Surtees Racing Organization
|
|
| Surname | Surtees |
|---|---|
| Companies | |
| Company headquarters | Edenbridge , UK |
| Team boss |
 John Surtees
|
| statistics | |
| First Grand Prix | Great Britain 1970 |
| Last Grand Prix | Canada 1978 |
| Race driven | 118 |
| Constructors' championship | 0 |
| Drivers World Championship | 0 |
| Race wins | 0 |
| Pole positions | 0 |
| Fastest laps | 3 |
| Points | 54 |
The Surtees Racing Organization (temporarily: TS Research and Developments Ltd. ) was a British racing car manufacturer founded by John Surtees , who produced competition vehicles for Formula 1 , 2 and 5000 in the 1960s and 1970s . Associated with this was a racing team called Team Surtees, which fielded its own cars in these classes at the factory. The longest - from 1970 to 1978 - Surtees was represented in Formula 1. While the team won the Formula 2 European Championship in 1972 and was one of the best racing teams in the European Formula 5000 Championship in the first few years , Surtees achieved few successes in Formula 1.
history
The team was founded by the British racing driver John Surtees. Surtees had won seven championship titles in motorcycle racing before moving to automobile racing in 1960. He drove for Lotus , Ferrari , Cooper , Lola , Honda and BRM for the next ten years . With Ferrari he won the Formula 1 World Championship in 1964 . In addition, Surtees regularly took part in sports car races. Surtees had had its own sports car team since 1966, with which he competed in the North American CanAm series. In the first year Surtees won the CanAm championship with his team and a factory-backed Lola T70 . This sports car team became the basis for Surtees' development into an independent designer.
Even during his time as an active racing driver, John Surtees was known to be tech-savvy. He was very involved in chassis development with his teams. That was true for Cooper and Lola, but especially for Honda, whose RA300 was influenced in many details by Surtees.
Regardless of this, John Surtees only "by chance" became an independent racing car designer: at the end of 1968 Surtees mediated between the British designer Len Terry and the American actor James Garner , who is a Formula 5000 (or Formula A) team in the USA wanted to build up the name American International Racing (AIR). Garner wanted to take over two chassis designed by Len Terry and bring them to the start in the USA in 1969 with an engine from AMC for the pilots David Hobbs and Scooter Patrick . At the same time, the British team Surtees should report two more chassis in the European Formula 5000 championship. The US project was initially delayed due to the lack of engine deliveries from AMC. When the first chassis were tested in Riverside in April 1969 , both suffered a broken suspension. Garner, whose budget was already exhausted at this point, then gave up the Formula 5000 project completely. John Surtees, who at that time had a factory cockpit for BRM in Formula 1, took over all Formula 5000 cars that were designated TS5 and continued the project alone with the Surtees team. After a few changes, the TS5 evolved into one of the best vehicles in the European Formula 5000 Championship in 1969 , so that Surtees drivers David Hobbs and Trevor Taylor could fight for the title.
From this project Surtees' Formula 1 program developed, which began in 1970 with the TS7 . Unlike in Formula 5000, John Surtees regularly took part in the Formula 1 World Championship with his own cars from 1970 to 1972. In 1971 he joined his team with Mike Hailwood , who like him had started his racing career in motorcycle racing. With Hailwood, his manager Rob Walker came to Surtees, who had hired his traditional private team Rob Walker Racing at the end of 1970 after a decade and a half. Walker brought his sponsors, including the tea brand Brooke Bond Oxo , to Surtees, and for the next two years the team occasionally came up as Rob Walker Team Surtees . From 1973, John Surtees concentrated on the management and construction of racing cars. During this time, Formula 1 became the company's mainstay. The Formula 5000 commitment was discontinued at the end of 1972, and the production of Formula 2 vehicles, which was started as a replacement, did not bring any profit, regardless of sporting success. This also began the sporting decline of Surtees. It was introduced by the Formula 1 model TS14 , which was not competitive, but had to be used for more than one season without significant changes due to poor finances.
40 drivers drove for the Surtees factory team in Formula 1 in eight years. Many of them were paydrivers , which Surtees hired mainly because of the financial support from their sponsors. The Surtees pilots included Alan Jones , Rolf Stommelen , Mike Hailwood , Jochen Mass and Helmut Koinigg . The latter had a fatal accident at the United States Grand Prix in Watkins Glen in 1974; it was the only fatal accident in a Surtees. In 1978 the racing team was dissolved due to financial difficulties, despite a car that had already been completed for the coming season.
