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[Year 1978]<\/strong><\/p>\n \u201cThe Lotus 79 was a classic beauty whose innovative technology building upon that of the Lotus 78 totally redirected the course of all racing car design\u201d<\/em><\/p>\n “A significant turning point in the history of F1 racing as was the 49 a decade earlier”<\/em><\/p>\n Tipler:-<\/p>\n \u201cThe Lotus 78and 79 were not only two of the most important FI cars built and raced by Team Lotus but also hugely significant in the history of motor racing\u201d<\/p>\n Introduction<\/strong><\/p>\n Peter Windsor writing in Autocar in July 1978 commented:-<\/p>\n \u201cToday we marvel at the car of the year-at its fine detailing and its effectiveness. If proof was needed of Chapman\u2019s status, then the 79 shows that the man is without peer\u201d<\/p>\n Taylor comments of the 79:-<\/p>\n \u201cWinning six World championships races in a single season , the new Type 79 or John Player Special Mk.IV did much to secure Colin Chapman\u2019s reputation as the most successful racing car designer in the history of F1\u201d [ applicable in period]<\/p>\n The Type 79 was possibly Chapmans greatest achievements and the last significant car of his tragically cut short life. Therefore, we feel duty bound to do this justice and the article is more detailed.<\/p>\n The editors suggest that subscribers will increase their appreciation of this this car with the benefit of some background and are directed to A&R preparatory articles on the Lotus 49, 72, 76, 77 and 78<\/p>\n Subscribers might like to see A&R structured and complementary pieces on:-<\/p>\n Chapman\/Lotus Evolution, Context and Continuum<\/strong><\/p>\n The background events are important as they set parameters in which Chapman and his team operated. By the time of the Type 79 Chapman and his engineering colleagues were steeped in: –<\/p>\n In previous articles we have noted the context and envelope that shaped Lotus this is extremely important and the foundation of appreciating Chapman\/Lotus design methodology. It\u2019s important to factor in world events .The mid 1970\u2019s [Lotus 78 introduced 1977] was expiring difficult financial times amidst the world economic turbulence and oil crisis.The types 76 and 77 had not ben major successes; hence Chapman seeking new ideas. During the design and construction of the 78 Chapman also experienced: –<\/p>\n Secondly Chapman and Lotus evolved in the light of experience, data, intelligence and disappointment. They possessed greater momentum as a result and this fed their progress and helped define objectives.<\/p>\n Not least amongst their armory was their appreciation of aviation \/aerodynamics which had informed their designs from the early 1950\u2019s. More applicable data emerged from tests conducted with the Type 38 at Indianapolis in conjunction with Firestone and tyre technology. This information had directed them toward the wedge shape and gradually into wings [see A&R dedicated article on Lotus 72]. This was complemented by the design teams experience and appreciation of the theory notably Wright and Rudd with experience from BRM.<\/p>\n Nye observed that:-<\/p>\n \u201cIn 1976 Lotus were in deep trouble, trying to find a successful replacement for the much loved type 72<\/p>\n He also recorded the history of aerodynamics and wings prior [we paraphrase] to the type 79.wings had been used and the airflow over them forced the cars down onto the roadway.the impact was to increase tyre grip in cornering, braking and accelerating.since this aerodynamic effect which might add 250-400 lb.to the apparent weight of the car at speed, was not actually extra mass to be accelerated, cornered and deacelerated it was virtually a something for nothing development\u2026.<\/p>\n “In 1968, Group Lotus \u2013 the road car side of the road car side of Chapmans empire was floated as a public company on the London stock exchange \u2026…….. but the early years following the decade brought trouble in the form of the 1973\/74 oil crisis and Colin\u2019s company began to feel the squeeze .never the less it pressed ahead with a range of Lotus road cars – \u2026…….. by 1975 Team Lotus had fallen from the FI high wire and Colin was depressed about that .but it was typical of his energetic approach that he established a purpose \u2013built research and development department focusing purely on the challenge of restoring Lotus to F1 winners”<\/p>\n In 1972 Colin bought Moonraker Boats Ltd; they sold engines to Jensen and were in Development of their own Type 907 16 valve 4 cylinder twin cam<\/p>\n