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Ferguson P99
Ferguson P99
Ferguson P99
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Ferguson P99
CategoryFormula One
ConstructorFerguson
DesignerClaude Hill
Technical specifications
ChassisTubular Spaceframe
EngineCoventry Climax FPF 1496 cc L4 naturally aspirated front-mounted.
Transmission5-speed manual
TyresDunlop
Competition history
Notable entrantsRob Walker Racing Team
Notable driversUnited Kingdom Stirling Moss
United Kingdom Jack Fairman
Debut1961 British Grand Prix
RacesWinsPolesF/Laps
1000
Constructors' Championships0
Drivers' Championships0
Unless otherwise stated, all data refer to Formula One World Championship Grands Prix only.

The Ferguson P99 was a front-engine four-wheel drive Grand Prix car built by Ferguson Research Ltd. which was raced by the Rob Walker Racing Team on behalf of the company in 1961. Officially named as Ferguson Climax, it derived its P99 name from its Harry Ferguson Research project number. F1 used 2.5-litre engines up to 1960, and only 1.5-litre from 1961, and Coventry Climax provided 4-cylinder-engines of each size. It remains the most famous example of its type as a result of its twin claims to fame: the Non-championship race victory by Stirling Moss in September 1961 International Gold Cup on a wet Oulton Park track was both the first AWD car to win a Formula 1 event, and the last front-engined car to win a Formula 1 event.

History

[edit]

Tony Rolt first considered the possibility of using Ferguson 4WD in circuit racing, and with Harry Ferguson (1884 – 25 October 1960) keen to promote the 4WD transmission systems of Harry Ferguson Research, work began on the P99 in 1960. With a 50–50 torque distribution front to rear the car, Claude Hill's design was built to have an even weight distribution over both axles, which along with the position of the gearbox necessitated a front-engined design despite Cooper's and Lotus's overwhelming success with mid-engined cars already in the recent 1959 Formula One season. In the 1960 Formula One season, front-engined cars were outclassed until the Italian Grand Prix was held on the banked Oval version of Monza to hand a victory to Ferrari.

A reduction to 1500cc and a minimum car weight of 450 kg, basically adopting Formula Two rules as F1 for 1961, was already decided in October 1958[1] by FIA/CSI, but British teams protested against it. Some of them in 1961 staged Intercontinental Formula races with the 2500cc engines.

Just as the project was nearing completion it was dealt something of a blow by the governing body's final decision to reduce the size of F1 engines by 40% for 1961, making the extra weight of the AWD transmission a much bigger penalty. Nevertheless, the team persevered and fitted a standard F2 1.5-litre Climax FPF 4-cylinder engine, mounted at a slant to make room for the front driveshaft. In addition the driving position was moved slightly off-centre to accommodate the gearbox and rear driveshaft to the driver's left hand side.

The car was first raced in the 8 July 1961 British Empire Trophy Non-championship at Silverstone, where Rob Walker put Jack Fairman in the car, but the start was an inauspicious one as Fairman crashed on lap 2. A week later, in the 1961 British Grand Prix at Aintree, Fairman drove the car again, but surrendered it to Stirling Moss after his Walker-entered Lotus 18 failed. The car was disqualified for outside assistance on lap 56. The car's last major F1 race was its moment of motor racing immortality, as Moss drove the P99 to victory in a damp September 1961 International Gold Cup at Oulton Park.

In February 1963, the car, now having been fitted with a 2.5-litre Climax engine, was driven by Innes Ireland and Graham Hill in the series of off-season races in New Zealand and Australia, including the 1963 Australian Grand Prix at Warwick Farm and the Lakeside International at Lakeside, placing sixth and second respectively. The P99's final competition action during this period came in the British Hillclimb championship in 1964, 1965, and 1966, with Peter Westbury winning the title in 1964. The car has competed in recent years in historic races.

The P99 was later the inspiration for the AWD Ferguson P104 Novi Indycar, which Bobby Unser drove in the Indy 500 in 1964 and 1965. The car was damaged beyond immediate repair in the horrific crash in 1964, and was retired from regular competition in 1965 with engine problems.