Racing car designer
Since the mid-1960s Surtees entertained in Slough a workshop later in the municipality of Edenbridge in the county of Kent was moved. All racing cars designed by Surtees have been built here since the end of the decade. Production began in 1968 with a Formula 5000 car that Surtees had taken over from Len Terry. In the following ten years around 80 chassis for the formulas 5000, 1 and 2. In the first few years John Surtees, Peter Connew and Shahab Ahmed were the responsible designers. Connew, however, parted ways with Surtees at the end of 1971 in a dispute and launched his own Formula 1 project, which was short-lived and was one of “the biggest flops in Formula 1 history”. Starting with the TS14, Surtees was initially solely responsible for the chassis, later changing engineers were added, who mainly provided advice.
Surtees gave its designs consecutive model names that did not contain any reference to the racing class for which they were intended. The count started with the TS5 and continued through the TS20. There were no models with the designations TS1 to TS4. Before that, however, Surtees had designed four motorcycle chassis, which were designated as JS1 to JS4. The projects TS6 and TS17 (Formula 5000 models) and TS12 (racing sports cars) were not implemented. A TS21 for the 1979 Formula 1 season was finished at the end of 1978, but the team only manufactured individual components; the car was no longer completely assembled.
| Race car of the Surtees Racing Organization | |||||
|---|---|---|---|---|---|
| class | Type | Construction year | number of pieces | total | |
| Formula 5000 | Surtees TS5 | 1969 | 7th | 29 | |
| Surtees TS5A | 1970 | 10 | |||
| Surtees TS8 | 1971 | 9 | |||
| Surtees TS11 | 1972 | 4th | |||
| Formula 5000 | Surtees TS5 Formula 1 | Surtees TS7 | 1970 | 2 | 30th |
| Surtees TS9 | 1971 | 6th | |||
| Surtees TS14 | 1972 | 5 | |||
| Surtees TS16 | 1974 | 5 | |||
| Surtees TS19 | 1976 | 7th | |||
| Surtees TS20 | 1978 | 3 | |||
| Formula 5000 | Surtees TS5 Formula 2 | Surtees TS10 | 1972 | 7th | approx. 12 |
| Surtees TS15 | 1973 | 5 | |||
Team Surtees - The factory team
Team Surtees in Formula 5000
The racing car designer Surtees had its origins in Formula 5000. By 1972 Surtees had designed three different models for this class. All types were used in both the North American and European Formula 5000 championships . In North America Surtees was represented by a factory team until 1970 and in Europe until 1971; in addition, the cars were regularly sold to customers. At the end of 1972 Surtees ended the Formula 5000 commitment. His cars were still in use with customers until 1973 (USA) and 1974 (Europe).
European championship
Team Surtees made its factory debut in the first race of the European Formula 5000 Championship in 1969. The Surtees TS5 was one of the best cars of the season. Team Surtees was only able to win in races to which the dominant Peter Gethin , who drove a factory-supported McLaren M10 of Church Farm Racing , did not compete due to other commitments. In direct encounters, however, if both teams did not have technical problems, Gethin regularly won. The Surtees works driver Trevor Taylor won four of the twelve races of the year in this way, his team-mate David Hobbs won one. In the autumn of 1969 Surtees gave up the factory engagement in the European series temporarily; the cars were taken over by Elite Racing , which continued to report Trevor Taylor as a driver. Taylor finished the 1969 season runner-up.
In the 1970 season , Surtees came back with a factory team in the European championship. Drivers were again Trevor Taylor and David Hobbs. The successes were less than in the debut season. On the one hand, the only slightly revised Surtees TS5A brought no improvements; on the other hand, the company's capacities were strained by the development of a Formula 1 car that debuted in May 1970. In the Formula 5000 Surtees could not prevail against the dominant chassis of McLaren and Lola . Taylor won only one of the season's 20 races, Hobbs none. Taylor finished seventh in the drivers' championship with 33 points at the end of the year, Hobbs, who was primarily involved in the USA, had only two points and was nineteenth.
In the 1971 season , Surtees had competition from Lola Cars, who in turn had a factory team. Lola competed with Frank Gardner , who won five of 17 races. For the Surtees factory team, which now used the newly developed TS8 , former motorcycle world champion Mike Hailwood drove . He won three races. Gardner won the championship that year, Hailwood finished second.
From 1972 Surtees no longer took part in the European Championship at the factory. The TS11, newly developed for this year, went exclusively in Europe to the Speed International Racing team, organized by Jack Epstein, which fielded the car for the Dutchman Gijs van Lennep . Lennep won only two races, but was four times second and three times third and was able to score more championship points than his competitor Graham McRae , who won four times with his self-constructed Leda racing car. Lennep won the 1972 championship in customer Surtees. In the following years, Surtees no longer played a role in the European Formula 5000.
