The basic chassis was almost identical to the previous car but the smaller and narrower V6 engine with forced induction, better suiting the ground effect aerodynamics now needed to be competitive (the previous car's wide 180° V12 engine obstructed the airflow necessary to generate efficient ground effect), and was a better package overall.

The system was praised by drivers for driving like a naturally aspirated engine but having an extended power range, thus eliminating the notorious lag of the turbocharger.

[4] Enzo Ferrari had hired Nicola Materazzi in December 1979 to work with Forghieri and Tomaini and specifically for his experience with the turbocharging in the Lancia Stratos Gr 5 Silhouette cars.

This had the undesired effects of exposing the drivers to even larger g-forces than the Williams FW07 or Brabham BT49 and making the car tend to overuse its tyres.

Monaco and (less so) Jarama were slow circuits where aerodynamic downforce was not as important as mechanical grip, so combined with Villeneuve's famed ability behind the wheel the car was able to perform better than expected at these two races.

The turbo engine was further developed and reliability found, while an all-new chassis and bodywork were designed, featuring Ferrari's first genuine full monocoque chassis with honeycomb aluminum panels for the structure, which made it more similar to its British specialist competitors' cars than any of Ferrari's previous F1 cars had been since 1962.

Smaller, nimbler and with vastly improved aerodynamics, the 126C2 handled far better than its predecessor, although due to its heavier weight thanks to the turbo-charged engine made it slower around corners than its rivals.

The fallout from the race preceded Villeneuve's death in an horrific accident during qualifying at the next round in Belgium, which left Pironi as team leader.

He managed three podium finishes, including a win in Germany, en route to a fifth place in the championship despite only having driven half the season.

The 126C3 was first introduced for the British Grand Prix at Silverstone in 1983, with Patrick Tambay, while Arnoux would get to drive a 126C3 at the subsequent race in Germany at Hockenheim, which he ended up winning.

Postlethwaite kept the oversized rear wing of the 126C2B, and over the season, Frenchmen Patrick Tambay and René Arnoux scored four wins between them and were both in contention for the world championship throughout 1983, but late unreliability cost them both.

This was shown in Round 2 in South Africa (Kyalami) where the Ferraris were some 25 km/h (16 mph) slower on the long straight than the BMW powered Brabhams, primarily due to the increased drag from high wing settings.