1969 Chevron B16

Nigel Bennett created the Chevron B1 as his personal GT race car and it proved rather successful, winning its first race, a British Clubman event on July 2nd, 1965. Bennett's next design was called the B8, and it too was successful. A variety of modifications and evolutions brought about his next design, the B16.

The Chevron B16 used a spaceframe chassis reinforced with steel and aluminum panels to create a semi-monocoque center section. The tubular frames in the front and back carried the suspension and the mid-engine driveline. The front used parallel wishbones while the rear suspension had a pair of wishbones and upper links. The rear tubular spaceframe was sturdy enough to carry a variety of engines, most used to contest the under 2-liter sportscar competition.

The Chevron B8 was powered by a 2-liter BMW four-cylinder engine with a single cam and two-valve head. By the time of the B16's introduction, the BMW powerplant had been fully developed and could not be improved upon further. Bennet initially planned to commission Cosworth or Weslake to modify the BMW engine even further by adopting a new head on the engine. Although costly, it would have kept the engine competitive for a few more seasons. Bennett ultimately decided to stick with the Ford engine after Cosworth began developing the 'FVC' version of the 1.6-liter 'FVA' Formula 2 engine. The engine displaced a mere 1,760cc but was much more powerful than the BMW engine it replaced.

The elegant fiberglass body was conceived by Bennett and refined by stylist Jim Clark of Specialised Mouldings, Chevron's contractor to build the wafer-thin B16 bodies. Brian Redman was the development driver for the B16 (using the older BMW engine), offering his knowledge and experience to finely hewn it for competition.

Although many designers and manufacturers used the most exotic materials and construction techniques available, Bennett's Chevrolet B16 used tried-and-true practices of the time and was reliable, sold, fast, competitive, and adaptable to different configurations. Brian Redman was tasked with driving the B16 in its inaugural debut at the Nürburgring 500km race on September 7th, 1969. The car was equipped with a Cosworth FVA 1,600cc Formula engine, which was quick enough to claim the pole position by over five seconds. Redman piloted the Chevron to the front of the pack throughout the race and went on to win.

The earlier B16 suffered from understeer but this was resolved on later examples with rear spoilers that balanced aerodynamic rear downforce at speed to offset the nose's front downforce.

During the production lifespan of the Chevron B16, just 23 examples were built. Homologation requirements for 'Group 5' GT racing required a minimum of 25 examples, and despite producing just 23 examples, the car was cleared for racing.

Along with the Cosworth engine, customers also fitted the BMW with the BMW four and a Mazda rotary engine. Steve McQueen used three examples in his movie LeMans.

At the 1970 European 2-liter Championship season opener, Lola shocked the racing community by bringing their new all-new T210. With open coachwork, it was lighter by 70 kg than the B16 coupe. Redman and John Burton battled against Jo Bonnier and the T210 all season, and Redman was able to score much-needed points throughout the season, including a victory at the first round at Paul Ricard. The winner of the championship came down to the final round, with Lola, Chevron, and Abarth all vying for the necessary points to crown them champions.

Redman was seeking every advantage and was able to convince Bennett to build a B16 spyder using the shape of the Porsche 908/3 that he had driven to victory in the Targa Florio that year. The B16 Spyder that followed used the mechanical components of the B16 coupe, with an entirely new body. In this guise, Redman raced the car to disappointing results at the Nürburgring 500 km, but was able to earn a victory at Spa, securing the championship for Chevrolet.

For the following season, Chevron introduced the production version of the B16 Spyder called the B19.

by Dan Vaughan

Derek Bennett was the individual responsible with the formation of Chevron Cars Ltd. He was a brilliant engineer, mostly self-taught, and had a talent for modifying, repairing, and sculpting automobiles. Near the close of the 1950's he began working in a shop in North England where he quickly developed a name for himself. When he was not working at the track, he could often be seen at nearby tracks where he raced mostly custom-built racing cars.

Changes in racing regulations had many producers of racers scrambling to create a formidable contender that conformed to the new rules. Bennett had been contemplating purchasing a new racer but with the new changes, he felt he could produce a better machine than other marques were fielding. With no drawings and all the details in Bennett's head, he began construction beginning with a tubular space-frame chassis. Power was from a modified Ford Kent engine that had been taken from an Anglia. When the vehicle was complete, it carried the marque name 'Chevron'; the name had been inspired from a Highway Code symbol. Up to this point, his vehicles he had constructed were dubbed Bennett Specials.