In a 1997 interview for Motor Sport magazine, Sir Stirling Moss nominated the P99 as his favourite of all the F1 cars he drove.[2]

Complete Formula One World Championship results

[edit]

(key)

Year Entrant Engine Driver 1 2 3 4 5 6 7 8 Pts. WCC
1961 Rob Walker Racing Climax L4 MON NED BEL FRA GBR GER ITA USA 0 –
Jack Fairman/
Stirling Moss 		DSQ

References

[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Ferguson P99

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from Grokipedia
The Ferguson P99 is a pioneering four-wheel-drive Formula One racing car developed by Ferguson Research Ltd. in 1961, designed to demonstrate the advantages of all-wheel-drive technology in and road safety applications. Powered by a 1.5-litre four-cylinder engine producing approximately 151 horsepower, the P99 featured a tubular spaceframe chassis, a five-speed Colotti with a Ferguson for 50:50 torque distribution to all four wheels, and innovative Dunlop Maxaret . Weighing around 660 kg, it was built as a single prototype under the direction of engineer Claude Hill to promote Harry Ferguson's 4WD systems, which emphasized superior traction and stability, particularly in wet conditions. Raced primarily by the , the P99 made its competitive debut at the 1961 at . Jack Fairman qualified and started the race, but after retiring, took over and demonstrated strong pace; however, the team was disqualified for receiving a push-start earlier in the race. Its defining moment came later that year at the non-championship Oulton Park Gold Cup, where secured a dominant victory by over 45 seconds in damp weather, outperforming rivals like and and marking the first—and to date, only—win for a 4WD car in a top-tier event, as well as the last triumph for a front-engined design. , who described the P99 as his favorite car for its handling and braking prowess, also raced it in subsequent events, including international appearances. Following Harry Ferguson's death in 1960, development stalled, and the car saw limited further competition, including outings with a 2.5-litre engine upgrade and a British Hillclimb Championship win in 1964. The P99's legacy endures as a technical milestone in motorsport history, influencing later all-wheel-drive applications in and production vehicles, though its unconventional tractor-like appearance and the era's preference for rear-wheel-drive designs limited its immediate impact on . Preserved in original condition, it occasionally appears at historic events such as the and Festival of Speed, where it continues to showcase the innovative engineering that made it a standout in racing.

Development

Origins

Ferguson Research Ltd., established in 1950 by , Tony Rolt, and Fred Dixon to advance technology, turned to motorsport applications in the late 1950s, building on Ferguson's pioneering work in agricultural tractors that had popularized all-wheel drive for enhanced traction. The company, led by Rolt as managing director following Ferguson's death in October 1960, aimed to showcase the advantages of four-wheel drive in high-performance racing environments, where superior grip and stability could address limitations of rear-wheel-drive cars prevalent at the time. The project's inception was influenced by the impending 1961 Formula One regulation change, which reduced engine capacity from 2.5 liters to 1.5 liters, necessitating a redesign of the powertrain to maintain competitiveness within the new constraints. This shift prompted Ferguson Research to adapt their existing four-wheel-drive systems, originally developed for road vehicles, to a racing context, with Claude Hill contributing key engineering input. To facilitate entry into Grand Prix events, Ferguson Research partnered with the , which agreed to run the car and handle logistics, leveraging Walker's established presence in . Early prototyping began in 1960 at the company's facilities, focusing on integrating a viscous coupling-based central differential to achieve 50/50 distribution between front and rear axles, with initial tests validating the system's potential for improved handling. This phase also involved adapting components like a transfer box to link the engine to both axles, setting the foundation for the P99 chassis.

