March 701
The March 701 is a Formula One racing car developed and built by the British March Engineering team for the 1970 Formula One World Championship season.[1] It marked the company's debut in the category as a constructor, featuring a straightforward bathtub monocoque chassis with a bolted Cosworth DFV engine serving as a stressed member, wishbone suspension, outboard brakes, and experimental inverted aerofoil sidepods for airflow management.[2] Designed by engineer Robin Herd, the car was sketched in November 1969 and completed in just ten weeks, allowing for a rapid entry into competition despite limited development resources.[2] March Engineering, founded in late 1969 by former Lotus employees including Herd, aimed to produce customer racing cars across formulas, with the 701 as its ambitious F1 flagship funded partly by STP Corporation sponsorship.[1] The car's simple design prioritized quick production over advanced aerodynamics or refinement, which contributed to its immediate competitiveness but also drew criticism from drivers for fragile handling responses and a high polar moment of inertia that made it demanding on bumpy circuits.[2] Jackie Stewart, who tested and raced early examples, described it as fast in qualifying but challenging to drive smoothly, suiting precise drivers while punishing others.[2] The 701 made its racing debut at the 1970 South African Grand Prix at Kyalami, where four examples qualified, including Stewart's Tyrrell-entered car on pole position ahead of the field.[1] Stewart led initially but finished third after a spin, while Chris Amon set joint-fastest practice times in another 701 for STP.[1] Two weeks later, Stewart secured pole and victory in the non-championship Race of Champions at Brands Hatch, marking the model's first win.[2] The car's championship highlights included poles at Monaco and Spa-Francorchamps, though retirements due to Cosworth DFV engine failures prevented further points, and a dominant win for Stewart at the Spanish Grand Prix at Jarama, where he started from pole and lapped all but the top two finishers.[2] Across the 1970 season, the 701 was raced by multiple teams, including the works March-STP squad, Tyrrell, and privateers like Antique Automobiles, with notable drivers such as Jo Siffert, Ronnie Peterson, Mario Andretti, and later Jochen Rindt, who drove a Gold Leaf-sponsored example.[1] It achieved one World Championship Grand Prix victory, two non-championship wins, and four pole positions in its first six outings, contributing to March finishing third in the Constructors' Championship with 48 points, a remarkable result for a newcomer.[2][3] The model also won the non-championship International Trophy at Silverstone and continued in limited use into 1971, with updates like inboard rear brakes and lightweight chassis variants.[1] Despite its successes, the 701's legacy is bittersweet: unloved by Herd, who viewed it as a rushed compromise rather than his ideal design, and actively disliked by some drivers for its limitations, it represented the last privateer car to win a world championship Grand Prix.[4] The car's rapid debut and results highlighted March Engineering's innovative customer-focused approach, launching careers for drivers like Peterson and influencing F1's shift toward smaller teams, though the 701's lack of ongoing development capped its potential against evolving rivals.[4] Surviving examples, tracked via chassis histories, remain active in historic racing events, underscoring its enduring historical significance.[1]Design and Development
Background and Concept
March Engineering, founded in late 1969 by Max Mosley, Alan Rees, Graham Coaker, and Robin Herd, transitioned from success in Formula Two and Formula Three racing that year to entering Formula One with the March 701, motivated by the founders' ambition to produce competitive chassis across multiple categories while generating revenue through customer sales.[5][6] The company, named as an acronym of the founders' initials, established its operations in Bicester, Oxfordshire, leveraging their collective expertise in commercial management (Mosley), racing operations (Rees), production (Coaker), and design (Herd) to rapidly scale from building a Formula Three car in Coaker's garage to tackling the premier single-seater series.[5][6] The March 701 was conceived in late 1969 as the company's first purpose-built Formula One car, with design leadership from Robin Herd and aerodynamic input from Peter Wright, emphasizing simplicity, cost-effectiveness, and adaptability to appeal to both works teams and privateer customers.[7] This approach aimed to create a reliable, straightforward monocoque chassis that could be produced affordably and modified easily, reflecting March's business model of selling cars to a broad range of entrants rather than relying solely on a factory team.[1] The first chassis was completed by early 1970 after a remarkably swift three-month development period, allowing the car to debut at the season-opening South African Grand Prix.[8] Initial testing occurred at circuits including Goodwood and Silverstone, where drivers like Chris Amon and Jackie Stewart evaluated the car's handling ahead of the 1970 championship.[9] March planned the 701 for widespread distribution, intending to supply privateers and works outfits such as Team Tyrrell and STP Corporation, ultimately building 11 chassis—three for factory use and eight for customers—to support this customer-focused strategy.[10][11]Chassis and Bodywork