Incandela:-<\/p>\n “Lotus had always been the “innovator” in F1 technology ………..on the other hand TL sometimes has been racing in the “dark” – victims of its own creative development .the situation became desperate in the mid seventies after some “misses” including the Lotus 76 and 77n but some serious thinking led the design department away from current standards<\/p>\n The Design Team<\/strong><\/p>\n The following group of men were generally young, eager, motivated and with boundless curiosity .Under Chapman’s direction they included:-<\/p>\n Computers <\/strong><\/p>\n Slater:-<\/p>\n \u201cThe Lotus 79 also broke new ground in being the first car to be developed using Computer-Aided Design [CAD] process and also the first to carry data-logging equipment that could enable computerized analysis of its chassis, braking and engine performance in the pits during race weekend.This combination of innovation proved devastating to the opposition.\u201d<\/p>\n Complimentary data recording included:-<\/p>\n \u201cAmassed 2.2 miles [3.3 km] of test recording tape, completed over 150 individual investigations, 54 rig tests and 1,400 hours of wind tunnel time at Imperial College\u201d<\/p>\n Aesthetics: Body Beautiful<\/strong><\/p>\n The all-enveloping body was truly beautiful, steely in black and gold and “indeed a superb looking car masterfully engineered\u201d<\/p>\n The type 79 was considered a large and voluptuous beauty<\/p>\n Quoted in Autocar week ending 22 July 1978 writing about the Lotus 79:<\/p>\n \u201cone top designer has acclaimed the Lotus 79 as \u201cunquestionably the most beautiful and perfect, formula 1 car ever built \u201cAnother says that it\u2019s like all great things \u201csimple good looking and devoid of superfluous features\u201d and later in the same article \u2026\u2026\u2026.today we marvel at the car of the year- at its wide, enveloping bodywork, its fine detailing and its effectiveness. If prove was needed of Chapman\u2019s status, then the 79 shows the man is without peer.\u201d<\/p>\n Taylor comments:-<\/p>\n \u201cThe visual effect was stunning at least with all the panel work in place and with some justification the latest JPs liveried car became known in FI circles as Black Beauty\u201d<\/p>\n Reinforcing these remarks Harding [Cars Facts&Feats] provides a photograph of the 79 [Mario Andretti, Monza 1978 and the comment:-<\/p>\n \u201cThe Lotus 79 was technically advanced ,like so many Chapman designs before it setting a standard for others constructors and aesthetically was perhaps the most pleasing of all 3-litre GP cars \u201c<\/p>\n Figure 1.Version 1 .Editors sketch of Lotus 79 to confirm observer\u2019s comments about aesthetics, also exploring JPS logo<\/p>\n The 79 was:-<\/p>\n Incandela explains:-<\/p>\n “in order to obtain a maximum venturi surface the chassis was very narrow holding a large single fuel tank just behind the drivers shoulders .the whole monocoque was formed of L72 16-18gauge aluminium bonded and riveted together with small steel brackets, except for the anchorage points areas………for aerodynamic reasons the roll over hoop was covered with aluminium sheet rivited to the tubing \u2026……<\/p>\n “The Lotus 79 had side pods on the venturi principle, in which air entering up front was accelerated to exit cleanly at the rear of the car. The wing section was designed and made by Lotus and bolted to the side of the monocoque, they were full length, one piece, made of fibre glass one for each side and had a small stone guard in the aperture at the front in order to protect the radiator.<\/p>\n Underneath each side pod was a pair of “Vortex generators” ,which were small aluminium devices made to accelerate the air under the car .the side pods extended rearwards alongside the top section of the engine ,supported by an aluminium frame on each side of the monocoque and enclosed by an under tray so improving the airflow exiting at the back .the movable skirts ,mounted freely in each side pod wall ,sealed the venturi “U” section air chamber against the road surface to enclose the low pressure area \u2026……….the skirts dropped down with their own weight on plastic “rollers2 and stayed in contact with the ground as the chassis ride height changed …………<\/p>\n the rear wing had an unusual arrangement in that what was known as a rear deck of fibre glass also picked up off the side pods resting on the suspension cross beam and at the back on the gearbox where two large side plates held the aerofioil ……..flick ups were added to fair in the rear wheel, improving the airflow around the rear wing the entire top bodywork sections were held with Dzus fasteners<\/p>\n The lotus 79 was another step ahead of the 78 concept ,exploring and using venturi effect with more downforce and less drag .this was effected by a slender chassis rethinking of weight distribution ,side pod as wide as possible with different sections engine and gearbox enclosed more effective skirts in fact everything to get smooth airflow under and above the car which at the time gave the car the appearance of being aerodynamically “clean”.