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==Background== |
==Background== |
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| + | There was some minor controversy ahead of the first race of the 1976 season, with the cancellation of the [[Argentine Grand Prix]] the ultimate cause.<ref name=MM>A.H., 'The Brazilian Grand Prix: Lauda confirms Ferrari's mastery', ''motorsportmagazine.com'', ([[Motor Sport Magazine|Motor Sport]], 01/03/1976), https://www.motorsportmagazine.com/archive/article/march-1976/42/brazilian-grand-prix, (Accessed 17/01/2018)</ref> The race near Buenos Aires had originally been scheduled as the opening round on the [[January 11|11 January]], but with political and financial turmoil spreading across Argentina there was no chance of the race taking place.<ref name=MM></ref> That left the organisers at the [[Autódromo José Carlos Pace|Autódromo do Interlagos]] to foot the bill for shipping the entire Formula One circus over to South America for the opening race, although the race's sponsors were more than happy to foot the bill for one of Brazil's biggest sporting events of the year.<ref name=MM></ref> |
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| + | Indeed, much of this desire to host the race came from the remarkable events surrounding Brazil's double World Champion [[Emerson Fittipaldi]].<ref name=MM></ref> After being thoroughly beaten to the [[1975 Formula One Season|1975]] crown, Fittipaldi opted to switch his focus on creating a legacy in his homeland, and duly signed up to race for older brother [[Wilson Fittipaldi Júnior|Wilson's]] fledgling F1 team.<ref name=MM></ref> The brand new [[Fittipaldi FD04|FD04]], designed by [[Richard Divila]], reflected the most up-to-date trends followed by other {{Ford Cosworth-ENG}} engined outfits.<ref name=MM></ref> |
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| + | Sporting inboard brakes, conventional suspension and new, less bulky body work, the new FD04 showed a lot of promise.<ref name=MM></ref> Emerson Fittipaldi would complete a week long test with the car at Interlagos prior to the race meeting, with the team optimistic of challenging the usual Cosworth contingent out front.<ref name=MM></ref> A single 1975 [[Fittipaldi FD03|FD03]] would also make an appearance, handed to local racer [[Ingo Hoffmann]] for his debut.<ref name=MM></ref> |
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| + | Fittipaldi's former team {{McLaren-CON}} had not been idle since his departure, with the Marlboro sponsored squad signing up {{Hesketh-CON}}'s rising star [[James Hunt]] to lead their effort.<ref name=MM></ref> The Brit would partner [[Jochen Mass]], retained from 1975, with the pair getting a lightened set of [[McLaren M23|M23s]] to try in Brazil.<ref name=MM></ref> Changes included a rear-wishbone suspension setup, new lightweight body panels, and a lightened version of the [[Hewland]] gearboxes used by all of the Cosworth engined teams.<ref name=MM></ref> |
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| + | McLaren's major rivals {{Ferrari-CON}} arrived in Brazil as defending Champions, sporting #1 and #2 on their cars, but were unchanged from 1975.<ref name=MM></ref> That meant that defending World Champion [[Niki Lauda]] would once again be partnered by [[Clay Regazzoni]] in the team's set of [[Ferrari 312T|312Ts]], which were likewise unchanged from the end of 1975.<ref name=MM></ref> Indeed, the only change of note to the cars that had competed in [[1975 United States Grand Prix|Watkins Glen]] a few months earlier was the addition of a roll-hoop over the instrument panel, as per [[CSI]] regulations.<ref name=MM></ref> |
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| + | Elsewhere, {{Tyrrell-CON}} had spent the winter focusing on their "Project 34" design, the increasingly intriguing six-wheeled prototype that [[Ken Tyrrell]] had publicised late in 1975.<ref name=MM></ref> Unfortunately for them the opening round of the season arrived too early for any serious running, meaning [[Jody Scheckter]] and [[Patrick Depailler]] would have to use their 1975-spec [[Tyrrell 007|007s]].<ref name=MM></ref> The cars appeared with only minor revisions to how they had ended 1975, with attention mostly paid to shaving weight from the chassis.<ref name=MM></ref> |
