Tag Archives: #005

Championship Foundation – Tyrrell Ford #006

In 1970 Jackie Stewart and Ken Tyrrell were convinced that it was better to stick with the Ford Cosworth DFV power and seek a new chassis than move to the Matra powered car of their hitherto chassis supplier Matra. Ken Tyrrell bought a couple of new March chassis to tide the team over until Derek Gardener was ready to introduce the new Tyrrell 001 chassis late in 1970.

Tyrrell Ford 006, BRM Day, Bourne

Tyrrell 001 was followed by the similar 002, 003 and 004 chassis in 1971 with Jackie Stewart driving #003 to championship success in 1971. At the 1972 French Grand Prix Gardners all new slab sided Tyrrell #005 was introduced and Jackie Stewart finished the 1972 season with two convincing wins at the season ending Canadian and US Grand Prix, albeit too late to overhaul the advantage built up by Emerson Fittipaldi driving a Lotus Ford 72.

Tyrrell Ford 006, BRM Day, Bourne

Stewart’s team mate Francois Cevert was given today’s featured car Tyrrell chassis #006 to drive at the two 1972 season ending races he retired with gearbox problems after qualifying 8th in Canada and finished 2nd to team mate Jackie from 4th on the grid in US Grand Prix. Chassis #006 was essentially to the same design as #005.

Tyrrell Ford 006, BRM Day, Bourne

In 1973 Jackie started the season of with #005 scoring a third place finish in Argentina and 2nd place in Brazil with Cevert finishing 2nd in Argentina but only 10th in Brazil in the #006 chassis. At the third race of the 1973 season the South African Grand Prix Jackie crashed #005 on the first day of practice and immediately took over Cevert’s 006 car running with Ceverts name and #4 race number. Note the second link showing Stewart driving the #4 is incorrectly labelled as chassis #005.

Tyrrell Ford 006, BRM Day, Bourne

#005 was repaired for Cevert to drive in South African Grand Prix, he started 25th and last having failed to set a time and was unclassified at the races end 13 laps behind the leaders, Stewart meanwhile qualified 16th and came through to score the first of five wins in his third and final championship season. Three of those wins would be 1-2 finishes with team mate Francois following closely behind. Note Stewart ran chassis #006 with his #3 race number in the 1973 race and lost a piece of his rear wing end plate as seen in this linked photo.

Tyrrell Ford 006, BRM Day, Bourne

For the 1973 Spanish Grand Prix Stewart was given a new chassis #006/2 to race that, like #006 which reverted to Cevert, had been fitted with the distinctive angular deformable structure on the sides that were required by new regulations that came into force. At this race both Cevert and Stewart ran with the oblong end plates as seen on #006 in today’s blog driven by Sir Jackie at last years BRM Day.

Tyrrell Ford 006, BRM Day, Bourne

Cevert finished 2nd in the 1973 Spanish Grand Prix as he did in the following Belgian GP where he followed Stewart home in a Tyrrell one-two finish. Still driving #006 Francois finished 2nd at his home French Grand Prix.

Tyrrell Ford 006, BRM Day, Bourne

Airboxes went through many interesting stages of development in the 1972 and 1973 seasons, the Tyrrell 005/006 airbox seen here was a second development the first having resembled the airboxes seen on the earlier Tyrrell 002 and 004 cars, Derek Gardner is quoted as having been influenced by the design of the central engine intake of the Hawker Siddley Trident having gained access to Hawker Siddeleys Test and Development research on the shape of the inlet. The top piece of the trident airbox as seen here and in period has a buff appearance because it appears to have been made inside out with the rough side of the fibre glass on the outside of moulding rather than on the inside as one might normally expect.

Tyrrell Ford 006, BRM Day, Bourne

At the British Grand Prix #006/2 used by Stewart and #006 for Cevert both appeared with older tear drop shape rear wing end plates, but sans the aerodynamic appendage hitherto mounted to the back of the airbox and sans bodywork covering the Ford DFV cam covers and rear suspension. Despite qualifying 4th and 7th Stewart and Cevert could only finish the British Grand Prix 10th one down and 5th respectively.

Tyrrell Ford 006, BRM Day, Bourne

Next up came two one two finishes in the Dutch and German Grand Prix with Cevert in #006 behind Stewart in #006/2, at the Austrian Grand Prix Stewart finished second and clinched the World Championship with a 4th place finish ahead of Cevert at the 1973 Italian Grand Prix after a tremendous recovery from a puncture.

Tyrrell Ford 006, BRM Day, Bourne

#006 with Francois at the wheel was damaged in a collision with Jody Scheckter on 36th lap of the 1973 Canadian Grand Prix and parts of #006 were salvaged to build up #006/3 in time for the following US Grand Prix. Francois was killed in the new car during practice for that race and the Tyrrell team withdrew from what should have been Stewart’s swan song and last Grand Prix before retirement.

The current owner had #006 restored by Hall and Hall to 1973 Spanish to French Grand Prix spec, from 17 Grand Prix starts, along with winning the 1973 South African Grand Prix in the hands of Stewart, #006 was driven to seven 2nd place finishes by Francois Cevert in the 1972 and 1973 seasons.

Sadly first Gerry Birrell and then Roger Williamson, who were successively chosen to have replace Jackie Stewart, died during the 1973 season and eventually Jackie and Francois were replaced by Jody Scheckter and Patrick Depailler.