The newly created racer, dubbed the B1, made its inaugural appearance in 1965 at Kirkistown, Ireland. Little testing had been done but the car still managed to set an impressive pace and finished in first pace. For the next few years Bennett created racers and gave them various designations. The B1 was introduced in 1965 and followed a year later by the B2. Both were Clubmans which was a British national formula series for open-top sports cars with Ford engines placed in the front of the cars.

The B3 was Bennett's first attempt at Gran Turismo competition. The 1.6-liter twin-cam Ford engine was mounted behind the driver and in front of the rear axle. The car was constructed for Alan Minshaw who had seen a small-scale model on Bennett's desk and had immediately produced funds to finance its construction. The initial estimates to create the car fell short of the actual figure and Digby Martland stepped in to provide the additional funds needed to complete the project. Once the project was complete, Bennett created a second racer, dubbed the B4, and fitted it with a BMW 2-liter engine.

During some initial trial runs of the Martland B3 racer, it attracted the attention of Peter Gethin who immediately ordered one for himself. The B3 made its racing debut a short time later where it emerged victorious. The Ford powered car was very impressive whereas the BMW powered B4 suffered from lubrication problems. The reason for this was the way the BMW engine was installed which sat vertically which prevented the oil to properly drain. A custom dry-sump lubrication system was later installed and resolved these issues.

After securing a deal with BMW Motorsports to supply engines through a dealership at discounted price, Bennett began creating more examples of the B4 GT car.

The B5 was powered by a BRM 2-liter V8 engine. Brian Redman drove a B5 in international competition in a Group 6 at Brands Hatch where he emerged victorious. This was Chevron's first international race win. Redman would go on to become a works driver for Chevron.

The B6 was very similar to the B4 but with a fiberglass body. It competed in Group 6 prototype competition against tough competition from Ferraris and other big-named marque's. After enough examples were created to homologate the cars, they were then able to compete in Group 4 GT competition. 50 examples had been required in order to compete; not all 50 were created - when the FIA stopped by Bennett's shop to perform the count, Bennett proved he had enough materials to create the racers. Only 44 examples were ever created.

The B7 was a single seat racer which competed in Formula 3 competition. The B8 was the 1968 version of the GT racer. The B9 was a Formula 3 car. The B10 was a Formula 2 racer.

The replacement for these two-liter cars came with the B16 and was quickly replaced with the B16 Spyder which had bodywork inspired by the Porsche 908 Spyder. The Chevron was a continuation of the B8 with styling help from Jim Clark. It had a spaceframe chassis, monocoque design, tubular frames, and a fiberglass body. The engine and gearbox was both placed midship. To make the vehicle easy to maintain, it had a removable front subframe. A 1790cc FVA Cosworth engine was used which provided an impressive 245 horsepower.

The B16 made its inaugural debut at the 1969 Nurburgring 500km race where it was driven by Brian Redman and qualified for pole position. From the start of the race, Redman led the pack and continued this for three-and-a-half hours before crossing the finish line victorious. The car was surprisingly fast though it did suffer from under-steer due to not enough down-force. The problem was later solved by adding two orange box rear spoilers

During the 1970 season, Lola introduced the T210 which had Redman struggling to maintain the lead. It was not long before the T210 was consistently beating Redman and the B16. Redman approached Bennett requesting an open car that was lighter and more nimble. The result was the B16 Spyder of which only one was ever created. This would set the foundation for the rest of the cars for years to come.

The B19 was introduced in 1971 and the B21 in 1972. These were used in Group 6 competition. The B23 was introduced in 1973; the B26 was also a 1973 car; the B31 was the final iteration of Group 6 cars introduced in 1975.

In 1972 the B24 was introduced and intended for F5000 competition. Continuing the tradition of Chevron cars, it won its inaugural race. Driven a year later by works driver, Peter Gethin, it became the first F5000 car to beat the F1 cars. The B24 were impressive racers but the Lola T330 cars were faster. Chevron would finish the season with 32 Top 3 finishes from 35 races while Lola managed 39 Top 3 finishes.

It is believed that eight examples (possibly 10) of the B24 were constructed. One was later rebuilt to B28 specification.

Other interests of the Chevron company during this time were Formula competition such as Formula Atlantic and Formula Two. Examples include the B25, B27, B29, B35 Formula Atlantic/Formula Two cars.

Derek Bennett's passed away after a hang-gliding accident. The company continued for a number of years. Ownership passed through the hands of a few owners.

by Dan Vaughan