Design and Engineering

The Ferguson P99's design was led by chief engineer Claude Hill, formerly of Aston Martin, who oversaw the integration of a pioneering four-wheel-drive system into a Formula One chassis at Harry Ferguson Research Ltd. starting in 1960. To accommodate the front driveshafts while minimizing aerodynamic drag, Hill positioned the 1.5-litre Coventry Climax engine slanted at 17 degrees off vertical, which also helped lower the car's center of gravity. Complementing this, the driver's seat was offset to the right, with drivetrain components routed through a shrouded tunnel to the left, ensuring clearance for the symmetric power delivery to all wheels. The employed a tubular spaceframe construction, fabricated from lightweight tubing to provide while maintaining a low profile suitable for Grand Prix racing. This design prioritized torsional stiffness to handle the stresses of all-wheel drive, with the frame supporting a centrally mounted and five-speed gearbox connected to a Ferguson central differential. Half-shafts with constant-velocity joints extended power to the wheels, creating a balanced layout that avoided the biases common in contemporary rear-wheel-drive cars. A key innovation was the integration of the Dunlop Maxaret anti-lock braking system, the first fitted to a , which used mechanical flywheels driven from the wheels to detect impending lockup and automatically modulated hydraulic pressure to 10-inch inboard disc brakes to maintain traction. This mechanical-hydraulic setup provided superior but could introduce variability in brake feel. The P99 achieved a precise 50:50 front-to-rear through its symmetric and centralized components, enhancing handling stability on varied circuits. However, this all-wheel-drive configuration imposed trade-offs, including an approximate total curb weight of 660 kg—significantly heavier than rear-wheel-drive of the era, which had a minimum weight of 450 kg—due to the added mass of differentials, shafts, and joints. These compromises reflected the developmental focus on traction advantages over outright lightness.

Specifications

Chassis and Suspension

The Ferguson P99 utilized a tubular steel spaceframe , constructed to support its innovative four-wheel-drive layout while maintaining and lightweight construction. The measured a wheelbase of 2,286 , with a front track width of 1,321 and a rear track width of 1,270 , providing a stable platform for the car's front-engined configuration. Independent suspension was employed at all four wheels, featuring double wishbones with coil springs and Armstrong shock absorbers, complemented by anti-roll bars front and rear. This setup was optimized for even across the axles, enhancing traction and handling in the four-wheel-drive system. The bodywork comprised lightweight glass-reinforced plastic (GRP) panels designed for aerodynamic efficiency and low drag, contributing to the car's overall performance in high-speed environments. It was equipped with Dunlop racing tires, fitted to alloy wheels, to support the demands of Formula One racing. Braking was handled by four-wheel Dunlop disc brakes, integrated into the suspension design for effective stopping power; an experimental Dunlop Maxaret was also fitted for high-speed testing purposes but not deployed during competitive races.

Engine and Transmission

The Ferguson P99 utilized a naturally aspirated Coventry Climax FPF inline-four engine, mounted longitudinally at the front. For the 1961 Formula One season, this featured a 1.5-liter (1,498 cc) displacement with an aluminum block and head, DOHC valvetrain with two valves per cylinder, and output of 151 bhp at 7,500 rpm. The fuel system employed twin Weber carburetors, complemented by dry sump lubrication for high-performance reliability. In later non-championship events, such as Tasman Formula races, the car was fitted with a 2.5-liter version of the FPF engine, producing approximately 235 bhp via twin-choke Weber 58 DCO carburetors. The incorporated a Ferguson-designed five-speed manual gearbox integrated with a transfer box, enabling all-wheel drive. Central to the system was a in the epicyclic center differential, which maintained a 50/50 torque split between the front and rear axles for balanced power distribution. Power was transmitted via equal-length front and rear propeller shafts equipped with universal joints, with the engine slanted slightly to accommodate driveshaft clearance.

Racing History

1961 Formula One Season

The Ferguson P99 made its racing debut in the non-championship British Empire Trophy at Silverstone on July 8, 1961, entered by the Rob Walker Racing Team with Jack Fairman as the driver. Fairman crashed out on the second lap after struggling with the gearchange, marking an inauspicious start despite the car's innovative four-wheel-drive system being designed to offer superior traction in variable conditions. One week later, on July 15, 1961, the P99 entered its sole World Championship event at the at , again under the Rob Walker banner and primarily driven by Fairman. In qualifying, Fairman posted a time that placed the car 20th on the grid amid wet conditions that highlighted the all-wheel-drive layout's intended wet-weather benefits. During the race, which started in heavy rain, Fairman completed 45 laps while running mid-pack before handing over to teammate , whose primary Lotus 18 had suffered a pipe failure. Moss, driving guest stints for Walker, pushed the P99 forward aggressively over the next 11 laps, climbing to sixth place and demonstrating the car's handling prowess in the damp. However, the entry was later disqualified for an illegal push-start assistance to Fairman at the grid, resulting in no finish. In the 1961 Formula One World Championship, the P99 recorded one start, zero points scored, and zero fastest laps, with its only championship appearance limited to the where it failed to classify due to the disqualification. The driver lineup centered on Jack Fairman as the primary pilot, supplemented by a guest drive from during the event. The handled all preparations for the P99's 1961 outings, including adjustments to the suspension and drivetrain setup to optimize performance in the prevailing wet British summer conditions. These efforts underscored the team's commitment to showcasing the Ferguson prototype, though mechanical teething issues and regulatory setbacks hampered early results.

