Tyrrell
|
|
| Surname | Tyrrell Racing Organization |
|---|---|
| Companies | Tyrrell Racing Organization Ltd. |
| Company headquarters | Ockham ( GB ) |
| Team boss |
 Ken Tyrrell (1970-1997) Harvey Postlethwaite (1998)
|
| statistics | |
| First Grand Prix | Canada 1970 |
| Last Grand Prix | Japan 1998 |
| Races driven | 430 |
| Constructors' championship | 1 ( 1971 ) |
| Drivers World Championship | 2 ( 1971 , 1973 ) |
| Race wins | 23 |
| Pole positions | 14th |
| Fastest laps | 20th |
| Points | 711 |
The Tyrrell Racing Organization was a British motorsport racing team that operated exclusively in Formula 1 between 1970 and 1998 . Founder and namesake was the English timber merchant Ken Tyrrell , who with his team around the pilot Jackie Stewart achieved considerable success, especially at the beginning of the 1970s, and won two drivers 'and one constructors' world championships. The last of 23 Grand Prix successes on a Tyrrell was achieved by the Italian Michele Alboreto in 1983. Then the sporting decline began. The racing stable existed until 1998, before being replaced by the Anglo-AmericanTobacco company BAT was bought, which formed the British American Racing (BAR) team.
Tyrrell Racing Organization in Formula 1
The Stewart era: from customer team to designer
After the Tyrrell Racing Organization had competed in Formula Junior , Formula 3 and Formula 2 since the 1950s , the racing team was involved in Formula 1 from 1968 . Tyrrell competed in the first six Formula 1 years with Jackie Stewart as a regular driver. These years were the most successful phase of the team: Tyrrell won three drivers 'championships (1969, 1971, 1973) and a constructors' championship (1971). Stewart and his successes shaped the image of the team so much that chroniclers later said that Tyrrell was actually a Stewart team.
For its first two years, Tyrrell was a pure customer team. The chassis supplier was the French manufacturer Matra , which also had its own factory team. While Matra used its own twelve-cylinder engine, however, Tyrrell used the new Cosworth DFV eight-cylinder, which was more compact, lighter and more powerful than the French unit.
For the team's debut race at the 1968 South African Grand Prix , Tyrrell used a Matra MS9. The car was originally intended for Matra's twelve-cylinder engine and was equipped with a Cosworth FVA engine, a one-off for Tyrrell. From the second race of the year, Tyrrell received the Matra MS10, which Bernard Boyer had specially designed for Tyrrell and the Cosworth DFV engine. Stewart won the third race of the 1968 season, the Dutch Grand Prix , with this combination . Stewart's drive at the German Grand Prix on the rain-soaked Nürburgring was outstanding , where he was more than four minutes ahead of the runner-up with a broken wrist. Jackie Stewart finished the season with 39 points as runner-up.
In 1969 Stewart won six of eleven world championship races and was world driver champion with 63 points. His closest rival, Brabham driver Jackie Ickx , scored just 37 championship points. The constructors' championship went to Matra, which this year did not have its own works team.
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In 1970 Tyrrell and Matra parted ways. The French manufacturer, which had come under the control of the Chrysler group, no longer supported the connection of its chassis with a Cosworth engine financed by Ford . Rather, Matra tied the further delivery of chassis to the condition that Tyrrell used Matra's twelve-cylinder engine in the future. Ken Tyrrell, who was convinced of the qualities of the light and powerful Cosworth DFV motor, then turned away from Matra. After Tyrrell's attempts to take over chassis from McLaren or Lotus failed, he decided to build his own racing car, until three customer chassis were temporarily used by March Engineering until its completion .
In the course of 1970 Derek Gardner developed his own chassis for Tyrrell, which was presented to the public at the Italian Grand Prix and had its first World Championship appearance under Jackie Stewart at the subsequent Canadian Grand Prix in Mont Tremblant . From 1971 Tyrrell consistently used their own cars. The Tyrrell 001 to 005 were unique pieces; the numbers denoted the chassis numbers. It was not until 006 that the name referred to a vehicle type of which several replicas were usually made.
