Lotus 79

**Lotus 79**
Constructor:	lotus
Designer:	Colin Chapman ; Peter Wright ; Martin Ogilvie ; Geoff Aldridge
Predecessor:	Lotus 78
Successor:	Lotus 80
Technical specifications
Chassis:	Aluminum alloy monocoque
Length:	4544 mm
Width:	1979 mm
Height:	919 mm
Wheelbase:	2743 mm
Weight:	575 kg
Tires:	Goodyear
Petrol:	Valvoline (1978) ; Essex (1979)
statistics
Driver:	Mario Andretti Ronnie Peterson Jean-Pierre Jarier Carlos Reutemann Héctor Rebaque; ; ; ;
First start:	Belgian Grand Prix 1978
Last start:	1979 U.S. Grand Prix
World Cup points:	122
Podiums:	15th
Leadership laps:	476 over 2250 km

The Lotus 79 (Mark IV) was a Formula 1 racing car from the British racing team Lotus , which was used in the Automobile World Championship in 1978 and 1979 . With the Lotus 79, Mario Andretti won the Formula 1 World Championship in 1978 and Lotus the Constructors' Cup.

Technical specifications

The Lotus 79 was the dominant Formula 1 car of the 1978 season. It was a further development of the Lotus 78 . The 79 was designed by the team that was responsible for the Lotus 78. Ralph Bellamy and Martin Ogilvie were responsible for the chassis , Peter Wright refined and improved the ground effect properties of the car. The side panels each contained a cooler. The water cooler was integrated in the left part, the right one took the oil cooler. Unlike the Lotus 78, the 178 liter fuel tank was installed centrally between the cockpit and the engine.

Attempts with a gearbox that had a freewheel were given up and the team turned to a Hewland -FG-400 gearbox for the race version . The Lotus 79 was powered by a Ford-Cosworth DFV. The water-cooled, non-supercharged eight-cylinder V-engine with a 90 ° bank angle and a displacement of 2993 cm³ developed around 470 hp (345 kW) at a speed of around 10,700 rpm.

The vehicle's monocoque itself was made of aluminum in a sandwich construction with a honeycomb core; the side walls were reinforced at cockpit height. Ribs provided additional rigidity for the chassis. The side pods and engine cover were made of the same material. Another new feature was that the pedals were still in front of the front axle.

The vehicle's wheels were sourced from Speedline and carried Goodyear tires measuring 10 × 13 inches at the front and 18.5 × 13 inches at the rear. The Lotus 79 became a model for other designers. Numerous teams copied the idea. Tyrrell obtained the blueprints for the 79 from a Japanese manufacturer of model cars. Héctor Rebaque bought the first copy of the Lotus 79 at the end of 1978 and had Penske Racing build a true copy of the car, which he launched in 1979 with his Rebaque team under the name Rebaque HR 100 .

Main components of the dashboard. To identify the individual components, move the mouse pointer over them.

sponsor

The main sponsor in the 1978 season was the cigarette brand John Player belonging to the RJ Reynolds Tobacco Company , which is why the vehicle was kept in black with gold applications. Another sponsor was the Japanese optics manufacturer Olympus , whose lettering covered the side pods.

For the 1979 season, the Italian beverage manufacturer Martini & Rossi became the team's main sponsor, and the vehicles appeared in dark green with a blue banderole for the sponsors' lettering. The golden applications from the previous year were retained. Another sponsor in 1979 was the Swiss watch manufacturer Tissot , which, unlike Olympus, only advertised on the rear spoiler and on the front of the vehicle. In some races, the British oil company Essex also advertised on the side pods.

History and balance

Single results

Five chassis were built from the Lotus 79, the first four of which were given the initials of the main sponsor JPS for John Player Special and consecutive numbering. The last chassis, the ML 23 , as well as the cars JPS 20 to JPS 22, which were to be used again in the 1979 Formula 1 season, were given the designation ML for Martini Lotus that year , which was due to the new sponsor.

