Peter Jeffrey Revson was an American race car driver and heir to the Revlon cosmetics fortune. He was a multiple Formula One race winner and had success at the Indianapolis 500. Peter Revson was born in the son of Martin Revson and Julie Hall. Martin had been a founding partner of Revlon cosmetics, but had parted ways in 1958 and become chairman of Del Laboratories in 1963, his mother had been a nightclub singer at the time Martin met her. A young, handsome bachelor described as a "free spirit", Peter passed up an easy life for one of competition and danger. Off the track, he lived at the same accelerated pace, Revson piloting a 32-foot ChrisCraft and courting some of the most beautiful women in the world. At the time of his death, he was engaged to Marjorie Wallace. In a prior relationship, Revson fathered a child named Adam who became the subject of a paternity action, amicably resolved in 1977. Adam is considered the last male heir to the Revlon empire and is an accomplished artist and illustrator based in South Florida.
Peter Revson spent his childhood living in White Plains in Westchester County, New York attending prep schools and living off the fruits of his father’s million-dollar empire. He had two sisters and Julie Ann, as well as a younger brother Doug who himself was killed in a race in Denmark in 1967. Though considered well educated, Peter never finished his college education after attending Columbia University, Cornell University, the University of Hawaii. In 1960, while attending the University of Hawaii, Revson bought a Morgan and entered into sports car racing. In his first race, Revson placed second but victory followed shortly thereafter placing first in his next race. To the disdain of his family, Revson began to turn his attention full time to competitive racing. Teaming with Cornell classmates Timmy and Teddy Mayer, Revson competed in formula junior in 1962 losing the financial aid of the Revson family. Without support from his family, Revson embraced his independence and generated funds through his savings and education funds.
In 1963, after limited successes and with formula 1 aspirations, Revson took the remaining money he had, around $12,000, moved to the UK. There he was able to buy a Ford Thames van named Gilbert, he began barnstorming around mainland Europe competing and winning against the likes of future formula stars Denny Hulme and Jochen Rindt. Sleeping in his van and earning a living out of prize money he earned from his races, Revson soon caught the attention of Reg Parnell, whom Revson rented workshop space from, offered Revson a spot on Parnell’s planned F1 team for the 1964 season. Revson made his initial Formula 1 debut late in the 1963 season in an exhibition race at the Gold Cup in Oulton Park, England finishing ninth. Teamed with fellow drivers Chris Amon and Mike Hailwood, referred to as the Ditton Road Flyers, received more attention due to their antics and wild parties their performances on the track. Moreover, due to a number of factors including the sudden death of Reg Parnell, financial troubles, an uncompetitive car in the Lotus 24, Reg Parnell/Revson Racing was doomed before it began.
Racing in four Grand Prix’s and five non-championship races the best results for Revson that season came at Monza finishing 13th as well as a fourth place finish at Solitude during a non-championship race. Noticed on the European circuits due to his limited formula 1 success, Revson accepted an offer to race back in the United States in 1965. Focusing on sports car racing including the Can-Am and Trans-Am series, Revson was able to rebound from his formula one woes and rebuild his reputation as a capable driver. In 1969, Revson competed in his first Indy 500 finishing an impressive 5th place after starting last. To make the feat more impressive, Revson was racing in an underpowered Brabham BT25. During the Indy 500 the following year, Revson gained major exposure and entrance to a top team in McLaren’s Indy car team when the team asked him to drive the race following the release of Chris Amon; that same year, while teamed with famed movie star Steve McQueen, the duo finished second in the 12 hours of Sebring behind the Ferrari team led by Mario Andretti.
