The Tyrrell that never raced...
#1
Posted 03 January 2005 - 05:53
I found this artical in S.C.W January 1974....It has a cutaway drawing of aTyrrell that never made it to the track Designer DerekGardner had a full mock made and windtunnel tested only to never go ahead with the Design.
It looks like he was the 1st to use Vertical Fins to direct the wind over the rear wing . Also he tryed the Dihedral Front wings .However he abandon the design because of nose lift that could have made the car somersault in the right conditions. It had the lowest drag figures of any tyrrell made but sadly it never got to be made and tested.
It had a shallow wedge shape monocoque and i think it was a great looking car pitty it did not perform as he would have liked.
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#2
Posted 03 January 2005 - 09:35
#3
Posted 03 January 2005 - 10:08
I guess you right there Bill.
The fins on the Matra where used to increase front air pressure (front end grip) & direction also.
Photo courtsey of Barry Boor
Taken during practice for the 1970 British Grand Prix.
#4
Posted 03 January 2005 - 11:20
...plus a very similar airbox.
But when Tyrrell ended up with two inexperienced drivers for 1974, they decided to go for a simpler, more user-friendly design which appeared as 007.
#5
Posted 03 January 2005 - 13:01
Any chance you could scan the whole article?
#6
Posted 03 January 2005 - 13:10
#7
Posted 03 January 2005 - 13:26
Originally posted by Twin Window
I seem to remember that drawing appeared in either Motor or Autocar too, but I could be mistaken. I've definitely seen it in a UK mag, and I might even have the clipping. Somewhere...!
Yep, looks like it's been lifted from Motor (small Motor signage on left of picture). Derek Gardner and his team were obviously capable of some serious lateral and forward thinking ideas. Was it the relative failure of the P34 that made him give up F1?
#8
Posted 03 January 2005 - 15:31
#9
Posted 03 January 2005 - 15:58
#10
Posted 03 January 2005 - 16:38
Whichever, I'm sure that Doug will be able to put us right!
#12
Posted 04 January 2005 - 00:39
(possibly a page or two missing though?)
Seems to me the stuff that Derek Gardner was up to in the early 70s has been far too little documented. Somebody needs to get him to write a book.
#13
Posted 04 January 2005 - 01:03
No page missing in this Magazine artical.
#14
Posted 04 January 2005 - 01:10
#15
Posted 04 January 2005 - 01:17
Sorry your right i forget a page i was on the phone (cant do 2 things at once trick )..Ill be back soon.
#17
Posted 04 January 2005 - 19:11
#18
Posted 04 January 2005 - 21:05
#19
Posted 05 January 2005 - 20:32
What strikes me as odd when viewing the cutaway is this: Where are the front springs and dampers? And where do the aft inboard pick-up points for the lower front wishbones go? For the former I assume they were to have been outboard, judging by the upper and lower wishbone designs, and maybe there was to have been a tubular framework in the style of both 001/003 and 007 to pick up a forward facing lower wishbone leg, instead of the one running aft as shown in Brian Hatton's cutaway - it looks like Hatton didn't have all the actual design data available for his sketch.
Still, it was a neat shape - I always fancied Gordon Murray's trapezoidal section Brabham chassis, although, IIRC, Geoff Ferris had set that precedent at Brabham, and the shape also seems to have inspired John Sutrees/Ken Sears on the TS19-20 as well as Andy Smallman's Hill GH2. Gardner mentions himself in the article here that he was inspired by Phillippe's intrigueing 1972 Indy Parnelli, which had both dihedral front fins, in addition to conventional horizontal nose fins, acting as fairings for the front upper 'wishbone' inboard pivots, complete with adjustable trailing edge flaps, and the trapezoidal chassis cross section with flush NACA radiator inlets...there was a lot of experiementation and variety in those days...
From reading about Garnder's lift problems, I wonder how it was overcome on other large plan area, flat-bottom designs, particularly of the trapezoidal section variety? Len Terry sort of turned the shape 'upside down' when he replaced the trapezoidal/wedge1969 Indy Eagle with his 1970 Eagle design, yet others persevered succesfully with it. Perhaps the trick was to taper the shape in plan view, tapering towards a narrow front?
I also find it intrigueing that the 006 could end up more than 100 lbs overweight, and still remain competitive. How an experienced designer as Gardner failed to manage weight to the point that they were almost one third out (of the 'variable' 350 lbs stated by Gardner) puzzles me, but in fairness I suppose the rim widths and tyre sizes, as well as tyre weights, grew significantly in the life of 005/006, and the final wording of the deformable structure/ chassis outer skin gauge rules caught Gardner on the wrong foot. Still, as he said, the 006 was highly competitive, the 72 and M23 probably having their own weight challenges. Or perhaps Gardner was sandbagging (pun intended) somewhat on the 110 lbs surplus weight issue?
I also agree with Gardner that 006 ended up an aesthetic mess - bu a fast mess! The original 005 was, to me, although rather 'stubby', one of the most well-proportioned, cleanest, neatest and most homegenous appearing F1 cars of the period. Unlike many cars of the period, 005 appeared to have been designed (and that by one man), witness the level of aerodynamic integration of chassis, oil cooler inlets, cockpit coaming, engine cover and airbox, rather than somewhat 'cobbled together' like a lot of its contemporaries; the proportions went on the Tyrrel when the airbox went up and the rear wing went aft.
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#20
Posted 06 January 2005 - 19:33
Here is the earlier Motor article as promised - it explains that the drawing was done after Hatton and Gardner had 'married various existing Tyrrell bits to the mock-up shape and produced this thoroughly authentic-looking cutaway.'Originally posted by Bonde
- it looks like Hatton didn't have all the actual design data available for his sketch.
#21
Posted 07 January 2005 - 09:47
Thanks for that Tim...
#22
Posted 07 January 2005 - 10:21
Courtesy of http://www.automodellando.it
I remember seeing a picture of Maurice Phillippe holding this rear wing, maybe even in Grand Prix International. But couldn't find it, so you'll have to make do with this model auto.
#23
Posted 07 January 2005 - 10:36
Because in his books about the Mercedes race cars he unveis that once M-B played with the thought to enter the prewar W154 cars (let's not get into the discussion if it was W154 or W163) at Indy.
And the team had done aerodynamic tests with vertical fins at cockpitlevel.
Source: Quicksilver Century, by Karl Ludvigsen.
Henri Greuter
#24
Posted 07 January 2005 - 10:49
Originally posted by jcbc3
Tyrrell never were afraid to try out new ideas:
I remember seeing a picture of Maurice Phillippe holding this rear wing, maybe even in Grand Prix International. But couldn't find it, so you'll have to make do with this model auto.
I remember having seen that car at the paddock at Zandvoort '83. But attention was a bit lost because of Lauda debuting the McLaren-TAG that weekend.
Don't think that this was a very serious concept other than for PR matters. Being fotographed often because of the looks, good PR for the sponsors.
Henri Greuter
#25
Posted 07 January 2005 - 23:29
#26
Posted 07 January 2005 - 23:58
#27
Posted 20 March 2006 - 09:37
I am computer graphics expert and impassioned by old F1. I already carried out some visible models on my site (Lotus 72 , 56B,…) :
http://perso.wanadoo.fr/fred-55ds
I research of documentation on the F1 MATRA MS80, MS120 and its V12 engine.
By advance, thank you with those which could help me in my research
#28
Posted 20 March 2006 - 10:52
#29
Posted 20 March 2006 - 12:25
You do very nice work!