Technical contributors：Mark Hughes and Giorgio Piola

技术顾问：马克·休斯和乔治·皮奥拉

TECH TUESDAY: Under the bodywork of Mauro Forghieri's masterpiece – the Ferrari 312T

「技术周二」毛罗·福吉里的杰作——法拉利312T

Mauro Forghieri, legendary Ferrari designer of the 1960s and 70s, passed away last week, aged 87. In this week's Tech Tuesday, Mark Hughes takes a close look at the Italian's finest work, the 312 line of Grand Prix and championship-winning Ferraris.

Unlike most of the British designer contemporaries who came to prominence in the kit car era and created chassis around the Cosworth DFV engine, Forghieri was also an engine designer.

His flat-12, created in co-operation with his Ferrari colleague Franco Rocchi, powered the team through the 1970s to four constructors' championships.

When this engine was installed in Forghieri’s 312T chassis for 1975, so was created perhaps the crowning achievement of Forghieri’s long career. It was a car which would go on to dominate the season in the hands of Niki Lauda.

20世纪60年代和70年代的法拉利传奇设计师毛罗·福吉埃里（Mauro Forgheri）上周去世，享年87岁。在本周的科技周二（Tech Tuesday）上，马克·休斯（Mark Hughes）将近距离关注这位意大利最优秀的作品，312场大奖赛和夺冠的法拉利。

与大多数同时代的英国设计师不同，福吉埃里也是一名发动机设计师，他们在套件车时代崭露头角，并围绕Cosworth DFV发动机制造底盘。

他与法拉利同事弗兰科·罗奇合作打造的12平赛车，在20世纪70年代为车队赢得了四次车手冠军。

1975年，当这台发动机安装在福吉里的312T底盘上时，这也许是福吉里漫长职业生涯中的最高成就。这辆车将在尼基·劳达的手中继续统治整个赛季。

Ironically, it was from a moment of crisis in Ferrari history which sent Forghieri on this path. In 1973, with Enzo Ferrari suffering ill-health, Forghieri had been assigned by parent company Fiat to special projects and the initial F1 car of that year was designed by Sandro Colombo, albeit still using the Forghieri flat-12 engine. Quite a radical departure in design for Ferrari, with a short wheelbase and wedge-shaped monocoque, it was disastrously uncompetitive.

By the summer, Enzo Ferrari’s health was improving and upon retaking command, he brought Forghieri back from his special projects where he had been working on a prototype known as the ‘snowplough’ for its distinctive nose, wide body and very short wheelbase.

Upon being brought back to the racing department Forghieri used the basis of his research with the snowplough to modify the Colombo car, the 312B3. He introduced a distinctive-looking airbox high behind the cockpit to better feed the flat-12, allowing it to breathe better.

He also relocated the radiators to the sides, behind the shoulders of the driver (previously the water radiator had been in the nose and the oil radiator beneath the rear wing). He was seeking to centralise the car’s masses to give it better directional response, a theme he would continue to pursue and would ultimately lead to the transverse gearbox on the 312T, a first for F1.

讽刺的是，正是在法拉利历史上的一个危机时刻，福吉里走上了这条道路。1973年，由于恩佐·法拉利（Enzo Ferrari）的身体状况不佳，福吉埃里被母公司菲亚特（Fiat）分配到特殊项目中，当年的F1赛车由桑德罗·科伦坡（Sandro Colombo）设计，尽管仍使用福吉埃里扁平-12发动机。对于法拉利来说，这是一个非常激进的设计，它具有短轴距和楔形单体车身，这是灾难性的缺乏竞争力。

到了夏天，恩佐·法拉利的健康状况有所改善，在重新获得指挥权后，他将福吉埃里从他的特殊项目中带回来，在那里他一直在研究一种被称为“雪犁”的原型，因为它独特的鼻子、宽阔的车身和非常短的轴距。

在被带回赛车部门后，福吉埃里利用他对雪犁的研究基础，对科伦坡赛车312B3进行了改装。他在驾驶舱后面的高处引入了一个外观独特的空气箱，以更好地为平板车12加油，使其能够更好地呼吸。

他还将散热器重新安置在驾驶员肩膀后面的侧面（之前散热器位于机头，散热器位于后翼下方）。他试图将汽车的质量集中起来，以提供更好的方向响应，这是他将继续追求的主题，最终将导致312T上的横向变速箱，这是F1的第一个。

But before the 312T came a further modified version of the 312B3, for 1974, still using the ’73 car’s monocoque. This was the car with which new recruit Niki Lauda would take nine pole positions that year and return Ferrari to the ranks of race winners.

It was a beautiful refinement of that prototype ’73 B3, taking fuller advantage of the side radiators to smooth the body sides and to increase the gap beneath the rear wing, to work it harder. The space freed up at the front he used to incorporate a much bigger delta-shaped wing.

He increased the height of the airbox and – like his snowplough prototype – he made the bodywork very wide. He had found from his time designing Ferrari’s sports racers (312P diagram, below) that the extra bodywork, when run close to the ground, enhanced downforce. Short and wide, it looked as good as it went.

但在312T之前，1974年又出现了312B3的进一步修改版本，仍然使用73年的单体车身。这辆车是当年新招募的尼基·劳达（Niki Lauda）获得九个杆位并使法拉利重返比赛冠军行列的车型。

这是对73 B3原型车的一次漂亮的改进，充分利用了侧散热器，使车身侧面光滑，并增加了后翼下方的间隙，使其更加坚固。他以前在前部腾出的空间用来容纳一个更大的三角翼。

他增加了空气箱的高度，并像他的雪犁原型一样，使车身非常宽。他在设计法拉利运动赛车时发现（下图312P），当靠近地面时，额外的车身增加了下压力。它又短又宽，看起来和过去一样好。

With the following year’s 312T (3-litre, 12 cylinder, Transversale) he centralised the car’s masses even further with that sideways-sited gearbox.

In other respects it was a further refined version of the ’74 B3, with the radiators now laid more horizontally, allowing a beautifully clean sidepod design which integrated better with the upper bodywork. The front suspension, instead of being mounted on a subframe was now attached directly to the front of the bulkhead from which long, elegant rocker arms extended out to the wheels.

With Forghieri’s flat-12 producing more power than the rival Cosworth DFV, the 312T could often carry more wing than the best Cosworth cars and in Lauda’s hands it became almost unbeatable. It continued winning races into the early part of 1976 after which it was replaced by the 312T2 – essentially the same car but modified to meet new dimensional requirements from the Spanish Grand Prix onwards and the banning of airboxes. This car took Lauda to his second world title in 1977.

Forghieri designed many brilliant Ferrari F1 and sports racers, but the 312T perhaps stands as the epitome of his genius.

在第二年的312T中，他通过侧向安装的变速箱进一步集中了汽车的质量。

在其他方面，它是'74 B3的进一步改进版本，散热器现在更水平地放置，允许漂亮干净的侧吊舱设计，与上部车身更好地集成。前悬架，而不是安装在副车架上，现在直接连接到隔板的前部，长而优雅的摇臂从隔板延伸到车轮。

由于福吉里的flat-12比竞争对手Cosworth DFV产生更大的动力，312T通常可以比最好的Cosworth汽车承载更多的机翼，在Lauda手中，它几乎是无与伦比的。它继续赢得比赛，直到1976年早期，之后被312T2取代——基本上是同一辆车，但经过改装，以满足西班牙大奖赛之后的新尺寸要求，并禁止使用空气箱。这辆车使劳达在1977年获得了第二个世界冠军。

福吉里设计了许多出色的法拉利F1赛车和运动型赛车，但312T或许是他的天才的缩影。