History Part Fourth
Big business (1981–2000)
Beginning in the 1970s, Bernie Ecclestone rearranged the management of Formula One’s commercial rights; he is widely credited with transforming the sport into the billion dollar business it is today. When Ecclestone bought the Brabham team in 1971 he gained a seat on the Formula One Constructors’ Association and in 1978 became its President. Previously the circuit owners controlled the income of the teams and negotiated with each individually, however Ecclestone persuaded them to “hunt as a pack” through FOCA. He offered Formula One to circuit owners as a package which they could take or leave. In return for the package almost all are required to surrender trackside advertising.
The formation of the Fédération Internationale du Sport Automobile (FISA) in 1979 set off the FISA-FOCA war, during which FISA and its president Jean-Marie Balestre clashed repeatedly with FOCA over television revenues and technical regulations. The Guardian said of FOCA that Ecclestone and Max Mosley “used it to wage a guerilla war with a very long-term aim in view.” FOCA threatened to set up a rival series, boycotted a Grand Prix and FISA withdrew its sanction from races. The result was the 1981 Concorde Agreement which guaranteed technical stability, as teams were to be given reasonable notice of new regulations. Although FISA asserted its right to the TV revenues, it handed the administration of those rights to FOCA.
The FIA imposed a ban on ground effect aerodynamics in 1983. By then, however, turbocharged engines, which Renault had pioneered in 1977, were producing over 700 bhp (520 kW) and were essential to be competitive. By 1986 a BMW turbocharged engine achieved a flash reading of 5.5 bar pressure, estimated to be “over 1300 bhp” (970 kW) in qualifying for the Italian Grand Prix. The following year power in race trim reached around 1,100 bhp (820 kW), with boost pressure limited to only 4.0 bar. These cars were the most powerful open-wheel circuit racing cars ever. To reduce engine power output and thus speeds, the FIA limited fuel tank capacity in 1984 and boost pressures in 1988 before banning turbocharged engines completely in 1989.
The development of electronic driver aids began in the 1980s. Lotus began to develop a system of active suspension which first appeared in 1982 on the F1 Lotus 91 and Lotus Esprit road car. By 1987 this system had been perfected and was driven to victory by Ayrton Senna in the Monaco Grand Prix that year. In the early 1990s, other teams followed suit and semi-automatic gearboxes and traction control were a natural progression. The FIA, due to complaints that technology was determining the outcome of races more than driver skill, banned many such aids for 1994. This led to cars that were previously dependant on electronic aids becoming very “twitchy” and difficult to drive (notably the Williams FW16), and many observers felt that the ban on driver aids was a ban in name only as they “have proved difficult to police effectively.”
The teams signed a second Concorde Agreement in 1992 and a third in 1997, which expired on the last day of 2007.
On the track, the McLaren and Williams teams dominated the 1980s and 1990s, with Brabham also being competitive in the early part of the 1980s, winning two drivers’ championships with Nelson Piquet. Powered by Porsche, Honda, and Mercedes-Benz, McLaren won sixteen championships (seven constructors’, nine drivers’) in that period, while Williams used engines from Ford, Honda, and Renault to also win sixteen titles (nine constructors’, seven drivers’). The rivalry between racing legends Ayrton Senna and Alain Prost became F1’s central focus in 1988, and continued until Prost retired at the end of 1993. Tragically, Senna died at the 1994 San Marino Grand Prix after crashing into a wall on the exit of the notorious curve Tamburello, having taken over Prost’s lead drive at Williams that year. The FIA worked to improve the sport’s safety standards since that weekend, during which Roland Ratzenberger also lost his life in an accident during Saturday qualifying. No driver has died on the track at the wheel of a Formula One car since, though two track marshals have lost their lives, one at the 2000 Italian Grand Prix, and the other at the 2001 Australian Grand Prix.
Since the deaths of Senna, Ratzenberger & Gilles Villeneuve, the FIA has used safety as a reason to impose rule changes which otherwise, under the Concorde Agreement, would have had to be agreed upon by all the teams – most notably the changes introduced for 1998. This so called ‘narrow track’ era resulted in cars with smaller rear tyres, a narrower track overall and the introduction of ‘grooved’ tyres to reduce mechanical grip. There would be four grooves, on the front and rear – although initially three on the front tyres in the first year – that ran through the entire circumference of the tyre. The objective was to reduce cornering speeds and to produce racing similar to rain conditions by enforcing a smaller contact patch between tyre and track. This, according to the FIA, was to promote driver skill and provide a better spectacle.
Results have been mixed as the lack of mechanical grip has resulted in the more ingenious designers clawing back the deficit with aerodynamic grip – pushing more force onto the tyres through wings, aerodynamic devices etc – which in turn has resulted in less overtaking as these devices tend to make the wake behind the car ‘dirty’ preventing other cars from following closely, due to their dependence on ‘clean’ air to make the car stick to the track. The grooved tyres also had the unfortunate side effect of initially being of a harder compound, to be able to hold the groove tread blocks, which resulted in spectacular accidents in times of aerodynamic grip failure e.g. rear wing failures, as the harder compound could not grip the track as well.
The more innovative teams have found ways to maximise this dramatic change. In 1997 an F1 Racing photographer noticed that the rear brakes of the McLarens were glowing red in an acceleration zone of the track. The magazine discovered through photos of the inside of the cockpit, that McLaren had installed a second brake pedal, selectable by the driver to act on one of the rear wheels. This allowed the driver to eliminate understeer and reduce wheelspin when exiting slow corners, dubbed “brake steer”. Ferrari’s protestations to the FIA led to the system being banned at the 1998 Brazilian Grand Prix.
Drivers from McLaren, Williams, Renault (formerly Benetton) and Ferrari, dubbed the “Big Four”, have won every World Championship from 1984 to the present day. Due to the technological advances of the 1990s, the cost of competing in Formula One rose dramatically. This increased financial burden, combined with four teams’ dominance (largely funded by big car manufacturers such as Mercedes-Benz), caused the poorer independent teams to struggle not only to remain competitive, but to stay in business. Financial troubles forced several teams to withdraw. Since 1990, twenty-eight teams have pulled out of Formula One. This has prompted former Jordan owner Eddie Jordan to say that the days of competitive privateers are over.
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