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Set-up of these early ground effect cars was also difficult, with ever stiffer suspension needed to counteract the downforce, making the ride both unbearable for the driver and sometimes inconsistent in its delivery of downforce as it acted in opposition to the skirts due to changes in ride height from undulations in the track surface. However, such was their early dominance that the other teams could ill afford not develop their own version - but as they did, it became increasingly obvious that they'd supersede the Lotus version, not because their grasp of ground effect was better but because of the overall package, as the '79' was less well equipped elsewhere than its competitors. The Brabham BT46B or as most know it, 'the fan car', was one such example of a desire to improve on what Lotus had already been doing. The other teams protested its design on first sight but the sport's regulators upheld Brabham's claims that the primary function of the fan was to cool the car and any other side effects were simply a fringe benefit of the fan. Of course, nothing could be further from the truth. The fan was a crucial element of making the BT46B a step beyond anything else on the grid and took cues from the Chaparral 2J as it too used both skirts and fans to increase downforce. It was therefore a clever exploitation of the regulations, but even the team knew that the car wasn't strictly legal and withdrew it from competition after just one race, as Niki Lauda cruised to victory by over 30 seconds. As the 70s gave way to the 80s, it became apparent that teams were pushing the boundaries and spurning wings for even more aggressive ground effect solutions, not always for the betterment of performance. As cornering speeds and g-forces ramped up, the FIA stepped in, banning side skirts in 1981 and mandating a 6cm ground clearance. But the teams weren't willing to give up the performance advantage that ground effect had afforded - and several new solutions arose. The Lotus 88's 'twin-chassis' was an innovative way of getting around the ground clearance problem but never actually raced, much to the relief of their drivers, who claimed that the car was very unpredictable when they tested it. Brabham resolved the problem utilising hydropneumatic suspension, which allowed the car to settle at regulatory height in the pitlane and while being scrutineered, but then moved closer to the track while in action. Ground Effect (top) vs Flat Bottom (bottom) The skirt ban that was introduced in 1981 clearly wasn't enough and, as the situation hit fever pitch, the FIA acted again, introducing a flat bottom for 1983 and totally removing the ground effect we'd come to know from the sport. As we know, this doesn't stop the designers' progress as they began leveraging the gasses escaping from the exhaust, driving them into the diffuser to increase their effectiveness, something that was easier during the turbocharged era due to the abundance of waste gas being expelled. The 80s were dominated by political wranglings as the sport also became more of a business, guided by Bernie Ecclestone as he transitioned from team owner to commercial rights owner and looked to maximise the sport's global reach. Numerous changes were made to improve safety within the sport, be it for the driver or spectators, while the FIA started to place obstacles in the way of the turbocharged engines, which were producing in excess of 1000bhp and becoming, in turn, another safety threat. The FIA introduced limits on the turbocharged engines, dictating how much fuel could be carried and the boost level that could be run, culminating in a 150-litre fuel tank and down to 2.5bar of boost for 1988. 1990s - F1 becomes a business and focuses on safety The 90s began as the 80s had ended, with more restraint placed on car design along with increased safety testing and procedures, as the sport looked to increase standards across the board.

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