American Championship
In addition to the European, the American Formula 5000 championship was also a temporary mainstay of the Surtees team. After the racing team had established itself in Europe in the first few months of 1969, David Hobbs and Andrea de Adamich , who drove for the Surtees factory team in Europe, also appeared in their T5s at individual US championship races from August 1969. Initially, they reported the cars under their own names. Hobbs finished second at the Schaefer Grand Prix in Lime Rock , his first North American race in TS5. This was followed by victories at the Minnesota Grand Prix in Brainerd , the Le Circuit Continental in Mont-Tremblant and the Thompson Grand Prix at Thompson Raceway . At the last race of the season in Sebring , the Surtees works team made the first entry with David Hobbs and Trevor Taylor . Hobbs won both rounds of the race and was classified as the overall winner, Taylor finished ninth. In the 1969 championship Hobbs finished second behind Tony Adamowicz , who was only one point ahead.
In 1970 several American customer teams drove with TS5 or T5A chassis, including Fred Opert Racing with John Gunn . The team Surtees only entered the factory from the sixth championship race in Dallas. The driver was again David Hobbs. He won two of the last eight races of the season and finished third in the championship with 86 points behind John Cannon and Gus Hutchinson .
From 1971, the Surtees team no longer competed in the American series at the factory. However, different private teams continued to use Surtees chassis. Sam Posey and his Team Champ Car International started every race with a TS8 (1971) or TS11 (1972). In both years he finished second in the championship. From 1973 onwards, Surtees chassis were no longer relevant to the American championship. Only a few drivers reported outdated Surtees for individual races.
Team Surtees in Formula 1
The Surtees team competed in Formula 1 as a works team with their own cars from 1970 to 1978. All cars were equipped with 3.0 liter DFV eight-cylinder engines from Cosworth . The names under which the team reported mostly tied the respective main sponsor. They changed repeatedly, sometimes within one season. Occasionally it happened that even the drivers of the works team were registered for a race under different names. In 1972, for example, Andrea de Adamichs joined the Ceramica Pagnossin Team Surtees , while Mike Hailwood was at the same time for the Brooke Bond Oxo Team Surtees and John Surtees for the Surtees team.
1970
The Team Surtees debuted in 1970 in Formula 1. For the first four races an older customer car was McLaren type M7C reported. Surtees achieved his best result with the McLaren in the Netherlands , where he finished sixth.
At the British Grand Prix, the team's first own car, the Surtees TS7 , appeared . Surtees was the third racing driver after Jack Brabham and Bruce McLaren to start a car of his own make. The TS7 was a "very simple car" without innovations. The chassis was an aluminum monocoque; the total weight was 553 kg. John Surtees drove the car himself at seven Grand Prix. After initial difficulties, the TS7 developed into a midfield car. At the German Grand Prix , John Surtees was safely in third place in the race, before an engine failure occurred four laps before the end and Surtees had to give up the race early. In Austria , too , Surtees, in sixth place, dropped out prematurely due to an engine failure. The team experienced their first success at the Oulton Park International Gold Cup in August 1970: In this race, the field of which mainly consisted of Formula 5000 cars, Surtees finished in first place in the TS7 ahead of Jackie Oliver in the factory BRM . However, the race did not have a world championship status, so the victory had no significance for the championship. Surtees drove his first world championship points in his own car at the Canadian Grand Prix , which he finished fifth. At the subsequent race in the USA a second TS7 appeared once for Derek Bell , who finished sixth in the race and thus scored another point for the team. At the end of the first season, the Surtees team finished eighth in the constructors' championship.
1971
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In 1971 the Surtees works team regularly competed with two, and in some races even with three cars. In addition to John Surtees, who contested his last full Formula 1 season here, the regular driver was the German Rolf Stommelen , who was supported by the caravan manufacturer Eifelland and by auto motor und sport . Surtees and Stommelen use the newly developed TS9 . Both drove three world championship points each in the course of the season; each achieved fifth place as the best result of the season. Stommelen and Surtees took 18th place in the drivers' standings. The collaboration between Surtees and Stommelen was not without tension. Before the German Grand Prix , Stommelen publicly criticized what he saw as the poor road holding of his TS9, which was worse than the car of his team boss. John Surtees then drove a lap in Stommelen's TS9 at the Nürburgring and achieved the same time in the presence of the German press that he had previously driven with his own TS9.
Surtees rented the third car to changing paying drivers, who usually only contested one or two races for the team. These included Brian Redman , Gijs van Lennep , Derek Bell, Mike Hailwood and Sam Posey . At the US Grand Prix , Stommelen who was absent due to illness was replaced by Gijs van Lennep and Formula 1 newcomer Sam Posey. The two took turns in training in a car, with the faster van Lennep ultimately being allowed to take part in the race. With the exception of Mike Hailwood, who finished fourth at the Italian Grand Prix and thus achieved the best individual result for the Surtees team to date, none of the rental drivers finished with points.
With Stichting Autoraces Nederland , a customer team with a Surtees chassis competed for the first time at the Dutch Grand Prix : Gijs van Lennep registered a TS7 with which he came in eighth.