Though McQueen received most of the credit by driving with a broken foot, it was Revson who drove the bulk of the race in the Porsche 908/2. Moreover, Revson the finished the 1970 Can-Am season runner-up while driving a Lola T220 for the Haas team. 1971 proved to be the proverbial breakout season for Revson. During the Indy 500 that year, driving a McLaren M16, Revson qualified on pole position averaging 178.696 mph. He went on to finish second in the race behind Al Unser Sr. However, the real success came during the Can-Am series that year. Now driving for the McLaren team in the M8F, Revson rolled past the competition to a championship. In 10 races, Revson placed on podium in all but two of the races, his successes caught the attention of the formula one teams. He was offered a one race drive that year with the Tyrell team as a third driver at Watkins Glen. Shortly after in 1972, Revson was offered a full time seat racing for the McLaren Formula one team; the team was headed by Revson's old friend and boss Teddy Mayer.
Revson was now a driver in McLaren’s Indy Car, Can-Am, Formula One teams. During Revson's first year with McLaren during the 1972 season at the age of 33, Revson was able to finish 5th in the championship standing. Running 9 out of the 12 races, Revson finished on the podium four times with three third place finishes and a second place finish. Greater success wa
Renault in Formula One
Renault are involved in Formula One as a constructor, under the name of Renault F1 Team. They have been associated with Formula One as both constructor and engine supplier for various periods since 1977. In 1977, the company entered Formula One as a constructor, introducing the turbo engine to Formula One in its first car, the Renault RS01. In 1983, Renault began supplying engines to other teams. Although the Renault team won races and competed for world titles, it withdrew at the end of 1985. Renault continued supplying engines to other teams until 1986 again from 1989 to 1997 and at various other times since until the present. Renault returned to Formula One in 2000. In 2002 Renault re-branded the team as "Renault F1 Team" and started to use Renault as their constructor name, winning both the Drivers' and Constructors' Championships in 2005 and 2006. For the 2011 season the team competed under the name Lotus Renault GP but retained the Renault constructor name. In 2012, the team changed their constructor name to Lotus and operated as Lotus F1 Team until the end of 2015, when they returned to the control of Renault as a works manufacturer.
For the 2019 season "Sport" was removed from the team's official title. Renault has supplied engines to other teams, including Red Bull Racing, Benetton Formula and Williams. In addition to its two own F1 World Constructors' Championships and two Drivers' Championships, as an engine supplier, Renault has contributed to nine other World Drivers' Championships, it has collected over 160 wins as engine supplier. Renault's first involvement in Formula One was made by the Renault Sport subsidiary. Renault entered the last five races of 1977 with Jean-Pierre Jabouille in its only car; the Renault RS01 was well known for its Renault-Gordini V6 1.5 L turbocharged engine, the first used turbo engine in Formula One history. Jabouille's car and engine proved unreliable and became something of a joke during its first races, earning the nickname of "Yellow Teapot" and failing to finish any of its races despite being powerful; the first race the team, under the name Equipe Renault Elf, entered was the 1977 French Grand Prix, the ninth round of the season, but the car was not yet ready.
The team's début was delayed until the British Grand Prix. The car's first qualifying session was not a success, Jabouille qualified 21st out of the 30 runners and 26 starters, 1.62 seconds behind pole sitter James Hunt in the McLaren. Jabouille ran well in the race, running as high as 16th before the car's turbo failed on lap 17; the team missed the German and Austrian Grands Prix as the car was being improved after its British disappointment. They returned for the Dutch Grand Prix, the qualifying performance was much improved as Jabouille qualified tenth, he had a poor start, but ran as high as sixth before the suspension failed on lap 40. The team's poor qualifying form returned in Italy, he ran outside the top 10 until his engine failed on lap 24, continuing their awful run of reliability. Things improved at Watkins Glen for the United States Grand Prix as Jabouille qualified 14th, but the good pace from Zandvoort seemed to be gone as he once again ran outside the top 10 before retiring with yet another reliability problem, this time the alternator, on lap 31.
