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Technology in race cars (30): Lotus 72 - wedges in a hurry

Created on May 17, 2023

Text:

Gerhard Schütz

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Archiv Gerhard Schütz

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Lotus 72 (1970) - the original version from the front

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Lotus 72 (1970) - the front axle with subframe and internal brakes

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Lotus 72 (1972) - Emerson Fittipaldi in the pits. To the right of the car, the removed suction hood

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Lotus 72 (1970) - The drive unit in the rear. The oil tank and cooler are located above the gearbox

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Lotus 72 (1970) - Half measures: Car without an engine in a rustic working environment at the Hockenheimring

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Lotus 72 (1970) - dismantled rear axle with gearbox

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Lotus 72 (1971) - X-ray drawing of the front end. Clearly recognizable: Pedals on the front axle and fire extinguisher in the nose

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Lotus 72 (1971) - X-ray drawing of the rear with double trailing arms on the rear axle

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Lotus 58 (1968) - without side boxes and with radiator in the rear

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Lotus 72 (1970) - NACA air intakes for brake cooling and exhaust stacks behind them

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Lotus 72 (1970) - uncovered front

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Lotus 72 (1970) - The three-part rear wing is clearly visible from this perspective. The lowest blade is set at 10 degrees, the middle blade at 20 degrees and the top blade at 30 degrees

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Lotus 72 (1970) - X-ray drawing

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Lotus 72 (1970) - Jochen Rindt's last lap at Monza, shortly before the fatal accident. Front and rear wings are dismantled

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Lotus 72 (1972) - the result of a side impact. The reinforced protection of the fuel tank has proven its worth

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Lotus 72 (1970) - Sketch of the torsion bar suspension on the left rear wheel

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Lotus 72 (1970) - John Miles at the Dutch Grand Prix ahead of Clay Regazzoni in the Ferrari 312 B

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Lotus 72 (1970) - Colin Chapman talks to Jochen Rindt at the French Grand Prix. At the front, the electric fans for cooling the brakes when stationary

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Lotus 72 1970 - Front spoiler - almost wings

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Lotus 72 (1970) - Jochen Rindt before the start of the "Daily Express International Trophy" at Silverstone on April 26, 1970

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Lotus 72 (1972) - technical analysis

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Lotus 72 (1970) - John Miles at the British Grand Prix at Brands Hatch

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Lotus 72 (1970) - with designer Maurice Philippe

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Lotus 72 (1970) - the original version from the rear

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Lotus 72 (1972) - Emerson Fittipaldi at the Mini Grand Prix of Vallelunga (Italy)

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Lotus 72 (1972) - Emerson Fittipaldi in his world champion car

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Jacky Ickx in a Ferrari 312 B ahead of Jochen Rindt in a Lotus 72 - German Grand Prix at Hockenheim 1970

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Summary

The Lotus 72 was so far ahead of its time that it remained in use for six years, five of which it was competitive. In addition to a radically new body shape, the red and gold racer featured a new cooling system, sophisticated torsion bar suspension and internal brakes on both axles. This article from the "Technology in racing cars" series is dedicated to the Formula 1 monoposto that made Jochen Rindt world champion in 1970 - and his wife a widow.

This article contains the following chapters

The wedge shape
The split radiator
The progressive torsion bar suspension
The inboard front brakes
The further development
The balance sheet

Estimated reading time: 12min

Preview (beginning of the article)

With the 1967 Lotus 49 , "Mr. Lotus", Colin Chapman, had brought a new standard of monoposto construction to the young Formula 1 with the three-litre engines: monocoque chassis and supporting Cosworth engine. From 1968, flaps on the nose and rear wing were added to aid aerodynamic downforce. And this Type 49 went on to win in 1970 as the 49C - in its fourth year! However, the tireless Chapman was already looking for new ways to make his cars even faster from 1968 onwards. Traction became a dominant issue at this time with increasing engine power and tire problems. In the Type 56 with the gas turbine for Indianapolis 1968 , Lotus responded to this problem with all-wheel drive - and with the wedge shape of the bodywork. The pure wedge shape was all the more feasible here because the gas turbine did not require a conventional radiator. This wedge shape was to trigger a veritable design revolution; not only in racing, but also in the design of everyday cars.

Welcome to Zwischengas!

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