ISO 2021 Sunday Series

Round 1 Brazil: Completely new car. Contarary to impression created by a much taller engine cover, this car is much lower than the 1985 model. Roll over bar enclosed in rear bodywork but 16cm lower; cockpit 10-12cm lower; sidepods 8-10cm lower; nose cone not raked so steeply. The foregoing gave the impression of the car being wider than before but this was not so. Carbon-fibre chassis built in two pieces but with floor section and main tub (Similar to Williams) rather than half and half as before. Front suspension: suspension mounted horizontally. New digital instrument panel with horizontal rev counter incorporating colour sections. Almost identical engine installation to 156/85. Revised gearbox casting to cope with new fixing points on top for shock absorbers mounted at 45 degrees. Longer and lower engine cover. New brake calipers made by Ferrari with Brambo components. Top rear aluminium wishbone fitted with carbon-fibre skin for aerodynamic reasons. New underbody with a longer profile. Rear wing centrally mounted on two carbon-fibre plates.


Round 2 Spain: Little change to cars since Brazil except for revised anti roll bar and stronger fixing plates for brake dics. Continued to use Ferrari manufactured calipers. Ran revised Turbo along with modification to transmission. On Saturday Johansson's car fitted with double rear wing; both cars had this arrangement for the race.


Round 3 San Marino: Had tested a smaller one-piece airbox and a four piece exhaust system exiting beneath revised undertray but none of these items appeared at Imola. New chassis for Johansson featured different fixing point for top wishbone and other small changes. Revised profile for rear wing. Completely new fuel system after pipes leading to electronic injector had leaked and caused a fire at Jerez.


Round 4 Monaco: As usual, ran engines with more torque at low revs. Used smaller turbos incorporating butterfly assembly, operated mechanically and linked to throttle, to improve engine response. Used Brembo calipers all round. Fitted new rear brake ducts. For Monaco the step under the front of the chassis was filled in. Ran double rear wing.


Round 5 Belgium: First official apperance of Garrett turbos on Ferrari (T-car retained KKK). All cars returned to KKK on Friday and Saturday because Garrett not yet ready for qualifying. Revised rear suspension with new top mountin point for pushrod. New fabricated uprights in one piece (Previously part machined). Removed butterfly arrangement from turbo duct (As seen in Monte Carlo). Nose of Alboreto's car had underside step filled in.


Round 6 Canada: Revised underbody with seperate exhaust pipes (As introduced by Renault in 1983). Upper rear wishbones machined instead of being fabricated. Different fixing to upright to increase rigidity. One piece rims by speedline. Engineer Enea Spallanzini present to look after engines. Five turbos failed (Four on cars with new exhaust configuration) Garrett brought additional turbos on Saturday and Ferrari also reverted to an older system of oil cooling for turbos. All three cars had revised exhausets and underbody configurations on race day.


Round 7 Detroit: New lubrication system for turbo with revised shaft. Fitted twin brake system with additional pipes runing to calipers from twin pumps requiring additional vent in nose; designed to avoid overheating. This system now tested beforehand. All three cars fitted with same multiple exhaust system seen in Canada.


Round 8 France: Revised front suspension on race cars increased wheelbase by 45mm because wishbones angled forward (With front wings to cut to suit). Tested at Imola new rear end made up of suspension from the 1984 C5 (The pushrod variety introduced in Holland). Car tested was 10cm shorter due to omission of the bell-housing between the engine and gearbox. Louvred ducts to top and side of side pods to assist turbo cooling.


Round 9 G Britain: All three cars fitted with revised front suspension first seen at Paul Ricard and new top rear wishbones introduced in Canada. Wider rear wings with larger side plates. Alboreto's car fitted with a skirt, wrapped around the nose cone and a double rear wing. Alboreto's car also had stiffer suspension that Johanssons. Ferrari used KKK turbo's during qualifying but revered to Garrett for the race. Johansson ran extra cooling vents on bodywork, Alboreto didn't


Round 10 Germany: To alter weight distribution, wheelbase on t-car reduced from 2762cm to 2632cm by removing bell housing. Oil tank, previously inside bell housing, now mounted on top of gearbox, causing a revision of rear suspension in order to relocate shock absorber mountings. Short wheelbase car had been tested at Paul Ricard; the modified suspension was based on a geometry tested privately at the nurburgring in 1984. Now only using the geometry and the rockers; the wishbones and uprights were new. As a result of the shorter wheelbase, the bodywork was reduced leaving insufficient rooom in the underbody for the seperate exhaust pipes; now using single pipe. New rear wing with side plated modified to resemble McLaren. All three cars had front suspension pushed forward by 5cm. Used new garret turbos in qualifying but at least 4 blew up. Johannson also ran extra ducts for cooling.


