1978 Tyrrell 008 Formula 1

Tyrrell was not a motor sport enthusiast until he attended the 1951 British GP meeting with friends, but was wowed by the frenetic 500cc F3 support race. Tyrrell decided to start racing, thus acquired a Cooper-Norton MkV from local ace Alan Brown, debuting at Goodwood in 1952. Wins at Beveridge Park in 1953 presaged others at Snetterton, Brands Hatch, Silverstone and Davidstow over three seasons, plus a gold at Karkskoga, Sweden, in 1955. Ken also won an F2 heat and placed sixth overall at Crystal Palace in 1958 in Brown’s Cooper T45.

A partner in the family timber business, Tyrrell discovered that his metier was team management. His relationship with the Cooper Car Company - F1 champion with Jack Brabham - strengthened when he ran multiple world motorcycle champion John Surtees to second place, behind Team Lotus’ Jim Clark, on his car debut in a Formula Junior Cooper-BMC at Goodwood in April 1960. Tyrrell subsequently nurtured the talents of Henry Taylor, Tony Maggs and John Love.

But it was rising superstar Jackie Stewart with whom Ken and his small dedicated team became synonymous. Stewart dominated 1000cc F3’s inaugural season in 1964, then spent three seasons in F2 - latterly partnered by meteoric Belgian Jacky Ickx - while cutting his F1 teeth with BRM. Stewart won his first two GPs in 1965 and 1966 before BRM waned. His future and the Tyrrell Racing Organisation’s were as one.

By 1968, Tyrrell and the French Matra aerospace concern were ready to graduate to F1 with Ford Cosworth DFV engines. Stewart finished second in the drivers’ championship with three wins. They went one better in 1969, with a sensational six victory rout. Tyrrell struck out alone from 1970, fielding a customer car from F1 debutant March - in which Stewart won Brands Hatch’s [non-points] Race of Champions and the Spanish GP - until its eponymous 001 arrived.

Jackie won 15 GPs over three seasons in Ford-powered Tyrrells designed by Derek Gardner, adding two drivers’ titles and the 1971 constructors’ crown to the equipe’s haul. French team-mate Francois Cevert added the US GP in 1972, but his death there in 1973 prompted Stewart’s immediate retirement. His record of 27 GP victories from 99 starts was phenomenal.

The team tallied 23 championship race wins, bolstered by future world champion Jody Scheckter’s four - three in 007s in 1974 and ’75 and one in Gardner’s revolutionary six-wheeled P34 in the 1976 Swedish GP - through to Michele Alboreto’s turbocar-slaying pair in 011s at Caesar’s Palace (1982) and Detroit (1983) in the USA. Fittingly, the final hurrah for the DFV engine, evolved by Cosworth since 1967, came in Ford’s home city.

But Tyrrell’s ‘other’ win - the 21st - was perhaps more special. Frenchman Patrick Depailler was Ken’s loyal soldier from 1974 and in 1978 he was finally rewarded with his maiden win, in Monaco.

Driving a conventional, in comparison to the 6 wheeler P34, 008 designed by former De Havilland aircraft engineer Maurice Philippe [of Lotus 72 and Parnelli VPJ4 fame], Depailler’s jour de gloire was the team’s third and final triumph in the principality.

The 008 was a departure from the radical concept of the 1976 P34, whose four front wheels were well and truly outside the box. Instead, the 008 of 1978 had the usual four wheels, and featured a neatly executed and lightweight low profile aluminium monocoque with inboard pushrod front suspension and outboard rear dampers.

Brabham’s BT46 attracts a lot of attention for its fan-car design, however the 008 was originally penned by Philippe to be exactly that, with a crankshaft mounted fan to push air through water and oil coolers positioned at the bottom and rear of the car. After a test at Paul Ricard in 1977, the fan project was put on hold, though not before a Brabham employee was said to have spotted the concept…

The 008 was also designed with active camber control in mind. Philippe’s concept was to use MOOG valves to vary the camber through the top inner mounts of the front and rear wishbones. Despite testing it on his Lotus Cortina road car, it didn’t come to fruition on the 008, however the variable mounts were kept in service on the suspension and the provision for active adjustment is visible.