Jabouille failed to qualify in Canada. After this, Renault did not travel to the season finale in Japan; the following year was hardly better, characterised by four consecutive retirements caused by blown engines, but near the end of the year the team showed signs of success. Twice, the RS01 qualified 3rd on the grid and while finishing was still something of an issue, it managed to finish its first race on the lead lap at Watkins Glen near the end of 1978, giving the team a fourth-place finish and its first Formula One points; the team did not enter the first two races of 1978, in Argentina and Brazil, but returned for the South African Grand Prix at Kyalami. Jabouille secured Renault's best qualifying position to date, with sixth place, just 0.71 seconds behind polesitter Niki Lauda in the Brabham. He dropped out of the points early in the race before retiring with electrical problems on lap 39. At Long Beach, Jabouille qualified 13th, but retired as the turbo failed again on lap 44, he was twelfth in qualifying for the team's first Monaco Grand Prix, gave the team their first finish in Formula One, finishing in tenth place four laps down on race-winner Tyrrell's Patrick Depailler.
Expanding to two drivers with René Arnoux joining Jabouille, the team continued to struggle although Jabouille earned a pole position in South Africa. By mid-season, both drivers had a new ground-effect car, the RS10, at Dijon for the French Grand Prix the team legitimised itself with a brilliant performance in a classic race; the two Renaults were on the front row in qualifying, pole-sitter Jabouille won the race, the first driver in a turbo-charged car to do so, while Arnoux and Gilles Villeneuve were involved in an competitive duel for second, Arnoux narrowly getting beaten to the line. While Jabouille ran into hard times after that race, Arnoux finished a career-high second at Silverstone in the following race and repeated that at the Glen, proving it was not a fluke. Arnoux furthered this in 1980 with consecutive wins in Brazil and South Africa, both on high altitude circuits whe
Benetton Formula Ltd. referred to as Benetton, was a Formula One constructor that participated from 1986 to 2001. The team was owned by the Benetton family who run a worldwide chain of clothing stores of the same name. In 2000, the team competed as Benetton for the 2000 and 2001 seasons. In 2002, the team became Renault F1; the Benetton Formula team was chaired by Alessandro Benetton from 1988 to 1998. The Benetton Group entered Formula One as a sponsor company for Tyrrell in 1983 Alfa Romeo in 1984 and 1985 and Toleman in 1985. Benetton Formula Ltd. was formed at the end of 1985 when the Toleman team was sold to the Benetton family. The team began with BMW engines and later switched to Ford Renault and Playlife; the team was managed by Peter Collins from 1986 to 1989 and Flavio Briatore from 1990 until 1997. In about 1991, TWR acquired a one-third stake in the team, bringing in Tom Walkinshaw and Ross Brawn to run the engineering operations. Rocco Benetton, the youngest son of Luciano Benetton joined the team as Chief Executive in 1998 and fired Briatore.
He replaced him with Prodrive boss David Richards, who lasted only for a year when he too was fired, due to a disagreement with the Benetton family about future strategy. Following Richards's departure, Rocco Benetton managed the team for three years until its sale to Renault; the Benetton team is best known for its success with Michael Schumacher, who accounts for 19 of the team's 27 career victories and their 2 Drivers' Championships. After switching to Renault engines, they won the Constructors' Championship in 1995 with Schumacher and Johnny Herbert. After 1995, Schumacher moved to Ferrari along with Ross Brawn, Rory Byrne and 11 other key figures from his two championship winning seasons with Benetton. On 16 March 2000, the team was sold to Renault for $120 million US; as part of their restructuring, Renault brought back Flavio Briatore as team manager. The team still used the Playlife engines; the drivers were Alexander Wurz. The team scored 20 points, as well as 3 podium finishes in 2000 at Brazil and Canada.
During their final season in 2001 the drivers, Jenson Button and Giancarlo Fisichella, were on the back two rows of the grid. This was in part attributed to the new 111-degree wide angle engine, but continued development allowed Benetton to leave Formula 1 on something of a high, the cars' performance lifted. Button and Fisichella scored 10 points for the team, including a podium finish for Fisichella in Belgium. During the 1994 season, some rival teams claimed Benetton had found a way to violate the FIA-imposed ban on electronic aids, including traction control and launch control. On investigation, the FIA discovered "start sequence" software in the Benetton B194 cars, a variety of illegal software in rival teams' cars as well. FIA had no evidence the software was used, so teams found with the software received little to no punishment. No traction control software was found to be in the Benetton cars, however. Flavio Briatore, Benetton's chief in 1994, said in 2001 that "Our only mistake was that at the time we were too young and people were suspicious".