1972
In the 1972 season , Surtees mostly started with three chassis. Regular drivers were Tim Schenken and Andrea de Adamich ; in most races, the team also used a car for Mike Hailwood. At the end of the season, John Surtees also drove two more races, so that four factory Surtees started in Italy and the USA . Surtees mostly reported the TS9B, a revised version of last year's TS9. The TS14 , which John Surtees had developed himself after the departure of his previous designer Peter Connew, only appeared in a few races. Schenken and de Adamich each finished once in the points, Hailwood four times. With second place at the Italian Grand Prix, he achieved the team's best result in Formula 1 to date. At the end of the season, Surtees finished fifth in the constructors' championship with 18 points. It stood before March , Matra and Brabham .
Individual cars were also sold to customer teams this season. South African team Gunston took over a TS9 for John Love , and at the US Grand Prix Sam Posey drove a TS9B for Champcar Inc.
1973
The 1973 Automobile World Championship was the team's first season in which the 39-year-old founder John Surtees was no longer behind the wheel of one of his cars. Regular drivers were Mike Hailwood and José Carlos Pace , who took part in all world championship races. They drove the TS14 or its revised successor TS14B. Both achieved little success. There were many technical difficulties, mainly due to the poor interaction between the tires and the chassis. The tires developed so strong vibrations during the journey that suspension parts or other technical components were repeatedly damaged by the shaking forces. Since Surtees' supplier Firestone had stopped developing the tires at the beginning of the year, there were no more improvements over the course of the season. Pace finished half of the races but only scored twice. His best result was third place at the Austrian Grand Prix . At the beginning of the year, Hailwood failed ten times in a row, mainly due to technical causes; in Monaco , however, he was rated (eighth) due to the distance covered. In the five races he finished, he never got the points. In South Africa , Hailwood was the victim of an accident. The South African racing driver Dave Charlton collided with Hailwood. Clay Regazzoni ( BRM ) crashed into Hailwood's broken-down car and also dragged Jacky Ickx (Ferrari) into the accident. Regazzoni passed out while his car went up in flames. Hailwood rushed to help, loosened Regazzoni's straps, and pulled him out of the fire.
At the beginning of the season, Surtees rented a TS9 to Andrea de Adamich and Luiz Bueno , who each competed in a race for the works team. Adamich then switched to Brabham, Bueno received no further cockpit in Formula 1 after his involvement in the Brazilian Grand Prix . In the late summer of 1973, the German racing driver Jochen Mass made his debut at Surtees with financial support from Ford. He contested three races for the Surtees factory team in the first TS14 produced last year. He achieved his best result at the German Grand Prix , which he finished in seventh place.
In 1973 Surtees dropped back to 11th in the constructors' championship with three world championship points. There were no customer cars this year.
1974
The team's financial position was difficult at the start of the 1974 season . The sponsor Brooke Bond Oxo had withdrawn in the winter of 1973/74. The other donors, Fina and Matchbox , only partially compensated for the losses, and the company Bang & Olufsen , which was temporarily sponsoring, ended its support after just a few races.
In 1974 Surtees competed with the newly developed TS16 . Regular drivers were initially Carlos Pace and Jochen Mass. Both left the team during the current season because they thought the TS16 was unsafe. Mass also criticized the poor manufacturing quality of the cars. After the Swedish Grand Prix , there was a public argument between John Surtees and Carlos Pace. Surtees sanctioned Pace's public criticism of the TS16 by not letting his regular driver start for the upcoming race in the Netherlands. Pace then moved to Brabham for the remainder of the season, where he replaced the unsuccessful Rikky from Opel , and Mass went to McLaren. Both cockpits were filled with changing drivers. Pace's car was alternately taken over by José Dolhem and Derek Bell, while the second car was driven in succession by Jean-Pierre Jabouille , José Dolhem and Helmut Koinigg in autumn 1974 . At the 1974 Austrian Grand Prix, Surtees also registered a third car for Dieter Quester .
The results of the team decreased compared to the previous year. The weak sporting development was in any case partly due to the tire supplier Firestone , whose retirement from Formula 1 was imminent at the end of the season and had already stopped developing its tires the previous year. However, several drivers were also of the opinion that John Surtees did not take their feedback sufficiently into account and stood in the way of further development of the car. In the second half of the season in particular, the drivers repeatedly had difficulties qualifying. Dolhem, Jabouille and Koinigg failed to qualify several times. This year Surtees scored only three world championship points again. Carlos Pace rode it in his home race in Brazil , where he finished fourth. At the end of the year, Surtees was again in eleventh place in the constructors' championship.