<\/p>\n Aerodynamics, Wind Tunnel Theory and Practice, Ground Effect<\/strong><\/p>\n The technical language of aerodynamics is complex and the editors do not wish to bandy terms the concepts of which are not fully understood .Hence we will attempt to explain in layman\u2019s language. Subscribers are directed to authors like Cotton and Incandela for the in-depth interpretation and diagrams that further clarify the principles into construction\/ design details.<\/p>\n Wind tunnels had been in existence for some time before they were used by the Lotus team.<\/p>\n The evidence provided could be compromised because the conditions did not replicate those in the real world on the road conditions.<\/p>\n There were significant knock on factors and interactions not least the consequences of:-<\/p>\n With static objects the wheels did not rotate.<\/p>\n To be fully effective there was a requirement for greater realism and simulation.<\/p>\n Nye:-<\/p>\n \u201cWith ground effects the track is crucial. The narrow gap between road and the leading portion of the side pods forms the throat of a venture through which the airflow accelerates into the upswept \u201ctunnel \u201c behind [a venture is essentially a funnel ,narrow at the throat and broad at the other end \u2013in ground effects car of course it\u2019s more a tunnel than a funnel]<\/p>\n According to Bernoulli\u2019s law the pressure of a gas drops as its velocity increases, so as the air accelerates under the front of the 79\u2019s pods into the tunnels behind, its pressure dropped, sucking it to the ground .it follows that the faster the airflow the greater the suction .smooth airflow is quick airflow and so great attention was paid to reducing turbulence both in front and behind the grand effects portion of the car\u201d<\/p>\n Form and Function: The Wind of Change<\/strong><\/p>\n Chapman, Wright, and Rudd studied the problem and considered that the use should be made of the air going underneath the car as well as that which passed over it.they devised a car which effectively carried wings on each side of its centre section; the space beneath the \u201cwings\u201d was open to the airstream at the front and rear, but boxed in on the outside and closed off against the road there by a sliding skirt system\u201d<\/p>\n The type 79 adopted huge bolt on side pods so seen from above the square cut machine formed a perfect rectangle, each pod acted as giant venturi .the visual effect was stunning.<\/p>\n From net wiki etc.:-<\/p>\n “The Lotus 79<\/strong> was a Formula One car<\/a> designed in late 1977 by Colin Chapman<\/a>, Geoff Aldridge<\/a>, Martin Ogilvie<\/a>, Tony Rudd<\/a> and Peter Wright<\/a> of Lotus<\/a>.<\/p>\n Information from the net: www.f1technical.net\/f1db\/cars\/398<\/p>\n \u201cThe Lotus 79 proved to be one of the most successful Lotus cars ever built. It built upon the ground effect foundations that were laid by the Lotus 78<\/a> and added several mechanical features that are still standard in today’s F1 cars.<\/p>\n BRM’s Tony Rudd first tested the theory in practice, using scale models in the late 60s. However, the idea was not pursued. March was the first to use profiled side pods on a full-size race car in 1970. The side pods weren’t sealed against the ground and were situated too high to have any effect besides not causing additional drag while making room for extra fuel needed for thirstier races.<\/p>\n Brabham and McLaren experimented with air dams beneath the car but it took some more time until, in 1977, the first proper ground-effect car appeared: the Lotus 78 or, as it was called at the time, John Player Special Mk. III.<\/p>\n Two years before, Peter Wright, Colin Chapman and Tony Rudd conceived of the idea and tested the scale model in a wind tunnel. Initial results were incredible. The Lotus 78 real car did not emulate the model’s values entirely, having about 75% of the predicted downforce but what remained was nevertheless impressive.