The March 701 chassis was constructed as an aluminum monocoque tub, with the engine integrated as a fully stressed member to enhance structural rigidity and reduce overall weight.[12][13] This design, penned by Robin Herd, measured approximately 93 inches in wheelbase, providing a compact footprint suited to the era's Formula One regulations.[14] The monocoque's bathtub-style structure evolved from March Engineering's earlier Formula 2 and 3 designs, such as the 693, incorporating simplified fabrication techniques to meet the tight development timeline of under 12 weeks.[13] Bodywork on the standard March 701 consisted of simple, low-drag fiberglass panels that prioritized minimal aerodynamic disruption while enclosing key components like the radiators.[13] Sidepods were notably integrated to house radiators and feature detachable fuel tanks shaped as inverted aerofoils, an innovative early attempt at generating downforce through rudimentary ground effects principles developed by Peter Wright.[12][15] These elements contributed to a clean, conventional aesthetic without initial reliance on external wings, though rear wings were added later in the season to augment downforce as aerodynamic demands evolved.[13] The chassis targeted a dry weight of around 565 kg to comply with Formula One's minimum weight requirements, achieved via lightweight aluminum fabrication and thinner panel gauges in select customer variants.[14][13] This approach resulted in balanced weight distribution, with the mid-mounted engine placement aiding a near 50/50 front-to-rear split, though initial production models required iterative lightening to fully meet performance goals.[13] The engine's role as a stressed component further optimized this distribution by eliminating separate load-bearing elements at the rear.[12]Engine and Transmission
The March 701 utilized the Ford Cosworth DFV V8 engine, a naturally aspirated 2,993 cc unit featuring a 90-degree configuration with a bore of 85.67 mm and stroke of 64.8 mm. This engine delivered approximately 430 bhp at 10,000 rpm, providing the high-revving performance essential for Formula One competition.[14][12] Fuel delivery was managed by a Lucas mechanical indirect injection system, which used a metering unit with eight shuttles to supply precise amounts to the port injectors based on engine speed and throttle position. The exhaust layout employed four individual pipes per cylinder bank, routed externally along the sides of the monocoque to facilitate heat dissipation while maintaining a compact profile integrated with the chassis.[16][17] Power from the DFV was channeled through a Hewland DG300 five-speed manual transaxle, a robust dog-ring gearbox commonly employed in early 1970s Formula One cars for its quick shifting and durability under high loads. Gear ratios were typically configured for high-speed circuits, with close-ratio sets emphasizing top-end acceleration on tracks like Monza and Spa.[14][18] The fuel system incorporated wing-shaped side-mounted tanks positioned alongside the cockpit to optimize weight balance and generate minor aerodynamic downforce, with total capacity adjustable up to around 200 liters depending on race distance requirements. Early production models encountered overheating issues in the cooling system, particularly with header tanks, which were mitigated through revisions to oil cooler sizing and routing to enhance thermal management during prolonged high-rpm operation.[13]Suspension and Ancillary Components
The front suspension of the March 701 utilized a double wishbone configuration with outboard coil-over spring/damper units, providing a straightforward and lightweight setup derived from contemporary Formula 2 designs to ensure rapid development and cost efficiency.[19] An anti-roll bar was incorporated at the front to manage lateral load transfer during cornering, enhancing stability without adding significant complexity.[2] The rear suspension employed a twin-link system with radius arms and outboard coil-over springs, featuring adjustable geometry that allowed teams to fine-tune camber and toe settings for specific track conditions, such as high-speed circuits or tighter layouts.[19] This design prioritized simplicity and adaptability, with later updates including revised pick-up points to improve handling balance.[2] Braking was handled by Girling disc brakes, with similar-sized discs at the rear that were initially outboard but relocated inboard mid-season to reduce unsprung weight and accommodate tire clearance. The calipers delivered consistent pedal feel, enabling precise modulation under race pressures, though the system was noted for its adequacy in shorter stints rather than full Grand Prix distances.[13] Wheels consisted of 13-inch magnesium rims produced by March Engineering, chosen for their low weight and structural rigidity to minimize rotational mass and improve responsiveness.[13] These were fitted with either Dunlop or Firestone tires, depending on the team—Dunlop for works and Tyrrell entries, Firestone for others—with compound selections and inflation pressures optimized around 22-26 psi to balance grip and wear on varied surfaces.[20][2] Ancillary components included a rack-and-pinion steering system for direct and lightweight input, enhancing driver feedback in tight corners. Electrical systems were minimalistic, featuring a front-mounted battery to aid weight distribution, while cockpit ergonomics focused on adjustable pedal and seat positions for optimal driver fit, supplemented by external water pipes routing coolant away from the cabin to reduce internal temperatures during races.[13]Tyrrell Variants