Koinigg had a fatal accident in the last race of the season at Watkins Glen . On the ninth lap he came off the road at a slow point. When it hit the guardrail, the lower of the three steel strips loosened from the bracket and the car shot through the guardrail. In the process, the lower edge of the middle, remaining steel band cut through the driver's neck. Some sources attribute the accident to the breakage of the front suspension.
The Surtees factory team was only successful this year in races that did not have world championship status. At the poorly occupied Grande Prêmio Presidente Medici 1974 in Brazil, Mass was fourth, two months later he finished second in the International Trophy .
The Finn Leo Kinnunen used a customer TS16 for the private AAW Racing Team in the summer . He registered for six races, but could only qualify for the Swedish Grand Prix . In this race he retired after eight laps due to an engine failure.
1975
In 1975 the economic situation of the team was even worse than in the previous year. Due to the poor athletic performance in 1974, many sponsors withdrew. Matchbox had stayed with the team, but reduced the payments significantly. Surtees then set up only a very small Formula 1 program for 1975. The team only started with one car. As in the previous year, the TS16 served as the emergency vehicle. A new car was not developed for 1975; there were only a few chassis modifications to adapt the car to the tires of the new supplier Goodyear . However, the car only developed insufficient grip.
Regular driver was John Watson . The Northern Irish racing driver never finished in the points in any race. After the British Grand Prix , Watson moved to the Lotus factory team for a race. John Surtees did not have enough money to start his team at the following World Championship run in Germany and skipped the race. For the subsequent Austrian Grand Prix , Watson returned to the team before moving to Penske for the rest of the season . Surtees then ended their participation in the season prematurely. The team did not take part in the last two races of the season in Italy and the USA .
At the British Grand Prix, Surtees fielded a second car for Dave Morgan , who contested his only Formula 1 race here.
1976
In the 1976 season , Surtees received financial support from condom manufacturer Durex . For the first time in two years, the team brought out a new car. The TS19 was designed by John Surtees and Ken Sears. In 1976 Surtees competed again with two cars. Regular drivers were the American Brett Lunger and the Australian Alan Jones . In individual races, however, Lunger was replaced by paying drivers. Conny Andersson drove his car in Sweden , and Noritake Takahara took over the car at the season finale in Japan . Jones qualified for every race. He achieved a fourth and two fifth places. The other Surtees pilots did not score any world championship points. Lunger qualified for ten races and finished seven times. His best result was two eleventh places. Takahara finished ninth in his race, while Andersson retired early in Sweden. With a total of seven points, Surtees finished 10th in the constructors' championship at the end of the season.
In 1976, several customer teams competed with Surtees cars. Bob Sparshot's team BS Fabrications reported a TS19 for nine races for Henri Pescarolo , who missed the qualification twice and achieved a ninth place in Austria as the best result of the season. In Austria the British team Shellsport Whiting reported a TS16 for Divina Galica . There was no race participation because Galica missed the qualification.
1977
In 1977 Surtees started again with the TS19. The car was now technically out of date. In particular compared to the Lotus 78 , whose underbody aerodynamics revolutionized Formula 1, the TS19 was no longer competitive. There was a lot of movement on the driver's side. Although came Vittorio Brambilla , who with Beta Utensili brought another sponsor to the team at every race on. Hans Binder , who was signed as the second regular driver, left the team in the summer after a dispute over sponsorship payments in order to drive a few races for the ATS Racing Team, which started with a German license . Larry Perkins was signed to replace Binder . Perkins started twice for Surtees. There was no third deployment in France . Perkins initially took part in the first training runs in Dijon . Before the end of training, however, Surtees replaced him with the Frenchman Patrick Tambay . The French Grand Prix was the only race Tambay drove for Surtees. Starting with the subsequent race in Great Britain , Vern Schuppan took over the second Surtees four times in a row . For the Italian Grand Prix Surtees gave the car once to Lamberto Leoni before returning for the last three races Hans Binder into the team. A total of six riders started for Surtees in 1977. Only Brambilla was successful. He crossed the finish line once each in fourth, fifth and sixth, scoring six world championship points for the team. However, Brambilla drove with a high cost of materials: In 17 races he caused eight total losses on the Cosworth engines. There were also a number of accidents, some of which resulted in considerable repairs. John Surtees wanted to terminate the contract with Brambilla early in the late summer of 1977; Brambilla's sponsor Beta Utensili asked for continued employment. Binder's best result for Surtees was ninth in Spain . Leoni, Tambay and Perkins failed in their respective missions in the qualification, while Schuppan achieved a seventh place in Germany as the best result. In the end, Surtees came in eleventh in the constructors' championship.
In 1977 Melchester Racing was the only customer team to use a Surtees. The racing team announced a TS19 for Tony Trimmer at the British Grand Prix. With the third slowest lap time, Trimmer failed here because of the pre-qualification.