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| + | {{Shadow-CON}} had made modifications to their [[Shadow DN5|DN5s]] over the winter, as development of the new [[Shadow DN8|DN8]], designed by [[Tony Southgate]] had stalled when major sponsor UOP quit the team.<ref name=MM></ref> Yet, the now British based and registered effort would arrive in Brazil with its DN5Bs race fit and ready, sporting new monocoques, revised suspension and other minor detail changes.<ref name=MM></ref> Unchanged was the driver line-up of [[Tom Pryce]] and [[Jean-Pierre Jarier]], although the latter was being courted by a returning French engine builder.<ref name=MM></ref> |
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| + | Following Shadow's lead, but being less officially open about it, were {{March-CON}}, who returned with a three car effort for [[Vittorio Brambilla]], [[Lella Lombardi]] and [[Hans-Joachim Stuck]].<ref name=MM></ref> Designer [[Robin Herd]] had updated their 1975 effort to create the [[March 761|761]] for 1976, which sported new bodywork and strengthened chassis due to a set of regulation changes issued by the CSI.<ref name=MM></ref> Otherwise the team and cars were as they were in 1975, each sporting unique liveries and ambitions.<ref name=MM></ref> |
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| + | 1975 runners-up {{Brabham-CON}}, meanwhile, had finally revealed their deal with Italian car manufacturer {{Alfa Romeo-ENG}} to use their new [[F12]] engine.<ref name=MM></ref> After their comprehensive defeat by the F12 Ferrari engine in 1975, team owner [[Bernie Ecclestone]] and designer [[Gordon Murray]] pushed for the new F12 engine, resulting in the all new [[Brabham BT45|BT45]] for [[Carlos Reutemann]] and [[Carlos Pace]].<ref name=MM></ref> Unfortunately, the new engine, revised brakes and suspension, and new bodywork meant that the car was well above the minimum weight limit, causing some to question the project's feasibility.<ref name=MM></ref> Regardless, the team would arrive in Brazil confident their new creation would work, with both cars decked out in a new Alfa Romeo red-Martini livery.<ref name=MM></ref> |
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| + | Likewise, {{Team Lotus-CON}} came to Brazil with a new creation, although [[Colin Chapman]] had not opted to seek an alternative to the Cosworth [[V8]] that the Norfolk squad had helped create.<ref name=MM></ref> Instead, [[Ronnie Peterson]] and American loanee [[Mario Andretti]] would start the season in the new [[Lotus 77|77]], which took the principles of the relatively ancient [[Lotus 72|72E]] and added more 1975/76 design directions.<ref name=MM></ref> A shortened wheelbase, revised suspension, new brake calipers and new "razor-blade" style bodywork made the 77 a formidable presence in the paddock, with the infamous John Player Special livery still adorning the team.<ref name=MM></ref> |
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| + | Joining the Formula One field for the first time would be French constructors {{Ligier-CON}}, who arrived with a French driver, team, engine and sponsor.<ref name=MM></ref> [[Guy Ligier]], an ex-F1 racer, had opted to go into the realm of chassis building post-racing retirement, and had struck a deal to bring engine builder {{Matra-CON}} back to Formula One full time.<ref name=MM></ref> The result was the [[V12]] Matra powered [[Ligier JS5|JS5]], named for Ligier's deceased friend [[Jo Schlesser]], a single example of which had been entered for [[Jacques Laffite]].<ref name=MM></ref> The design had been split between Matra and Ligier, with a distinct "teapot" air-intake the most striking thing about the car.<ref name=MM></ref> |
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| + | Elsewhere, the departure of Hunt from Hesketh had heralded some major changes at the back of the field.<ref name=MM></ref> [[Alexander Fermor-Hesketh]], 3rd Baron Hesketh, had decided to sell off the team's [[Hesketh 308|308C]] to [[Frank Williams]] amid speculation that he was to quit the sport.<ref name=MM></ref> Hesketh's designer [[Harvey Postlethwaite]] followed his creation over to [[Frank Williams Racing Cars]], which had recently seen Canadian businessman [[Walter Wolf]] become the majority share holder.<ref name=MM></ref> The Hesketh 308C was rebadged a [[Williams FW05|FW05]], painted black with gold trimming, and handed to [[Jacky Ickx]], while the team's old [[Williams FW04|FW04]] was given to [[Renzo Zorzi]].<ref name=MM></ref> |