In 1970 Jackie Stewart won a world championship run and a Formula 1 race that did not count towards the world championship with the March 701 . Stewart's teammate was initially Johnny Servoz-Gavin . The French competed in the first three world championship races for the British team. He missed qualifying at the Monaco Grand Prix . It was the first non-qualification of the Tyrrell team since 1968. After this event, Servoz-Gavin ended his active driving career for health reasons. In May 1970 he stated that he had felt anxious at some races and that he was no longer able to drive risky. Ken Tyrrell initially wanted to reoccupy Servoz-Gavin's cockpit with Brian Redman . Tyrrell's main sponsor, the French mineral oil company Elf , won through François Cevert , although he was tied to the rival Motul in Formula 2 . Jackie Stewart, who had known Cevert since the 1969 Grand Prix de Reims, supported this decision. A close friendship developed between Stewart and Cevert in the following years.
In the 1971 season , Stewart's 003 was the dominant car: Stewart won six out of 10 world championship races he drove in 003 and won the drivers' championship a second time; that year Tyrrell was also a master designer. In 1972 the success could not be repeated. There were still individual victories, but the Tyrrell cars 002 and 003, which dates back to 1970, had since lost their dominant position. The 1972 season was instead determined by the Lotus 72 , with which Emerson Fittipaldi became world champion. Only the newly designed Tyrrell 005 and 006 , which appeared in the fall, were back on the level of the top cars.
The 1973 season marked a turning point for the Tyrrell team. Stewart was able to end the year with the third driver's title. However, in the spring of 1973 he decided to end his Formula 1 career at the end of the season. However, this decision should only be announced after the end of the season. Tyrrell's plans in early summer were to move the now established Cevert into the position of top driver, while British Formula 2 driver Gerry Birrell was to take on the role of junior partner. However, these considerations came to nothing, as Cevert and Birrell had a fatal accident within three and a half months. Birrell died while training for a Formula 2 race at Rouen-les-Essarts and Cevert was killed in an accident in the final race of the season at Watkins Glen .
The 1970s
As a result, Ken Tyrrell had to start the 1974 season with a completely new pair of drivers who had no established ties to the team. 1974 was a new beginning. In the years that followed, the team's performance declined noticeably. The team caused a stir with the legendary Tyrrell P34 six-wheeler . The P34 was the first and only Formula 1 racing car that had six wheels (four in front, two in the rear) and was used in the race. In 1976 Jody Scheckter and Patrick Depailler drove the car, in 1977 Depailler and Ronnie Peterson . This model had two small, one behind the other, front wheels on each side. The advantages were better aerodynamics and better grip. In the first year this concept was successful. Jody Scheckter won the 1976 Swedish Grand Prix , in which Patrick Depailler came second. After considerable tire problems, however, the concept of the P34 came to an end at the end of 1977. In retrospect, Ken Tyrrell saw the P34 as a wrong path. This experience had a lasting impact on him, so that in the following decade and a half he mainly used conservative, unspectacular and no longer competitive vehicles. Victories were rare. Although Ronnie Peterson and Jody Scheckter occasionally drove high-class pilots for the team; in general, however, Tyrrell went over to employing young, inexpensive drivers. The team suffered repeated financial difficulties in the transition from the 1970s to the 1980s. Ken Tyrrell kept the team alive again and again with grants from his personal fortune. At the same time, he cut staff. In the 1981 season, the racing team only had 25 employees, 20 fewer than in the previous year.