During the 1994 season Benetton removed a fuel filter from the refueling rig used during pit stops. This resulted in a fire; this resulted in further inquiries by the FIA, during which, the refuelling rig manufacturer made clear that in their opinion the modification would have resulted in 10% higher flow rates than the rules allowed. Benetton Team had a British licence from 1986 to 1995 and an Italian licence from 1996 to 2001, thus becoming only the second constructor to change its nationality; the Benetton family wanted this change of nationality in order to have an F1 team of their own country. Benetton remains the only constructor to have achieved victory while racing under two different nationalities; the team was based in the UK throughout. Firstly at the old Toleman factory, in Witney, Oxfordshire and in 1992 moving to a new, bigger factory at Enstone. Benetton drivers: Gerhard Berger – joined the team from Arrows for its first season in 1986. Scored the team's first and last wins, at the 1986 Mexican Grand Prix and 1997 German Grand Prix.
He scored the team's first podium finish at the 1986 San Marino Grand Prix. Berger ended his Formula One career with Benetton in 1997. Recorded the fastest speed trap time by a turbocharged F1 car when he pushed his BMW powered Benetton B186 to 352.22 km/h during qualifying for the 1986 Italian Grand Prix at Monza. Drove for both Ferrari and McLaren between stints at Benetton, he is the only driver to win a race for Benetton while the team was racing as an Italian team. Teo Fabi – a driver when the team was known as Toleman in 1985. Scored the team's first pole position at the 1986 Austrian Grand Prix, he scored the team's first back to back pole positions when he scored pole at the next race in Italy. Fabi ended his Formula One career with Benetton after the 1987 Australian Grand Prix. Thierry Boutsen – drove for the team in 1987 and 1988, he finished 4th in the Drivers' Championship in 1988 with five 3rd-place finishes. He was the highest placed "atmo" driver at the end of the season. Left Benetton after 1988 to join Williams where he would score his three career wins.
Alessandro Nannini – started with the team in 1988 after two seasons with Minardi and scored two third-place finishes at the British and Spanish Grands Prix, as well as recording the fa
Daniel Sexton Gurney was an American racing driver, race car constructor, team owner who reached racing's highest levels starting in 1958. Gurney won races in the Formula One, Indy Car, NASCAR, Can-Am, Trans-Am Series. Gurney is the first of three drivers to have won races in Sports Cars, Formula One, NASCAR, Indy cars.. In 1967, after winning the 24 Hours of Le Mans together with A. J. Foyt, Gurney spontaneously sprayed champagne while celebrating on the podium, which thereafter became a custom at many motorsports events; as owner of All American Racers, he was the first to put a simple right-angle extension on the upper trailing edge of the rear wing. This device, called a Gurney flap, increases downforce and, if well designed, imposes only a small increase in aerodynamic drag. At the 1968 German Grand Prix, he became the first driver to use a full face helmet in Grand Prix racing. Dan Gurney was born to Roma Sexton, his father, John R. "Jack" Gurney, was a graduate of Harvard Business School with a master's degree.
Dan's three uncles were each MIT engineers. His grandfather was F. W. Gurney, responsible for the invention of the Gurney Ball Bearing, he had Celisssa. Jack was discovered to have a beautiful voice after taking voice lessons in Paris and changed his career path to become lead basso with the Metropolitan Opera Company in New York retiring in 1947. Jack moved his family to Riverside, when Dan was a teenager and had just graduated from Manhasset High School. Young Dan became caught up in the California hot rod culture. At age 19, he raced a car that went 138 miles per hour at the Bonneville Salt Flats, he studied at Menlo Junior College, a feeder school for Stanford University. He became an amateur drag racer and sports car racer, he served in the United States Army for two years as an artillery mechanic during the Korean War. Gurney's first major break occurred in the fall of 1957 when he was invited to test Frank Arciero's Arciero Special, it was powered by a 4.2-litre reworked Maserati engine with Ferrari running gear, a Sports Car Engineering Mistral body.