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| + | Into the American contingent, and {{Penske-CON}} were back, hoping to overhaul absent rivals {{Parnelli-CON}} with their updated [[Penske PC3|PC3]].<ref name=MM></ref> Two of the new cars, based off of the March 751, were shipped to Brazil for [[John Watson]] to use, although the Brit was ultimately restricted to the newer of the pair.<ref name=MM></ref> The team also sported a new title sponsor and were renamed Citibank Team Penske ahead of an optimistic third F1 season.<ref name=MM></ref> |
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| + | Completing the field would be the lone {{BRM-CON}} of [[Ian Ashley]], although the revised [[BRM P201|P201B]] was not expected to shine with its unchanged BRM V12.<ref name=MM></ref> Therefore absent from the race were {{Surtees-CON}}, seeking a title sponsor, {{Ensign-CON}} who lacked the budget to travel, and the Hesketh team which appeared to lack interest. However, the most notable absence would be the {{Hill-CON}} effort, gone for good after the tragic events of [[November 29|29 November]] 1975. |
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===Entry list=== |
===Entry list=== |
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Revision as of 16:03, 17 January 2018
The 1976 Brazilian Grand Prix, otherwise officially known as the V Grande Premio do Brasil, was the opening round of the 1976 FIA Formula One World Championship, staged at the Autódromo do Interlagos on the 25 January, 1976.[1] The race, which would be the first for several new teams and driver line-ups, saw defending World Champion Niki Lauda open his maiden title defence with a strong performance.[1]
Qualifying for the Brazilian Grand Prix had been ultra-competitive despite the reduce 22 car entry list, with new McLaren racer James Hunt taking pole position.[1] He bested the #1 Ferrari of Lauda by just two hundredths of a second, while Jean-Pierre Jarier and Clay Regazzoni shared the second row just a tenth behind.[1]
There would also be a new start procedure in Brazil, with the flag drop replaced by a set of lights hung from the start/finish gantry.[1] Although the new system had been tested and tried before, several were shocked to see Regazzoni time his launch perfectly to shoot into the lead.[1] Teammate Lauda would slot in behind, with Hunt dropping to third ahead of Vittorio Brambilla.[1]
The opening stages would see several drivers drop away from the lead pack through mechanical strife, Jochen Mass, John Watson and Emerson Fittipaldi all falling out of contention.[1] That allowed Tom Pryce to tag onto the top six early on, although the Welshman would follow teammate Jarier's lead as the two Shadows picked their way up to fourth and fifth.[1]
On lap nine the pattern of the race changed, as Lauda elbowed his way past Regazzoni and inadvertently opened the door for Hunt to pass the Swiss racer too.[1] Jarier also seized upon the opportunity and duly dived inside the #2 Ferrari, only for the pair to bang wheels and leave Regazzoni with a trip to the pits for repairs.[1]
Lauda would drive away from the rest after that, leaving Hunt to fend off an increasingly aggressive Jarier.[1] The pair were tied together until Hunt hit engine trouble, with the Brit ultimately retiring on lap 33 after a spin, throttle jam and major oil loss.[1]
Hunt's oil dump would be a problem a lap later, as the charging Jarier hit the slick and duly sailed into the catch fencing, fortunately emerging uninjured.[1] The sister Shadow of Pryce almost did the same but the Welshman held onto the car, only to see Patrick Depailler cruise past for second with only a handful of laps to go.[1]
With that the race was run, with Lauda ultimately coming across the line 22 seconds clear of Depailler and Pryce.[1] Fourth went the Hans-Joachim Stuck ahead of Jody Scheckter, while Mass claimed the final point ahead of Regazzoni.[1]
Background
There was some minor controversy ahead of the first race of the 1976 season, with the cancellation of the Argentine Grand Prix the ultimate cause.[2] The race near Buenos Aires had originally been scheduled as the opening round on the 11 January, but with political and financial turmoil spreading across Argentina there was no chance of the race taking place.[2] That left the organisers at the Autódromo do Interlagos to foot the bill for shipping the entire Formula One circus over to South America for the opening race, although the race's sponsors were more than happy to foot the bill for one of Brazil's biggest sporting events of the year.[2]