Tyrrell in the turbo era
The unsatisfactory experience with the unconventional P34 makes Tyrrell's long-standing refusal to switch from naturally aspirated Cosworth to turbo engines understandable . As early as 1980, the team had the opportunity to take over turbo engines from Renault . However, Tyrrell refused to take this step and did not even try to find appropriate concepts at the beginning of the 1980s, when the superiority of the turbo concept was already clearly recognizable and even teams such as Toleman , Ligier or Arrows had long been using turbocharged engines. In 1985 Tyrrell was the last team , apart from Minardi , to still drive with naturally aspirated engines. At that time, the lack of competitiveness of the traditional racing team was already clearly noticeable. The last victories on the occasion of the Grand Prix of Las Vegas in 1982 and of Detroit in 1983, which Michele Alboreto brought in , only came about under the special circumstances that applied to street circuits. In 1984, Tyrrell was so underperforming that the team started with irregular, underweight cars. When the fraud was discovered, Tyrrell was banned from the 1984 Formula 1 World Championship. Only Stefan Bellof , who made his Formula 1 debut at Tyrrell in 1984 , provided some outstanding achievements . Of particular importance was the 1984 Monaco Grand Prix , a rain race in which Ayrton Senna in the Toleman, in second place, and third-placed Bellof fought each other and put the leading Alain Prost in the turbo-powered McLaren noticeably under pressure. Prost won the Grand Prix when race director Jackie Ickx stopped the race prematurely due to bad weather.
The 1985 Formula 1 season was a fresh start for Tyrrell. With almost no sponsors, the team fought until the summer with two-year-old cars and low-performance naturally aspirated engines with no prospect of success. In the second half of the season, Tyrrell finally received turbo engines from Renault , but alongside Lotus and Ligier was one of several customer teams that did not benefit from special support, such as McLaren had received from Porsche two years earlier with the introduction of the turbo-powered MP4 / 1E. Tyrrell couldn't cope with the little-appreciated turbo engine, and after a difficult 1986 season in which the team only scored 11 World Championship points - Williams had scored 141 points in the same period - Ken Tyrrell was declared happy to return to naturally aspirated engines in 1987 .
The naturally aspirated engine era
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The change to the Cosworth eight-cylinder cylinder, which was highly valued by Tyrrell and now called the DFR and later the DFZ, initially brought the team little luck. In the first three years of the new naturally aspirated engine era, Tyrrell repeatedly had difficulties passing the qualification, and it repeatedly happened that even poorly financed newcomers such as Coloni or AGS achieved better results than the traditional Tyrrell team. All of this had a negative impact on the team's finances, and in 1989 , the 22nd year of Formula 1 involvement, the Tyrrells drove around the racetracks in numerous races with almost no advertising. The international media drew attention to the gravity of the situation by reporting that Ken Tyrrell had spent his 65th birthday driving a team truck to Monaco because he did not have enough money for a driver.
Thanks to a clever personnel policy, the situation changed in 1990 . On the one hand, Tyrrell had hired the British engineer Harvey Postlethwaite and the Italian aerodynamicist Jean-Claude Migeot, who, with the pioneering high-nosed Tyrrell 019, gave the team the first innovative design concept since the P34; on the other hand, the young man, Jean Alesi discovered the compact, manageable car a year earlier, was very enthusiastic. As a result, there was a second place (as well as another with the 018B model from the previous year, which had been converted based on the 019), the end of the year as fifth in the constructors' championship and a contract with Honda for the purchase of Japanese ten-cylinder engines that were used in the 1991 season .
The Honda engines corresponded to the engines used by McLaren in 1989 and 1990, respectively . Unlike in the case of McLaren, the engines were not prepared by Honda itself, but by its subsidiary Mugen . Nevertheless, the engines were only reported under the name "Honda". Tyrrell's relationship with Honda had come about through McLaren. After Honda had been supplying McLaren exclusively since 1988, the company saw the possibility of using a customer team to obtain additional data in order to make the engines even more competitive. Ferrari proceeded in a similar way from 1991 with Minardi and BMS Scuderia Italia . Tyrrell, on the other hand, hoped that the more powerful engines would improve their own athletic position.
