The ex-Works Jackie Stewart/Patrick Depailler Race Car and Francois Cevert Test Car
1971/72 TYRRELL-COSWORTH FORMULA 1 SINGLE-SEATER
Chassis No. 004
Engine No. 125
Blue with racing logos and black interior - for restoration
Engine: Cosworth-Ford DFV V-8, four overhead camshafts, four valves per cylinder, 2,993cc., 440bhp at 10,000 rpm; Gearbox: four-speed FG400 Hewland/Tyrrell; Suspension: independent wishbone and dual rate coil spring front, independent wishbones and radius rod rear; Brakes: four wheel Girling discs. Single seater racing car.
Ken Tyrrell was first attracted to motor racing following a visit to Silverstone in 1951; he was hooked immediately and soon began racing himself. However, by the late 1950s he decided that he was better suited to contribute to motorsport from a management standpoint than in the cockpit. After a brief stint as Team Manager of the Works Cooper Formula Two team, Tyrrell set up his own business in Ockham, Surrey. In early 1964, young Jackie Stewart was signed for Tyrrell and promptly dominated that year's Formula Three Championship. This was the start of a partnership that would achieve five World Championship titles before Stewart retired following the 1973 season. Initially the team ran cars in Formula Three, Formula Two and even saloon cars. In 1968 Tyrrell broke into Formula One, using a Matra chassis and most importantly using the new Ford Cosworth DFV V8, which he knew would be a perfect compact and powerful engine. With sponsorship coming from Elf, the French Petroleum Company, and Ford, he was also able to beat Ferrari in his bid to secure Jackie Stewart away from BRM. The team was known as Equipe Matra International.
Success came almost immediately; in only the fourth event of the season Stewart won the Zandvoort Grand Prix and followed this with wins in Germany and the United States. Stewart was runner up in the Drivers' Championship and Tyrrell third in the Constructors' Championship. In 1969, they reigned supreme with the new Matra MS80-Ford, winning six races and claiming both the Constructors' and Drivers' Championships. By 1970, however, Matra Sports had been taken over by the Simca arm of the American Chrysler Corporation and they insisted that the Matra chassis should be powered by Matra V12 engines developed by Chrysler. Realizing that the Ford V8 engine was far superior, Tyrrell had to look for a new chassis for the 1970 season.
Initially Ken Tyrrell had to buy a customer chassis and he turned to the new British constructor March and started the 1970 season with a March 701. This chassis proved quite heavy and during the 1970 season Tyrrell had secretly begun work building (in his timber yard) his own chassis. The task of designing and building the car was entrusted to the gifted engineer Derek Gardner who had formerly worked for Ferguson Research and had Formula One experience helping Matra on their four-wheel drive car of 1969. The new Tyrrell 001 cost some £22,500 - less engine and gearbox - over twice the cost of the Matra 701, but it was 100lbs lighter. After teething troubles in its first outing at the non-Championship Oulton Park Gold Cup, Stewart was able to set pole position for the Canadian Grand Prix at 104mph. It was instantly apparent that the new car and the skill of Stewart were going to be the forces to be reckoned with. Ferrari had star drivers in Jacky Ickx and Clay Regazzoni in the new and very fast flat-12 312B and their dreams must have been rudely awakened. While the Tyrrell led the race for 31 laps, a broken stub axle ended the race. At the next event, the US Grand Prix at Watkins Glen, Stewart led the pack from the front row of the grid, but retired while leading with just 26 laps remaining of 108 when an oil pipe broke. For the season finale in Mexico, the front row was again achieved (beside the Regazzoni 312B) but alas during the race the suspension was damaged when the car struck a stray dog!
For the 1971 season talented Frenchman Francois Cevert again joined Stewart and they were the supremely dominant team. Sponsors Elf Oil, Ford and Dunlop tires must have been extremely pleased as Stewart produced a second place finish at the first event in South Africa followed by wins in Spain, Monaco, France, Great Britain, Germany and Canada. Cevert also won in the USA. Stewart and Tyrrell easily won both World Championship titles and Cevert finished third in the Drivers'. During this first full season, 001 was used for the first Grand Prix and a few other non-Championship events before becoming a spare car; the remainder of the season 003 became Stewart's regular car with Cevert using 002. This car, chassis no. 004, would appear to have been built over the winter of 1971 and was taken as a spare car to Kyalami in March that year. Stewart had won the first round in Argentina and finished second in South Africa. In May 004 was again a T car and was used in qualifying by Stewart. In the race he surprisingly crashed 003; he was in fact unwell feeling the effects of an ulcer which virtually lost him the 1972 World Championship.
At Monaco two weeks later Stewart used 004 throughout the weekend, he qualified 8th and in a wet race bravely managed to finish 4th. He announced after the race that he was going to withdraw from racing until he had dealt with his ulcer. At the Belgian Grand Prix, Cevert used this car as his T car. In France, Jackie Stewart returned and 004 was entered for Patrick Depailler who qualified 16th but was unplaced in the race. For the German, Austrian and Canadian Grands Prix 004 was taken as the T car, its final Works entry being at the Watkins Glen Grand Prix where Depailler qualified 11th and finished in 7th place. In the end Jackie Stewart finished up 2nd to Emmerson Fittipaldi in the Lotus, while team mate Cevert was 6th overall in the Drivers' standings.
During the winter of 1972, 004 was sold to Alex Blignault the organizer of the Kyalami Grand Prix (incidentally it was the first true Tyrrell to ever be sold) and it appeared under Lucky Strike red and white livery driven by the South African driver Eddie Keizan at the race there in early March. Running as race No. 26 he qualified in 22nd place but was not classified in the race. Almost undoubtedly, 004 would have raced in the South African F1 national series during 1973, but we do not have the results. Once again 004 was back for the 1974 Kyalami Grand Prix and this time Eddie Keizan finished in a respectable 14th place.
Mr. Blignault kept the car until around 1977 when it was purchased from him by the well known restorer and historic car enthusiast Stephen Griswold based out of Berkeley, California. He in turn traded the car directly to Bob Sutherland in 1978. This was certainly 'new ground' at the time for an old Formula One car to be coming to the USA. No doubt knowing the impact the Tyrrell had had a few years earlier (also perhaps the revolutionary P34 six wheeler was still fresh in the minds of F1 enthusiasts at this time), it could be seen that in years to come this car would indeed be a worthy contender for future historic racing. Bob Sutherland used the car very sparingly. In 1983 at the tribute to Ford motor racing at the Laguna Seca Historic meeting this car was a sensation with the crowds when Jackie Stewart gladly re-acquainted himself with an old favorite and he promptly set the lap record for the whole weekend! Some correspondence from Jackie Stewart and Ford Motor Company regarding this weekend accompany this lot along with the maintenance records of Mr. Sutherland.
At one stage Bob Sutherland drove this car prior to one of the Phoenix Grands Prix and the scrutineers required a new larger roll bar to be fitted. Sadly at an Elkhart Lake historic meeting an accident ahead of the Tyrrell caused the car to drive over some debris which ruptured the oil sump. Not knowing the oil was draining, the car continued driving and blew up, severely damaging the engine. This original 3 litre DFV, 11th series from 1971, has not been repaired and perhaps is now only useful for spare parts.
With the resurgent interest in historic Formula One racing both here and in Europe, this former Works Tyrrell has plenty of potential and will undoubtedly be welcomed on the grids. Once restored it should prove to be a quick and reliable racing car and is very much a close contemporary to its rivals such as the Scuderia Ferrari 312B, Lotus 72 and McClaren M19.