Powered by the revered Cosworth DFV engine, the transmission of that power was handled by Hewland’s FGB gearbox and CV jointed driveshafts through very elegant fabricated steel uprights to the 15” rear wheels.

Tyrrell’s 1978 season also saw the introduction of data logging, with the 008s often fitted with equipment ahead of the dashboard structure, and a hatch in the front of the cockpit bodywork to allow access. It was their sponsor Data General that brought the development along with Dr. Karl Kempf, and the concept is now commonplace across all levels of motorsport.

Finished in the familiar Elf blue with white upper section carrying the First National City bank sponsorship, Tyrrell lined up for the 1978 Formula 1 World Championship with the 008 for drivers Patrick Depailler and Didier Pironi. Triple World Champion with Tyrrell, Jackie Stewart, was never far from the team and drove 008s mounted with large onboard cameras on several occasions during the season, offering a first hand insight to onlookers and enthusiasts worldwide.

As the third 008 built in early 1978, 008/3 made its first race appearance at the South African Grand Prix, the third round of the Formula 1 World Championship, held at Kyalami on the 4th March.

008/3 would be team leader Patrick Depailler’s main race car from this point, with Depailler having access to the team’s third car in practice and as his spare. Having qualified down in 12th at Kyalami, Depailler drove an inspired race in 008/3 and climbed position by position until in 2nd place behind Patrese.

Patrese’s engine failed near the end of the race, and Depailler led the South African GP in 008/3, only to be passed by a flying Ronnie Peterson’s Lotus before the finish, yielding what must have been a disappointing 2nd place for Tyrrell. At Long Beach for the United States Grand Prix West, Depailler used 008/3 in practice while he raced a sister chassis to another podium in 3rd place.

008/3 was back into racing service at Monaco, the crowning race in the Formula 1 calendar. Depailler set the 5th fastest time in practice, setting him up for a third row start around the notoriously tight street circuit. Away from the grid, Depailler made an amazing start with 008/3 clearly on-song.

By the exit of the first corner, Depailler in 2nd place between the Brabhams of John Watson and Niki Lauda. Chasing Watson hard, Depailler kept the pressure on until Watson went off, putting Depailler and Tyrrell 008/3 into the lead. Lauda gave chase but was hampered by a puncture, and the on-the-limit Depailler took his first Formula 1 Grand Prix victory in 008/3 boasting a huge 22 second margin to Lauda in second.

Depaiiler’s success was to be Tyrrell’s third and final at the principality. The impressive run of early season results scored by Depailler, topped by his win at Monaco, saw him leave the street circuit as leader of the Formula 1 World Championship.

After the highs of Monaco, 008/3 suffered a string of retirements from the Belgian, Spanish, Swedish and French Grand Prix, hurting Depailler’s score in the series. A better time was had at the British Grand Prix in mid July. Held at Brands Hatch, Depailler qualified 10th and raced 008/3 through the field to a strong 4th place finish.

Retirement hit again at the German Grand Prix but in Austria at the Österreichring in August, Depailler took 2nd place in 008/3 from 13th on the grid. With the race having started as only damp and with everyone on slick tyres, Depailler made remarkable progress only halted by the pausing of the race itself on lap 7.

At the restart, now on full wet tyres, Depailler led Peterson away from the line with the rest of the field hidden in the spray. Peterson passed and took the lead, with the two holding 1-2 to the finish, even as the track dried and the field changed back to slick tyres.

This incredibly impressive drive from Depailler boosted him from 5th to 3rd in the World Championship standings with four Grand Prix to go.

At Zandvoort in the Dutch Grand Prix, Depailler’s engine failed forcing retirement. At Monza, Depailler was one of several cars to be caught up in the first lap accident, though he was only tagged and parked the 008 to the side of the track with suspension damage. Depailler was one of the many fellow drivers to rush to the aid of Ronnie Peterson, though he would tragically pass away from a blood clot following an operation on his broken legs.

After Monza, the Tyrrell team travelled to Watkins Glen for the US Grand Prix. Depailler’s championship prospects were hit again as 008/3 was forced to retire. The 16th and final round of the 1978 Formula 1 World Championship was held in Montreal. With variable conditions, from soaking wet to dry, Depailler set 13th fastest time in practice. By lap 6 of the race, he had got into 5th place, a position that he then held to the finish with 008/3.