The Tyrrell Racing Organisation adopted the March 701 as its primary Formula One chassis for the 1970 season, purchasing three units at an initial cost of £6000 each to serve as a stopgap solution while developing its own car.[2] Jackie Stewart was assigned as the lead driver for these chassis, with the team leveraging the car's baseline monocoque design—originally featuring outboard suspension and a simple bathtub structure—for further refinements tailored to his preferences.[2][21] Tyrrell implemented several aerodynamic enhancements to the bodywork, including fully adjustable front aerofoils that were not integrated with the nose section, allowing for fine-tuning of downforce and drag during events like the Spanish Grand Prix.[21] The team retained the original inverted aerofoil sidepods but added lateral fuel tanks starting from the Spanish Grand Prix, relocating fuel storage to the sides of the cockpit for improved weight distribution and space efficiency compared to the standard rear-mounted setup.[21] These changes, combined with occasional wing adjustments—such as new front wings for the Austrian Grand Prix—aimed to optimize airflow without major structural alterations.[21] Suspension modifications focused on enhancing stability and responsiveness, with Tyrrell altering the rear pick-up points to better suit Stewart's smooth driving style and incorporating a steering damper to reduce vibrations.[2] From the Spanish Grand Prix onward, the team upgraded to a revised rear suspension using parallel links and inboard brakes, paired with preferred Armstrong dampers over the standard Koni units for improved damping characteristics.[21] These tweaks provided a stiffer overall setup without overhauling the original wishbone geometry, allowing the car to handle high-speed corners more predictably.[2] The Tyrrell chassis were designated as 701/2, 701/4, and 701/7, with 701/2 serving as Stewart's primary mount early in the season and all three rotated through practice sessions across most races.[21] A notable variant was 701/4-2, rebuilt with a lighter 20-gauge monocoque for the Dutch Grand Prix onward, offering superior fabrication quality and reduced weight over the standard March examples produced in thicker 18-gauge material.[21] This customization underscored Tyrrell's hands-on approach, elevating the 701's performance potential beyond its factory specification.[2]Technical Specifications and Performance
Key Specifications
The March 701 was powered by a Ford Cosworth DFV V8 engine, a 2,993 cc naturally aspirated unit producing 430 bhp at 10,000 rpm with a peak torque of 370 Nm at 7,000 rpm.[14][22] The engine featured an aluminum block and head, DOHC valvetrain with four valves per cylinder, and Lucas mechanical fuel injection.[14] Power was delivered through a Hewland DG300 five-speed manual gearbox with Borg & Beck clutch, utilizing standard ratios such as approximately 2.50:1 for first gear and 0.92:1 for fifth gear, though teams often customized sets for specific circuits.[14][23] Suspension consisted of double wishbones with coil springs over dampers at the front, and at the rear, coil springs over dampers with upper and lower rocker arms plus twin radius arms.[14] Brakes were ventilated discs on all four wheels.[11] Tires were typically Firestone for works team entries or Dunlop for customer teams like Tyrrell.[24] Fuel capacity totaled approximately 227 liters (60 US gallons), distributed across a main tank behind the driver and side-mounted tanks shaped for aerodynamic benefit.[25] The chassis weighed 565 kg dry, with dimensions including a 93-inch (2,362 mm) wheelbase and 60-inch (1,524 mm) front and rear track widths.[14]| Specification | Details |
|---|---|
| Engine Type | Ford Cosworth DFV V8, 2,993 cc, naturally aspirated |
| Power | 430 bhp @ 10,000 rpm |
| Torque Peak | 370 Nm @ 7,000 rpm |
| Gearbox | Hewland DG300 5-speed manual |
| Suspension (Front) | Double wishbones, coil springs over dampers |
| Suspension (Rear) | Rocker arms, twin radius arms, coil springs over dampers |
| Brakes | Ventilated discs (all wheels) |
| Tires | Firestone or Dunlop (team-dependent) |
| Weight (Dry) | 565 kg |
| Wheelbase | 93 in (2,362 mm) |
| Track Width (Front/Rear) | 60 in (1,524 mm) each |
| Fuel Capacity | 227 liters (60 US gallons) |
On-Track Handling and Characteristics