This ill-handling brute of a car was fast, but top drivers like Carroll Shelby and Ken Miles had found it difficult to handle. He finished second in the inaugural Riverside Grand Prix, beating established stars like Masten Gregory, Walt Hansgen and Phil Hill; this attracted the attention of famed Ferrari North American importer Luigi Chinetti, who arranged for a factory ride for the young driver at Le Mans in 1958. Gurney, teamed with fellow Californian Bruce Kessler, had worked the car up to fifth overall and handed over to Kessler, caught up in an accident; this performance and others earned him a test run in a works Ferrari, his Formula One career began with the team in 1959. In just four races that first year, he earned two podium finishes, but the team's strict management style did not suit him. In 1960 he had six non-finishes in seven races behind the wheel of a factory-prepared BRM. At the Dutch Grand Prix, at Zandvoort, a brake system failure on the BRM caused the most serious accident of his career, breaking his arm, killing a young spectator and instilling in him a longstanding distrust of engineers.
The accident caused him to make a change in his driving style that paid dividends: his tendency to use his brakes more sparingly than his rivals meant that they lasted longer in endurance races. Gurney was known to give the brake pedal a reassuring tap just before hard application — a habit he himself jokingly referred to as "the chicken-shit school of braking."Gurney was noted for an exceptionally fluid driving style. On rare occasions, as when his car fell behind with minor mechanical troubles and he felt he had nothing to lose, he would abandon his classic technique and adopt a more aggressive style; this circumstance produced what many observers consider the finest driving performance of his career, when a punctured tire put him nearly two laps down halfway through the 1967 Rex Mays 300 Indycar race at Riverside, California. He produced an inspired effort, made up the deficit and won the race with a dramatic last-lap pass of runner-up Bobby Unser. After rules changes came in effect in 1961, Gurney teamed with Jo Bonnier for the first full season of the factory Porsche team, scoring three second places.
He came close to scoring a maiden victory at Reims, France, in 1961, but his reluctance to block Ferrari driver Giancarlo Baghetti allowed Baghetti to pass him at the finish line for the win. After Porsche introduced a better car in 1962 with an 8-cylinder engine, Gurney broke through at the French Grand Prix at Rouen-Les-Essarts with his first World Championship victory – the only GP win for Porsche as an F1 constructor. One week he repeated the success in a non-Championship F1 race in front of Porsche's home crowd at Stuttgart's Solitude Racetrack. Due to the high costs of racing in F1, Porsche did not continue after the 1962 season. While with Porsche, Gurney met a team public relations executive named Evi Butz, they married several years later. Gurney was the first driver hired by Jack Brabham to drive with him for the Brabham Racing Organisation. Brabham scored the maiden victory for his car at the 1963 Solitude race, but Gurney took the team's first win in a championship race in 1964 at Rouen.
In all, he earned ten podiums for Brabham before leaving to start his own team. With his victory in the Eagle-Weslak
Aston Martin Lagonda Global Holdings plc is a British independent manufacturer of luxury sports cars and grand tourers. It was founded in 1913 by Robert Bamford. Steered from 1947 by David Brown, it became associated with expensive grand touring cars in the 1950s and 1960s, with the fictional character James Bond following his use of a DB5 model in the 1964 film Goldfinger, their sports cars are regarded as a British cultural icon. Aston Martin has held a Royal Warrant as purveyor of motorcars to the Prince of Wales since 1982, it has over 150 car dealerships in over 50 countries on six continents, making them a global automobile brand. The company is a constituent of the FTSE 250 Index. Headquarters and main production site are in Gaydon, England, alongside one of Jaguar Land Rover's development centres on the site of a former RAF V Bomber airbase. One of Aston Martin's recent cars was named after the 1950s Avro Vulcan bomber. Aston Martin has announced plans to turn itself into a global luxury brand, is branching out into projects including speed boats, bicycles and real estate development submarines and aircraft on a licensing basis.