Indeed, much of this desire to host the race came from the remarkable events surrounding Brazil's double World Champion Emerson Fittipaldi.[2] After being thoroughly beaten to the 1975 crown, Fittipaldi opted to switch his focus on creating a legacy in his homeland, and duly signed up to race for older brother Wilson's fledgling F1 team.[2] The brand new FD04, designed by Richard Divila, reflected the most up-to-date trends followed by other Ford Cosworth engined outfits.[2]
Sporting inboard brakes, conventional suspension and new, less bulky body work, the new FD04 showed a lot of promise.[2] Emerson Fittipaldi would complete a week long test with the car at Interlagos prior to the race meeting, with the team optimistic of challenging the usual Cosworth contingent out front.[2] A single 1975 FD03 would also make an appearance, handed to local racer Ingo Hoffmann for his debut.[2]
Fittipaldi's former team McLaren had not been idle since his departure, with the Marlboro sponsored squad signing up Hesketh's rising star James Hunt to lead their effort.[2] The Brit would partner Jochen Mass, retained from 1975, with the pair getting a lightened set of M23s to try in Brazil.[2] Changes included a rear-wishbone suspension setup, new lightweight body panels, and a lightened version of the Hewland gearboxes used by all of the Cosworth engined teams.[2]
McLaren's major rivals Ferrari arrived in Brazil as defending Champions, sporting #1 and #2 on their cars, but were unchanged from 1975.[2] That meant that defending World Champion Niki Lauda would once again be partnered by Clay Regazzoni in the team's set of 312Ts, which were likewise unchanged from the end of 1975.[2] Indeed, the only change of note to the cars that had competed in Watkins Glen a few months earlier was the addition of a roll-hoop over the instrument panel, as per CSI regulations.[2]
Elsewhere, Tyrrell had spent the winter focusing on their "Project 34" design, the increasingly intriguing six-wheeled prototype that Ken Tyrrell had publicised late in 1975.[2] Unfortunately for them the opening round of the season arrived too early for any serious running, meaning Jody Scheckter and Patrick Depailler would have to use their 1975-spec 007s.[2] The cars appeared with only minor revisions to how they had ended 1975, with attention mostly paid to shaving weight from the chassis.[2]
Shadow had made modifications to their DN5s over the winter, as development of the new DN8, designed by Tony Southgate had stalled when major sponsor UOP quit the team.[2] Yet, the now British based and registered effort would arrive in Brazil with its DN5Bs race fit and ready, sporting new monocoques, revised suspension and other minor detail changes.[2] Unchanged was the driver line-up of Tom Pryce and Jean-Pierre Jarier, although the latter was being courted by a returning French engine builder.[2]
Following Shadow's lead, but being less officially open about it, were March, who returned with a three car effort for Vittorio Brambilla, Lella Lombardi and Hans-Joachim Stuck.[2] Designer Robin Herd had updated their 1975 effort to create the 761 for 1976, which sported new bodywork and strengthened chassis due to a set of regulation changes issued by the CSI.[2] Otherwise the team and cars were as they were in 1975, each sporting unique liveries and ambitions.[2]
1975 runners-up Brabham, meanwhile, had finally revealed their deal with Italian car manufacturer Alfa Romeo to use their new F12 engine.[2] After their comprehensive defeat by the F12 Ferrari engine in 1975, team owner Bernie Ecclestone and designer Gordon Murray pushed for the new F12 engine, resulting in the all new BT45 for Carlos Reutemann and Carlos Pace.[2] Unfortunately, the new engine, revised brakes and suspension, and new bodywork meant that the car was well above the minimum weight limit, causing some to question the project's feasibility.[2] Regardless, the team would arrive in Brazil confident their new creation would work, with both cars decked out in a new Alfa Romeo red-Martini livery.[2]