<\/p>\n The ground-effect is based on Bernoulli’s equation, known as one of the basics of Fluid Mechanics Theory. It basically states that when a fluid flows through a constriction, its speed will rise and pressure will fall. Since air is also considered a fluid, it could simply be applied to a racing car’s aerodynamics as well. If the bottom of the car is shaped correctly, it is possible to create a low-pressure area under the car. Car will literally be sucked to the ground. That phenomenon is known as ground-effect<\/strong>. Since the cornering speed depends on friction between tyres and tarmac, and friction depends on vertical force which is equal to the sum of car’s weight and lift force generated by low pressure area beneath the car; the bigger the pressure-fall is, the better the car performs.<\/p>\n To exploit this effect, the car had side pods shaped as inverted wings thus generating downforce on both sides of the profile. The year before, the edges of the Lotus 78 side pods were sealed against the ground with brush-like skirts, which is important to prevent outside air from interfering with air passing beneath the car and thus spoiling the effect. These skirts were later replaced by solid rubber skirts. The Type 78 was very successful during 1977. Mario Andretti won 4 times and only missed the title because of poor reliability, Gunnar Nilsson won once.<\/p>\n As the season progressed, Lotus began to work on more radical car, designed to completely harness ground effect as much as possible. By chance or by intention, it turned out to be a beautiful car, maybe the most beautiful open-wheeler ever produced: the Lotus 79 or J.P.S. Mk. IV or Black Beauty.<\/p>\n It had an aluminium monocoque chassis with arc-shaped scuttle. One giant fuel cell, permitted by new regulations, replaced three separate cells featured on the Type 78. The Ford Cosworth DFV engine\/gearbox\/rear suspension block was bolted onto the chassis’ rear end. Radiators were situated into the leading edge of wing shaped side pods. Front suspension was made up of lower wishbone, top rocker arm and inboard coil spring\/damper assemblies. Rear suspension consisted of double wishbones, coil spring\/damper assemblies and anti-roll bar. Front disc brakes were mounted outboard, rear inboard, on gearbox’s cheek-plates.<\/p>\n Downforce has also risen by approximately 25% over the 78. It proved so good that the design team had to strengthen the car’s chassis to withstand the high cornering forces and the downforce suction. After the modifications, it proved to be even faster than before.<\/p>\n The engine was fully enveloped inside the body panels while the underbody, because of the additional downforce it generated, permitted a smaller drag-inducing rear wing.<\/p>\n Additionally, the Lotus 79 was reputedly also the first F1 car to be designed using wind tunnel and computer design aids. In fact it was the first F1 car to use computers to analyse it in the pits on race weekends.<\/p>\n The Type 79 was not ready for the start of the season but the old Type 78 proved to be man enough for the job, Andretti and Peterson scoring one win each. Andretti debuted the Type 79 in Belgium, the sixth race of 1978 season, qualifying the car on pole, 0.79s ahead of Reutemann’s Ferrari and handsomely winning the race. It was the beginning of a remarkable winning streak that saw Andretti winning four more races and Peterson one, plus a total of 9 pole positions and 5 fastest laps. Lotus won the Constructor’s title with Andretti and Peterson taking first and second places in the drivers’ classification.<\/p>\n The 1978 fairy-tale was sadly destroyed on first lap of Italian Grand Prix. Ronnie Peterson destroyed his Type 79 in testing and, with no spare Type 79 available, had to race a Type 78. A starter’s mistake, allowed the race to be started before all of the contenders had completely stopped at their places, provoking a multiple incident in which Ronnie’s car hit the guardrail head-on. Both his legs were broken and although his injuries were not thought to be life threatening he died of post-operation complications. What should have been Lotus’ and Andretti’s celebration, since he clinched his title in Monza, turned out to be a nightmare. There’s some amount of irony in it because the only other American World Champion, Phil Hill, clinched his title in Monza as well, and his team-mate, von Trips, died in that race as well.<\/p>\n Peterson was replaced in the team by Frenchman Jean-Pierre Jarier. Carrying unusual start number 55 on his car he proved 79’s class by setting the fastest lap in his first race for Lotus. In the next GP he qualified on pole and led convincingly until technical problems slowed him.