Ultimately, the expensive alliance with Honda paid off for Tyrrell just as little as Minardi's connection with Ferrari in the same year. A particular problem for Tyrrell was the service car of the year 1991, the Tyrrell 020. The advantages of the highly acclaimed predecessor could not be transferred to this model. The black painted car sponsored by the German electrical appliance manufacturer Braun was heavy and unwieldy. In particular, Honda's ten-cylinder engine did not meet Tyrrell's expectations: the power unit was heavier and significantly larger than the Ford engine previously used. This adversely affected the weight distribution and driving behavior of the car. In addition, the creators of the success with the 019 left the team: Jean Alesi and Jean-Claude Migeot both switched to Ferrari at the beginning of 1991, while Harvey Postlethwaite went to Sauber in spring 1991 to prepare the team for the entry into Formula 1. These departures had a negative impact on the team's performance. At the end of the year, Tyrrell decided against continuing to use the comparatively expensive and now outdated Honda engines for the 1992 season . Instead, the team took over the ten-cylinder engines from Ilmor , which had been used exclusively by Leyton House the year before and were known for their small dimensions and light weight.
However, Tyrrell did not succeed in making the new engine the basis for a sweeping package. The agreement with Ilmor came about late - not until December 1991. In view of this, Tyrrell's engineering team around Mike Coughlan had little time to adapt the existing car to the new engine. For this reason and because of limited financial resources, the most effective solutions were not always pursued. The lack of money also meant that the team was only able to undertake a few test drives. As a result, it fell increasingly behind in terms of coordination and reliability. Tyrrell finished the 1992 season in which Andrea de Cesaris and Olivier Grouillard drove for the team, finishing sixth in the constructors' championship. However, Ken Tyrrell had hoped for better results. Because the financing of the team for the future was not secured for a long time, in the course of 1992 he repeatedly considered selling his team. There were certainly interested parties; Among them was the Italian Formula 3000 team Il Barone Rampante . In the end, Ken Tyrrell carried on.
Yamaha and Ford: the last few years
In 1993 , the C version of the 020 received its third engine - a Yamaha- financed further development of the Judd -GV ten-cylinder with the designation Yamaha OX10A - but neither Ukyō Katayama nor the experienced Andrea de Cesaris could even get a single world championship point for the British Team achieve. The 021, which was only used briefly in the second half of the 1993 season, was not a successful car either. 1993 was the first year in the team's history in which no world championship points were scored.
In 1994 the situation improved again. Harvey Postlethwaite had returned to Tyrrell and designed the 022, a compact, easy-to-drive and promising car. However, the financial resources that would have been necessary for adequate maintenance of the parts and sufficient test drives were lacking. These deficits had a negative effect on the reliability of the vehicles. What he and the 022 could do was shown by Tyrrell's new driver Mark Blundell at the Spanish Grand Prix in Barcelona when he finished third. However, it was the final podium finish for the Tyrrell Racing Organization. Ukyō Katayama was also convincing in Hockenheim: The Japanese drove in second or third place for a long time and achieved a top speed on the forest straight that was 2 km / h above that of the Williams Renault; however, it failed shortly before the finish line with a defective throttle cable.
In 1995 Tyrrell finally had a sufficient budget again: Ukyō Katayama was supported to a greater extent than before by Japan Tobacco (with the Mild Seven brand), and Mika Salo brought funds from the Finnish telecommunications company Nokia . The initially blue, later white painted Tyrrell 023 was fast, but not reliable. The series of defects continued, particularly in the area of drive technology, so that the first championship points could only be scored in the last races of the year.
In 1996 some disappointed sponsors left the team. As a result, Tyrrell could not afford an entirely new car; the 024 was therefore nothing more than a thoroughly revised version of the previous year's model. Over the course of this season, Tyrrell increasingly lost contact with midfield. At the end of 1996, the alliance with Yamaha finally broke up after four years. The Japanese company announced that it would deliver the engines to Arrows free of charge in the future . Tyrrell had the opportunity to continue using Yamaha engines as a paying customer team. In view of the continuing lack of reliability of the engines, Ken Tyrrell decided to revive the connection with Cosworth in 1997.
