Tyrrell 020B

Tyrrell 020B

Constructor:	Tyrrell
Designer:	Harvey Postlethwaite George Ryton Mike Coughlan
Predecessor:	Tyrrell 020
Successor:	Tyrrell 020C
Technical specifications
Chassis:	Monocoque
Engine:	Ilmor 2175A V10
Wheelbase:	2946 mm
Weight:	505 kg
Tires:	Goodyear
Petrol:	Eleven
statistics
Driver:	Olivier Grouillard Andrea De Cesaris
First start:	1992 South African Grand Prix
Last start:	1992 Australian Grand Prix
Starts Victories Poles SR 32 - - -
World Cup points:	8th
Podiums:	-
Leadership laps:	n / A
Status: 1992

The Tyrrell 020B was a racing car of the British motorsport team Tyrrell , which was used in the 1992 Formula 1 season . It was a further development of the Tyrrell 020 used the year before , which could not build on the success of its predecessor.

background

The traditional racing team Tyrrell had experienced a number of sporting failures in the 1980s. In 1989 and 1990 the team found their way back to the midfield with the innovatively designed models 018 and 019 ; both years it finished fifth in the constructors' championship. For the 1991 season , the team succeeded in receiving highly developed ten-cylinder engines from Honda instead of the previously used customer engines from Cosworth . Team boss Ken Tyrrell hoped that this would result in a further increase in performance. As an emergency vehicle, Tyrrell reported the Tyrrell 020 developed by Harvey Postlethwaite in 1991 , which, however, did not meet the expectations placed on it; the team fell in the year-end standings to sixth place in the constructors' championship. Honda ended its alliance with Tyrrell after just one year. Ken Tyrrell then considered selling his racing team in late 1991; Among other things, the Italian Formula 3000 team Il Barone Rampante was interested in a takeover.

It was not until December 1991, less than three months before the first race of the 1992 season, that Tyrrell had the opportunity to use a powerful engine in 1992, so Ken Tyrrell decided to continue racing. Tyrrell received the ten-cylinder engine from Ilmor of the type 2175A, which had been developed in 1989 for the March sponsor Leyton House and had been used exclusively by March and Leyton House since 1990 . Leyton House held the rights to this engine for the first year and a half. After the Japanese company was embroiled in an economic scandal in the summer of 1991 and Akira Akagi, the owner of the company, was arrested, Leyton House transferred the rights to the engine back to the designer Ilmor, who was then able to offer it to other racing teams. In parallel with Tyrrell, March 1992 also started using the Ilmor engine, but received an older specification that was less powerful.

The late clarification of the engine question allowed Tyrrell only limited preparation for the 1992 season. The construction of a new car was not possible in the short time that remained. The team was therefore only able to adapt the 020, dating from 1991, to the new engine.

The alliance with Ilmor did not pay off for Tyrrell. Unlike in the previous two years, the team did not manage to achieve a podium finish. Ken Tyrrell attributed this retrospectively to his team's small budget. While Ilmor delivered a further developed and more powerful version of the engine for almost every race, Tyrrell could not keep up with the development. At the end of 1992, Tyrrell cut ties with Ilmor. Instead, the racing team decided to work with the Japanese manufacturer Yamaha , who provided their engines free of charge for the years to come.

technology

The Tyrrell 020B was a further development of the 020 that Harvey Postlethwaite had designed. Since Postlethwaite went to Sauber at the end of 1991 to develop the Sauber C12 , George Ryton and Mike Coughlan were responsible for the conversion of the 020. The essential technical specifications remained unchanged; In addition to adapting the engine, the aim of the work was primarily to improve the weight distribution, which had been problematic last year in view of the heavy Honda engine. The body also remained unchanged. This resulted in some problems in the first few races. The Ilmor engine had a greater need for cooling than last year's Honda engine. The body of the 020B was initially not designed for this, so that overheating-related failures occurred at the beginning of the season. It wasn't until early summer that the team recognized the problem and reacted to it.

In the course of the year, Tyrrell worked on the trend set by the top teams on computer-controlled systems for traction control ("active ride") and level control ("ride high control"), the latter limited to the front wheels. However, the work could not be successfully completed for financial reasons, so that some experimental deployments remained in the late summer.

The Ilmor engine was a ten-cylinder engine with a bank angle of 72 degrees. The engine block was made of aluminum, the displacement was 3498 cm³. The fuel injection and ignition system came from Zytek . The weight of the engine was given as 125 kg. The power transmission was via a manually shifted six-speed transmission from Tyrrell, which was installed transversely.

After Tyrrell had used Pirelli tires last year , the team now used Goodyear tires .

production

Tyrrell manufactured eight Type 020B chassis during the year, two of which served as reserve vehicles and were not used. The most commonly used chassis was the 020B / 9, which was used in ten consecutive races by Andrea de Cesaris . The 020B / 7 was used eight times by Olivier Grouillard .

