 | |
| Full name |  Vanwall |
|---|---|
| Base | Acton,London,United Kingdom |
| Founder(s) | Tony Vandervell |
| Noted staff | Colin Chapman Frank Costin |
| Noted drivers | Stirling Moss Maurice Trintignant Harry SchellStuart Lewis-EvansTony Brooks |
| Formula One World Championship career | |
| First entry | 1954 British Grand Prix |
| Races entered | 29 (28 starts) |
| Engines | Vanwall |
| Constructors' Championships | 1 (1958) |
| Drivers' Championships | 0 |
| Race victories | 9 |
| Podiums | 13 |
| Points | 57 |
| Pole positions | 7 |
| Fastest laps | 6 |
| Final entry | 1960 French Grand Prix |
| Formula One World Championship career | |
|---|---|
| First entry | 1954 British Grand Prix |
| Last entry | 1960 French Grand Prix |
| Races entered | 29 (28 starts) |
| Chassis | Vanwall |
| Constructors' Championships | 1 (1958) |
| Drivers' Championships | 0 |
| Race victories | 9 |
| Podiums | 13 |
| Points | 57 |
| Pole positions | 7 |
| Fastest laps | 6 |
Vanwall was a Britishmotor racing team and racing car constructor that was active inFormula One during the 1950s. Founded byTony Vandervell, the Vanwall name was derived by combining the name of the team owner with that of hisThinwall bearings produced at the Vandervell Products factory atActon, London. Originally entering modifiedFerraris in non-championship races, Vanwall constructed their first cars to race in the1954 Formula One season. The team achieved their first race win in the1957 British Grand Prix, withStirling Moss andTony Brooks sharing a VW 5, earning the team the distinction of constructing the first British-built car to win a World Championship race. Vanwall won the inauguralConstructors' Championship inFormula One in1958, in the process allowing Moss and Brooks to finish second and third in the Drivers' Championship standings, each winning three races for Vanwall. Vandervell's failing health meant 1958 would be the last full season; the squad ran cars in a handful of races in the following years, but finished racing in 1961.
Tony Vandervell's Vanwall Company madeBabbitbearings (UK White Metal bearings) under licence from theCleveland Graphite Bronze Company;W. A. Robotham of Rolls-Royce said that "it was an exceedingly difficult task ... knowing the American company well".[1]
Tony Vandervell was one of the original backers ofBritish Racing Motors. In the early 1950s he entered a series of modifiedFerraris inFormule Libre races under the name "Thinwall Special".[2]
The first actual Vanwalls were known as Vanwall Specials and were built for the new Formula 1 regulations in 1954 atCox Green,Maidenhead. Thechassis was designed byOwen Maddock and built by theCooper Car Company.The 2.0 L engine was designed byNorton engineerLeo Kuzmicki, and was essentially fourManx[3] single-cylinder 498 cc (30.4 cu in) (86.1 mm × 85.6 mm (3.39 in × 3.37 in)) engines with a commonwaterjacket,cylinder head (a copy of the Norton's) andvalvetrain,[3] with induction by fourAMALmotorcyclecarburetors.[3] This combination was fitted to aRolls-RoyceB40 military engine crankcase, copied inaluminium.[4] Designed forFormula Two, which was supplanted before it appeared,[4] the car debuted in aGrande Epreuve in the 1954British Grand Prix. Against 2½ litreFormula One competition, it was at a decided disadvantage. TheGoodyeardisc brakes (built by Vanwall) proved successful,[4] but the front suspension and fuel and cooling systems were troublesome.[4] Development continued with a switch toBoschfuel injection (thanks to Vandervell's "persuading"Daimler-Benz, a major Bosch customer, to allow it),[5] while retaining the AMALthrottle bodies; they were plagued with throttle linkage trouble, due to vibration from the big four-cylinder.[4] Vanwall also increased thecapacity of the engines, first to 2,237 cc (137 cu in) (91.0 mm × 86.0 mm (3.58 in × 3.39 in)) for Peter Collins at Monaco 1955, and then a full 2,489 cc (151.9 cu in) (96.0 mm × 86.0 mm (3.78 in × 3.39 in)). Vanwalls then ran for a season in F1 without much in the way of success. At the end of the 1955 season, it was plain that the engine was sound, but that theFerrari-derived[4] chassis needed improvement. It was suggested to Vandervell that he should hire the services of a young up-and-coming designer to improve their cars. The designer wasColin Chapman.
