Tyrrell 018/1, 018/2

  • Provenance: The 018 chassis was raced by the Tyrrell Racing Organisation during the 1989 and 1990 seasons. The 018-type cars raced nearly a full season in 1989 starting in Imola and, in 018B form, ran the US Grand Prix and Brazilian Grand Prix  in 1990 before the introduction of the 019. It appeared in a variety of liveries, from the plain blue of Imola and Monaco, to the blue and yellow with and without the XP sponsorship or Autobacs (Japan) sponsorship, and in the blue and white Epson sponsorship of 1990. I think the blue and yellow Camel Racing Service is the most attractive, so that's the way we'll go. You can also see the raised nose of the 019 in 018; it clearly has a higher nose than the 017, and more creative uses of airflow were being experimented with in the late '89 cars. 018/1 has the distinction of being one of the very first high-nose Formula One cars.
    After 018/1's final season, Ken Tyrrell sold #1 to Paul Stoddart, who I bought the car from, and it's in the process of being restored to the standards set by the 017 we have. The distinction 018/1 has, besides scoring a point in it's first race, is setting the fastest lap of the race in Canada in an era when not too many non-McLaren's set fast lap. This chassis will be for sale and will be painted in the blue and white Epson livery of early 1990.
    Like 018/1, 018/2 was sold to Paul Stoddart after the 1990 season. Paul subsequently sold the car to Matthew Mortlock, who I bought the car from. 018/2 is the most successful Tyrrell of the final 15-20 years of the marque, though we can only get good data after 1987. Post-1982-83, which would be the 011-012 series of chassis, it's clearly the most successful. Driven by a great series of household names (at least in the households I know), it will be painted in the Blue and Yellow of the Camel Racing Service/XP Parcels Express livery.

    Team: Tyrrell Racing Organisation
    Team Manager: Ken Tyrrell
    Drivers: Michele Alboreto, Jonathan Palmer, Jean Alesi, Johnny Herbert, Satoru Nakajima
    Designer: Harvey Postlewaithe, Jean-Claude Migeot
    Chassis: numbers 1 and 2 of 5
    Engine: 3.5 liter Ford Cosworth DFR V8.
    Wheelbase: 115 inches
    Weight: 1102 lbs
    Results: (1989)
    Chassis:  018/1 -- Palmer/Alboreto            
    Imola: 6th (Palmer)-One World Championship point
    Monaco: 9th (Palmer)    
    Mexico: DNF (Palmer)(throttle return spring broke)       
    Phoenix: 9th (Palmer) (ran out of fuel running 4th)  
    Montreal: DNF (Palmer)(accident; set Fastest Lap of the race) 
    Paul Richard: 10th  (Palmer)  
    Silverstone: DNF (Palmer)(accident) 
    Hockenheim: DNF (Palmer)(accelerator cable)     
    Hungaroring: Spare car  
    Spa: Spare car  
    Monza: Spare car 
    Estoril:   Spare car    
    Jerez: Spare car    
    Adelaide: Spare car

    1990—configured as 018B
     Phoenix: Spare car                                                     
     Brazil: Spare car                                                          

    Chassis: 018/2--Alesi, Herbert, Alboreto, Nakajima
    Monaco: 5th (Alboreto) --Two World Championship points
    Mexico: 3rd (Alboreto) --Four World Championship points & Podium
    USA: DNF (Alboreto) (gearbox)
    Montreal: DNF (Alboreto)(electrics)
    Paul Richard: 4th(Alesi)--Three World Championship points (Alesi's first GP drive)
    Silverstone: DNF (Alesi)(accident)
    Hockenheim: 10th (Alesi)
    Hungaroring: 9th (Alesi)
    Spa: DNF (Herbert) (accident)
    Monza:5th (Alesi) --Two World Championship points
    Estoril: DNQ (Herbert)
    Jerez: Spare car (Some accounts say this was the 4th place car--we can't confirm yet)
    Adelaide: Spare car
    1990—configured as 018B
    Phoenix: 6th (Nakajima)--One World Championship point
    Brazil: 8th (Nakajima)

    How these things start out:  018/2 as it arrived off the plane

Chassis 018/2

  • The first step, as seen in December 2005, was to very carefully remove the old paint. This is 018/1, but 018/2 is virtually, but not exactly, identical. Every part has to be inspected, crack-tested and/or x-rayed, and refurbished as necessary for a car you wouldn't be afraid to get into. You have to have absolute confidence in all parts of your equipment.

  • With an undertray and a slightly damaged engine cover, it starts to look like a real car.

  • Chassis 018/2 before the 1990 livery and other small bits were stripped off--then to the soda blaster

  • Well, wouldn't you know that we'd find some differences in the parts for these cars; apparently there is a short floor (undertray) and a long floor. They have very significant differences in how downforce gets generated. There are 5 or 6 differences between the two floors in the gallery, though not all are easy to spot from the pictures.

The short floor:

...and the long floor:

We also found out that the factory had issues with the rear uprights breaking where they had decided to machine a bit of weight off. While bead-blasting and crack testing a large batch, we found three uprights with cracks at the same spot, one damaged upright, and three with a factory "fix". If we hadn't found the group of spares, we wouldn't have even known about the issue, as 018/2 as we got it did NOT have the fix. Phew !