March's Meteoric Rise

Press, Volume CIX, Issue 32274, 17 April 1970, Page 11

March's Meteoric Rise

Tucked away on an

unmade road in the Oxfordshire town of Bicester are two modern brick buildings marked “March Engineering.” They house an exceptional company, writes Colin Dryden in the “Daily Telegraph." Although it was formed only last year by four men—none of them aged more than 32—it has become one. of the most potent forces In Grand Prix racing.

In its first two races, a March car driven by the world champion, Jackie Stewart was placed third, and first

March stands for Mosley. Allan Rees, Coaker and Herd, and al! four are equal working directors responsible for different aspects of the company’s work. They have known one another for several years. “Everybody said that it couldn’t be done and that you had to have one boss. But it seems to have worked out all right” Max Mosley said. Like Robin Herd, the brilliant design and development engineer—and. indeed, all his partners—Mosley disarmingly brings a powerful intellect to the business of motor racing. He has an honours degree in physics

and was, unusually for a scientist, secretary of the Oxford Union. He is in charge of the financial side and co-ordinating design, development and sales with the racing activities. Alan Rees, probably bestknown for his meteoric driving in Formula II races during the mid-19605, has subsequently built a formidable reputation as a team manager for Winkelmann Racing. A graduate of the University of Wales, he is in charge of March racing activities. Graham Coaker is responsible for production. Like

Robin Hera, ne brings experience of the aircraft industry to building racing cars, having been a production controller at Hawker Siddeley. Robin Herd gained a Double First at Oxford in physics and engineering and spent four years at Farnborough working on the Concorde. He then joined Bruce McLaren and designed the all-conquering McLaren Canadian - American races sports car and the 1988 McLaren Formula I car which won its first two races. Such then are the repu-

tations of the men who have set out with about 40 employees to break into world class motor racing. First plans were laid in April, 1969, and Mosley set about raising the financial wind. By the end of June they knew >they were In a position to run a Formula 1. team in 1970, with Chris Amon, then with Ferrari, as a driver.

In August it was obvious that Ken Tyrrell, who ran Matra - Fords for Jackie Stewart, would need new cars in 1870, with the French Matra company concentrating on their own national racing effort. Tentative approaches were made to Tyrrell and the Plant at Bicester, originally built as a warehouse, was acquired. , The deal to build cars for Tyrrell and Stewart was clinched in October and the first big March coup had been achieved.

In November Jo Siffert, the Swiss driver who had won the 1968 British Grand Prix for the private entrant, Rob Walker, wes looking for a drive with a factory team. March snapped him up and now had two top drivers. The ell-important sponsorships were coming in and the March works team had the backing of Firestone while Ken Tyrrell’s cars were on Dunlop. Then came the next big breakthrough. Literally cashing in on the growing interest shown in Europe by the S.T.P. oil additive corporation of America, March approached them and secured their backing.

This meant a financial backing laconically described by the S.T.P. chief Andy Granatelli as “plenty” and the strengthening of the March works team by the addition of Granatelli's protege, Mario Andretti, one of the world’s leading racing drivers. Since moving into the little Bicester factory in October, March Engineering have built nine Formula I cars: for their own team, Ken Tyrrell and one for the Swedish driver, Ronnie Petersen, who will have factory support. In all, 40 cars have been ordered from them for other classes of racing Formula 11. Formula 111, Formula Ford and the American Formula B.