Design And Innovation

Above: by 1986, the designer was working with Patrick Head at Williams, on the design team for the monocoque and front suspension of the FW11, driven by Nigel Mansell and Rinland found himself responsible for delivering the car's successor with David North and John Baldwin. He believed the BT55's problems were in part due to insufficient torsional rigidity and installation stiffness, so he responded with a totally different design philosophy for the monocoque.

Initia ly, the team hoped to ditch the unloved, laid down BMW engine in favour of the proven upright version. But BMW held them to the terms of their contract and, at the last minute, the design had to be re-worked. 'We designed the car for the upright engine and were laying up the first monocoque when Bernie came into the drawing office from BMW saying, 'you are running the laid-down engine', It was a good job we hadn't cooked the outer skin, but it was all laid up. We designed some inserts for the mould to take the BT55-type frame. With the upright engine we hoped to be competitive but, when we had to use the laid-down engine, we knew we were up against it!'

The car was dogged by unreliability, but managed a couple of podiurns until, in 1988, Brabham pulled out of F1

dd A door in F1 opened and I went in head first without looking or thinking pp

Right: Yamaha-powered Brabham 8T60 was one of the first Fi cars to be designed using CFD and one of the first high-nose cars they had an Argentine and a Mexican as drivers, but didn't check on my skills. As soon as they saw me working on the car they realised I was not a mechanic.'

They did, however, find a use for his skills at PRS and, before long, Rinland was.chief designer and penned the '82 and '83 cars. Toward the end of 1983, he had a call from RonTauranac, who had been impressed by the FF2000 that had shown well in Europe. Tworked for Ron for a short while. You learn by serving him. I have been lucky to work for great people.' But then an opportunity to enter Formula 1 presented itself: 'Jeff Hazel put me in touch with John MacDonald, who was looking for someone who could hold a pencil for the F1 design office at RAM, doubling the design team. Against Ron's advice, I left him. A door in F1 opened and I went in head first without looking or thinking.'

The following year, they [RAM] hired Gustav Brunner to design the 1985 car and Tim Feast to help out, 'We used to work 24 hours a day in shifts. Gustav liked to work at nights, so I worked from eight or nine until 10pnn and Gustav would come in

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