were shared by Brabham, Ligier and Williams, the other three secured by Renault. Seven drivers won Grands Prix. Williams won six of the 14 races - seven of 15 counting a FOCA-only Spanish Grand Prix, which was later declared null and void. Jones lost nine points at Jarama but still landed the team its first title. It was a close-run thing, decided in curious circumstances with only one race remaining. Ligier secured two wins with another effective Cosworth car, but French interest remained focused on Renault, which again went into the new season -the 15th of the 3-litre 'atmo'/1.5-litre 'turbo' formula - with the only forced-induction engine. The trail-blazing yellow cars were still dogged by the poor durability of the V6, but their victories were a success for Michelin where Ferrari failed. If the polemics dismayed and bewildered onlookers (including many major sponsors), the season was scarred by a fatal accident that befell Patrick Depailler while testing at Hockenheim, on the first day of August. This tragedy might have ensured that safety became the central issue in Formula 1. Sadly, it did not. In October, Ecclestone and Max Mosley sat down with journalist Ian Phillips and wrote the constitution of the 'World Federation of Motor Sport' - a device to enable FOCA effectively to operate its own series in 1981.
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