<\/p>\n While the Lotus 79 was head and shoulders above the opposition in 1978, being the only proper ground-effect car, Lotus was somewhat caught sleeping at the beginning of 1979. The Type 79’s successor, the Lotus 80<\/a> wasn’t ready yet and later would prove to be a flop. The team started the season with 79s painted in Martini \u2013 British Racing Green colours, which replaced the famous black-and-gold John Player Special livery. Carlos Reutemann partnered Andretti. The first two races fell into Ligier’s lap for they had been by far the best-prepared team running new JS11 cars. However, the Lotuses were still the best of the rest. As the season progressed the Lotus found themselves slipping further down the field. Mexican privateer Hector Rebaque bought one chassis and raced it into 1980 without success.<\/p>\n Incredible developments in the ground-effect area followed, cornering speeds rose sky-high and after several heavy accidents, most notably the death of Gilles Villeneuve, the shaped underbody was banned at the end of 1982. The new era saw flat-bottomed cars with only a rear diffuser shaped for creating downforce”.<\/p>\n It\u2019s worth noting that Incanela provides some excellent descriptions , diagrams , cutaways and photographs of the Lotus 79 that graphically indicate physical reality e.g.:-<\/p>\n P111 annotated side elevation and diagram of airflow pattern [drawn by Giorgio Piola]<\/p>\n P157 annotated cutaway of 1978 World Championship Lotus 79 [ditto].he also notes:-<\/p>\n \u201cthe rear dampers were relocated out of the airstream next to the gearbox and the exhaust pipe were raised and integrated into the side pods .at the same time the fuel tanks were removed from the sides and relocated within the chassis, being mounted right behind the cockpit,<\/p>\n This not only improved weight distribution but as a result of the repositioning; airflow under the side wings was improved and the car became more aerodynamically effective\u2026\u2026.<\/p>\n By making the rear wing slightly less effective\u2026.the Lotus engineers achieved their aim of keeping the total downforce generated by the old and new models the same, but improving wind resistance. The Lotus 79 was in fact something like 15% more efficient aerodynamically than the 78\u201d<\/em><\/p>\n Specifications [taken from the net \u2013 see further details referenced from Taylor and Incanela below in appendix]<\/strong><\/p>\n Designation:<\/strong> Lotus-Ford 79 Dimensions<\/strong><\/p>\n Wheelbase:<\/strong> 2718 mm Engine<\/strong><\/p>\n Designation:<\/strong> Ford Cosworth DFV 90\u00ba V8 Figure 2.Editors sketch working drawings drawn to explore how the design materialized and how form and function was resolved. This version 2 gives the rear end a slightly different treatment. Working from mostly photographs the editor was not 100% certain of the<\/p>\n For an appreciation of the form and functional interaction-see explanatory drawings \/diagrams by Giorgio Piola and by cutaway illustrations and the technical analysis provided by Incadela.<\/p>\n Drivers<\/strong><\/p>\n Cimarosti:-<\/p>\n Mario Andretti profited greatly from his 1977 experiences .He had learnt that sudden demands should not be made on the car and that ,while the Lotus wan fast ,it had to be driven carefully and as only as fast as was necessary for victory. Andretti\u2026\u2026. as the leader he was in the best position to control his rivals\u2026\u2026\u2026.<\/p>\n Lotus 79: Contemporaries<\/strong><\/p>\n In order to judge and benchmark Chapman and his team we suggest comparison with the following basket \u2013a more complete list provided in appendix below.<\/p>\n Marque Designer Engine Weight [lb. \/kg]<\/strong><\/p>\n Ferrari 312 T4 M.Forghieri Flat 12 4cam 48v 1301lb\/590kg<\/p>\n Ligier JS11 G.Ducarouge Cosworth DFV 1312lb\/595kg<\/p>\n Lotus 79 Ogilivie\/Aldridge Cosworth DFV 1279lb\/580kg<\/p>\n Renault RS10 M.Tetu Renault EF1 V6 turbo 1323lb\/600kg<\/p>\n Williams FW07 P.Head Cosworth DFV 1301lb\/590kg<\/p>\n [See detailed list in appendix below]<\/p>\n Ferrari 312 T4<\/strong><\/p>\n NB: Drawings from the net [Car Blueprint\u2019s] and technical information The Encyclopedia of Super Cars<\/p>\n Encyclopedia comments:<\/p>\n \u201cForced to retain their flat 12 engine\u2026\u2026\u2026..Ferrari were stuck with a power plant that was really unsuitable for a ground effect car, where the ideal is to mimimise the central underbody \u201cspine\u201d of the car and give it the largest possible area under the side pods , which are so designed to generate ground effect or suction onto the track.