Tyrrell 014
 Tyrrell 014 at the 1985 European Grand Prix |
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| Constructor: |
 Tyrrell
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| Designer: | Maurice Philippe | ||||||||
| Predecessor: | Tyrrell 012 | ||||||||
| Successor: | Tyrrell 015 | ||||||||
| Technical specifications | |||||||||
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| Chassis: | Monocoque | ||||||||
| Engine: | Renault EF4B | ||||||||
| Wheelbase: | 2765 | ||||||||
| Weight: | 550 kg | ||||||||
| Tires: | Goodyear | ||||||||
| Petrol: | Eleven | ||||||||
| statistics | |||||||||
| Driver: |
Martin Brundle Stefan Bellof Ivan Capelli Philippe Streiff  
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| First start: | 1985 French Grand Prix | ||||||||
| Last start: | 1986 San Marino Grand Prix | ||||||||
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| World Cup points: | 5 | ||||||||
| Podiums: | - | ||||||||
| Leadership laps: | - | ||||||||
| Status: 1986 season end | |||||||||
The Tyrrell 014 was a racing car from the British automobile racing team Tyrrell , which took part in 13 rounds of the Formula 1 World Championship in 1985 and 1986 . It was Tyrrell's first car that was equipped with a turbo engine.
background
The Tyrrell Racing Organization founded by Ken Tyrrell had won the Formula 1 drivers' championship with Jackie Stewart in 1969 , 1971 and 1973 . After Stewart's resignation in late 1973 and the accidental death of his designated successor François Cevert , Tyrrell had to completely reposition himself. The drivers signed up in the 1970s could no longer build on Stewart's successes, so that observers got the impression that Tyrrell was basically a Stewart team. Technical mistakes, including the over-ambitious six-wheeled P34 , later referred to by Ken Tyrrell himself as the "wrong way" , and the decidedly conservative design of the racing cars in the years that followed, resulted in Tyrrell being only a midfield team at the end of the 1970s was, which also suffered from considerable economic difficulties.
When, at the beginning of the 1980s, initiated by Renault , the turbo engines gained a foothold in Formula 1 and replaced the British naturally aspirated engines from Cosworth, which had been established since 1967, Ken Tyrrell opposed this development, mainly for economic reasons, and protested repeatedly against what he saw unregulated turbos. While all teams gradually switched to turbo engines or - if they could not finance a change - stopped racing, Tyrrell stuck to the Cosworth engines, although they had long been inferior to the powerful turbo. In 1984 , Tyrrell was the last team to still use naturally aspirated engines. That year, Tyrrell tried to gain an advantage over the turbo teams by illegally influencing the car weight and was banned from the World Championship after the manipulations were noticed.
The 1985 season was a fresh start for the team. Tyrrell continued to use naturally aspirated Cosworth engines early in the season. However, Renault, mediated by Tyrrell's long-term sponsor Elf Aquitaine , had agreed in February 1985 to equip the British team with customer turbos from 1985 onwards. Tyrrell was Renault's third customer team this year after Lotus and the Équipe Ligier . The Tyrrell 014 developed by Maurice Philippe was tailored to this engine. It appeared in the spring of 1985, initially as a one-off item, which was temporarily reported for the second driver alongside the old naturally aspirated car. Tyrrell only used two 014 vehicles in six races. The 014 was replaced in the spring of 1986 by the comparably motorized Tyrrell 015 .
construction
Tyrrell's first turbo car was thought to be a simple design that was "done quickly" in view of the late signing of the contract with Renault. The 014 looked unfinished and gave observers "more the impression of a rolling laboratory than a racing car". In principle, the 014 followed the structures of its predecessor 012 , from which, among other things, the wheel suspension was taken over. However, compared to its predecessor, the track was wider and the wheelbase longer. The monocoque was partly made of plastic; Maurice Philippe used aluminum panels on the side panels for cost reasons. The aerodynamics of the body was not tested in the wind tunnel. The rear brakes were inside.
Unlike the Renault factory team and the British Lotus team, Tyrrell did not use Renault's latest EF15 turbo engine in 1985. Just like Ligier, Tyrrell had to make do with the EF4 presented in 1984, which was also not prepared at the factory, but serviced by Mecachrome . Regardless, Renault charged Tyrrell (and Ligier) higher leasing fees than Team Lotus, which, as a victorious team, was Renault's preferred customer. It was a six-cylinder engine in a V configuration with two turbochargers from KKK . The pistons came from Mahle , the gasoline injection from Kugelfischer , and the ignition electronics came from Magneti Marelli . The engine weighed 160 kg including the turbocharger and clutch. The six-speed transmission was an in-house development by Tyrrell based on a Hewland design. Tyrrell finally took over the coolers from Renault.
The total weight of the vehicle was given as 550 kg.
production
In total, Tyrrell produced four chassis of the type 014, which differed from each other only in details, especially in the area of the wings and the side pods. The first two chassis (01 and 02) were completed shortly before the French Grand Prix , when only one car was ready for use. One of the two chassis was replaced by the 03 for the Italian Grand Prix , which had shorter side pods. For eight races, Tyrrell only used one turbo car; the second Tyrrell driver did not start with an 014 until the European Grand Prix . The fourth chassis (04) appeared at the end of the season in Australia and served as a replacement car throughout the 1986 season.