The March 701 demonstrated a generally neutral handling balance, with a predisposition to slight understeer on entry into slow corners and oversteer on exit, attributed to its short wheelbase of 2,362 mm and elevated polar moment of inertia resulting from the front-mounted radiator and rear oil tank placement.[13] This dynamic made the car responsive in steering during medium-speed sections but prone to twitchiness at high speeds and instability over bumps, where it would oscillate vertically due to fragile suspension responses on jounce and rebound.[13][2] In terms of performance metrics, the 701 achieved top speeds approaching 300 km/h on long straights, comparable to contemporaries like the BRM P153, while its Cosworth DFV engine delivered explosive acceleration, estimated at 0-100 km/h in under 4 seconds based on period testing of similar chassis.[28] The car's strengths lay in its straight-line pace and decent aerodynamic downforce for fast corners, providing composed behavior when understeer was corrected, though this was offset by vulnerabilities in high-speed stability prior to aerodynamic refinements like added wings.[13][2] Driver feedback highlighted these traits. Jackie Stewart described the 701 as "the most difficult F1 car I drove," noting its demanding nature that required stretching his "personal elastic much farther" compared to more predictable chassis like the Lotus 72, though he praised its underlying speed potential.[2] Chris Amon echoed concerns over reliability and handling, commenting that the car "didn’t have very good traction, it slid all over the road," performing adequately on smooth, high-speed circuits but becoming "an absolute disaster" on bumpy tracks like Brands Hatch, with engine issues compounding mid-season woes.[29]1970 Racing Season
Formula One World Championship
The March 701 made its Formula One World Championship debut at the 1970 South African Grand Prix at Kyalami on 7 March, marking the entry of March Engineering as a constructor with customer support from teams like Tyrrell. Jackie Stewart, driving for Tyrrell in chassis 701/2, secured pole position with a lap time of 1:19.3 and led the opening laps before finishing third, earning 4 points after a late charge despite handling issues in the heat. Works driver Chris Amon, in the March Engineering entry 701/1, qualified second but retired on lap 14 with overheating, while Jo Siffert qualified ninth and finished tenth in 701/5.[30] The car's early promise continued at the Monaco Grand Prix on 10 May, where Stewart claimed another pole position in the Tyrrell 701/2 with a time of 1:24.0, leading initially before retiring on lap 57 due to an engine failure. Amon, in 701/1, started second and ran as high as second but retired on lap 60 with suspension failure. Privateer Ronnie Peterson debuted in a customer March 701 for Colin Crabbe Racing, qualifying 15th but finishing seventh. Despite the retirements, the 701 demonstrated competitive straight-line speed on the street circuit.[31] At the Belgian Grand Prix at Spa-Francorchamps on 7 June, Stewart took his third pole of the season in the 701/2, but both he and Jackie Oliver (in a BRM) crashed on lap 6 while battling for the lead, with Stewart sustaining minor injuries. Amon capitalized in the works 701/1, qualifying third and finishing second behind Pedro Rodriguez's BRM, 1.1 seconds adrift after 85 laps, securing 6 points and setting the fastest lap at 3:27.4. This podium highlighted the 701's stability in wet conditions, though reliability remained a concern.[32][33] The Spanish Grand Prix at Jarama on 19 April provided the 701's sole World Championship victory, with Stewart dominating in the Tyrrell 701/2 from second on the grid to win by one lap over Bruce McLaren's McLaren-Ford, earning the full 9 points. Mario Andretti finished third in a customer 701 for the STP works team. Amon retired while running fourth in 701/1 with a driveshaft failure on lap 75, while Siffert, in a works 701/5, managed eighth. The win, under rainy conditions that favored the 701's handling, boosted March's profile significantly.[34][35] Further podiums followed at the Dutch Grand Prix at Zandvoort on 21 June, where Stewart recovered from a poor start in 701/4 to finish second behind Jochen Rindt's Lotus 72, 23.2 seconds back after 70 laps and earning 6 points. Amon, in 701/1, qualified strongly but faded to sixth due to tire wear. In France at Clermont-Ferrand on 5 July, Amon achieved second place in 701/1, finishing 34.1 seconds behind Rindt and scoring another 6 points on the challenging volcanic circuit, though Stewart retired from ninth with gearbox failure in the Tyrrell entry. The British Grand Prix at Brands Hatch on 19 July saw Amon score points with fifth place in 701/1, but the team struggled overall, with Stewart's Tyrrell 701 retiring early.[36][37][38] Mid-season retirements plagued the 701, including engine failures for Amon at the German Grand Prix and Siffert at the Austrian Grand Prix, limiting points opportunities. At the Italian Grand Prix at Monza on 6 September, Stewart delivered a strong third place in the Tyrrell 701/4, finishing 25.2 seconds behind Clay Regazzoni's Ferrari after 68 laps and earning 4 points, while Amon retired from a potential podium on lap 42 with an engine issue in 701/1. The high-speed track exposed the 701's reliability weaknesses under power demands. Peterson, in a customer car, also retired with mechanical trouble.[39][40] The season concluded with Amon's third podium at the Canadian Grand Prix at Mont-Tremblant on 20 September, finishing third in 701/1, 1:01.3 behind Jacky Ickx's Ferrari and scoring 4 points in damp conditions. Siffert added a point with sixth in another works entry. At the United States Grand Prix at Watkins Glen on 4 October, the 701s faltered with retirements, including Amon's suspension failure. Overall, the March 701 secured three pole positions—all by Stewart—and multiple podiums through strong qualifying and race pace, but frequent mechanical issues, particularly engines and gearboxes, hampered consistency. The efforts of works drivers Amon and Siffert, alongside Tyrrell's contributions and privateers like STP's Andretti, helped the March team amass 48 constructors' points, finishing third behind Lotus and Ferrari.[41][42][43]Non-Championship Events