Aston Martin had a troubled history after the third quarter of the 20th century but has enjoyed long periods of success and stability. "In the first century we went bankrupt seven times", incoming CEO Andy Palmer told Automotive News Europe. "The second century is about making sure, not the case." Aston Martin was founded in 1913 by Robert Bamford. The two had joined forces as Bamford & Martin the previous year to sell cars made by Singer from premises in Callow Street, London where they serviced GWK and Calthorpe vehicles. Martin raced specials at Aston Hill near Aston Clinton, the pair decided to make their own vehicles; the first car to be named Aston Martin was created by Martin by fitting a four-cylinder Coventry-Simplex engine to the chassis of a 1908 Isotta Fraschini. They acquired premises at Henniker Mews in Kensington and produced their first car in March 1915. Production could not start because of the outbreak of the first World War, Martin joined the Admiralty and Bamford joined the Army Service Corps.
After the war they found new premises at Abingdon Road and designed a new car. Bamford left in 1920 and Bamford & Martin was revitalised with funding from Count Louis Zborowski. In 1922, Bamford & Martin produced cars to compete in the French Grand Prix, which went on to set world speed and endurance records at Brooklands. Three works Team Cars with 16-valve twin cam engines were built for racing and record breaking: chassis number 1914 developed as the Green Pea. 55 cars were built for sale in two configurations. Bamford & Martin went bankrupt in 1924 and was bought by Dorothea, Lady Charnwood who put her son John Benson on the board. Bamford & Martin got into financial difficulty again in 1925 and Martin was forced to sell the company; that year, Bill Renwick, Augustus Bertelli and investors including Lady Charnwood took control of the business. They renamed it Aston Martin Motors and moved it to the former Whitehead Aircraft Limited Hanworth works in Feltham. Renwick and Bertelli had been in partnership some years and had developed an overhead-cam four-cylinder engine using Renwick's patented combustion chamber design, which they had tested in an Enfield-Allday chassis.
The only "Renwick and Bertelli" motor car made, it was known as "Buzzbox" and still survives. The pair had planned to sell their engine to motor manufacturers, but having heard that Aston Martin was no longer in production realised they could capitalise on its reputation to jump start the production of a new car. Between 1926 and 1937 Bertelli was both technical director and designer of all new Aston Martins, since known as "Bertelli cars", they included the 1½-litre "T-type", "International", "Le Mans", "MKII" and its racing derivative, the "Ulster", the 2-litre 15/98 and its racing derivative, the "Speed Model". Most were open two-seater sports cars bodied by Bert Bertelli's brother Enrico, with a small number of long-chassis four-seater tourers and saloons produced. Bertelli was a competent driver keen to race his cars, one of few owner/manufacturer/drivers; the "LM" team cars were successful in national and international motor racing including at Le Mans. Financial problems reappeared in 1932.
Aston Martin was rescued for a year by Lance Prideaux Brune before passing it on to Sir Arthur Sutherland. In 1936, Aston Martin decided to concentrate on road cars, producing just 700 until World War II halted work. Production shifted to aircraft components during the war. In 1947, old-established owned Huddersfield gear and machine tools manufacturer David Brown Limited bought Aston Martin putting it under control of its Tractor Group. David Brown became Aston Martin's latest saviour, he acquired without its factory Lagonda's business for its 2.6-litre W. O. Bentley-designed engine. Lagonda moved operations to Newport Pagnell and shared engines and workshops. Aston Martin began to build the classic "DB" series of cars. In April 1950, they announced planned production of their Le Mans prototype to be called the DB2, followed by the DB2/4 in 1953, the DB2/4 MkII in 1955, the DB Mark III in 1957 and the Italian-styled 3.7 L DB4 in 1958. While these models helped Aston Martin establish a good racing pedigree, the DB4 stood out and yielded the famous DB5 in 1963.