JPS 19

The first run of the JPS 19 took place on December 14, 1977 by Mario Andretti. The car was then tested by Ronnie Peterson. Transmission problems occurred with both drivers. Additional difficulties arose with Peterson, who, due to his body size, attested the vehicle insufficient knee freedom. After further test drives in July and August 1978, the racing car served as a replacement vehicle during the Dutch Grand Prix . In the race for the Grand Prix of the USA (East) in Watkins Glen , Jean-Pierre Jarier drove the fastest race lap with the JPS 19 before he retired due to lack of fuel. Due to the distance covered, he was still rated fifteenth. During the training sessions for the final race in Canada , Andretti used this chassis, but then refrained from starting with it. After the season, the JPS 19 was tested on November 11, 1978 at the Snetterton Motor Racing Circuit by Carlos Reutemann, Andretti's new teammate for 1979. The chassis was then sold to Héctor Rebaque's private team , who drove this car during the 1979 season. In total, the chassis was used for twelve races; through Rebaque alone eleven times. In detail, the following results were achieved:

Race results of the *JPS 19*
driver		1979 Formula 1 season
driver
France J.-P. Jarier	15th
Mexico H. Rebaque		DNF	DNQ	DNF	DNF	DNF	DNF	12	9	DNF	DNQ	7th

JPS 20 / ML 20

Graphic representation of the Lotus 79 in the 1978 Formula 1 season

Graphic representation of the Lotus 79 in the 1979 Formula 1 season

The racing debut of the JPS 20 , which was to be the longest history of any chassis built, took place on the occasion of the International Trophy in mid-March 1978 in Silverstone, UK . Andretti started from position three, but retired in the course of the race due to an accident. The racing car was seriously damaged. After its repair, the vehicle was subjected to extensive tests in Jarama, Spain, in mid-April . Both Andretti and Peterson complained of problems with the transmission. Regardless of this, the JPS 20 was prepared for the upcoming Monaco Grand Prix , but was only used by Andretti in Thursday training for the reason mentioned. While both drivers were driving a Lotus 78 in the race, the chassis was loaded and taken to the Scandinavian Raceway , where Peterson drove it as part of new tests and beat the existing lap record by two seconds. For the Belgian Grand Prix , the vehicle was to be driven by Peterson. However, Andretti was awarded the vehicle due to its number one status in the team and drove it to victory. At the subsequent Grand Prix of Spain , Peterson drove the JPS 20 for the first time in racing and achieved second place behind Andretti.

At the Swedish Grand Prix , Peterson finished third with this car and in the follow-up race on Paul Ricard's French circuit in France , he came second. For the British Grand Prix , JPS received 20 redesigned side pods, a modified front wing and an improved oil cooler. With these modifications, Peterson was in pole position, but retired from the race after driving six laps with a defective fuel pump. In the run-up to the German Grand Prix , the chassis was given more streamlined wishbones. However, Peterson could not benefit from this in the race because he retired with a gearbox damage. Lotus took advantage of the defect to arrange overdue maintenance work on the vehicle. In addition to a fresh gearbox, the JPS 20 also received a new engine, improved brakes and a modified cooling system. Peterson drove to his only victory in the race for the Austrian Grand Prix in a Lotus 79. In Zandvoort , the venue of the Dutch Grand Prix, he achieved second place with this racing car.

JPS 20 was also Peterson's chassis for the upcoming Italian Grand Prix . On Friday afternoon, however, the vehicle suffered an engine failure, which forced Peterson to switch to the Lotus 78 replacement vehicle for the time being, although an equivalent replacement vehicle with the JPS 19 would have been available. But this racing car was reserved for Andretti. A clutch leak on the JPS 20 that occurred on Saturday was quickly rectified. The vehicle received new brake pads on Sunday morning. However, the mechanics forgot to install the appropriate safety bolts. As a result of this neglect, Peterson came off the track at high speed in the warm-up with a brake failure in the second Schickane after the start and finish and seriously damaged the car. So Peterson had to resort to the Lotus 78 in the race. After Peterson's serious start-up accident and his death on September 11, 1978, JPS 20 was no longer used for the rest of the season.