Harvey Postlethwaite's Tyrrell 025 then drove a Ford ED eight-cylinder Cosworth in 1997 . The ED was a revised version of the 1989 Cosworth HB . It was next to the Hart -Motor of Minardi as the oldest and weakest engine of the year, but spent little fuel. Tyrrell hired his former pilot Satoru Nakajima to find sponsors. The Japanese achieved little, however; Apart from PIAA, a company affiliated with Nakajima for years, only a few donors joined the traditional team. The white Tyrrell 025 therefore started many races of the year largely without sponsors. In this difficult year, Tyrrell was innovative for the last time: at the Argentine Grand Prix , the cars appeared for the first time with two raised spoilers on the side pods, which were soon to be referred to as Tower Wings or Tyrrell Towers . This unusual concept was copied in the course of 1997 by numerous competing teams from Jordan to Prost to Scuderia Ferrari and was part of the standard equipment of many vehicles until the beginning of 1998 , before it was banned by the FIA because of alleged safety deficiencies, but above all because of its unattractive appearance . At the 1997 Monaco Grand Prix , Mika Salo scored the last world championship points for the Tyrrell Racing Organization. They were due to the bad weather on race day and the fact that the Tyrrell 025 with its old Cosworth engine was an economical engine. With a lean mixture setting due to the rain, Salo managed to contest the entire race without refueling or changing tires. The time gained in this way was enough for fifth place in the race.
In late 1997, Ken Tyrrell, already suffering from cancer, sold his team to British American Tobacco . The 1998 Formula 1 season was to be a year of transition before BAT formed the British American Racing team for 1999 with Craig Pollock, Adrian Reynard and Jacques Villeneuve . Ken Tyrrell was initially still involved in the team, but had to recognize early on that Craig Pollock and his partner Adrian Reynard were making the key decisions. This also included the driver choice. Tyrrell had long resisted the commitment of Ricardo Rosset and advocated the retention of Jos Verstappen . His recommendation was not implemented. In February 1998, before the first race of the season, Ken Tyrrell left his team after more than 30 years of uninterrupted Formula 1 involvement. The Tyrrell Racing Organization finished their last year without a single world championship point.
Tyrrell, the driver scout
Ken Tyrrell had a reputation as a talent scout since the late 1970s . Numerous young hopes and later Grand Prix winners made their first attempts in Formula 1 on a Tyrrell, among others. Patrick Depailler (1972), Jean-Pierre Jabouille (1975), Didier Pironi (1978), Michele Alboreto (1981), Stefan Bellof (1984) and Jean Alesi (1989). Ken Tyrrell, however, did not see himself as a downright talent promoter. For him, hiring young drivers was a mere necessity. In an interview with motorsport aktuell magazine in the summer of 1996, he said: “Of course I would much rather sign Michael Schumacher. But it's way too expensive. I just have to take what I can afford. "
The Heritage
In 1999, British American Racing took over from the Tyrrell Racing Organization. This led in 2005 the Honda -Werksteam that 2,009 of Ross Brawn over and under the name of Brawn GP was run in the same year for the drivers' and constructors championship. The team has been competing as a Mercedes Grand Prix since the 2010 Formula 1 season .