1978
The 1978 season was the ninth and last for Surtees in Formula 1. The team initially competed again with the TS 19. The newly developed TS20 made its debut in Monaco and was the team's first car designed for the ground effect . Regular drivers were initially Vittorio Brambilla and Rupert Keegan . Surtees chose the latter mainly for business reasons: Keegan's father was the president of British Air Ferries . However, Brambilla and Keegan were replaced during the season.
Brambilla failed to qualify with the old car in Brazil and the new one in Monaco ; apart from that, he received the right to start every race. At the Austrian Grand Prix he scored the only world championship point of the year for his team with the TS20. Brambilla suffered a serious accident in Italy . In a pile-up in the first round, in which Hans-Joachim Stuck , Patrick Depailler , Didier Pironi , Derek Daly , Clay Regazzoni and Brett Lunger were also involved, Brambilla's head was hit by a wheel flying through the air. As a result of the impact, Brambilla passed out. He suffered severe head injuries and took nearly a year to recover. For the last two races of the season Surtees gave the cockpit to Beppe Gabbiani , who failed to qualify in both attempts. Rupert Keegan took part in four Grand Prix at the start of the season with the old car. He couldn't cope with the change to the TS20. Keegan failed to qualify four times in six attempts with the new car. When the Dutch Grand Prix accident Keegan in training. He was unable to start due to injuries. In the subsequent race in Italy Carlo Franchi ("Gimax") took over the second Surtees, but did not qualify. In the last two races, Surtees René Arnoux registered for the second cockpit. As a result, Surtees took 13th place in the constructors' championship.
During the 1978/79 winter break, Surtees developed a new car for the 1979 season. However, before the model could be built, the Surtees team withdrew from active motorsport. Surtees completed another copy of the TS20 for the Aurora AFX Formula 1 series in 1979 , which was launched here with changing drivers.
Team Surtees in Formula 2
After Surtees had given up the factory involvement in Formula 5000 at the end of 1971, the team turned to Formula 2. For this class, the company developed two independent racing cars, the TS10 and TS15, which it used at the factory in the Formula 2 European Championship and also sold to customer teams. In Formula 2, Surtees competed with established manufacturers such as March and Brabham.
1972
The Surtees TS10 was an "effective and reliable" racing car powered by a Ford four-cylinder engine with hard tuning. In its debut season , the T10 was used exclusively by the Surtees factory team; There were no customer teams with Surtees chassis. Regular drivers were Mike Hailwood, who also competed for the works team in Formula 1 this year, and the Argentinian Carlos Ruesch . John Surtees drove a third car at four events. Cars for Andrea de Adamich, Dieter Quester, Carlos Pace and José Dolhem were also registered in individual races. The team's most successful driver was Mike Hailwood. He finished two races as the winner, was second four times and also achieved a few other results in the points. With 55 points he was Formula 2 champion ahead of Jean-Pierre Jaussaud, who had 18 points less. After completing the championship, Hailwood won two of the three races of the Torneio Internacional de Formula 2 do Brasil in 1972 .
1973
For the 1973 Formula 2 European Championship , Surtees brought out the TS15, which was a further development of last year's model. The company was again represented in the championship with a works team. As in the previous year, the team used a Ford four-cylinder engine. Efforts to get particularly powerful engines from BMW were unsuccessful; Instead, BMW entered into an exclusive relationship with the March works team at the start of the season. Surtees' regular driver was Jochen Mass. The second factory cockpit was given to changing, often regional drivers, including Derek Bell, Torsten Palm , Willy Braillard and José Dolhem . At the beginning of the season the TS15 was not reliable, so that Mass was repeatedly canceled. With the Swedish Gold Cup , however, a series of successes began. Mass won two races, was second three times and third once. At the end of the season he finished second in the championship with 41 points behind Jean-Pierre Jarier, who drove for the March works team.
In addition to the works team, there were some private racing teams that used Surtees customer chassis in 1973. They usually do not contest all races of the season. The most successful Surtees customer this year was Silvio Moser , who scored three points in last year's TS10 and was 27th.
1974
In the 1974 season Surtees entered the Formula 2 European Championship with a works team for the last time. The drivers were John Watson and José Dolhem. They drove newly built copies of the TS15. Watson only came into the points in the second race of the year, the 1974 Germany Trophy . Here he finished second behind Hans-Joachim Stuck in the factory March. In the other championship races he often dropped out prematurely. Dolhem, who competed in five races for Surtees, came third in the Salzburg Festival Prize . Apart from that, he didn't finish in the points either. Watson was eleventh in the championship at the end of the year and Dolhem was fourteenth.
In addition to the factory team, some customer teams with Surtees chassis also appeared. The Ortega Ecuador Marlboro Team , led by Ron Dennis and financed from South America, competed regularly with TS15 vehicles. However, none of the drivers reached the finish line in the points.