The March 701 achieved its first victory in the season's opening non-championship event, the Race of Champions held at Brands Hatch on 22 March 1970. Jackie Stewart, driving for the Tyrrell Racing Organisation, dominated the 50-lap race over the 4.264 km circuit, finishing 36.2 seconds ahead of Jochen Rindt in a Lotus 49C, with the field featuring strong competition from Jack Brabham in a Brabham BT33, Jacky Ickx in a Ferrari 312B, and other Lotus and March entries.[44][45][46] The car's momentum continued at the Daily Express International Trophy at Silverstone on 26 April 1970, where Chris Amon secured a commanding win for the STP-sponsored March works team in chassis 701/1, leading from pole position and setting the fastest lap en route to victory over 40 laps. Stewart finished a close second in the Tyrrell March 701, just 0.7 seconds behind after an intense duel, while Ickx placed third in his Ferrari 312B, highlighting the 701's competitiveness against factory Lotus 72s and Brabhams in a 15-car field that included privateer entries.[47][48] Later in the season, at the International Gold Cup at Oulton Park on 22 August 1970, the March 701 showed promising pace despite reliability issues. Amon qualified second on the grid for the March works team but retired from the 40-lap race due to overheating, while Stewart, entered in a Tyrrell 701, opted to race the new Tyrrell 001 instead after practice; Ronnie Peterson's March Engineering entry did not start, limiting the model's results in an event won by John Surtees in a Surtees TS7.[49][50] These early non-championship successes, supported by both factory March and customer teams like Tyrrell, earned prizes including £1,000 for the Race of Champions winner and bolstered the 701's reputation as a capable newcomer before its championship form waned due to development lag.[51]1971 and Later Campaigns
Tasman Series Participation
The March 701 participated in the 1971 Tasman Series after being adapted to meet the formula's regulations, which required a detuned 2.5-litre Cosworth DFW V8 engine derived from the Formula One DFV unit. This modification reduced displacement from 3.0 litres while maintaining an output of approximately 400 bhp, though the engine's earlier Series 10 specification lacked updated timing gear dampers, contributing to reliability challenges on the demanding Australasian circuits.[52][53] Fielded by the STP Corporation team, the March 701—chassis 3—was primarily driven by New Zealander Chris Amon, with local driver David Oxton handling selected rounds. The team entered the New Zealand-based events at Levin, Pukekohe, Wigram, and Teretonga, focusing on the twisty, high-speed layouts that favored agile chassis like the 701's monocoque design.[53][52] Amon's best result came at the opening round at Levin on 2 January, where he finished third behind McLaren M10B-Chevrolet entries driven by Niel Allen and Graham McRae, demonstrating the 701's competitive handling despite the engine's torque limitations. At Pukekohe on 9 January, Oxton retired from the New Zealand Grand Prix. At Wigram on 16 January, Amon placed fifth in a race dominated by McRae's McLaren, while Oxton did not start due to mechanical issues. Oxton then substituted at Teretonga on 24 January, scoring a seventh-place finish amid strong challenges from 5-litre V8-powered rivals such as the Lola T192 and McLaren M10B.[54][55][53] Overall, the March 701 showed promise in the Tasman Series through its balanced chassis and Amon's skilled driving but achieved no victories, hampered by the 2.5-litre engine's power deficit against dominant 5-litre American V8s in cars like the McLaren M10B. Adaptations included revised gearing ratios optimized for the series' tighter corners and a switch to harder tire compounds for better durability on abrasive tracks.[52][56]Formula One Appearances