Post-1961 Races

Following its outings in the 1961 Formula One World Championship, the Ferguson P99 continued to compete in non-championship events, demonstrating the advantages of its four-wheel-drive system in varied conditions. In September 1961, secured a commanding victory in the International Gold Cup at Oulton Park, leading by 45 seconds over the second-placed in a Lotus-Climax despite damp track conditions that favored the P99's superior traction. This triumph marked the only race win for a four-wheel-drive car to date. The car saw no further competition in 1962. In early 1963, the P99 was upgraded with a 2.5-liter Coventry-Climax FPF engine for international libre events in and , effectively serving as a precursor to the formalized . and shared driving duties, with the P99 achieving several competitive results despite reliability issues. At the in January at Park Raceway, Hill retired late in the race due to gearbox failure while running in contention. Ireland recorded third-place finishes at Levin and Teretonga but retired from the Lady Wigram Trophy at Wigram with overheating problems. In , Hill finished sixth at the Australian Grand Prix at Warwick Farm in February, behind winner in a Brabham-Climax. The car's strongest performance came a week later at Lakeside International Raceway in , where Hill claimed second place overall, trailing only in a Lola-Climax and capitalizing on the P99's all-wheel-drive grip in mixed weather. Transitioning to hillclimbing in 1964, the P99, now prepared specifically for the discipline, was campaigned by Peter Westbury in the British Hillclimb Championship. Westbury dominated the season, securing the title with multiple event wins, including strong performances at venues like Harewood and Loton Park, where the car's traction excelled on slippery inclines. The P99 continued in hillclimbs through 1966, with Westbury achieving further successes, such as class wins in international events like the St. Ursanne and Sierre-Zinal climbs in , before retiring from competition. Across its post-1961 non-championship career, the P99 recorded one outright win, multiple podiums, and consistent top-six finishes, underscoring the effectiveness of in adverse conditions without dominating outright in dry, high-grip scenarios.

Legacy

Technological Impact

The Ferguson P99's all-wheel-drive (AWD) system directly influenced its successor, the Ferguson P104 Novi , which utilized a similar layout for attempts at the 1964 and races. Developed in collaboration with Andy Granatelli, the P104 featured uprated components to accommodate the supercharged Novi engine's output of up to 743 , demonstrating the of the P99's Ferguson Formula differential for high-power applications. The P99 paved the way for subsequent AWD experiments in by proving the technology's potential for enhanced traction, though weight penalties restricted its proliferation in until the hybrid era, where energy recovery systems enabled power distribution to all wheels without traditional driveshafts. This legacy extended to rally racing, notably influencing the 1980s , whose permanent AWD system drew from earlier Ferguson viscous coupling principles proven in the P99 and road cars like the . A key technological lesson from the P99 was its superior traction in wet conditions, allowing drivers to maintain grip where rear-wheel-drive cars struggled. , who drove the car to victory at the 1961 Oulton Park Gold Cup, described it as "incredible in the wet," noting he could "overtake on the outside of corners" with relaxed control, and expressed a desire to own it for rainy races. In recognition of these advantages, Moss later praised the P99's braking and overall handling in interviews. Compared to contemporaries like the rear-wheel-drive Lotus 21, the P99 offered better grip through its AWD but incurred a penalty from the additional components, estimated at around 210 kg beyond the 450 kg minimum (with a total of 660 kg), which reduced and top speed in dry conditions. The 1961 , which reduced engine capacity to 1.5 liters and set a 450 kg minimum , favored lighter rear-drive designs by amplifying the relative disadvantage of AWD's and complexity, thereby stalling further development in the series for decades.