From 1975 onwards, no Surtees chassis were reported in the European Formula 2 Championship. However, some vehicles went to Japan, where they were used in the Japanese Formula 2000 Championship .
Results in Formula 1
| season | driver | chassis | No. | 1 | 2 | 3 | 4th | 5 | 6th | 7th | 8th | 9 | 10 | 11 | 12 | 13 | 14th | 15th | 16 | 17th | Points | rank |
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| 1970 |
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3 | 8th. | |||||||
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J. Surtees
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McLaren M7C | DNF | DNF | DNF | 6th | |||||||||||||||||
| Surtees TS7 | DNF | 9 | DNF | DNF | 5 | DNF | 8th | |||||||||||||||
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D. Bell
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6th | |||||||||||||||||||||
| 1971 |
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8th | 8th. | |||||||||
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J. Surtees
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Surtees TS9 | DNF | 11 | 7th | 5 | 8th | 6th | 7th | DNF | DNF | 11 | 17th | ||||||||||
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R. Stommelen
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12 | DNF | 6th | DSQ | 11 | 5 | 10 | 7th | DNS | DNF | ||||||||||||
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M. Hailwood
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4th | 15th | ||||||||||||||||||||
 S. Posey
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DNF | |||||||||||||||||||||
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B. Redman
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Surtees TS7 | 7th | ||||||||||||||||||||
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D. Bell
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DNF | |||||||||||||||||||||
| 1972 |
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18th | 5. | ||||||||
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M. Hailwood
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Surtees TS9B | DNF | DNF | DNF | 4th | 6th | DNF | DNF | 4th | 2 | 17th | |||||||||||
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A. de Adamich
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DNF | DNF | 4th | 7th | DNF | 14th | DNF | 13 | 14th | DNF | DNF | DNF | ||||||||||
 T. give
|
5 | DNF | 8th | DNF | DNF | 17th | DNF | 14th | 11 | DNF | 7th | |||||||||||
| Surtees TS14 | DNF | |||||||||||||||||||||
|
J. Surtees
|
DNF | DNS | ||||||||||||||||||||
| 1973 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
7th | 7th | |||||
|
M. Hailwood
|
Surtees TS14 | DNF | DNF | DNF | DNF | DNF | 8th | DNF | DNF | DNF | DNF | 14th | 10 | 7th | 9 | DNF | ||||||
 C. Pace
|
DNF | DNF | DNF | DNF | 8th | DNF | 10 | 13 | DNF | 7th | 4th | 3 | DNF | DNF | DNF | |||||||
|
J. Mass
|
DNF | 7th | DNF | |||||||||||||||||||
|
L. Bueno
|
Surtees TS9B | 12 | ||||||||||||||||||||
|
A. de Adamich
|
8th | |||||||||||||||||||||
| 1974 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
3 | 11. | |||||
|
Carlos Pace
|
Surtees TS16 | 18th | DNF | 4th | 11 | 13 | DNF | DNF | DNF | |||||||||||||
|
D. Bell
|
DNQ | 11 | DNQ | DNQ | DNQ | |||||||||||||||||
|
J. Dolhem
|
DNQ | DNF | ||||||||||||||||||||
| 19th | DNQ | |||||||||||||||||||||
|
J. Mass
|
DNF | 17th | DNF | DNF | DNF | DNS | DNF | DNF | DNF | 14th | DNF | |||||||||||
|
J.-P. Jabouille
|
DNQ | |||||||||||||||||||||
|
H. Koinigg
|
10 | DNF | ||||||||||||||||||||
|
D. Quester
|
30th | 9 | ||||||||||||||||||||
| 1975 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
0 | 14th | ||||||
|
J. Watson
|
Surtees TS16 | 18th | DSQ | 10 | DNF | 8th | DNF | 10 | 16 | DNF | 13 | 11 | 10 | |||||||||
|
D. Morgan
|
19th | 18th | ||||||||||||||||||||
| 1976 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
7th | 10. | ||||
|
B. Lunger
|
Surtees TS19 | 18th | 11 | DNQ | DNQ | DNF | 15th | 16 | DNF | DNF | 10 | 14th | 15th | 11 | ||||||||
|
C. Andersson
|
DNF | |||||||||||||||||||||
|
N. Takahara
|
9 | |||||||||||||||||||||
|
A. Jones
|
19th | DNF | 9 | 5 | DNF | 13 | DNF | 5 | 10 | DNF | 8th | 12 | 16 | 8th | 4th | |||||||
