赛车经理MOD 传奇团队

描述：

JPS Lotus 79  -  1978

司机：马里奥安德雷蒂

罗尼彼得森

主席：科林查普曼

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莲花79是第一款充分利用地面效应空气动力学的F1赛车，在其前身莲花78中率先推出.78赛车的底盘压力问题由79解决，进一步设计工作在文丘里隧道下汽车，允许低压区域沿整个下侧均匀分布。这是通过将后车身延伸到后轮内部的一个点来实现的，允许下侧向后延伸，而不是像78上那样突然在后轮前方结束。结果，后悬架也被重新设计为允许空气比其前身更清洁地离开后部。这样可以设计出更小的尾翼，从而减少阻力。当汽车首次出现时，上部车身被陡峭倾斜，并以“可乐瓶”侧箱为特色。在风洞中工作后，发现这些功能是不必要的，因为汽车无论如何都会产生如此多的下压力。然而，这些功能后来被整合到Lotus 80中。总共有五个底盘在设计的整个生命周期内建造，原型79/1被出售给HéctorRebaque以作为私人参赛者参赛。

该车由福特考斯沃斯DFV提供动力，由铝制蜂窝板制成，特别加强了地面效应对车辆施加的压力。燃油箱是驾驶员后面的一个单独的电池，而不是78上的独立燃油箱。这样做的好处是增加了防火保护并将重心移到了汽车的中间位置，有助于转弯和制动。 79也是第一款使用计算机设计辅助设计的F1赛车。[引证需要]事实上，它是第一辆使用计算机在比赛周末在维修站进行分析的F1赛车。

这辆车于1977年底由罗尼·彼得森（Ronnie Peterson）进行了秘密测试，并证明速度非常快，但是由于地面效应产生的严重吸力和克力，底盘遭受了早期疲劳。 79人的下压力比78人多出约30％，这是Ogilvie和陆克文没有预料到的，后者又回到了绘图板。底盘在特定点上得到了加强，主要是在底盘上的单体壳和承重点附近，发现汽车比以前更快。

需要平稳的气流决定了汽车必须有干净的线条。被媒体和F1粉丝昵称为“Black Beauty”，由于其优雅的设计和时尚的外形以及通过John Player Special香烟赞助的黑色和金色制服，Lotus 79在首次亮相时立即具有竞争力，1978年比利时大奖赛在佐尔德。它在马里奥·安德雷蒂（Mario Andretti）手中击败了一秒多，并且轻松地赢得了比赛。 Andretti在第一次驾驶79后莲花78驾驶伦敦公共汽车时说道。彼得森曾经打过一个令人印象深刻的杆位之后打趣说，这辆车非常出色，他所要做的只是操纵。

然而，79并非没有问题。 Wright和Ogilvie指出，该车在设计的某些方面非常有限。安德雷蒂对汽车的刹车有所保留，刹车在比赛距离内明显减弱，特别是在炎热的环境下;排气装置有过热的倾向，而单体壳浴缸并不像车队所希望的那样坚硬，这意味着在使用汽车的两个季节中必须多次制造新的铸件。

Description:

JPS Lotus 79 – 1978

Driver : Mario Andretti

Ronnie Peterson

Chairman: Colin Chapman

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The Lotus 79 was the first F1 car to take full advantage of ground effects aerodynamics, pioneered in its immediate predecessor, the Lotus 78. The undercar pressure problems in the 78 were resolved with the 79, with further design work on the venturi tunnels under the car, which allowed the low pressure area to be evenly d along the whole of the underside. This was achieved by extending the rear bodywork to a point inside the rear wheels, allowing the underside to extend further back, instead of ending abruptly in front of the rear wheels as on the 78. As a result, the rear suspension was also redesigned to allow the air to exit the rear more cleanly than on its predecessor. This allowed a smaller rear wing to be designed, causing less drag. When the car first appeared, the upper bodywork was steeply raked and featured "Coke bottle" sidepods. After work in the wind tunnel, these features were found to be unnecessary, as the car generated so much downforce anyway. These features were, however, later incorporated into the Lotus 80. In all, five chassis were built during the design’s lifetime, with the prototype 79/1 being sold to Héctor Rebaque to race as a privateer entrant.

The car was powered by the Ford Cosworth DFV and constructed of sheet aluminium honeycomb, specially strengthened for the pressures exerted on the car by the ground effect. The fuel tank was one single cell behind the driver, as opposed to separate fuel tanks as on the 78. This had the advantage of increasing fire protection and moving the centre of gravity to the middle of the car, helping cornering and braking. The 79 was also the first F1 car to be designed using computer design aids.[citation needed] In fact, it was the first F1 car to use computers to analyse it in the pits on race weekends.

The car was secretly tested in late 1977 by Ronnie Peterson and proved extremely fast, but the chassis suffered early fatigue due to the severe suction and g-forces generated by the ground effect. The 79 produced about 30% more downforce than the 78, something not foreseen by Ogilvie and Rudd, who went back to the drawing board. The chassis was strengthened in specific points, mostly around the monocoque and load bearing points on the chassis tub, and the car was found to be even faster than before.

The need for smooth airflow dictated the car must have clean lines. Nicknamed "Black Beauty" by the press and F1 fans alike, for its graceful design and sleek profile and its black and gold livery through sponsorship by John Player Special cigarettes, the Lotus 79 was instantly competitive on its debut, the 1978 Belgian Grand Prix at Zolder. It took pole at the hands of Mario Andretti by more than a second, and won the race comfortably. Andretti said after driving the 79 for the first time that the Lotus 78 was like driving a London bus. Peterson once quipped, after scoring an impressive pole position, that the car was so brilliantly set up, all he had to do was steer.

The 79 was not without its problems, however. Wright and Ogilvie noted that the car was very marginal in some aspects of its design. Andretti had reservations over the car’s brakes, which faded noticeably over a race distance, especially in hot conditions; the exhaust had a tendency to overheat, and the monocoque tub was not as stiff as the team would have liked, which meant a new casting had to be fabricated several times during the two seasons the car was used.

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