Overview: Tyrrell as a works team in Formula 1
| season | Team name | chassis | engine | Driver 1st car |
Driver 2nd car |
Driver 3rd car |
Points | World Cup place |
|---|---|---|---|---|---|---|---|---|
| 1970 | Eleven Team Tyrrell |
March 701 Tyrrell 001 |
Cosworth DFV V8 | Jackie Stewart | François Cevert | - | - | - |
| 1971 | Eleven Team Tyrrell | Tyrrell 001, 002 and 003 | Cosworth DFV V8 | Jackie Stewart | Francois Cevert | - | 73 | 1 |
| 1972 | Eleven Team Tyrrell | Tyrrell 002, Tyrrell 004 Tyrrell 005 Tyrrell 006 |
Cosworth DFV V8 | Jackie Stewart | Francois Cevert | Patrick Depailler | 51 | 2 |
| 1973 | Eleven Team Tyrrell | Tyrrell 005 Tyrrell 006 |
Cosworth DFV V8 | Jackie Stewart | Francois Cevert | Chris Amon | 82 | 2 |
| 1974 | Eleven Team Tyrrell | Tyrrell 005 Tyrrell 006 Tyrrell 007 |
Cosworth DFV V8 | Jody Scheckter | Patrick Depailler | - | 52 | 3 |
| 1975 | Eleven Team Tyrrell | Tyrrell 007 | Cosworth DFV V8 | Jody Scheckter | Patrick Depailler |
Jean-Pierre Jabouille Michel Leclère |
25th | 5 |
| 1976 | Eleven Team Tyrrell | Tyrrell 007 Tyrrell P34 |
Cosworth DFV V8 | Jody Scheckter | Patrick Depailler | - | 71 | 3 |
| 1977 | Eleven Team Tyrrell | Tyrrell P34 | Cosworth DFV V8 | Ronnie Peterson | Patrick Depailler | - | 27 | 6th |
| 1978 | Eleven Team Tyrrell | Tyrrell 008 | Cosworth DFV V8 | Didier Pironi | Patrick Depailler | - | 38 | 4th |
| 1979 | Candy Team Tyrrell | Tyrrell 009 | Cosworth DFV V8 | Didier Pironi |
Jean-Pierre Jarier Geoff Lee's Derek Daly |
Derek Daly | 28 | 5 |
| 1980 | Candy Team Tyrrell | Tyrrell 009 Tyrrell 010 |
Cosworth DFV V8 | Jean-Pierre Jarier | Derek Daly | Mike Thackwell | 12th | 6th |
| 1981 | Tyrrell Racing Team | Tyrrell 010 Tyrrell 011 |
Cosworth DFV V8 | Eddie Cheever |
Kevin Cogan Ricardo Zunino Michele Alboreto |
- | 10 | 8th |
| 1982 | Team Tyrrell | Tyrrell 011 | Cosworth DFV V8 | Michele Alboreto |
Slim Borgudd Brian Henton |
- | 25th | 6th |
| 1983 | Benetton Team Tyrrell | Tyrrell 011B Tyrrell 012 |
Cosworth DFV V8 | Michele Alboreto | Danny Sullivan | - | 12th | 7th |
| 1984 | Tyrrell Racing Organization | Tyrrell 012 | Cosworth DFY V8 |
Martin Brundle Stefan Johansson |
Stefan Bellof Mike Thackwell |
- | 0 | - |
| 1985 | Tyrrell Racing Organization | Tyrrell 012 Tyrrell 014 |
Cosworth DFV V8 Renault EF 4B V6 Turbo |
Martin Brundle | Stefan Johansson Stefan Bellof Ivan Capelli Philippe Streiff |
- | 4th | 9 |
| 1986 | Data General Team Tyrrell | Tyrrell 014 Tyrrell 015 |
Renault EF 4B V6 Turbo | Martin Brundle | Philippe Streiff | - | 11 | 7th |
| 1987 | Data General Team Tyrrell | Tyrrell DG 016 | Cosworth DFZ V8 | Jonathan Palmer | Philippe Streiff | - | 11 | 6th |
| 1988 | Tyrrell Racing Organization | Tyrrell 017 | Cosworth DFZ V8 | Jonathan Palmer | Julian Bailey | - | 5 | 8th |
| 1989 | Tyrrell Racing Organization | Tyrrell 017B Tyrrell 018 |
Cosworth DFR V8 | Jonathan Palmer | Michele Alboreto Jean Alesi Johnny Herbert |
- | 16 | 5 |
| 1990 | Tyrrell Racing Organization |
Tyrrell 018 Tyrrell 019 |
Cosworth DFR V8 | Satoru Nakajima | Jean Alesi | - | 16 | 5 |
| 1991 | Brown Tyrrell Honda | Tyrrell 020 | Honda RA 101E V10 | Satoru Nakajima | Stefano Modena | - | 12th | 6th |
