Turbo times

Only weeks now remain before the new Grand Prix season commences in Melbourne, Australia, and the teams are going through the familiar rituals of unveiling their new cars, to be followed by testing. This year there is even more interest and conjecture than usual, as the engine regulations are undergoing a transformation. Normally aspirated V8s are out, to be replaced by 1.6 litre V6 turbo units.  All this talk of turbos reminds me of F1's previous experience with this form of forced induction motor, from 1977 to 1988.

I first became really interested in racing just as the turbos were beginning to make their presence felt. This was in 1981, when only Ferrari,Renault and Toleman were turbocharged, the French company having pioneered the "innovation" as far back as 1977. I remember that they were still regarded very much as a curiosity, and the Renaults in particular were plagued with poor reliability, although when they kept running long enough they demonstrated that they were the future.  The only question was precisely when that "future" would arrive, and when they would fully supplant the venerable Cosworth DFV.

The 1982 season was very much a transitional one in terms of the balance of power between engine philosophies. Ferrari in particular were slowly mastering reliability and driveability issues, and if Didier Pironi had not suffered grievous injuries at Hockenheim, it is probable that he would have become the first driver to win the title in a turbocharged car. In the event, the driver's championship was once again decided between men driving "atmo"-propelled vehicles.

By 1983, the pendulum had tilted decisively, and the spoils at most races were divided up between Ferrari, Renault and Brabham.  Even now, though, a Cosworth-powered car piloted by a particularly brave driver, on a circuit or in conditions which suited the unit's characteristics, could still prevail. Examples of this were Keke Rosberg at Monaco and John Watson at Long Beach. By this stage, however, even the Williams and McLaren teams had seen the writing on the wall, and had turbo projects in the pipeline.  I recall 1983 as the first real "turbo season", and it kind of passed me by, probably because the imminent demise of the DFV induced in me a form of disorientation. I was probably not the only one who was not yet totally prepared for this brave new world.

So was racing "better" when all or most of the field was turbo-equipped?  Well, it was certainly exciting at times, especially in qualifying around the mid-80s when some teams had in excess of 1000 bhp at their diisposal. Many still wax lyrical about Ayrton Senna's exploits in the Lotus Renaults, and of course there was Rosberg's 160mph lap at Silverstone in '85.  The early laps of some races, at least in 1982 and 1983, before fuel restrictions were introduced, were spectacular and frenetic, with the turbo runners seemingly intent on racing each other to destruction. Monza in 1982 was typical of this trend.

I know that several prominent journalists saw the turbo era of the 80s as one of the high points of the sport's history, because of the distilled, almost primeval drama which the technical developments encouraged, in qualifying most of all. Some offered the opinion that those cars were driven by "real men", and that they rewarded and magnified both bravery and finesse.However, there is also an argument for saying that the massive horsepower and performance differentials made it impossible to appraise driver capabilities, a perilous and unenviable task at the best of times.

As with much nostalgia, we tend to filter out the less agreeable aspects from our memories. In the 1984-86 period, the fuel rules turned some races into economy runs, and raised the spectre of cars running out of fuel in the closing stages of races. It was remarked at the time that qualifying, on stratospheric boost, bore little relation to the race, and was almost a separate event. It is significant that Alain Prost was the pre-eminent figure in mid-1980s F1, being able to juggle the vagaries of tyre wear, fuel consumption and strategy.

By 1986, Honda had begun to master the fuel consumption problems, and dominated the sport for the next two seasons, which contained much dreary and processional racing, as few could hope to match Honda's overall package for speed and reliability. By now, turbos had lost their way, the technology was becoming stale, and Grand Prix racing was looking a little tattered around the edges, with separate classes introduced for normally aspirated contenders, and some participants may have been looking further ahead, anticipating the forthcoming change in the engine regulations. Hence the utter McLaren domination of 1988, as the other manufacturers ceased developing their soon-to-be-redundant turbo engines.

Looking back, turbos, with their aura of extravagance and expense, seemed suited to the glitzy and thrusting 80s, and they broadly corresponded in direction and ethos with trends in other forms of motor sport at the time. The world has changed, though, and the rationale behind the reintroduction of turbos for 2014 is very different to that which triggered their heyday three decades ago.

It remains to be see what effect the 2014-generation turbos will have on the direction of the sport.  I somehow doubt that the raw, chilling and exhilarating spectacle of 1985/86 will return, but I remain cautiously optimistic that they will engender both some renewed technical interest and freshness, and a shake-up, however temporary, in the competitive order of things.