Following the introduction of the March 711 for the 1971 season, the 701 was largely phased out by the works team but saw sporadic entries by privateer outfits in the Formula One World Championship.[13] These limited appearances underscored the chassis's diminishing competitiveness against newer designs. The season's first and only completed World Championship start for a 701 came at the South African Grand Prix at Kyalami, where Rhodesian driver John Love entered chassis 701/10 for the Team Gunston squad. Love qualified 21st but retired after 30 laps with a differential failure, failing to score points.[57] This outing highlighted persistent reliability issues inherited from the previous year. The 701's final World Championship appearance occurred at the Italian Grand Prix at Monza, entered by the Jo Siffert Promotions team for French debutant Jean-Pierre Jarier in chassis 701/9. Jarier struggled in qualifying with the outdated aerodynamics, managing only the 25th fastest time. He started the race but was classified unclassified after completing 47 laps.[58][59] No 701s classified in the top six across these events, reflecting the model's inability to match the downforce and efficiency of rivals like the Lotus 72.[13] The decline of the 701 in Formula One stemmed from its conventional aerodynamic package, which lagged behind innovative sidepod designs that improved traction and straight-line speed. Additionally, customer teams like Tyrrell had shifted to in-house chassis development by 1971, reducing demand for March's older model.[60]Post-Formula One Use
Following the decline in its Formula One competitiveness during the 1971 season, the March 701 saw limited appearances in non-championship events, primarily entered by privateer teams seeking affordable options for low-stakes races.[1] One notable entry was at the 1971 BRDC International Trophy at Silverstone, where Mike Beuttler drove a Clarke-Mordaunt-Guthrie Racing Team March 701 to a 10th-place finish in the aggregate results of the two heats, highlighting the car's ongoing viability for privateers despite its outdated design.[61] Similarly, Frank Williams Racing Cars fielded a March 701—described as the "MCD Special"—in the Spring Trophy at Goodwood, but driver Cyd Williams crashed heavily during untimed practice and did not start, underscoring the model's appeal to budget-conscious entrants in British non-championship grids despite reliability risks.[62] Privateer teams extended the 701's racing life through sporadic use in club-level events during the early 1970s, often adapting the chassis with older Cosworth DFV engines to comply with cost constraints and reliability needs. For instance, chassis like 701/6 continued under Williams' banner in domestic races, while others were maintained by teams such as Clarke-Mordaunt-Guthrie, reflecting the car's transition from grand prix machinery to more accessible club racing formats.[1] By the mid-1970s, most March 701 chassis had been retired from active competition due to evolving Formula One regulations that favored newer aerodynamic designs and wider tires, rendering the 701 obsolete for even non-championship use.[1] Early preservation efforts began in the 1970s, with several ex-works chassis, including those from Team Tyrrell, sold to private collectors and institutions; for example, three Tyrrell 701s passed into Ford's ownership in 1971, marking the initial shift toward static display and storage.[1]Legacy and Preservation
Surviving Examples
A total of 11 March 701 chassis were constructed between 1970 and 1971, with three allocated to the works team and eight sold to customers.[11] As of 2025, all 11 of these chassis are confirmed to have survived, authenticated through serial number verification, period photography, factory records, and expert examinations by historians such as those contributing to specialized racing archives.[1] The prototype chassis, 701/1, served as the initial testbed for the design and was raced by Chris Amon in early 1970 events before being retained by March Engineering for development. It remained in the UK for decades, displayed at the Donington Grand Prix Collection until 2010, when it was acquired by New Zealand historic racer Roger Wills, who maintains it in original condition for occasional demonstrations.[63][64] Chassis 701/2, supplied to Team Tyrrell, achieved the model's most notable success under Jackie Stewart, including a victory at the 1970 Spanish Grand Prix. After its racing career, it was preserved in near-original specification and exhibited for many years at the York Motor Museum in Western Australia, highlighting its historical significance as one of the few customer cars to win a World Championship Grand Prix in its debut season.[65] Other key survivors include 701/4, another Tyrrell entry raced by Stewart and Johnny Servoz-Gavin, now held in the Ford Motor Company collection in the United States following its donation in the 1970s; and 701/5, a works car driven by Jo Siffert, currently owned by Swiss collector Fred Steiner and verified through chassis plate and contemporary service records.[66] Chassis 701/8, raced by Ronnie Peterson for the works team, underwent modifications for Alfa Romeo engine testing in 1971 and changed hands multiple times, passing to private ownership in Italy before its 2008 acquisition by a European collector who has kept it unrestored.[11] Gaps persist regarding the exact whereabouts of 701/7 and 701/11, last traced to Italian and UK private collections in the early 2010s, though experts believe both remain intact based on informal reports from the historic racing community.[66]Historic Racing and Restorations