For the 1979 Formula 1 season, the JPS 20 , now the ML 20 , received aerodynamically improved vehicle components and a general technical overhaul. The opening race in Argentina was initially dominated by the two Ligier drivers Jacques Laffite and Patrick Depailler . Reutemann, who had already complained of severe braking and handling problems on the Lotus during training, drove a faultless race and came in second. For the Brazilian Grand Prix , the ML 20 , now the longest-serving vehicle in the Lotus 79, was subjected to an inspection. Increased signs of wear and tear on the chassis were found, which made the suitability of the vehicle for further racing appear questionable. Reutemann drove the vehicle anyway and came third. He finished fifth in the race in South Africa . At the US Grand Prix in Long Beach , Reutemann set the fastest time in Friday practice, before a broken drive shaft cost him a good place on race Sunday. In Jarama , the venue for the Spanish Grand Prix , Reutemann struggled with technical problems, but finished second again in the race, which means that he still had good prospects for the drivers 'title in the drivers' championship, two points behind the tied drivers Depailler and Villeneuve . After finishing fourth at the Belgian Grand Prix in Zolder , Reutemann also drove the ML 20 in the Monaco race . There he lost control of the vehicle during training at the port chicane and hit the guardrails hard, whereupon the vehicle could no longer be repaired quickly enough for the race. The last time the ML 20 was used by Andretti in a training session for the Grand Prix of Austria . No more missions followed.

Race results of the *JPS 20 / ML 20*
driver									1979 Formula 1 season
driver
United States M. Andretti	1
Sweden R. Peterson		2	3	2	DNF	DNF	1	2
Argentina C. Reutemann									2	3	(5)	DNF	2	(4)

JPS 21 / ML 21

The JPS 21 completed its first test laps on the French Paul Ricard Circuit in May 1978. After Andretti had certified the chassis as having good driving characteristics and no other major problems had come to light, the racing car was immediately prepared for the upcoming race in June 1978, the Spanish Grand Prix . There Andretti drove to pole position with the JPS 21 , the fastest race lap and to a superior start-to-finish victory. For the following race in Sweden , the JPS 21 received an improved fuel system as well as minor upgrades. In the race itself, Andretti, starting from pole position, retired with engine failure. At the French Grand Prix , Andretti drove to victory with this racing car, which had previously received an improved oil system. For the World Championship run in Great Britain , the JPS 21 received a damping system from Koni. Andretti could not benefit from this in the race, however, where he retired with renewed engine damage. With a new Ford engine, Andretti drove in the subsequent race in Germany at the Hockenheimring , on pole position and to his fifth win of the season. In the race for the Austrian Grand Prix, Andretti collided with Reutemann's Ferrari, which caused the JPS 21 to hit the guardrails so hard that the subsequent repairs to the chassis took several weeks. The vehicle was not ready for use again until the US Grand Prix , where it served Jarrier as an emergency vehicle during training. However, when Andretti damaged his racing car, the JPS 22 , during such a session , he had to resort to the JPS 21 , while Jarrier had to switch to the JPS 19 . Andretti retired from the race with engine failure. Jarrier suffered the same defect in the final race of the season in Canada , where he started from pole position.

For the 1979 Formula 1 season, the JPS 21 , now known as the ML 21 , was completely overhauled and provided with technical innovations. The vehicle received a stainless steel exhaust, an ignition system from Magneti Marelli , modified side boxes, a new cooling system and brake system components for the Lotus 80, which is currently under development . With the modifications, the ML 21 was a good two seconds faster than last year in test drives but still around 1.5 seconds slower than Jacques Laffite's (Ligier) pole position time at the Argentine Grand Prix . Andretti finished this race in fifth place. In the follow-up race, the Brazilian Grand Prix , Andretti had to park the vehicle with a defective fuel pump on lap two, lying in fourth place. The chassis was last used on the occasion of the Race of Champions on April 15, 1979 at Brands Hatch , where Andretti finished third with this racing car behind Villeneuve (Ferrari) and Piquet (Brabham). After that, the vehicle was only used as a test and replacement vehicle for the rest of the season.