Races
1985 season
The first driver to field the 014 in a Grand Prix was Martin Brundle . He drove almost all of the remaining races of the year by car. The only exceptions were the Grand Prix in Germany and Austria , in which he started again with the 012 Cosworth. The 014 made its debut in France, where Brundle qualified it for 21st place on the grid as the last of the Renault-powered cars. In addition to Tyrrell's naturally aspirated car, which was used in parallel, only the Zakspeed , RAM , Osella and Minardi cars were slower . In the race, Brundle retired after 32 laps due to a gearbox failure. In the subsequent race in Great Britain , Brundle crossed the finish line two laps behind in seventh place.
At the following German Grand Prix, Brundle's team mate Stefan Bellof took over the 014. Bellof thought the car was unpredictable due to the constant change from oversteer to understeer. Nevertheless, he qualified for 19th place on the grid in his home race at the Nürburgring . In the race, he finished eighth ahead of Stefan Johansson in the Ferrari . Bellof attributed his poor performance to a wrong choice of tires and weak brakes. Two weeks later, Bellof took the 014 to the start again instead of Brundle at the Austrian Grand Prix. In practice he was five seconds slower than Alain Prost ( McLaren ), who took pole position, but seven seconds faster than his teammate Brundle in the naturally aspirated 012. He started the race as 22nd, which he did not finish. In the 50th of 52 laps, Bellofs 014 rolled out without petrol. Due to the distance covered, he was classified seventh. The Austrian Grand Prix was Stefan Bellof's last race in the Tyrrell 014. Two weeks later he had a fatal accident in the 1000 km race at Spa-Francorchamps .
As a replacement for Bellof, Tyrrell signed the Italian Formula 3000 driver Ivan Capelli , who drove the 014 at the European Grand Prix and in Australia . At the Adelaide Street Circuit , Capelli crossed the finish line in fourth, scoring the first world championship points for the 014. In South Africa , Tyrrell gave the second 014 to Philippe Streiff, who was actually under contract with Ligier, but was not used in South Africa because Ligier, like the Renault works team, skipped the race for political reasons. Streiff retired after 16 laps due to a driving error. Regardless, he received a contract with Tyrrell for the entire 1986 season.
1986 season
The Tyrrell 014 appeared three times in the 1986 season. During the first three races of the season it served as a transition vehicle until the further developed 015 was ready for use. The drivers were Martin Brundle and Philippe Streiff. Brundle crossed the finish line twice and was fifth at the season opener in Brazil ; Streiff came in seventh. In Spain , both Tyrrell drivers retired after engine damage , and in San Marino Brundle finished eighth, while Streiff retired with a defective transmission. Then the Tyrrell 015 appeared.
literature
- Ian Bamsey: The 1000 bhp Grand Prix Cars , 1988 (GT Foulis & Co. Ltd), ISBN 978-0854296170 (English)
- Rainer Braun, Ferdi Kräling: Stefan Bellof - A career that is far too short. Delius Klasing, Bielefeld 2005, ISBN 3-7688-1600-1 .
- Adriano Cimarosti: The century of racing , Motorbuch Verlag Stuttgart 1997, ISBN 3-613-01848-9
- David Hodges: A – Z of Grand Prix Cars. Crowood Press, Marlborough 2001, ISBN 1-86126-339-2 (English).
- David Hodges: Racing Cars from A – Z after 1945. Motorbuch-Verlag, Stuttgart 1994, ISBN 3-613-01477-7 , p. 116.
- Pierre Ménard: La Grande Encyclopédie de la Formule 1st 2nd edition. Chronosports, 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 .
Web links
Individual evidence
- ↑ Hartmut Lehbrink: Ken or the oak . Portrait Ken Tyrrell. Oldtimer Markt , issue 6/2003, p. 185.
- ↑ 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. 228.
- ↑ a b Adriano Cimarosti: The century of racing , motor book publisher Stuttgart 1997, ISBN 3-613-01848-9 , S. 343rd
- ↑ a b Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 537.
- ↑ a b c d Ian Bamsey: The 1000 bhp Grand Prix Cars , 1988 (GT Foulis & Co. Ltd), ISBN 978-0854296170 , p. 159.
- ↑ a b Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 538.
- ↑ a b David Hodges: Racing Cars from A – Z after 1945 , Stuttgart 1993, ISBN 3-613-01477-7 , p. 254.
- ↑ a b David Hodges: A – Z of Grand Prix Cars 1906–2001 , 2001 (Crowood Press), ISBN 1-86126-339-2 , p. 231.
- ↑ Ian Bamsey: The 1000 bhp Grand Prix Cars , 1988 (GT Foulis & Co. Ltd.), ISBN 978-0854296170 , S. 145th
- ↑ Ian Bamsey: The 1000 bhp Grand Prix Cars , 1988 (GT Foulis & Co. Ltd.), ISBN 978-0854296170 , S. 139th
- ↑ a b Adriano Cimarosti: The century of racing , motor book publisher Stuttgart 1997, ISBN 3-613-01848-9 , S. 358th
- ↑ Ian Bamsey: The 1000 bhp Grand Prix Cars , 1988 (GT Foulis & Co. Ltd.), ISBN 978-0854296170 , S. 160th
- ^ A b Rainer Braun, Ferdi Kräling: Stefan Bellof - A much too short career. Delius Klasing, Bielefeld 2005, ISBN 3-7688-1600-1 , p. 130.
Racing car of the 1985 Formula 1 World Championship
Racing car of the 1986 Formula 1 World Championship