As the 1978 World Championship came to a close, Depailler took 5th place in the Drivers’ Championship, while Tyrrell came 4th in the Constructors’ Championship. Depailler moved to Ligier for 1979 and scored one more Grand Prix victory there before his untimely death at Hockenheim in 1980.

For the 1979 season, 008/3 was sold to Melchester Racing for South African Desiré Wilson to campaign in the Aurora AFX British Formula 1 Championship. The 26 year old driver had made her Formula 1 debut in 1978 and for ’79 graduated to a newer and more competitive car.

With race number 1, Wilson and 008/3 were an effective pairing. At the first round of the British F1 Championship at Zolder, Wilson became the first woman to lead a Formula 1 race while driving 008/3. Despite a spin, Wilson recovered to take 3rd place and with it the fastest lap of the race.

Another podium followed at Oulton Park for round 2, and again at Thruxton for round 6 of the series. At Zandvoort, Wilson was 4th, followed by 5th at Oulton Park and 4th at Nogaro in July. Wilson and 008/3 rounded out the 15 race calendar with a 5th at Silverstone, placing her 7th in the 1979 Aurora AFX British Formula 1 Championship.

With Wilson moving to Theodore Racing for 1980 and Melchester Racing’s Saudi Prince backer losing interest, the team were not present on the grid for the new season. By 1981, 008/3 had been bought by Pink Floyd drummer and racer Nick Mason.

Mason owned 008/3 for some 10 years within his noted collection and it saw active service with John Brindley campaigning during 1982 and 1983 in both the occasional British F1 round and early historic races, taking three victories, including the first ever Historic Formula 1 race.

From Mason, 008/3 passed very briefly through John Harper’s hands before being bought by Robin Mortimer in the same year. Mortimer had 008/3 campaigned by Roger Earl and Trevor Reeves in historic races, including at early editions of the Monaco Historic Grand Prix.

In 2002, 008/3 was bought by American Don Edwards. With preparation by Martin Stretton Racing, who were also campaigning a P34 at the time, Edwards competed with 008/3 at Monaco, in Masters Historic F1 and appeared at the Goodwood Festival of Speed with the car.

Edwards sold 008/3 to fellow American John Goodman in 2013. Goodman, who had earlier competed at Monaco in a Ferrari 312 B2, had 008/3 rebuilt in a detail attentive restoration by Walter Gerber and his team at Goodman Racing. Used only a few times since, including at the Rolex Reunion held at Laguna Seca, 008/3 has remained incredibly clean.

As the last Monaco winning Tyrrell, 008/3 was invited to join Tyrrell’s first car, the 001, at the reopening of the Tyrrell wood shed at the 2024 Goodwood 81st Members’ Meeting to celebrate the legacy of what the great team achieved with such modest means in a simpler time.

008/3 is now being fitted with a new fuel cell and having stressed components crack tested to bring it into line with regulation requirements to compete in both the Monaco Historic Grand Prix and the Masters Racing Legends series for Historic Formula 1 cars.

With its Cosworth DFV engine built by Phill Reilly & Co, one of the ultimate names for the Cosworth V8, 008/3 has only been raced at one meeting since, at the Rolex Union in 2021, so remains low mileage today. Importantly, 008/3 sits at the Formula 1 minimum weight limit of 585kg, a feat that few Formula 1 designs achieve and a key part of its competitiveness.

008/3 holds a number of distinguished titles: the 1978 Monaco Grand Prix winner, the car with which Patrick Depailler scored his maiden World Championship Grand Prix win, leader of the Formula 1 World Championship, the last Tyrrell to win at Monaco, the first car to carry computerised telemetry and the first car to lead a Formula 1 race with a female driver in the form of Desiré Wilson.

With a clear and continuous history, 008/3 is one of the finest examples of its era and a rare opportunity to acquire such a notable car with its Monaco winning resumé and with the French driver/sponsor pairing of Depailler and Elf.

Whether it goes back on track and revisits the Monte Carlo street circuit or is savoured within a collection, 008/3 is the ultimate in Formula 1 history and an icon of the 1970s.