The 126C was designed to replace the aging but successful 312T series, which had been in use since 1975. The shift was necessitated by changing regulations and the increasing importance of ground effect aerodynamics. The 312T’s wide, 180° V12 engine obstructed the airflow needed for efficient ground effect, prompting the adoption of a narrower V6 engine with forced induction. The car’s design was a collaborative effort between Mauro Forghieri and Harvey Postlethwaite, with Nicola Materazzi serving as engine chief engineer.
Initial development explored a Comprex pressure wave supercharger, supplied by a Swiss company, leading to the 126BBC/126CX variant. While praised for its extended power range and reduction of turbo lag, the system’s height and potential for exhaust/intake gas mixing led the team to ultimately adopt twin KKK turbochargers, producing around 600 bhp (447 kW; 608 PS) in qualifying and detuned to 550 bhp (410 kW; 558 PS) for races. Enzo Ferrari hired Nicola Materazzi in 1979 specifically for his experience with turbocharging in Lancia Stratos Gr 5 Silhouette cars, bringing valuable technical know-how to the team. Later iterations of the engine were refined by Materazzi to increase power and reliability. The 126C2 featured Ferrari’s first genuine full monocoque chassis, utilizing honeycomb aluminum panels, a construction technique common among British specialist constructors. Subsequent versions, like the 126C2B and 126C3, saw further engine development, with power figures reaching 800 bhp (597 kW; 811 PS) in qualifying for the 126C3. The 126C4’s engine output was approximately 850 bhp (634 kW; 862 PS) in qualifying.
The 126CK was first tested during the 1980 Italian Grand Prix. Gilles Villeneuve preferred the car despite reservations about its handling. In 1981, Villeneuve secured back-to-back victories in Monaco and Spain, but early engine unreliability hampered his championship bid. The 126CK excelled on fast tracks like Hockenheim, Monza, and Buenos Aires. Villeneuve famously described the car as "a big red Cadillac" due to its difficult handling. Didier Pironi and Harvey Postlethwaite attributed the handling issues not to mechanical flaws, but to the car’s poor aerodynamics, lacking approximately a quarter of the downforce of competitors like Williams and Brabham.
The 1982 season saw a significant overhaul with the 126C2. Despite a tumultuous season marked by Pironi’s near-fatal accident and Villeneuve’s tragic death, Ferrari secured the Constructors' Championship. Patrick Tambay joined the team mid-season, achieving a win in Germany. Mario Andretti later joined as Pironi’s replacement, contributing to the championship success. The 126C2B (1983) was introduced with mandatory flat bottoms, reducing ground effect, and featured an oversized rear wing to compensate for the lost downforce. Patrick Tambay and René Arnoux drove the 126C3 in 1983, winning four races and contending for the World Championship, though ultimately losing out due to late-season unreliability. The 126C4 (1984) achieved only one victory, at the Belgian Grand Prix, with Michele Alboreto. Despite a powerful engine, the 126C4 lacked downforce compared to rivals, impacting its performance and ultimately resulting in a second-place finish in the Constructors' Championship.
During the 1982 Long Beach Grand Prix-circuit), the car was fitted with an unusual configuration of two thin rear wings, placed side-by-side, as a deliberate exploitation of rule loopholes during the FISA–FOCA wars, resulting in disqualification for Villeneuve.
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