Round 11 Hungary: Had tested modifications to wastegate, electronics and injection system at Imola, but these were not seen in Hungary. Used a revised aerodynamic set-up tested at Imola and the t-car was fitted with the rear wing seen briefly at hockenheim. This wing required a different mounting to the gearbox. Both cars fitted with longer side plates to rear wing. T-car fitted with twin brake system first seen at detroit. By Saturday, Johanssons car also had this revision. Both race cars fitted with bodywork incrporationg extra ducts next to turbos. Modifications to turbo shaft in the interest of reliability badly affected engine response. Alboreto now running cooling vents


Round 12 Austria: Devised new fixing sytem for nose section (Resulting from inability to repair Alboreto's accident damage during race in hungary) Nose cone, wings and internal mounting tube now in one piece to facilitate easy exchange. This also allowed experiments with different aerodynamic setups during practice by simply exchangine nose sections. Modifications to turbocharger included a new turbine wheel. Rear wing a mixture of profiles from Hockenheim(rear flaps) and Hungary.


Round 13 Italy: Used revised turbos and anciliary duction as tested at Imola. Intercooler on Alboreto's car set at a different angle. All three cars equipped with a longer and thinner Secam intercooler, designed originally for the short wheelbase car and found to be more efficient. Race cars fitted with Marzocchi shock absorbers with seperate gas cylinder. More competetive form at Monza attributed to improved aerodynamics and chassis tuning, avoiding previous mistakes with incorrect springs for various downforce setups.


Round 14 Portugal: New chassis (sixth of series) used as T-car, same configuration on all three cars as Monza, includig amended postion for intercoolers. Revised aerodynamics; different front wings and secondary rear wings.


Round 15 Mexico: Tried two different Garret turbos in an attempt to cope with the altitude and a long straight which reuired full throttle for 12 to 13 seconds. Intercooler (In 'Toleman' position) for Alboreto on Friday and Saturday; all 3 cars so equipped by Sunday. FItted new turbos with larger compressor for the race.


Round 16 Australia: Race cars fitted with intercoolers in revised position (angled in 'Toleman' style) Johannsons car equipped with twin lines for brake fluid (As first seen in detroit.

Round 1 Brazil: Waiting for completion of new car. Revised position for turbo inlet duct; moved away from edge of side pod. Streiff's car fitted with Hitco carbon-Fibre brakes


Round 2 Spain: New 015 for Brundle. Chassis similar to 014 but lower in fuel tank area; chassis generally more rounded. Engine cover enclosed the entire engine. Inboard rear brakes dispensed with. Pushrod suspension front and rear. New casting for gearbox. The only car to have radiators exiting through top of side pod. Brundle raced a 014 after damaging it in practice.


Round 3 San Marino: 015 damaged in Spain now repaired. Engine cover modified to accept Renault engines with revised plenum chambers.


Round 4 Monaco: Both drivers used thicker carbon-fibre discs but streiff forced to race with cas-iron brakes


Round 5 Belgium: Extra duct on engine cover of 015 to help cool electronic box. Brundles car fitted with double carbon fibre discs front and rear (As tested at Ricard)


Round 6 Canada: Streiff relegated to the 014 following his shunt in an 015 during testing at Brands Hatch (to ensure a full compliment of the latest car for Detroit) 015s had double carbon-fibre dics. Revised engine cover on one car to suit new plenum chamber on Renault V6

Round 7 Detroit: Removed double dics tested in Belgium and Canada. Vertical wings mounted behind front wheels on Brundle's car.

Round 8 France: Revised electronic mapping but none of the other Renault modifications made available (See Lotus) Small deflectors fitted to side plated of rear wing.

Round 9 G Britain: Brundles car fitted with skirt around nose. The sloping bottom to nose cone filled in to create a level surface. Rear wing fitted with the verticle deflectors seen in France. Did not have latest wastegate used by Lotus and Ligier


Round 10 Germany: Three 015s available for the first time. Brundle used the latest car with cooling duct and sleeves for the shock absorbers. Had latest wastegate but not the EF15C engine. The only team to continue with skirts on front wing side plates.


Round 11 Hungary: Improved cooling system in sidepod to increase airflow to gearbox. Small catch tank under gearbox for oil.


Round 12 Austria: No change


Round 13 Italy: New duct arrangement inside side pods on brundles car.


Round 14 Portugal: Larger radiator and longer side pods on Brundles car. Revisions to underbody included less angle on the upward sweep at the rear and the addition of two verticle fins on the underside.


Round 15 Mexico: Both cars now fitted with revised underbody and longer side pods with bigger radiators.


Round 16 Australia: All three cars fitted with longer side pods and revised underbody.