1973 was the last year in which a variety of numbering methods were used for Grand Prix cars, the Tyrrells ran with the #6 and #8 in Argentina, the #3 and #4 from Brazil through to Spain and then for no obvious reason the #5 and #6 for the remainder of the season.

My thanks to all those who contributed to the Airboxes the Good the Bad and the Ugly along with the Tyrrell 006 threads including Tim Murray who highlighted the absence of any logic to the Formula One numbering system at The Nostalgia Forum.

Thanks for joining me on this Championship Foundation edition of “Gettin’ a li’l psycho on tyres” I hope you will join me again tomorrow. Don’t forget to come back now.


Debut Winner – Ferrari 312 B2 #005

Last week I looked at the Ferrari 312 B2 with which Clay Regazzoni inadvertently ended Jackie Stewart’s championship run at the German Grand Prix, this week Ferrari Friday features #007’s sister car #005 the first of the 312 B2 chassis built in 1971.

Ferrari 312 B2, British GP, Brands Hatch

This photo, taken by a school friend, shows Jacky Ickx driving 312 B2 #005 in the 1972 British Grand Prix at Brands Hatch. Ickx qualified on pole position  and stormed away from championship contenders Emerson Fittipaldi and Jackie Stewart in the early going until lap 49 of 76 when the magic flat 12 lost oil pressure as a result of a split oil tank. Fittipaldi  and Stewart then battled over the lead which Fittipaldi won.

Two weeks later Ickx won pole position at the German Grand Prix and this time chassis 005 held together to take a dominant victory on the most challenging Grand Prix track in the championship the Nurburgring.

312 B2 #005 was the first of the B2 chassis, readied for Clay Regazzoni in the 1971 season. Clay scored a debut win with #005 at the non championship 1971 Race of Champions but the rest of his 1971 season did not go so well with a pole position at the British GP and two thirds in Holland and Germany marking Clays only visits to the podium amongst 4 retirements and minor placings .

Clay started the 1972 season again with #005 scoring just one points paying 4th place finish in the season opening Argentine GP. In the month between the 1972 Belgian and French GP’s chassis #005 was assigned to Jacky Ickx who scored a further pole position at the Italian GP in addition to his achievements in Britain and Germany outlined above.

Arturo Mezzario drove #005 for the last time in the 1973 South African Grand Prix where he came home 4th.

If you are the school boy who took this photo, thanks for giving it to me all those years ago and please get in touch !

Thanks for joining me on this ‘Debut Winner’ edition of ‘Gettin’ a li’l psycho on tyres’ I hope you will join me again tomorrow when I’ll be looking at the Formula Junior Lotus 27. Don’t forget to come back now !


Two Time World Champ – Ferrari 500 #005

In 1951 there was a close fought contest for the World Drivers Championship between the Alfa Romeo drivers in old pre war 1.5 litre / 91.5 cui supercharged cars and Ferrari drivers in new 4.5 litre / 274.5 cui normally aspirated cars. Juan Manuel Fangio won the title but a run of three straight victories by Ferrari drivers González and Ascari was enough to convince Alfa Romeo that they could not hope to be so competitive with their old cars and so with no money to fund the building and development of new machines they quit Grand Prix racing as two time champions.

Ferrari 500, Donington

Alfa Romeo’s withdrawal left the FIA, organisers of World Championship Grand Prix Racing, with a shortage of entrants for the 1952 season only the up and coming Ferrari and brand new BRM team, who had built a beautiful sounding, but hideously complicated and unreliable 1.5 litre 91.5 cui supercharged V16 vehicle being prepared to enter events run to the existent formula one regulations.

Ferrari 500, Donington

The FIA decided that they would run the 1952 and 1953 World Championship for cars built to Formula 2 regulations with normally aspirated 2 litre / 122 cui engines while new formula one regulations would be introduced in 1954. Ferrari had all the bases covered for 1952 as he had coincidentally just instructed Aurelio Lamperdi to design a 4 cylinder 2 litre / 122 cui engine that was powerful and extremely efficient.

Ferrari 500, Donington

For 1952 Ferrari built six type ‘500’ Formula 2 Cars cars to compete in the World Championship and they won all of seven races into which they were entered missing the Indy 500, run to different regulations in which Alberto Ascari competed with a Ferrari 375.

On his return from the 1952 Indy 500 Alberto Ascari won the six remaining World Championship races with the car, seen here at Donington Park, on his way to capturing the 1952 World Championship. Ascari retained the title using the same chassis in 1953 with another 5 victories.

The Ferrari ‘500’ design is one of the most successful of all time only the McLaren MP4/4 which won 15 races out of 16 in 1988 as against 7 out of 8 eligible events in 1952 for the ‘500’ is statistically more successful, though it could be argued that since the Indy 500 was not run to the same regulations as the rest of the 1952 World Championship the Ferrari ‘500’ has a 100 % winning record for the 1952 season.

This particular #005 chassis won an unequalled 7 straight World Championship Grand Prix races from 1952 to 1953, and 9 straight world championship races entered again the 1953 Indy 500 counted as a World Championship Grand Prix in 1953, and is credited with a total of 11 World Championship Grand Prix wins in total. As the highly regarded Doug Nye says of chassis #005 “Possibly the most successful chassis in Grand Prix history.”

The 4 cylinder engine went on to have a hugely successful career in sports car racing when installed in the 500 Mondial and 500 Testa Rossa’s.

Thanks for joining me on this Ferrari Friday edition of ‘Gettin’ a lil’ psycho on tyres, I hope you will join me again tomorrow. Don’t forget to come back now !