Race results of the *JPS 21*
driver									1979 Formula 1 season
driver
United States M. Andretti	1	DNF	1	DNF	1	DNF	DNF		5	DNF
France J.-P. Jarier								DNF

JPS 22 / ML 22

Andretti on JPS 22 ahead of Peterson at the 1978 Dutch Grand Prix

Carlos Reutemann with ML 22 at the 1979 Monaco Grand Prix

The fourth chassis of the Lotus 79 was given the designation JPS 22 and made its debut at the Dutch Grand Prix in Zandvoort in 1978 , where Andretti won ahead of his teammate Peterson despite falling brakes. The most important change to the chassis was the use of a plastic coating for the front wishbones. After the first race, the JPS 22 received a few retrofits, which primarily served to improve the braking system. Specifically, this included the use of thicker brake pads, the installation of new brake ducts and a new underbody, the design of which was intended to ensure an improved cooling flow to the rear brake discs. In addition, the engineers installed a modified exhaust system.

Equipped in this way, the next JPS 22 race took place on the occasion of the Italian Grand Prix in Monza . There Andretti took pole position, set the fastest lap in the race and won ahead of Villeneuve in a Ferrari. However, due to an early start, both drivers were subsequently penalized by the race management with a minute's penalty, which caused Andretti to drop to sixth place. But even this one point was enough for him to win the drivers' world championship. Especially since Peterson was the only driver in the field with a calculated title chance to be involved in a serious start-up accident in which he suffered multiple leg injuries and died one day later as a result.

Andretti also drove the JPS 22 at the last two racing events of the season in the US and Canada . In Watkins Glen, however , he damaged the JPS 22 so badly during training that he had to switch to JP 21 . In Montreal, the race car broke down with a lack of fuel with one lap to go. Andretti was rated tenth and last.

The chassis was also used for racing in the 1979 Formula 1 season. However, under the new name ML 22 . In the first half of the season, however, the racing car was primarily used as a replacement and training vehicle for the Andretti / Reutemann driver pairing. It was only on the occasion of the Monaco Grand Prix that Reutemann drove ML 22 in the race, where he came third behind Jody Scheckter (Ferrari) and Clay Regazzoni (Williams). At the French Grand Prix , Reutemann drove the car again, but due to a collision with Keke Rosberg , he retired a few laps before the end, but was still classified as thirteenth due to the distance covered. Andretti used the vehicle at the race in Great Britain , but it retired after driving three laps with a damaged wheel bearing. Thereafter, ML 22 Reutemann served as a company car in the last six races of the season, with five failures. Only in Monza did he finish in seventh place.

ML 22 is now privately owned by former American racing driver Duncan Dayton and is occasionally used in historic car races.

Race results of the *JPS 22 / ML 22*
driver
driver
United States M. Andretti	1	6th	10			DNF
Argentina C. Reutemann				3	13		DNF	DNF	DNF	7th	DNF	DNF

ML 23

The last chassis of the 79 series was the Martini-Lotus 23 ( ML 23 ) which made its racing debut at the Grand Prix of South Africa in Kyalami , the third world championship round of the 1979 Formula 1 season, driven by Andretti with a fourth place. Compared to its predecessor vehicles, the vehicle showed some significant changes, some of which were taken from the Lotus 80, which was still under development. For example, the ML 23 had lighter side skirts and an optimized fuel tank. In addition, he had a more balanced weight distribution. The roll bar was also smaller. The braking system, on the other hand, caused major problems;