Preservation and Modern Demonstrations

Following its retirement from active competition in 1966, the Ferguson P99 was placed in storage and loaned to the , where it remained on display for nearly 40 years until . In , the car was retrieved by the Ferguson family and transported to the Ferguson Family Museum on the Isle of Wight for a comprehensive restoration. Over the following year, specialists rebuilt it to running condition using the 2.5-liter engine from its later races, while preserving its remarkably original condition with all major components intact, such as the pioneering . The restored P99 returned to public view in 2005, when it was driven by —whose long-standing affinity for the car stemmed from its innovative handling—at the , marking a poignant reunion. It has since appeared in numerous historic demonstrations, including the , the Monaco Historic Grand Prix in 2008, and Shelsley Walsh hillclimb events, showcasing its four-wheel-drive capabilities to modern audiences. Ownership transitioned in the post-restoration era; after being offered but not sold at RM Auctions' Automobiles of London sale in with a high bid of £410,000 against an estimate of £475,000–£575,000, the P99 entered the collection of Stuart Rolt, son of co-developer Tony Rolt. In May 2024, Rolt sold it to a private German collector, where it remains in a private collection as of November 2025, continuing to participate in select historic events.

References

  1. https://www.motorsportmagazine.com/articles/single-seaters/f1/the-incredible-4wd-f1-tractor-that-stirling-moss-adored-ferguson-p99/
  2. https://irelandmade.ie/ferguson-p99-first-awd-f1-car-season-1-episode-64/
  3. https://www.ultimatecarpage.com/car/2911/Ferguson-P99-Climax.html
  4. https://www.ferguson-museum.co.uk/racing_car.htm
  5. https://www.goodwood.com/grr/event-coverage/goodwood-revival/video-f1s-only-four-wheel-drive-winner-the-ferguson-p99/
  6. https://www.volocars.com/blog/history-of-ferguson-p99-the-first-4wd-f1-car
  7. https://www.jensenmuseum.org/harry-ferguson-research/
  8. https://www.historicracingnews.com/Article/Gallery-and-Video-The-Ferguson-P99-Four-Wheel-Drive-Formula-One-Winner/687
  9. https://www.grandprix.com/constructors/harry-ferguson-research.html
  10. https://www.fergusonclub.com/the-ferguson-formula-4-wheel-drive-matters/
  11. https://thejudge13.com/2014/02/19/f1-history-fergusons-futuristic-four-wheel-drive/
  12. https://www.ultimatecarpage.com/spec/2911/Ferguson-P99-Climax.html
  13. https://primotipo.com/2015/01/30/ferguson-p99-climax-graham-hill-australian-grand-prix-1963/
  14. https://www.motorsportmagazine.com/special-article/formula-1-track-tests/40/stirling-moss-drives-f1s-only-4wd-winner-the-ferguson-p99/
  15. https://www.youtube.com/watch?v=B_mN3vjMFcA
  16. https://www.goodwood.com/grr/f1/video-the-first-all-wheel-drive-f1-car/
  17. https://www.motorsportmagazine.com/archive/article/november-2010/41/experiment-struck-gold/
  18. https://www.formula143.org/2020/04/17/1961-ferguson-p99-fairman-moss/
  19. https://www.conceptcarz.com/z19869/ferguson-climax-p99.aspx
  20. https://www.fergusonclub.com/the-ferguson-p99-racing-car/
  21. https://www.sergent.com.au/motor/1963.html
  22. https://www.oldracingcars.com/australia/results/1963/warwick-farm/australian-grand-prix/
  23. https://www.oldracingcars.com/australia/results/1963/lakeside/
  24. https://motorheritage.org.au/four-wheel-drive-fallacy/
  25. https://www.motorsportmagazine.com/archive/article/june-1964/66/rac-hill-climb-championship/
  26. https://www.ferguson-museum.co.uk/images/p99_june_05.pdf
  27. http://historicracing.com/driverDetail.cfm?driverID=3077
  28. https://www.racingsportscars.com/driver/results/Peter-Westbury-GB.html
  29. https://www.motorsportmagazine.com/archive/article/may-2004/69/x-ray-spec-ferguson-novi/
  30. http://atlasf1.autosport.com/2000/eur/mirror.html
  31. https://www.gulfoilltd.com/technological-advancements-f1-racing
  32. https://www.racefans.net/2011/07/02/ferguson-p99-fourwheeldrive-f1-winner/
  33. https://rmsothebys.com/auctions/lf10/lots/r181-1961-ferguson-climax-p99-fourwheeldrive-f1-racing-car/
  34. https://forums.autosport.com/topic/78803-ferguson-p99-to-run/
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