The ever innovative Derek Gardner with an ‘aero-tweak’ being tested on Francois Cevert’s Tyrrell 002 Ford during Italian GP practice at Monza on 10 September 1972…
This huge sleeve over the exhausts is cowled from the oil coolers back, the idea being to harness the exhaust gas energy to entrain air through the sleeve and enhance airflow and hence better cooling thru the oil rads.
Francois hadn’t done too many laps when the ‘prophylactics’ parted company with the car at very high speed, bouncing their way into lightweight schrapnel around the famous autodrome, fortunately ‘002’ was well clear of any following cars at the time!
The shot below shows a standard ‘006’ rear end to give an idea of how the car appeared sans ducts.
Ken Tyrrell and Jackie Stewart discuss the sublime weather before Francois is sent on his way. These cars evolved a lot throughout 1972/3, the Tyrrells arguably (Lotus 72 pace duly noted!) the quickest cars of the era from the time ‘001’ first raced at Oulton Park later in 1970 until Stewart’s retirement and Cevert’s death at Watkins Glen at the end of 1973.
Date and place unknown, 1973 Tyrrell 006 Ford, Cevert up (unattributed)
Monza 1972 wasn’t a good race for the ‘Boys in Blue’ at all though, JYS popped a clutch on the line and was lucky not to get ‘whacked up the clacker’ at a million miles an hour and Francois’ engine ‘popped’ on lap 14. Emerson Fittipaldi took the race and the ’72 title in his Lotus 72D Ford.
FC looking very ‘chillaxed’ prior to the ’73 British GP at Silverstone, Tyrrell 006 Ford (unattributed)
You might find this story about Cevert’s early career of interest if you haven’t already seen it;
https://primotipo.com/2014/11/07/francois-cevert-formative-years/
I wrote an article a while back about Team Tyrrell and innovation…
Have a read of it if you haven’t, its amazing just how ‘edgy’ Ken’s boys were over the years given their resources relative to bigger, better funded teams;
https://primotipo.com/2014/09/16/tyrrell-019-ford-1990-and-tyrrell-innovation/
Roll on into mid-1973 and Derek was considering his overall design and aero alternatives for his 1974 car…
Here Francois is testing ‘005’ during British GP practice at Silverstone in mid July, JYS did a few laps in the same car carrying #42. It looks remarkably cohesive for a car designed originally with a totally different bluff nose aerodynamic concept!
Compare and contrast the ‘normal’ bluff nose Tyrrell ‘006’ Cevert races here in front of James Hunt’s March 731 Ford at the British GP, Silverstone in 1973, with the ‘005’ chisel nose he tested in practice above. Hunt was a splendid 4th, Cevert 5th, Revson took his first GP win in a McLaren M23 Ford (unattributed)
It was a good year until the US GP, JYS took his third title in the ‘low polar moment of inertia’, short wheelbase, twitchy but very quick in both Stewart and Cevert’s hands, Tyrrell 005/006 cars.
Click on this link for a short story about those cars;
https://primotipo.com/2014/08/25/jackie-stewart-monaco-gp-1973-tyrrell-006-ford/
Gardner had a pretty handy additional test pilot in Chris Amon who was contracted the drive the spare Tyrrell 005 in the end of season North American GP’s at Mosport and Watkins Glen.
Chris was always rated as a test-driver by all he raced with from Ferrari’s Mauro Forghieri ‘down’.
Amon raced ‘005’ in side radiator/chisel nose spec in Canada. He didn’t race it at Watkins Glen after Francois’ fatal accident on the Saturday resulted in Ken Tyrrell withdrawing the teams cars for the race, which would have been the retiring Stewart’s 100th GP.
Chris Amon 10th in Tyrrell 005 Ford in the Canadian GP, Chris has ‘modified’ the cars nose during the race. JYS was 5th in 006, Cevert DNF after a collision with Scheckter, Peter Revson won the race in a McLaren M23 Ford (unattributed)
Derek Gardner tested the ‘chisel nose, side radiator’ aerodynamic approach pioneered by the Lotus 56 at Indianapolis in 1968.
After the history making changes at the 1973 seasons end Derek Gardner threw out the conceptual approach he had decided upon for 1974.
The proposed car was to be a ‘highly strung thoroughbred’ from which maestro’s Stewart and Cevert could extract every ounce of performance. His change was to a much more forgiving chassis attuned to the developmental needs of ‘cub drivers’ Jody Scheckter and Patrick Depailler for 1974, his ‘007’ design was the very effective result.
(unattributed)
Tyrrell 007 Ford cutaway above. The design comprised an aluminium monocoque chassis, Ford Cosworth 3 litre DFV V8, Hewland FG400 5 speed transaxle, disc brakes inboard front and rear, wishbone front suspension with coil spring dampers, rear suspension by single upper link, lower parallel links, radius rods and coil spring/damper units anf adjustable roll bars.
Checkout Allen Brown’s oldracingcars piece on ‘007’ inclusive of chassis by chassis history; https://www.oldracingcars.com/tyrrell/007/
Tailpiece: The ’74 Tyrrell 007 Ford in Depailler’s hands, Swedish GP in which he was 2nd and Scheckter’s 1st, winning the South African’s first GP. Evolution of Derek Gardner’s aero thinking clear from ’73-’74, mind you he went back to a bluff nose for his outrageous P34 6 wheeler for 1976…
(unattributed)
Credits…
Rainer Schlegelmilch, Doug Nye ‘History of The GP Car’
Finito…
primotipo... 