| 1992 | Tyrrell Racing Organization | Tyrrell 020B | Ilmor 2175A V10 | Olivier Grouillard | Andrea de Cesaris | - | 8th | 6th |
| 1993 | Tyrrell Racing Organization | Tyrrell 020C Tyrrell 021 |
Yamaha OX10A V10 | Ukyō Katayama | Andrea de Cesaris | - | 0 | - |
| 1994 | Tyrrell | Tyrrell 022 | Yamaha OX10B V10 | Ukyō Katayama | Mark Blundell | - | 13 | 7th |
| 1995 | Nokia Team Tyrrell | Tyrrell 023 | Yamaha OX10C V10 | Ukyō Katayama Gabriele Tarquini |
Mika Salo | - | 5 | 9 |
| 1996 | Tyrrell Yamaha | Tyrrell 024 | Yamaha OX11A V10 | Ukyō Katayama | Mika Salo | - | 5 | 8th |
| 1997 | PIAA Tyrrell | Tyrrell 025 |
Ford ED4 V8 Ford ED5 V8 |
Jos Verstappen | Mika Salo | - | 2 | 10 |
| 1998 | PIAA Tyrrell | Tyrrell 026 | Ford JD-Zetec V10 | Ricardo Rosset | Toranosuke Takagi | - | 0 | - |
Tyrrell as a vehicle supplier
Tyrrell initially sold individual vehicles that were no longer used in the factory team - similar to Brabham , March or Williams - to private customers. Some cars appeared again and again in individual Formula 1 races and occasionally in other series until the late 1970s.
Private Tyrrell in Formula 1
- The first private Tyrrell in Formula 1 was used at the 1973 South African Grand Prix by Eddie Keizan for the Blignaut Lucky Strike Racing team . Keizan reported the Tyrrell 004 manufactured in 1971, which the factory team had long since been replaced by the 005 and 006/1 models. Keizan started the race as 22nd of 25 drivers and crossed the finish line 12 laps behind. He was not rated.
- On the occasion of the South African Grand Prix in 1974 Keizan repeated his commitment. Here he brought the Tyrrell 004 to the finish line two laps behind as 14th vehicle and was two positions better than Niki Lauda in the Ferrari 312B3 .
- At the 1975 South African Grand Prix , the Lexington Racing team reported a Tyrrell 007 manufactured in the previous year for Ian Scheckter . Scheckter qualified for 17th place on the grid ahead of Jacky Ickx in a Lotus T72, but dropped out after 55 laps due to an accident.
- The following year Lexington Racing and Ian Scheckter competed again with the Tyrrell 007 at the South African Grand Prix . Scheckter started the race in 16th, but dropped out on the first lap after colliding with Michel Leclère's works Williams .
- At the Grand Prix of Germany , Austria , the Netherlands and Italy in the 1976 Formula 1 season , the Scuderia Gulf Rondini team reported a Tyrrell 007 for Alessandro Pesenti-Rossi . Apart from the race on the Circuit Zandvoort , Pesenti-Rossi was able to qualify regularly and crossed the finish line outside of the points.
- The ÖASC Racing Team reported a Tyrrell 007 for Otto Stuppacher for the Grand Prix of Canada and the USA in 1976 . Stuppacher already failed to qualify.
- For the 1976 Japanese Grand Prix , the Japanese Heros Racing team reported a Tyrrell 007 for Kazuyoshi Hoshino . The Japanese qualified 21st, but retired on lap 27 after a tire failure.
- The last entry of a private Tyrrell in the Formula 1 World Championship was made on the occasion of the Japanese Grand Prix in 1977 by the Japanese team Meiritsu Racing . The Japanese Kunimitsu Takahashi qualified 22nd with a Tyrrell 007 and finished ninth. The car he used was the same car that Hoshino had driven a year earlier.