The March 701 has seen a revival in historic motorsport, with several surviving examples actively competing since the early 2000s.[1] These cars participate in prestigious events organized by bodies such as the Vintage Sports-Car Club (VSCC), FIA Masters Historic Racing, and the Goodwood Revival, where they race in classes for 1960s-1970s Formula 1 machinery.[1] Examples appeared in 2025 exhibitions at the Concours of Elegance in the UK and Historic Minardi Day in Italy, underscoring continued interest.[67][68] Restorations of March 701s typically involve meticulous chassis repairs to address corrosion or structural wear from their original racing careers, alongside rebuilds of the Cosworth DFV engine to period-correct specifications, ensuring compliance with historic racing regulations. For instance, chassis 701/8 underwent extensive restoration starting in 1997 by Prema Powerteam in Italy, which sourced original body moulds from specialist Martin Stretton in England and an authentic oil tank from collector Mr. McLaughlin; the project was completed in 2005 by engineer Flavio Tullio, focusing on mechanical authenticity.[69] Such work emphasizes preserving the car's aluminum monocoque and aerodynamic features, often at significant expense due to the scarcity of period parts. Notable achievements in historic racing include multiple appearances at the Grand Prix de Monaco Historique, where six different 701 chassis have competed since 2002, demonstrating the model's enduring competitiveness on the street circuit.[1] Chassis 701/8 secured an outright victory at the 2007 ADAC Salzburgring Classic driven by Flavio Tullio, and achieved 8th overall (in Série F class) at the 2016 Monaco Historic Grand Prix under Bruno Ferrari.[69] These cars also feature in demonstration runs and non-competitive parades at events like Monaco, highlighting their historical significance. To maintain authenticity in modern historic series, March 701s retain their original 3.0-liter Cosworth DFV V8 engines and four-wheel-drive configurations where applicable, with minimal modifications beyond safety updates required by sanctioning bodies.[1]Notable Incidents and Cultural Impact
One of the most tragic incidents involving a March 701 occurred during the 2017 Zandvoort Historic Grand Prix, where French driver David Ferrer, aged 62, suffered fatal injuries in a high-speed crash at the Arie Luyendijk corner while piloting chassis 701/6, a car previously raced by Chris Amon and Henri Pescarolo.[70][71] Ferrer was airlifted to a specialist hospital in Amsterdam but succumbed to his injuries on September 7, 2017, marking a rare fatality in historic Formula One racing and prompting widespread mourning within the motorsport community.[72] During its contemporary racing career, the March 701 experienced several minor incidents, including spins by Jackie Stewart in his Tyrrell-entered chassis at the 1970 British Grand Prix, where handling issues on the bumpy Brands Hatch circuit contributed to a challenging race that saw him drop positions before recovering to fourth place.[1] After retiring from frontline competition, examples in private ownership have seen limited reported mishaps, with the cars generally maintaining a solid durability record in non-competitive use, though the 2017 Zandvoort event underscored ongoing risks in vintage machinery despite modern safety adaptations.[1] The March 701 played a pivotal role in March Engineering's early success as a constructor, marking their debut Formula One model and enabling a customer-car business model that supplied eight chassis to privateer teams, fostering accessibility for emerging talents like Ronnie Peterson, who made his F1 debut in one at the 1970 Monaco Grand Prix.[1] This approach influenced subsequent March designs by emphasizing quick production and sales to independents, contributing to the team's reputation for innovation on a modest budget during the competitive 1970s era.[2] In broader cultural depictions of 1970s Formula One, the March 701 appears in historical accounts and documentaries highlighting the period's safety challenges and underdog stories, such as the 2013 film 1: Life on the Limit, which contextualizes the era's high-risk racing environment where customer cars like the 701 exemplified the sport's raw intensity.[73] Today, the March 701 enjoys strong appreciation among collectors, with restored examples commanding premium prices at auction; for instance, chassis 701/10 sold for $152,200 at Bonhams' 2009 Quail Lodge sale, reflecting growing demand for well-preserved 1970s F1 artifacts that often exceed $500,000 in recent private transactions for historically significant variants.[74]Race Results Summary
World Championship Results
The March 701 competed in 16 Formula One World Championship races across the 1970 and 1971 seasons, primarily through the works March Engineering team, customer outfits like Tyrrell Racing Organisation and STP Corporation, and private entrants such as Team Gunston and the Antique Automobile Racing Team. These efforts secured one victory at the 1970 Spanish Grand Prix for Jackie Stewart in the Tyrrell entry, three pole positions by Stewart at the South African (shared time with Amon), Monaco, and Belgian Grands Prix, one fastest lap (by Chris Amon at the Belgian Grand Prix), and a total of 48 points attributed to March chassis in the constructors' standings.[75][76][77][78] The car's competitive showings were bolstered by strong qualifying performances early in 1970, though reliability issues led to frequent retirements, particularly in later rounds where privateer teams struggled with underpowered or outdated setups. Works entries by Amon and Jo Siffert provided consistent podium threats, while Tyrrell's brief use of the 701 yielded its most notable successes before switching to Matra machinery. In 1971, usage shifted almost exclusively to privateers, with limited impact.[1][79]| Race | Date | Driver | Team/Entrant | Grid | Finish | Points | Notes |