Aston stayed true to its grand touring style with the DB6, DBS (1967–1
1964 Formula One season
The 1964 Formula One season was the 18th season of FIA Formula One motor racing. It included the 1964 World Championship of Drivers, won by John Surtees; the season included eight non-championship races for Formula One cars. The World Championship of Drivers, fiercely contested by Jim Clark, John Surtees and Graham Hill, was decided at the Mexican Grand Prix when Hill was delayed after a collision with Lorenzo Bandini's Ferrari. Clark was forced to stop with an oil leak on the last lap, Ferrari signalled Bandini to let Surtees through into the second place which gave him the championship by one point from Hill. Honda made a low-key debut in grand prix racing with the American driver Ronnie Bucknum, Maurice Trintignant retired at the age of 46 after one of the longest world championship careers. Ferrari won the International Cup for F1 Manufacturers. Dutchman Carel Godin de Beaufort died during practice for the German Grand Prix at the Nürburgring, driving a entered Porsche 718; the following teams and drivers competed in the 1964 FIA World Championship.
The following races counted towards the 1964 World Championship of Drivers and the International Cup for F1 Manufacturers. Championship points were awarded on a 9–6–4–3–2–1 basis for the first six positions in each race. Only the best 6 results counted toward the championship. Hill scored 41 points during the year. Surtees scored 40 points. Thus, Surtees became the World Champion, although he did not score the most points over the course of the year. Points were awarded on a 9–6–4–3–2–1 basis for the first six positions at each round with only the best six round results retained. Only the best placed car from each manufacturer at each round was eligible to score points. Eight other races which did not count towards the World Championship of Drivers and the International Cup for F1 Manufacturers were held for Formula One cars during the season
Chris Amon Racing
Chris Amon Racing known as Amon, was a Formula One team established by New Zealand driver Chris Amon. It competed as a privateer team in the 1966 Italian Grand Prix as a constructor in its own right in the 1974 Formula One season. Chris Amon made his Formula One debut in 1963. After finding himself without a full-time drive in 1966, he entered a Brabham BT11 powered by a 2-litre BRM engine at the Italian Grand Prix, under the banner of "Chris Amon Racing". With most of the other cars running 3-litre engines, Amon struggled in qualifying and failed to make the grid. From 1967 until 1972, Amon drove for Ferrari and Matra, winning several non-championship F1 races while developing a reputation for bad luck in World Championship events, he struggled in 1973 with the small Italian Tecno team. But encouraged by the potential of the underdeveloped Gordon Fowell chassis, Amon tried running his own Formula One car in 1974. Financial backing came from John Dalton, the car, designed by Fowell, followed the Lotus 72 in some areas of construction, with sophisticated torsion-bar suspension and side radiators.
The venture failed completely: retiring from the first race, Amon withdrew from the second, the car was unable to qualify for two more before the team closed down due to financial problems. The AF101 was the only Formula One car built by Amon Racing. Fowell and Tom Boyce designed the car which featured a single central fuel tank, titanium torsion bars and a forward driving position. One unusual feature of the AF101 was that the fuel tank was located between the driver's cockpit and the engine. Structurally, it proved to be weak and was not ready for a Formula One appearance until the fourth race of the season, the Spanish Grand Prix. Amon was only able to qualify 23rd, due to brake-disc vibration that became worse with the tyres required for the wet race that followed. Despite cautious driving, a brake shaft broke and Amon was forced to retire after 22 laps. Following further work and testing, Amon returned for the Monaco Grand Prix and qualified twentieth, but due to mechanical problems, he was unable to start the race.
Further problems meant Amon was not able to reappear with the AF101 until the German Grand Prix when both Amon and Larry Perkins failed to qualify. Amon did not reappear with the AF101 until the Italian Grand Prix, three races before the end of the season, but this time he was unable to qualify; that signalled the end of both the car and Chris Amon Racing, leaving Amon to close down the team after the race when the money ran out. F1 Rejects profile