<< Prev Page 2 of 2 With ground-effect, the downforce was generated by wing-shaped sections of the car's underbody. Used for these purpose were the side-pods mounted on either side of the monocoque chassis. In order to ensure the airflow through the underbody venturis was as undisturbed as possible, the springs and dampers were mounted in-board both front and rear. The rear suspension was also cleaned up by removing the trailing arms used on the FA1.
Used as a fully stressed member was the readily available Cosworth DFV engine, which in turn was mated to a Hewland FG 400 gearbox. As on the Arrows FA1 and previous Shadow designs, the water radiator was mounted in the nose, while the oil cooler was fitted in a side-pod. The rolling chassis was clothed in an elegant body with a relatively long nose, which was clearly a development of Southgate's previous designs.
The Arrows A1 debuted at the Austrian Grand Prix where it failed to impress. Rolf Stommelen failed to qualify while Riccardo Patrese retired. The rest of the year proved to be equally difficult with the exception of the final round, the Canadian Grand Prix, where Patrese finished fourth. While a new car was readied, the A1 was used for the opening rounds of the 1979 with a fifth for Patrese and a sixth for Jochen Mass as the best results. << Prev Page 2 of 2
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With ground-effect, the downforce was generated by wing-shaped sections of the car's underbody. Used for these purpose were the side-pods mounted on either side of the monocoque chassis. In order to ensure the airflow through the underbody venturis was as undisturbed as possible, the springs and dampers were mounted in-board both front and rear. The rear suspension was also cleaned up by removing the trailing arms used on the FA1.