Grand Prix	Tyrrell 020B / 3	Tyrrell 020B / 5	Tyrrell 020B / 6	Tyrrell 020B / 7	Tyrrell 020B / 8	Tyrrell 020B / 9	Tyrrell 020B / 10	Tyrrell 020B / 11
South Africa			Replacement car	Grouillard		de Cesaris
Mexico			Replacement car	Grouillard		de Cesaris
San Marino				Replacement car	Grouillard	de Cesaris
Spain			Replacement car			de Cesaris	Grouillard
San Marino			Replacement car			de Cesaris	Grouillard
Monaco			Replacement car			de Cesaris	Grouillard
Canada			Replacement car			de Cesaris	Grouillard
France			Replacement car			de Cesaris	Grouillard
Great Britain	Replacement car	Grouillard				de Ceaaris
Germany	Replacement car			Grouillard		de Cesaris
Hungary	Replacement car	de Cesaris		Grouillard
Belgium	Replacement car	de Cesaris		Grouillard
Italy	Replacement car	de Cesaris		Grouillard
Portugal	Replacement car	Grouillard						de Cesaris
Japan	Replacement car			Grouillard				de Cesaris
Australia	Replacement car			Grouillard				de Cesaris

Painting and sponsorship

The 020B was painted blue and white in 1991. The German electrical appliance manufacturer Braun , the racing team's main sponsor last year, had broken ties with Tyrrell at the end of 1991. The main sponsors in 1992 included the French mineral oil company Elf , which Tyrrell had already supported Tyrrell in the 1960s and 1970s, as well as the Japanese snack manufacturer Calbee and Procter & Gamble , which started with the household cleaner Mastro Lindo (Italian for Meister Proper ) advertise. In addition, there were numerous smaller donors who bought Tyrrell for individual races.

driver

Tyrrell did not take over any driver from the previous year for the 1992 season. Stefano Modena , who was a disappointment for Ken Tyrrell, now drove for the Jordan Grand Prix . His replacement was last year's Jordan pilot Andrea de Cesaris. De Cesaris had a reputation as a racing driver who was prone to accidents and had driven for nine different teams in twelve years; Ken Tyrrell, however, valued him as an experienced driver who gave reliable feedback on the condition of the car: “This ability is important when a team cannot afford regular test drives.” Olivier Grouillard took over the second car, who was weak in the last year the established teams Fondmetal and AGS .

Races

Andrea de Cesaris was the more successful of the two Tyrrell drivers. With two exceptions ( Germany and Italy ) he achieved significantly better qualification results than Grouillard; his best training result was seventh on the grid in the last race of the year . De Cesaris finished seven races, four of them in the points. All the points that Tyrrell achieved in 1992 were achieved by de Cesaris. His best result in the Tyrrell 020B was fourth place in the Japanese Grand Prix . It failed six times due to a defect in the engine area and two more times due to a driving error. Grouillard only crossed the finish line four times. His best result was eighth at the San Marino Grand Prix , where he started from 20th. Grouillard suffered four engine and three transmission or clutch defects, four failures were due to driving errors or collisions with other drivers.

Race results

driver	No.	1	2	3	4th	5	6th	7th	8th	9	10	11	12	13	14th	15th	16	Points	rank
1992 Formula 1 season																		8th	6th
O. Grouillard	3	DNF	DNF	DNF	DNF	8th	DNF	12	11	11	DNF	DNF	DNF	DNF	DNF	DNF	DNF
A. De Cesaris	4th	DNF	5	DNF	DNF	DNF	DNF	5	DNF	DNF	DNF	8th	8th	6th	9	4th	DNF

Legend
colour	abbreviation	meaning
gold	-	victory
silver	-	2nd place
bronze	-	3rd place
green	-	Placement in the points
blue	-	Classified outside the point ranks
violet	DNF	Race not finished (did not finish)
	NC	not classified
red	DNQ	did not qualify
	DNPQ	failed in pre-qualification (did not pre-qualify)
black	DSQ	disqualified
White	DNS	not at the start (did not start)
	WD	withdrawn
Light Blue	PO	only participated in the training (practiced only)
	TD	Friday test driver
without	DNP	did not participate in the training (did not practice)
	INJ	injured or sick
	EX	excluded
	DNA	did not arrive
	C.	Race canceled
		no participation in the World Cup
other	P / bold	Pole position
	SR / italic	Fastest race lap
	*	not at the finish, but counted due to the distance covered
	()	Streak results
	underlined	Leader in the overall standings

literature

• Adriano Cimarosti: The century of racing , Motorbuch Verlag Stuttgart 1997, ISBN 3-613-01848-9
• Alan Henry: Autocourse 1992/93 . London 1992 (Hazleton Securities Ltd.), ISBN 0-905138-96-1
• 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.
• Mike Lawrence: March, The Rise and Fall of a Motor Racing Legend , MRP, Orpington 2001, ISBN 1-899870-54-7 .

Individual evidence

1. ↑ ^{a b c d e f} Alan Henry: Autocourse 1992/93 . London 1992 (Hazleton Securities Ltd.), ISBN 0-905138-96-1 , p. 46.
2. ↑ Mike Lawrence: March, The Rise and Fall of a Motor Racing Legend , MRP, Orpington 2001, ISBN 1-899870-54-7 , p. 235.
3. ↑ ^{a b} David Hodges: Racing Cars from A – Z after 1945 , Stuttgart 1993, ISBN 3-613-01477-7 , p. 256.