The 1974 season marked Ferrari's return to form when both Lauda and Regazzoni started winning races again for the Maranello team, with Regazzoni deputy champion in the 312B3. For the 1975 season a totally new chassis had been designed by Mauro Forghieri, with the gearbox now mounted ahead of the final drive and the gearbox shafts at right angles to the centre-line of the chassis. The cars were now designated 312T (T for "transversale"). The front suspension had been redesigned, featuring exceptionally long rocker arms operating the coil spring/damper units, which were inclined at a sharp angle at the upper end. The new monocoque chassis tapered at the front and the modified bodywork was much more streamlined. Thanks to Lauda'a frequent testing at Fiorano, Ferrari's private test track, the 312T was not only very quick, but reliable as well. In 1975 the 312T was the class of the field, enabling Lauda to start from pole position 9 times. With Lauda taking 5 GP victories that year he convincingly won the Drivers' World Championship. He was bound to repeat this achievement in 1976, but the Austrian had a severe accident at the Nürburgring and had to miss two races, allowing James Hunt to snatch the title from Lauda by just one point. In 1977 Lauda got his revenge and became world champion again. The 312T was continually developed further into the T2, T3, T4 and eventually T5. Modified bodywork and rear wings to create more downforce, repositioned water radiators, revised front and rear suspension and side skirts were among the most important modifications. The T4 allowed Jody Scheckter to become World Champion in 1979. The T5 proved unsuitable to turn into a ground effect car and the 312Ts were abandoned in 1981, with the arrival of the turbocharged V-6 126C.