<\/p>\n Ferrari clearly could not compete with designs using V8 or V12 engines in this way. As compensation they maximized the plan area of the T4 making the whole upper surface act as far as possible as a reversed wing to generate extra downforce\u2026\u2026\u2026and the frontal bodywork was extended far further forward than on its rivals .at the rear the upswept bodywork was designed to smooth the airflow over the huge rear tyres in common F1 fashion\u201d<\/p>\n 1978 FI Constructors peers\/Competitors<\/strong><\/p>\n The following information is taken from wiki.<\/p>\n It can be used to benchmark the success of Chapman, Lotus and colleagues. Not least it might be the basis of researching the budgets each team adopted as further yardstick of analyzing Chapman\u2019s achievements.<\/p>\n Lotus took both the drivers and constructors championships in 1978 with primarily the Lotus 79.<\/p>\n![\"Autocar](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/autocar-magazine-july-22-1978-british-gp-report-lo.jpeg\")
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\nConstructor:<\/strong> Lotus England
\nChassis:<\/strong> Aluminium monocoque
\nFront suspension:<\/strong> Upper rocker arms, lower wishbone, inboard spring\/damper units
\nRear suspension:<\/strong> Upper rocker arms, lower wishbones, inboard coil springs over dampers
\nGearbox:<\/strong> Hewland FGA 400 5 speed Manual
\nTyres:<\/strong> Goodyear
\nFuel tank:<\/strong> Marston, 168l
\nFuel system:<\/strong> Lucas
\nGearbox:<\/strong> Hewland FG400\/5-speed, 55 kg
\nInstruments:<\/strong> Smiths
\nBattery:<\/strong> Yuasa
\nBearings:<\/strong> Vandervell
\nClutch:<\/strong> Borg & Beck<\/p>\n
\nFront track:<\/strong> 1730 mm
\nRear track:<\/strong> 1630 mm
\nFormula weight:<\/strong> 575 kg
\nWheel diameter (front \/ rear):<\/strong> 13 in
\nRim width (front \/ rear):<\/strong> 10 in \/ 18.5 in<\/p>\n
\nInjection:<\/strong> Lucas Fuel injection
\nBore X Stroke:<\/strong> 92.5 x 55.5 mm
\nCapacity:<\/strong> 2997 cc
\nValve train:<\/strong> 4 valves \/ cylinder, DOHC
\nPower:<\/strong> 475 bhp at 10500 rpm
\nTorque:<\/strong> 353 Nm at 8500 rpm
\nRings:<\/strong> Hepworth & Grandage
\nSpark plugs:<\/strong> NGK
\nWeight:<\/strong> 147 kg<\/p>\n![\"20151123121316_00023\"](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/20151123121316_00023.jpeg\")
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![\"Switzerland\"](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/switzerland-1.png\")
![\"United](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/united-kingdom-39.png\")
![\"United](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/united-kingdom-40.png\")
![\"United](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/united-kingdom-41.png\")
![\"United](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/united-kingdom-42.png\")
![\"Italy\"](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/italy-21.png\")
![\"France\"](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/france-10.png\")
![\"Italy\"](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/italy-22.png\")
![\"Italy\"](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/italy-23.png\")
![\"United](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/united-kingdom-43.png\")
![\"South](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/south-africa-1.png\")
![\"United](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/united-states-18.png\")
![\"United](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/united-kingdom-44.png\")
![\"United](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/united-states-19.png\")
![\"Italy\"](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/italy-24.png\")
![\"Belgium\"](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/belgium-10.png\")
![\"Republic](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/republic-of-ireland.png\")
![\"Brazil\"](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/brazil-3.png\")
![\"Italy\"](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/italy-25.png\")
![\"United](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/united-states-20.png\")
![\"United](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/united-kingdom-45.png\")
Mario Deliotti Racing<\/td>\n![\"United](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/united-kingdom-46.png\")
![\"West](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/west-germany-10.png\")
Sachs Racing<\/td>\n![\"Austria\"](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/austria-3.png\")
![\"United](\"http:\/\/colinchapmanmuseum.org.uk\/wp-content\/uploads\/2017\/12\/united-kingdom-47.png\")