|---|---|---|---|---|---|---|---|
| South African GP | 7 Mar 1970 | Jackie Stewart | Tyrrell Racing Org. | 1 | 3 | 4 | Pole position (shared time) |
| South African GP | 7 Mar 1970 | Mario Andretti | STP Corporation | 11 | Ret | 0 | Engine (overheating) |
| Spanish GP | 19 Apr 1970 | Jackie Stewart | Tyrrell Racing Org. | 3 | 1 | 9 | Win |
| Spanish GP | 19 Apr 1970 | Mario Andretti | STP Corporation | 14 | 3 | 4 | |
| Monaco GP | 10 May 1970 | Jackie Stewart | Tyrrell Racing Org. | 1 | Ret | 0 | Pole position, engine |
| Monaco GP | 10 May 1970 | Chris Amon | March Engineering | 2 | Ret | 0 | Suspension failure |
| Monaco GP | 10 May 1970 | Ronnie Peterson | Antique Auto. Racing | 13 | 7 | 0 | |
| Belgian GP | 7 Jun 1970 | Jackie Stewart | Tyrrell Racing Org. | 1 | Ret | 0 | Pole position, engine |
| Belgian GP | 7 Jun 1970 | Chris Amon | March Engineering | 3 | 2 | 6 | Fastest lap |
| Belgian GP | 7 Jun 1970 | Jo Siffert | March Engineering | 10 | 7 | 0 | |
| Dutch GP | 21 Jun 1970 | Jackie Stewart | Tyrrell Racing Org. | 2 | 2 | 6 | |
| Dutch GP | 21 Jun 1970 | Jo Siffert | March Engineering | 16 | Ret | 0 | Engine |
| Dutch GP | 21 Jun 1970 | François Cevert | Private (Rent-a-Car) | 15 | Ret | 0 | Engine |
| French GP | 5 Jul 1970 | Jackie Stewart | Tyrrell Racing Org. | 5 | 9 | 0 | |
| French GP | 5 Jul 1970 | Chris Amon | March Engineering | 3 | 2 | 6 | |
| French GP | 5 Jul 1970 | François Cevert | Private (Rent-a-Car) | 12 | Ret | 0 | Accident |
| British GP | 18 Jul 1970 | Jackie Stewart | Tyrrell Racing Org. | 8 | Ret | 0 | Clutch |
| British GP | 18 Jul 1970 | Mario Andretti | STP Corporation | 9 | Ret | 0 | Suspension |
| German GP | 2 Aug 1970 | Jackie Stewart | Tyrrell Racing Org. | 7 | Ret | 0 | Engine |
| German GP | 2 Aug 1970 | Chris Amon | March Engineering | 6 | Ret | 0 | Engine |
| German GP | 2 Aug 1970 | Jo Siffert | March Engineering | 4 | Ret | 0 | Engine |
| Austrian GP | 16 Aug 1970 | Jackie Stewart | Tyrrell Racing Org. | 4 | Ret | 0 | Fuel system |
| South African GP | 6 Mar 1971 | John Love | Team Gunston | 21 | Ret | 0 | Differential (privateer) |
| Italian GP | 5 Sep 1971 | Jean-Pierre Jarier | Wheatcroft Racing | 20 | Ret | 0 | Brakes (privateer, GP debut) |
Non-Championship and Tasman Results
The March 701 demonstrated competitive performance in non-World Championship Formula One events during 1970, securing multiple victories despite occasional mechanical issues. In the European non-championship calendar, the car achieved notable success at the Race of Champions and the BRDC International Trophy, with drivers from Team Tyrrell and March Engineering posting strong results. Further afield in southern Africa, local entrant John Love's Team Gunston entries yielded a mix of podiums and retirements across regional races, highlighting the chassis's adaptability but also its vulnerability to reliability challenges like engine and suspension failures.[44][47][51]| Race | Date | Location | Driver | Team | Grid | Finish | Notes |
|---|---|---|---|---|---|---|---|
| Race of Champions | 22 March 1970 | Brands Hatch, UK | Jackie Stewart | Tyrrell Racing Organisation | 1 | 1 | 50 laps; fastest lap by Jack Brabham (Brabham). Chris Amon (March Engineering) started 7th but retired on lap 11 (engine).[44][51] |
| BRDC International Trophy | 26 April 1970 | Silverstone, UK | Chris Amon | March Engineering | 1 | 1 | Aggregate win over two heats; fastest lap 1:22.1. Jackie Stewart (Tyrrell) 2nd.[47][83] |
| Bulawayo 100 | 5 July 1970 | Kumalo, Rhodesia | John Love | Team Gunston | 2 | 1 | 40 laps.[51] |
| Natal Winter Trophy | 12 July 1970 | Roy Hesketh, South Africa | John Love | Team Gunston | 3 | DNF (lap 22) | Engine failure.[51] |
| False Bay 100 | 29 August 1970 | Killarney, South Africa | John Love | Team Gunston | 1 | DNF (lap 29) | Fuel pump failure.[51] |
| Rhodesian Grand Prix | 13 September 1970 | Bulawayo, Rhodesia | John Love | Team Gunston | 1 | 2 | 40 laps; fastest lap by Love.[51] |
| Rand Spring Trophy | 4 October 1970 | Kyalami, South Africa | John Love | Team Gunston | 4 | DNF (lap 5) | Suspension failure.[51] |
| Round | Race | Date | Location | Driver | Grid | Finish | Notes/Points |
|---|---|---|---|---|---|---|---|
| 1 | Levin International | 2 January 1971 | Levin, New Zealand | Chris Amon | 3 | 3 | 63 laps; 4 points.[84][54] |
| 2 | New Zealand Grand Prix (Pukekohe) | 9 January 1971 | Pukekohe, New Zealand | David Oxton | 8 | Ret (lap 20) | Half-shaft failure; 0 points. Amon drove STP Lotus 70 to 9th.[53] |
| 3 | Lady Wigram Trophy | 16 January 1971 | Wigram, New Zealand | Chris Amon | 5 | 5 | 42 laps; 2 points.[53] |
| 4 | Teretonga International | 24 January 1971 | Teretonga, New Zealand | David Oxton | 10 | 7 | 50 laps; 0 points. Amon drove STP Lotus 70 to 2nd.[53] |