Connew

In 1969, at the age of 23, Peter Connew was asked by a friend if he wanted to attend the Italian Grand Prix at Monza. Connew's employer refused to give him time off to attend the race, so he resigned and travelled to the race anyway. Upon returning Connew needed employment and was hired by Surtees, a Formula One team run by former champion John Surtees, as a draughtsman.

His car proves you can build a Formula One car by sweat alone, and makes you wonder about some of the astronomic development costs you hear the Establishment quoting!"

—Stuart Turner, Competition Manager for Ford.

Connew PC1
After a falling out with team principal John Surtees, Connew left the team to pursue designing his own car. A garage was rented in Chadwell Heath and the initial construction of the chassis jig began in December 1970. Connew was assisted by Roger Doran, who worked as a shopfitter, and Connew's cousin Barry Boor.

Connew's design philosophy was that whilst the car should be efficient, it should also be easy to work on and maintain. The Connew design was tested and refined by utilising a wind tunnel of a local technical college. During the build, drivers Tony Trimmer, Howden Ganley and Gerry Birrell all came to view the car, with Trimmer stating it to be one of the most comfortable cars he had ever sat in.

The team planned to make their racing debut at the Monaco Grand Prix, but a sudden rule change required the construction of another chassis in a different type of aluminium. In the meantime, Connew made a deal with McLaren to purchase a second hand Cosworth DFV engine. Frenchman François Migault signed a deal to drive for the team and also provided a Ford truck, which carried the car to France. The truck broke down before it could get to the Clermont-Ferrand circuit, the location of the French Grand Prix and instead the team tested at the Bugatti Circuit in Le Mans.

The car finally took part in practice for the 1972 British Grand Prix but was withdrawn before the race. The car had an unusual rear suspension which proved not to be up to the job. It was taken back to the workshop and repaired overnight, but upon loading the next day, a rear upright was found to be cracked and it was withdrawn.

The small team also managed to show up at the 1972 German Grand Prix, but without having made a proper prior entry, participation was denied by the race officials.

The car was modified and entered in the 1972 Austrian Grand Prix. Migault qualified at the end of the field despite some engine troubles. After 22 laps, Migault had passed four competitors, but a rear wishbone mounting point failed and Migault had a nasty moment. The car swerved towards the barriers on the start/finish straight, but the driver brought the car safely to a halt without damage.

The Connew reappeared at the end of season World Championship Victory Race at Brands Hatch with David Purley driving but did not start because of electrical problems. Purley had asked for an electrical "kill" switch to be fitted to the steering wheel, but on the warm-up lap this malfunctioned, the engine stopped and the car was retired.

The car was modified to meet Formula 5000 regulations and appeared in the European Formula 5000 Championship in 1973, fitted with a Chevrolet V8 engine. The car made its first outing in the series at Mallory Park for round 10 of 18. Swiss driver Pierre Soukry qualified the car in twenty-first place, but was unable to start due to a split oil pipe. Three races later, the Connew failed to qualify at Brands Hatch, with Soukry at the wheel. The car's final appearance was at the season finale, again at Brands Hatch. Tony Trimmer drove but a collision with a barrier put the chassis beyond repair.

^ Nye, Doug (17 February 1972). "Connew: the story so far". Autosport. Vol. 46, no. 7. pp. 26–8.

^ Diepraam, Mattijs; Muelas, Felix. "DIY heroes". forix.com. Retrieved 24 August 2007.

^ Cite error: The named reference ReferenceA was invoked but never defined (see the help p

His car proves you can build a Formula One car by sweat alone, and makes you wonder about some of the astronomic development costs you hear the Establishment quoting!"

—Stuart Turner, Competition Manager for Ford.

Connew PC1
After a falling out with team principal John Surtees, Connew left the team to pursue designing his own car. A garage was rented in Chadwell Heath and the initial construction of the chassis jig began in December 1970. Connew was assisted by Roger Doran, who worked as a shopfitter, and Connew's cousin Barry Boor.

Connew's design philosophy was that whilst the car should be efficient, it should also be easy to work on and maintain. The Connew design was tested and refined by utilising a wind tunnel of a local technical college. During the build, drivers Tony Trimmer, Howden Ganley and Gerry Birrell all came to view the car, with Trimmer stating it to be one of the most comfortable cars he had ever sat in.

The team planned to make their racing debut at the Monaco Grand Prix, but a sudden rule change required the construction of another chassis in a different type of aluminium. In the meantime, Connew made a deal with McLaren to purchase a second hand Cosworth DFV engine. Frenchman François Migault signed a deal to drive for the team and also provided a Ford truck, which carried the car to France. The truck broke down before it could get to the Clermont-Ferrand circuit, the location of the French Grand Prix and instead the team tested at the Bugatti Circuit in Le Mans.

The car finally took part in practice for the 1972 British Grand Prix but was withdrawn before the race. The car had an unusual rear suspension which proved not to be up to the job. It was taken back to the workshop and repaired overnight, but upon loading the next day, a rear upright was found to be cracked and it was withdrawn.

The small team also managed to show up at the 1972 German Grand Prix, but without having made a proper prior entry, participation was denied by the race officials.

The car was modified and entered in the 1972 Austrian Grand Prix. Migault qualified at the end of the field despite some engine troubles. After 22 laps, Migault had passed four competitors, but a rear wishbone mounting point failed and Migault had a nasty moment. The car swerved towards the barriers on the start/finish straight, but the driver brought the car safely to a halt without damage.

The Connew reappeared at the end of season World Championship Victory Race at Brands Hatch with David Purley driving but did not start because of electrical problems. Purley had asked for an electrical "kill" switch to be fitted to the steering wheel, but on the warm-up lap this malfunctioned, the engine stopped and the car was retired.

^ Cite error: The named reference autosport was invoked but never defined (see the help page).

^ Diepraam, Mattijs; Muelas, Felix. "DIY heroes". forix.com. Retrieved 24 August 2007.

^ Cite error: The named reference ReferenceA was invoked but never defined (see the help page).

^ Small, Steve (1994). The Guinness Complete Grand Prix Who's Who. Guinness. p. 255. ISBN 0851127029.

The car was modified to meet Formula 5000 regulations and appeared in the European Formula 5000 Championship in 1973, fitted with a Chevrolet V8 engine. The car made its first outing in the series at Mallory Park for round 10 of 18. Swiss driver Pierre Soukry qualified the car in twenty-first place, but was unable to start due to a split oil pipe. Three races later, the Connew failed to qualify at Brands Hatch, with Soukry at the wheel. The car's final appearance was at the season finale, again at Brands Hatch. Tony Trimmer drove but a collision with a barrier put the chassis beyond repair.

^ Brown, Allen. "Connew PC1-002". oldracingcars.com. Archived from the original on 17 March 2016. Retrieved 24 August 2007.

^ Brown, Allen. "Rothmans F5000 Championship round: Mallory Park, 8 Jul 1973". oldracingcars.com. Retrieved 24 August 2007.

^ Brown, Allen. "Rothmans F5000 Championship round: Brands Hatch, 27 Aug 1973". oldracingcars.com. Retrieved 24 August 2007.

^ Cite error: The named reference 8w was invoked but never defined (see the help page).