Tyrrell vehicles in the Aurora series
In the late 1970s, the so-called Aurora F1 series was held in Great Britain , a junior class for young talents who, with revised Formula 2 vehicles, but alternatively also with used Formula 1 cars, mostly of an older date, to the level of performance of the Grand Prix-Sports should be introduced. The series also temporarily served the purpose of a British Formula 1 championship. Many of the teams used disused Formula 1 vehicles. Most of them were cars from Arrows, March Engineering or Williams. In 1979 , however, two Tyrrell found their way into the Aurora series: In the second season of the series, Melchester Racing used two Tyrrell 008s produced a year earlier for Desiré Wilson and Gordon Smiley ; Occasionally Neil Battridge also drove. Wilson brought in the best results. She achieved four podium finishes and was seventh in the championship with 28 points.
Tyrrell vehicles in Formula 3000
In the first Formula 3000 season, a few teams tried to assert themselves with disused Formula 1 vehicles against the customer cars from Lola and March, which were specially tailored to the new series . The British Barron Racing Team used a 1983 Tyrrell 011 for Claudio Langes in the first two races of the 1985 Formula 3000 season and another 011 for Roberto Moreno in the first four races . Neither driver could do anything with the vehicles. After the fourth race of the season, Barron Racing ended its involvement in Formula 3000.
literature
- David Hodges: Racing Cars from A – Z after 1945. Motorbuch-Verlag, Stuttgart 1994, ISBN 3-613-01477-7 , p. 116.
- David Hodges: AZ of Grand Prix Cars 1906-2000 , 1st edition London 2001, ISBN 1-86126-339-2 (English)
- motorsport current . Weekly Swiss trade journal with numerous individual reports on the subject of Tyrrell in the issues of the years 1969 to 1998 (until 1975 under the title Powerslide ).
Web links
Individual evidence
- ↑ Cimarosti: The Century of Racing, p. 226.
- ^ David Hodges: AZ of Grand Prix Cars 1906-2000 , p. 228
- ↑ Adriano Cimarosti: The century of racing , S. 228th
- ^ Cevert-Beltoise / Rives, p. 94.
- ↑ 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. 57.
- ↑ a b Hartmut Lehbrink: Ken or the oak . Portrait Ken Tyrrell. Oldtimer Markt, issue 6/2003, p. 184 ff.
- ↑ David Hodges, A – Z of Grand Prix Cars 1906–2000, p. 228
- ↑ Motorsport aktuell, issue 20/1989, p. 5.
- ↑ Motorsport Aktuell, issue 14/1990, p. 6.
- ↑ Motorsport Aktuell, issue 15/1990, p. 28.
- ↑ This practice changed in the following years. Later customer teams received engines that were expressly reported as "Mugen-Honda" or "Mugen".
- ↑ Auto Course 1992/93, p. 46.
- ↑ Adriano Cimarosti, The century of racing, p 428
- ↑ For McLaren, Honda had developed a twelve-cylinder engine that had been in use since 1991, which was significantly more powerful, but McLaren did not approve it to be passed on to Tyrrell.
- ↑ The Ilmor engines of 1992 bore the designation 2175. They were largely identical to the engines used in 1991, which were then referred to as LH10 (cf. Cimarosti: Das Jahrhundert des Rennsports, p. 440). The name change was solely due to the fact that the rights to the engine were held by Leyton House until late summer 1991, when Ilmor was the owner of the rights. The designation LH10 used initially stood for Leyton House ten-cylinder. After the Japanese company Leyton House ran into financial difficulties at the end of 1991 and had given up its Formula 1 involvement with March Engineering, the new March team management sold the construction rights back to Ilmor. The new designation 2175 should also document this change to the outside world. See motorsport aktuell, issue 1–3 / 1992.
- ↑ On the whole: Auto Course 1992-93, p. 46.
- ↑ Daly drove the sick Jarier's car at the Austrian Grand Prix. Upon his return, Tyrrell reported a third car for Daly at the Canadian and US Grand Prix.
- ↑ British F1 Series ( Memento from October 12, 2013 in the Internet Archive )