| 1977 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
6th | 11. | |||
|
H. Binder
|
Surtees TS19 | 18th | DNF | DNF | 11 | 11 | 9 | DNF | 11 | DNF | DNF | |||||||||||
|
L. Perkins
|
12 | DNQ | DNQ | |||||||||||||||||||
|
P. Tambay
|
DNQ | |||||||||||||||||||||
|
V. Schuppan
|
12 | 7th | 16 | DNQ | ||||||||||||||||||
|
L. Leoni
|
DNQ | |||||||||||||||||||||
|
V. Brambilla
|
19th | 7th | DNF | 7th | DNF | DNF | 8th | 4th | DNF | 13 | 8th | 5 | 15th | 12 | DNF | 19th | 6th | 8th | ||||
| 1978 |
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
|
1 | 13. | ||||
|
R. Keegan
|
Surtees TS19 | 18th | DNF | DNF | DNF | DNS | DNF | |||||||||||||||
| Surtees TS20 | DNQ | 11 | DNQ | DNF | DNQ | DNQ | DNQ | DNS | ||||||||||||||
|
"Gimax"
|
DNQ | |||||||||||||||||||||
|
R. Arnoux
|
9 | DNF | ||||||||||||||||||||
|
V. Brambilla
|
Surtees TS19 | 19th | 18th | DNQ | 12 | DNF | ||||||||||||||||
| Surtees TS20 | DNQ | 13 | 7th | DNF | 17th | 9 | DNF | 5 | DSQ | DNF | ||||||||||||
|
B. Gabbiani
|
DNQ | DNQ | ||||||||||||||||||||
literature
- Adriano Cimarosti: The century of racing , Motorbuch Verlag Stuttgart 1997, ISBN 3-613-01848-9
- David Hodges: A – Z of Grand Prix Cars 1906–2001 , 2001 (Crowood Press), ISBN 1-86126-339-2 (English)
- David Hodges: Racing Cars from A – Z after 1945 , Stuttgart 1993, ISBN 3-613-01477-7
- Ferdi Krähling, Gregor Messer: Sieg or Selters. The German drivers in Formula 1 . Delius Klasing, Bielefeld, 2013, ISBN 978-3-7688-3686-9
- Derek Lawson: Formula 5000 Motor Racing: Back Then… And Back Now , Veloce Publishing 2010, ISBN 978-1845842161
- Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 (French)
- Doug Nye: The Big Book of Formula 1 Racing Cars. The three-liter formula from 1966 . Publishing house Rudolf Müller, Cologne 1986, ISBN 3-481-29851-X .
- Eberhard Reuß, Ferdi Kräling: Formula 2. The story from 1964 to 1984 , Delius Klasing, Bielefeld 2014, ISBN 978-3-7688-3865-8 .
Web links
Individual evidence
- ↑ Doug Nye: The Big Book of Formula 1 Racing Cars. The three-liter formula from 1966 . Verlagsgesellschaft Rudolf Müller, Cologne 1986, ISBN 3-481-29851-X , p. 224.
- ↑ a b Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 507.
- ^ David Hodges: Racing cars from A – Z after 1945 , Stuttgart 1993, ISBN 3-613-01477-7 , p. 237.
- ↑ On the early history of the team, cf. the illustration on www.oldracingcars.com (accessed on May 4, 2016).
- ^ David Hodges: Racing cars from A – Z after 1945 , Stuttgart 1993, ISBN 3-613-01477-7 , p. 239.
- ↑ a b Ferdinando Krähling, Gregor diameter: win or soda. The German drivers in Formula 1 . Delius Klasing, Bielefeld, 2013, ISBN 978-3-7688-3686-9 , p. 54.
- ↑ Heinz Prüller: Bang and Fall. Big ideas burst like soap bubbles - the Formula 1 flops . In: Auto Motor und Sport , issue 6/1987, p. 284 ff.
- ↑ The production of the vehicles specified here is documented by registration lists for races. The production of some other vehicles that were not registered for racing is possible, but not conclusively documented. The originality of some vehicles, some of which appeared on the market with a delay, has not been proven. This is especially true for some Formula 5000 vehicles in the USA. Here it is conceivable that they were subsequently put together from various examples produced earlier. For details, see the detailed listing of Surtees' Formula 5000 cars at www.oldracingcars.com (accessed May 4, 2016).
- ^ Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 508.
- ↑ a b c d e f Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 509.
- ↑ a b Ferdinando Krähling, Gregor diameter: win or soda. The German drivers in Formula 1 . Delius Klasing, Bielefeld, 2013, ISBN 978-3-7688-3686-9 , p. 55.
- ↑ a b Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 510.
- ↑ Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 511.
- ^ David Hodges: Racing cars from A – Z after 1945 , Stuttgart 1993, ISBN 3-613-01477-7 , p. 238.
- ↑ Results of the Formula 2 European Championship 1973 on the website www.formula2.net (accessed on May 6, 2016).
- ↑ Only from the 1974 Automobile World Championship were there fixed starting numbers. Previously, the numbers varied from race to race.