Despite these mechanical handicaps, Andretti achieved another fourth place with ML 23 in the next race, the US Grand Prix . At this point, all developments on the 79 model had already been discontinued in favor of the Lotus 80. Andretti then reached third place at the non-World Championship event of the Gunnar Nilsson Memorial Trophy , where he had to admit defeat to Alan Jones (Williams) and James Hunt (Wolf Racing). Andretti initially drove the qualifying training for the Belgian Grand Prix in Zolder with the Lotus 80, but then had to contest the race with the ML 23 due to a technical problem on the vehicle , where he had to give up in eighth place with a brake defect. At the French Grand Prix on the Dijon race track , Reutemann complained about understeer so bad that he decided not to start with this chassis. In the follow-up race in Great Britain , he was eighth with this car, two laps behind the winner Regazzoni (Williams). Then ML 23 was piloted by Andretti for the two races in Germany and Austria after the new Lotus 80 turned out to be a constructive flop. The races at the Hockenheimring and the Österreichring had ended with technical failures. In the context of the Dutch Grand Prix , Andretti only used the vehicle in one training session before finishing fifth in the race in Italy , earning two more world championship points. In the Canadian race , Andretti suffered a transmission failure early on, which meant that he only had 1st and 4th gear available. Shortly before the end of the race, he fell out in sixth place with lack of fuel, but was still classified as tenth and last. In the final race, the Grand Prix of the USA (East) , Andretti had to park the racing car early due to recent transmission problems.

Since Reutemann, after a disappointing season for him, would switch to Williams in 1980, Lotus organized a multi-day aptitude test at the French Paul Ricard Circuit at the end of October to find a replacement driver. ML 23 served here as a test vehicle. On October 21, 1979, Elio de Angelis tested the vehicle, who then reported problems with the transmission and steering. On October 23, Eddie Cheever took the cockpit, but due to his height he had problems operating the pedals in the too narrow footwell. On October 25th, Jan Lammers took a seat in the racing car and in the afternoon of the same day Nigel Mansell turned the ML 23 into the gravel bed. The second free cockpit was finally given to de Angelis. In summary, the ML 23 achieved the following results:

Race results of the *ML 23*
driver
driver
United States M. Andretti	4th	4th	DNF		DNF	DNF	5	10	DNF
Argentina C. Reutemann				8th

Overall results

The five chassis of the Lotus 79 contested a total of 58 races in the Formula 1 years of 1978 and 1979. Six of them victorious. A Lotus started from pole position ten times during this period and set the fastest lap in five races. In retrospect, the Lotus 79 was considered the measure of all things by its competitors in the 78 Formula 1 season. He helped Lotus win both the drivers 'championship and the constructors' title that year.

However, the superiority of the racing car was lost in the 1979 Formula 1 season. Above all through the new vehicle types Ferrari 312T4 , Williams FW07 and Ligier JS11 , which had successfully further developed the principle of the so-called "wing car". On the other hand, Lotus made the mistake of investing its technical and financial resources in the development of the Lotus 80, which turned out to be a technical fiasco after only a few races. In addition, massive technical problems arose this year, both in the engine and in the braking area, which led to an unusually high failure rate for the driver duo Andretti / Reutemann.

