The future of Tyrrell changed dramatically during the 1969 Italian Grand Prix at Monza when Matra announced that its Formula 1 programme would use its new V12 engine in 1970. For Ken Tyrrell, that was a problem. He had complete confidence in the proven and reliable Cosworth DFV engine and had no intention of switching. The question was simple: what chassis could he use? Ferrari and BRM were unwilling to supply cars, leaving Tyrrell searching for an alternative.
At the start of 1970, March Engineering provided the answer. The newly formed constructor developed the March 701, featuring an aluminium monocoque chassis, aerodynamic sidepods, inboard brakes and double-wishbone suspension. The works team fielded Jo Siffert and Chris Amon with backing from STP and Andy Granatelli, while Ronnie Peterson raced as a semi-works entrant.
With support from Ford and Elf, Ken Tyrrell purchased two March 701 chassis for Jackie Stewart and Johnny Servoz-Gavin. The team officially competed as the Tyrrell Racing Organisation, marking the beginning of a new chapter in its Formula 1 history.
The 1970 Formula 1 season began in Kyalami, South Africa. Jackie Stewart immediately demonstrated the speed of the March 701 by claiming pole position. He led the race early on before being overtaken by Jack Brabham and later Denny Hulme, eventually finishing third.
A similar story unfolded at the Spanish Grand Prix. Stewart again led from the front, pursued relentlessly by Brabham. However, Brabham's engine failed while attempting to pass, allowing Stewart to secure victory and give March its first Formula 1 win.
The following races at Monaco and Spa showcased the pace of the Tyrrell-March combination. Stewart started from pole position and led both events, only for engine failures to end his hopes of victory. He recovered with second place in the Dutch Grand Prix and finished ninth in France after ignition problems. A difficult mid-season period followed, with retirements in the next three races.
At Monza, Stewart was involved in a thrilling battle with Clay Regazzoni's Ferrari, Jean-Pierre Beltoise's Matra and Denny Hulme's McLaren. He ultimately finished second behind Regazzoni, securing another valuable podium.
Johnny Servoz-Gavin endured a challenging season. Part of his struggle was linked to an eyesight problem after taking part in the Rallye Infernal, where a branch struck his eye. The injury required a three-week hospital stay. His best result was fifth place in Spain, while he failed to qualify for the Monaco Grand Prix.
Following Monaco, Servoz-Gavin announced his retirement from motorsport.
With support from Elf, encouragement from Jean-Pierre Beltoise and a recommendation from Jackie Stewart, Formula 2 driver François Cevert was chosen as his replacement. Initially unconvinced, Ken Tyrrell nevertheless believed he could develop Cevert into a top-class driver.
Cevert showed promise during his debut Formula 1 campaign, finishing seventh in both the British and German Grands Prix. He scored his first World Championship point at Monza but was hindered by mechanical problems during the final races of the season.
Monza
Mexico GP Dutch GP
Dutch GP
While the Tyrrell team was competing with the March 701, Ken Tyrrell was already preparing for the future.
After the completion of the Matra MS84 four-wheel-drive project, engineer Derek Gardner became available as a freelance designer. In February 1970, Tyrrell recruited him and assigned him a clear mission: design a simple, effective Formula 1 car that could be competitive without requiring an extensive development programme.
The project was known internally as the Tyrrell SP (Secret Project) and was kept hidden from most of the team's mechanics and even Jackie Stewart himself. As Gardner had never designed a Formula 1 car before, he began work in a shed located in Tyrrell's garden.
Gardner had no involvement with the March 701 and was told there was no need to produce an accompanying Formula 2 design. He built a 1:10 scale model and tested it in the wind tunnel at Surrey University. His design concentrated the car's mass near the centre, explored the possible use of carbon-fibre filament in the nose section and introduced an innovative steering linkage system.
Ken Tyrrell - Derek Gardner
The Tyrrell 001 was officially unveiled to the press in Regent Street on 17 August 1970. Apart from Elf representative François Guiter, most observers were sceptical about the new car's prospects.
Only days later, the Tyrrell 001 made its competitive debut at the Gold Cup meeting at Oulton Park. Jackie Stewart deliberately started from the back of the grid and climbed to seventh place during the opening race, immediately demonstrating the car's potential.
Tyrrell decided to enter the 001 in the final three World Championship races of the season. The speed was undeniable: Stewart secured pole position in Canada and qualified second for both the United States and Mexican Grands Prix. Unfortunately, reliability issues prevented the new car from finishing any of those races.
Debut Tyrrell 001 GP Canada
Despite a season filled with both promise and frustration, Jackie Stewart finished 5th in the 1970 Formula 1 World Championship with 25 points.
Jackie Stewart – 5th, 25 points Johnny Servoz-Gavin – 19th François Cevert – 22nd
The 1970 season was a transitional year for Tyrrell. What began as a customer relationship with March ended with the birth of Tyrrell's own Formula 1 car. The foundations were now in place for one of the most successful periods in the team's history.
An insight into the career of Fracois Cevert on this website
