<< Prev Page 2 of 2 Vandervell was also a director at Norton and he was so impressed by the motorcycle manufacturer's 500 cc single cylinder that he had his Formula 2 engine based on it. As mentioned earlier, by the time the engine was needed, its initial displacement of 2 litres was not sufficient. Norton engineer Leo Kusmicki carefully enlarged the engine, and its debut season, it was raced in 2, 2.3 and 2.5 litre form. The beautiful four cylinder engine of course featured Thin Wall bearings and hairpin valve springs, which were very popular at the time, but were difficult to get reliable. A big turn-around for the Vanwall four cylinder engine was the addition of Fuel Injection, received from Mercedes-Benz and Bosch after the former withdrew from motor racing at the end of 1955. At full size and with the Fuel Injection installed the engine produced a very competitive 285 bhp.
Chapman also brought along aerodynamics expert Frank Costin, who sculpted a very efficient body for the 1956 Vanwall. Air was fed to the four intake trumpets by a 'Naca duct' in the body, which produced far less drag than the conventional ram intake. Leaving little to chance Vandervell frequently hired high profile drivers like Stirling Moss and Tony Brooks. The cars showed considerable potential, but teething problems frequently let the cars down. Nevertheless, Moss was able to score Vanwall's first major victory in the Silverstone International Trophy. Slowly, but gradually the pieces fell into place and at the start of the 1957 season the cars were almost as reliable as they were fast. The all-star team of drivers was now hired full-time and talented young-gun Stuart Lewis-Evans was hired as the third driver.
With the revised rear suspension and the bugs ironed out, a glorious period for Vanwall started. At Aintree Moss took Vanwall's maiden Grand Prix victory, and the first for an all British entry for 34 years. Moss went on to score two more wins that season, including one at Monza, embarrassing the local Ferrari and Maserati teams. After Maserati's retirement, the 1958 season was very much a Ferrari vs. Vanwall battle. Ferrari's newly developed 246 Dino was very fast in a straight line, but it was beaten by the Vanwall on twistier tracks. Moss repeated his 1957 feat and won three Grands Prix, and Brooks added another three to Vanwall's tally. Sadly Moss came one point short of Ferrari's Mike Hawthorn for the driver's title, but Vanwall did comfortably win the very first constructor's cup.
It was not all good news for Vanwall in 1958 though. Vandervell was struggling with his health and the doctors strongly advised against his active involvement in the hectic world of motorsport. The final blow was the fatal crash of Lewis-Evans in the last race of the season at Casablanca; a blown engine had locked up his rear wheels. The Vanwall team withdrew at the end of the season, but not before paving the way for the many other successful British manufacturers that followed. Tony Brooks entered an updated Vanwall once in 1959 and 1960, but like its Ferrari nemesis, it was not able to keep up with the mid-engined Coopers. A Lotus 18 based mid-engined machine was also developed, but never raced.
Of the original front engined Vanwall Grand Prix car there were never more than four cars at one time but a total of eleven chassis numbers were allocated. As the design evolved existing cars were updated and then renumbered. At the end of the program, most of the assets were sold to Tom Wheatcroft, and today at least three complete cars exist of the car that won Formula 1's first constructor's trophy. << Prev Page 2 of 2
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Vandervell was also a director at Norton and he was so impressed by the motorcycle manufacturer's 500 cc single cylinder that he had his Formula 2 engine based on it. As mentioned earlier, by the time the engine was needed, its initial displacement of 2 litres was not sufficient. Norton engineer Leo Kusmicki carefully enlarged the engine, and its debut season, it was raced in 2, 2.3 and 2.5 litre form. The beautiful four cylinder engine of course featured Thin Wall bearings and hairpin valve springs, which were very popular at the time, but were difficult to get reliable. A big turn-around for the Vanwall four cylinder engine was the addition of Fuel Injection, received from Mercedes-Benz and Bosch after the former withdrew from motor racing at the end of 1955. At full size and with the Fuel Injection installed the engine produced a very competitive 285 bhp.