The new 1956[4] cars designed by Chapman (along with the aerodynamicistFrank Costin) were ofspace frame construction, theDe Dion rear axle'sunsprung weight reduced and fronttorsion bar added.[4] (None of these ideas were revolutionary, but Chapman was happy simply to be meticulous.)[6] Furthermore, a fifth gear andPorschesynchromesh were added to thetransmission.[4] The driving seat was placed above this and could not be reduced below 13 in (330 mm) above the road, making the height very problematic (the top of the driver's helmet was fully 50 in (1,270 mm) from the road surface, while the vertically mounted engine made a reduction impractical in any case),[4] and the handling was suspect despite Chapman's best efforts.[4] The solution which today is obvious, mounting the engine behind the driver, would take two more years to be accepted. Costin made the most of it, and produced a car "much faster in a straight line than any of its rivals".[7]
The new car showed early promise in 1956 by winning thenon-championship F1 race atSilverstone against strong opposition. It set the lap record atSyracuse[7]Stirling Moss drove the car to victory in what was his only drive for Vanwall that year, as he was still contracted to drive forMaserati in F1. Talented driversHarry Schell andMaurice Trintignant were the full-timers for the season. However, neither of them had much success although the car showed obvious potential.
With the car developing and becoming ever more competitive, Moss eventually decided to drive for the team in 1957. He was joined by two Englishmen,Tony Brooks andStuart Lewis-Evans. As the 1957 season unfolded, the cars became faster and more reliable. Moss and Brooks duly shared Vanwall's first Grand Prix victory in Britain atAintree, and Moss went on to win both theItalian (where only being piloted byFangio enabled theMaserati to run with the Vanwalls, for Moss finished with 41 seconds in hand even after apit stop)[7] andPescara Grands Prix.
At the end of 1957, alcohol fuels were banned and replaced by a compulsory 130-octaneaviation gasoline. This caused problems for Vanwall and BRM with their large bore engines that required methanol for engine cooling. As a result, the Vanwall's power dropped from 290 bhp (220 kW) at 7,500 rpm[7] (308 bhp with nitromethane) to 278 bhp (207 kW) on the test bed. During the race, where revs were reduced, only 255–262 bhp at 7,200–7,400 rpm was available. This put them at a disadvantage to the new Dino Ferrari V6 cars with a claimed 290 PS (286 bhp) at 8,300 rpm. The Vanwall's superior road holding (thanks to suspension changes, new steel wheels, and newnylon-cordDunlop R5 racing tyres),[7] streamlining, 5-speed gearbox, and disc brakes helped to offset this.
All three drivers stayed with the team in 1958, and Moss (wins in the Netherlands, Portugal and Morocco) and Brooks (wins in Belgium, Germany and Italy) each won three championship races that season. Vanwall became the first team to win theConstructors' Championship, held for the first time that season. However, Moss lost out toMike Hawthorn in theDrivers' Championship by a single point to finish second, with Brooks ending the season in third. Their triumph at the end of the season was sadly marred when, during the final race of the year inMorocco, Lewis-Evans was fatally injured in an accident.
The1958 season was the last one in which Vanwall entered every race. Vandervell's health was failing and he had been advised by his doctors to rest. The team continued half-heartedly. Brooks made one appearance in a lower and lighter Vanwall at1959 British Grand Prix, proving less successful against the newmid-enginedCoopers, and the team tried again with VW5, upgraded and renumbered VW11, in the 1960French Grand Prix.[8] These efforts lacked the seriousness of the past however and they were unsuccessful.
The last racing Vanwall was an "unwieldy"[7] rear-engined machine produced for the 1961 3.0 litreIntercontinental Formula. Although showing promise when campaigned byJohn Surtees in two races, development was stopped short when the formula did not find success in Europe. The engine was enlarged to 2,605 cc (159 cu in) (96.0 mm × 90.0 mm (3.78 in × 3.54 in)), rated at 290 bhp (220 kW) on 100 octane petrol.
TheDonington Collection had a complete example of each model, including the rear-engined car.