Likewise, Lotus came to Brazil with a new creation, although Colin Chapman had not opted to seek an alternative to the Cosworth V8 that the Norfolk squad had helped create.[2] Instead, Ronnie Peterson and American loanee Mario Andretti would start the season in the new 77, which took the principles of the relatively ancient 72E and added more 1975/76 design directions.[2] A shortened wheelbase, revised suspension, new brake calipers and new "razor-blade" style bodywork made the 77 a formidable presence in the paddock, with the infamous John Player Special livery still adorning the team.[2]
Joining the Formula One field for the first time would be French constructors Ligier, who arrived with a French driver, team, engine and sponsor.[2] Guy Ligier, an ex-F1 racer, had opted to go into the realm of chassis building post-racing retirement, and had struck a deal to bring engine builder Matra back to Formula One full time.[2] The result was the V12 Matra powered JS5, named for Ligier's deceased friend Jo Schlesser, a single example of which had been entered for Jacques Laffite.[2] The design had been split between Matra and Ligier, with a distinct "teapot" air-intake the most striking thing about the car.[2]
Elsewhere, the departure of Hunt from Hesketh had heralded some major changes at the back of the field.[2] Alexander Fermor-Hesketh, 3rd Baron Hesketh, had decided to sell off the team's 308C to Frank Williams amid speculation that he was to quit the sport.[2] Hesketh's designer Harvey Postlethwaite followed his creation over to Frank Williams Racing Cars, which had recently seen Canadian businessman Walter Wolf become the majority share holder.[2] The Hesketh 308C was rebadged a FW05, painted black with gold trimming, and handed to Jacky Ickx, while the team's old FW04 was given to Renzo Zorzi.[2]
Into the American contingent, and Penske were back, hoping to overhaul absent rivals Parnelli with their updated PC3.[2] Two of the new cars, based off of the March 751, were shipped to Brazil for John Watson to use, although the Brit was ultimately restricted to the newer of the pair.[2] The team also sported a new title sponsor and were renamed Citibank Team Penske ahead of an optimistic third F1 season.[2]
Completing the field would be the lone BRM of Ian Ashley, although the revised P201B was not expected to shine with its unchanged BRM V12.[2] Therefore absent from the race were Surtees, seeking a title sponsor, Ensign who lacked the budget to travel, and the Hesketh team which appeared to lack interest. However, the most notable absence would be the Hill effort, gone for good after the tragic events of 29 November 1975.
Entry list
The full entry list for the 1976 Brazilian Grand Prix is outlined below:
Practice Overview
Qualifying
Report
Qualifying Results
The full qualifying results for the 1976 Brazilian Grand Prix are outlined below:
| Pos. | No. | Driver | Constructor | Time | Gap | |||
|---|---|---|---|---|---|---|---|---|
| P1 | P2 | P3 | P4 | |||||
| 1 | — | |||||||
| 2 | ||||||||
- T Indicates a driver used their test/spare car to set their best time in that session.
- Bold indicates a driver's best/qualifying time.
Grid
| Pos. | Pos. | |
|---|---|---|
| Driver | Driver | |
| ______________ | ||
| Row 1 | 1 | ______________ |
| James Hunt | 2 | |
| ______________ | Niki Lauda | |
| Row 2 | 3 | ______________ |
| Jean-Pierre Jarier | 4 | |
| ______________ | Clay Regazzoni | |
| Row 3 | 5 | ______________ |
| Emerson Fittipaldi | 6 | |
| ______________ | Jochen Mass | |
| Row 4 | 7 | ______________ |
| Vittorio Brambilla | 8 | |
| ______________ | John Watson | |
| Row 5 | 9 | ______________ |
| Patrick Depailler | 10 | |
| ______________ | Carlos Pace | |
| Row 6 | 11 | ______________ |
| Jacques Laffite | 12 | |
| ______________ | Tom Pryce | |
| Row 7 | 13 | ______________ |
| Jody Scheckter | 14 | |
| ______________ | Hans-Joachim Stuck | |
| Row 8 | 15 | ______________ |
| Carlos Reutemann | 16 | |
| ______________ | Mario Andretti | |
| Row 9 | 17 | ______________ |
| Renzo Zorzi | 18 | |
| ______________ | Ronnie Peterson | |
| Row 10 | 19 | ______________ |
| Jacky Ickx | 20 | |
| ______________ | Ingo Hoffmann | |
| Row 11 | 21 | ______________ |
| Ian Ashley | 22 | |
| ______________ | Lella Lombardi |
Race
Report
Results
The full results for the 1976 Brazilian Grand Prix are outlined below:
| Pos. | No. | Driver | Constructor | Laps | Time/Retired | Grid | Points |
|---|---|---|---|---|---|---|---|
| 1 | 9 |
Milestones
- Debut race for Ingo Hoffmann.