Race results of all chassis numbers
driver	1978 Formula 1 season																1979 Formula 1 season
driver
United States M. Andretti	1	4th	7th	2	11	1	1	DNF	1	DNF	1	DNF	1	6th	DNF	10	5	DNF	4th	4th	3	DNF	DNF	DNF	DNF	DNF	DNF	DNF	5	10	DNF
United States M. Andretti	Type 78	Type 78	Type 78	Type 78	Type 78	JPS 20	JPS 21	JPS 21	JPS 21	JPS 21	JPS 21	JPS 21	JPS 22	JPS 22	JPS 21	JPS 22	ML 21	ML 21	ML 23	ML 23	Type 80	ML 23	Type 80	Type 80	ML 22	ML 23	ML 23	ML 20	ML 23	ML 23	ML 23
Sweden R. Peterson	5	DNF	1	4th	DNF	2	2	3	2	DNF	DNF	1	2	DNF
Sweden R. Peterson	Type 78	Type 78	Type 78	Type 78	Type 78	Type 78	JPS 20	JPS 20	JPS 20	JPS 20	JPS 20	JPS 20	JPS 20	Type 78
France J.-P. Jarier															15th	DNF
France J.-P. Jarier															JPS 19	JPS 21
Mexico H. Rebaque																	DNF	DNQ	DNF	DNF	DNF	DNF		12	9	DNF	DNQ	7th
Mexico H. Rebaque																	ex JPS 19	ex JPS 19	ex JPS 19	ex JPS 19	ex JPS 19	ex JPS 19		ex JPS 19	ex JPS 19	ex JPS 19	ex JPS 19	ex JPS 19
Argentina C. Reutemann																	2	3	(5)	DNF	2	(4)	3	13	8th	DNF	DNF	DNF	7th	DNF	DNF
Argentina C. Reutemann																	ML 20	ML 20	ML 20	ML 20	ML 20	ML 20	ML 22	ML 22	ML 23	ML 22	ML 22	ML 22	ML 22	ML 22	ML 22

Legend
colour	abbreviation	meaning
gold	-	victory
silver	-	2nd place
bronze	-	3rd place
green	-	Placement in the points
blue	-	Classified outside the point ranks
violet	DNF	Race not finished (did not finish)
violet	NC	not classified
red	DNQ	did not qualify
red	DNPQ	failed in pre-qualification (did not pre-qualify)
black	DSQ	disqualified
White	DNS	not at the start (did not start)
White	WD	withdrawn
Light Blue	PO	only participated in the training (practiced only)
Light Blue	TD	Friday test driver
without	DNP	did not participate in the training (did not practice)
	INJ	injured or sick
	EX	excluded
	DNA	did not arrive
	C.	Race canceled
		no participation in the World Cup
other	^P / bold	Pole position
	_SR / italic	Fastest race lap
	*	not at the finish, but counted due to the distance covered
	()	Streak results
	underlined	Leader in the overall standings

literature

Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, ISBN 978-1-78521-079-2 (English).

Jean-François Krause: Vehicle data sheet : Lotus 79-Ford V8. The high flyer! In: The large Formula 1 archive. Weltbild Verlag, Augsburg, o. P.

John Tipler: Lotus 78 and 79. The Ground-Effect Cars. Crowood, Ramsbury 2009, ISBN 978-1-84797-143-2 . (English).

Web links

Commons : Lotus 79 - collection of pictures, videos and audio files

Individual evidence

↑ Adriano Cimarosti: The century of racing cars, tracks and pilots. Motorbuch-Verlag, Stuttgart 1997, ISBN 3-613-01848-9 , p. 295.
↑ Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 137.
↑ Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 138.
↑ Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 138 f.
↑ Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 139.
↑ Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 139 f.
↑ Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 141.
↑ Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, pp. 141–143.
↑ Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 145 f.
↑ Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, pp. 147–149.
↑ ^a ^b ^c Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 149.
↑ Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 150 f.
↑ Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 151 f.
↑ ^a ^b ^c Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 152 f.

[1] Adriano Cimarosti: The century of racing cars, tracks and pilots. Motorbuch-Verlag, Stuttgart 1997, ISBN 3-613-01848-9 , p. 295.

[2] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 137.

[3] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 138.

[4] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 138 f.

[5] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 139.

[6] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 139 f.

[7] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 141.

[8] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, pp. 141–143.

[9] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 145 f.

[10] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, pp. 147–149.

[Coton_149-11] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 149.

[12] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 150 f.

[13] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 151 f.

[Cotton_152f-14] Andrew Cotton: Lotus 79 Owners' Workshop Manual. Verlag Haynes & Co, 2016, p. 152 f.