In 2003 Vanwall Cars was formed by Arthur Wolstenholme, producing the Vanwall GPR V12, a single-seater road-legal car bearing a strong resemblance to early Vanwall racing cars, and the Sports Racer, a two-seater of a similar style.[9] In 2012 the trademark was acquired from Mahle Engine Systems UK by Sanderson International Marketing Ltd.In Summer 2016 Vanwall completed and sold an official replica 1957 Vanwall and then in Autumn 2020 Vanwall 1958 Ltd, majority owned by Iain Sanderson, announced the commissioning of Hall & Hall to build 6 original 1958 specification 'continuation cars'.[10][11]
(key)
| Year | Chassis | Engine | Tyres | Driver | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | Points | WCC |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1954 | Vanwall Special | VanwallL4 | P | ARG | 500 | BEL | FRA | GBR | GER | SUI | ITA | ESP | n/a | n/a[a] | |||
| Peter Collins | Ret | 7 | DNS | ||||||||||||||
| 1955 | Vanwall VW 55 | VanwallL4 | P | ARG | MON | 500 | BEL | NED | GBR | ITA | n/a | n/a[a] | |||||
| Mike Hawthorn | Ret | Ret | |||||||||||||||
| Ken Wharton | 9[b] | Ret | |||||||||||||||
 Harry Schell | 9[b] | Ret | |||||||||||||||
| 1956 | Vanwall VW 2 | VanwallL4 | P | ARG | MON | 500 | BEL | FRA | GBR | GER | ITA | n/a | n/a[a] | ||||
| Maurice Trintignant | Ret | Ret | Ret | Ret | |||||||||||||
| Harry Schell | Ret | 4 | 10[b] | Ret | Ret | ||||||||||||
| Mike Hawthorn | 10[b] | ||||||||||||||||
| Colin Chapman | DNS | ||||||||||||||||
 José Froilán González | Ret | ||||||||||||||||
 Piero Taruffi | Ret | ||||||||||||||||
| 1957 | Vanwall VW 5 | VanwallL4 | P | ARG | MON | 500 | FRA | GBR | GER | PES | ITA | n/a | n/a[a] | ||||
| Stirling Moss | Ret | 1PF[b] | 5 | 1F | 1 | ||||||||||||
| Tony Brooks | 2 | 1[b] | 9 | Ret | 7F | ||||||||||||
| Stuart Lewis-Evans | Ret | 7 | Ret | 5 | RetP | ||||||||||||
| Roy Salvadori | Ret | ||||||||||||||||
| 1958 | Vanwall VW 5 | VanwallL4 | D | ARG | MON | NED | 500 | BEL | FRA | GBR | GER | POR | ITA | MOR | 48 (57) | 1st | |
| Stirling Moss | Ret | 1F | Ret | 2 | RetP | RetF | 1P | RetP | 1F | ||||||||
| Tony Brooks | RetP | Ret | 1 | Ret | 7 | 1 | Ret | 1 | Ret | ||||||||
| Stuart Lewis-Evans | Ret | RetP | 3 | Ret | 4 | 3 | Ret | Ret | |||||||||
| 1959 | Vanwall VW 59 | VanwallL4 | D | MON | 500 | NED | FRA | GBR | GER | POR | ITA | USA | 0 | NC | |||
| Tony Brooks | Ret | ||||||||||||||||
| 1960 | Vanwall VW 11 | VanwallL4 | D | ARG | MON | 500 | NED | BEL | FRA | GBR | POR | ITA | USA | 0 | NC | ||
| Tony Brooks | Ret |
(key)
| Year | Chassis | Engine | Driver | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | 16 | 17 | 18 | 19 | 20 | 21 | 22 | 23 | 24 |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1954 | Vanwall Special | VanwallL4 | SYR | PAU | LAV | BOR | INT | BAR | CUR | ROM | FRO | COR | BRC | CRY | ROU | CAE | AUG | COR | OUL | RED | PES | JOE | CAD | BER | GOO | DTT | |
| Alberto Ascari | DNA | ||||||||||||||||||||||||||
| Alan Brown | Ret | ||||||||||||||||||||||||||
| Peter Collins | DNA | 2 | |||||||||||||||||||||||||
| Mike Hawthorn | 2 | ||||||||||||||||||||||||||
| 1955 | Vanwall VW 1/ VW2/ VW3 | VanwallL4 | NZL | BUE | VAL | PAU | GLO | BOR | INT | NAP | ALB | CUR | COR | LON | DRT | RED | DTT | OUL | AVO | SYR | |||||||
| Mike Hawthorn | DNA | Ret | |||||||||||||||||||||||||
| Ken Wharton | Ret | 2 | |||||||||||||||||||||||||
| Harry Schell | 2 | 1 | Ret | 1PF | |||||||||||||||||||||||
| Desmond Titterington | 3 | ||||||||||||||||||||||||||
| 1956 | Vanwall VW 1/ VW2 | VanwallL4 | BUE | GLV | SYR | AIN | INT | NAP | 100 | VNW | CAE | BRH | |||||||||||||||
| Harry Schell | DNA | Ret | |||||||||||||||||||||||||
| Stirling Moss | DNA | 1PF | |||||||||||||||||||||||||
| 1957 | Vanwall VW 1/ VW3/ VW7/ VW8/ VW10 | VanwallL4 | BUE | SYR | PAU | GLV | NAP | RMS | CAE | INT | MOD | MOR | |||||||||||||||
| Stirling Moss | 3F | RetP | DNS | ||||||||||||||||||||||||
| Tony Brooks | Ret | 6F | DNA | Ret | |||||||||||||||||||||||
| Stuart Lewis-Evans | 3 | 2 | |||||||||||||||||||||||||
| Roy Salvadori | 5 | ||||||||||||||||||||||||||
| 1960 | Vanwall VW 5 | VanwallL4 | GLV | INT | SIL | LOM | OUL | ||||||||||||||||||||
| Tony Brooks | 7 | DNA | |||||||||||||||||||||||||
| Lotus18 | DNS |
| Sporting positions | ||
|---|---|---|
| Preceded by None (inaugural champion) | Formula One Constructors' Champion 1958 | Succeeded by |