- Ligier entered their first race as a constructor.
- Maiden pole position for James Hunt.
- Fifth pole position set in a McLaren.
- Niki Lauda claimed his eighth career victory.
- Ferrari earned their 59th triumph as a constructor and engine supplier.
- Second and final podium for Tom Pryce.
Standings
Niki Lauda made the perfect start to his title defence by claiming victory in Brazil, although the manner of his win suggested that the Austrian could be beaten at some point on the season. Patrick Depailler was a happy second on the day and in the Championship, while Tom Pryce completed the early top three. Hans-Joachim Stuck, Jody Scheckter and Jochen Mass completed the day one scorers.
Ferrari had Lauda to thank for opening their 1976 account with a perfect score, the Italian squad three points ahead of second placed Tyrrell-Ford Cosworth. Shadow-Ford Cosworth, officially a British entry in 1976, found themselves ahead of March-Ford Cosworth, while McLaren-Ford Cosworth were the only other point scorers in fifth.
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References
Images and Videos:
References:
- ↑ 1.00 1.01 1.02 1.03 1.04 1.05 1.06 1.07 1.08 1.09 1.10 1.11 1.12 1.13 1.14 1.15 1.16 'GRAND PRIX RESULTS: BRAZILIAN GP, 1976', grandprix.com, (Inside F1 Inc., 2015), http://www.grandprix.com/gpe/rr265.html, (Accessed 17/01/2018)
- ↑ 2.00 2.01 2.02 2.03 2.04 2.05 2.06 2.07 2.08 2.09 2.10 2.11 2.12 2.13 2.14 2.15 2.16 2.17 2.18 2.19 2.20 2.21 2.22 2.23 2.24 2.25 2.26 2.27 2.28 2.29 2.30 2.31 2.32 2.33 2.34 2.35 2.36 2.37 2.38 2.39 2.40 2.41 2.42 A.H., 'The Brazilian Grand Prix: Lauda confirms Ferrari's mastery', motorsportmagazine.com, (Motor Sport, 01/03/1976), https://www.motorsportmagazine.com/archive/article/march-1976/42/brazilian-grand-prix, (Accessed 17/01/2018)
- ↑ 'Brazil 1976: Entrants', statsf1.com, (Stats F1, 2016), http://www.statsf1.com/en/1976/bresil/engages.aspx, (Accessed 17/01/2017)
| V T E |  Brazilian Grand Prix
|
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|---|---|---|
| Circuits | Interlagos (1972–1977, 1979–1980, 1990–2019), Jacarepaguá (1978, 1981–1989) |  |
| Races (Brazilian GP) | 1973 • 1974 • 1975 • 1976 • 1977 • 1978 • 1979 • 1980 • 1981 • 1982 • 1983 • 1984 • 1985 • 1986 • 1987 • 1988 • 1989 • 1990 • 1991 • 1992 • 1993 • 1994 • 1995 • 1996 • 1997 • 1998 • 1999 • 2000 • 2001 • 2002 • 2003 • 2004 • 2005 • 2006 • 2007 • 2008 • 2009 • 2010 • 2011 • 2012 • 2013 • 2014 • 2015 • 2016 • 2017 • 2018 • 2019 • | |
| Non-Championship Race | 1972 |
| v·d·e | Nominate this page for Featured Article |