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Hesketh 308
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The Hesketh 308 and its derived sister model the 308B are Formula One racing cars designed by Harvey Postlethwaite for Hesketh Racing to compete in the 1974 and 1975 World Championships. The car gave James Hunt his first World Championship Grand Prix win in the 1975 Dutch Grand Prix at Zandvoort.
The 308 replaced the ageing March 731 chassis that the team had been using since coming into Formula 1 the previous season, and was loosely based on the March design.[1] It was powered by the Ford-Cosworth DFV and when the car was first launched featured conventional front suspension comprising double wishbones with outboard mounted coil-spring damper units. Postlethwaite was looking for a way of fitting simple, lightweight progressive springing to the car and latched onto the idea of using rubber springs after a friend involved in designing rubber damping for buildings in earthquake zones suggested the idea. Early tests in 1974 proved unsuccessful until a special non-creep rubber was developed by the Malaysian Rubber Producers Association. This was formed into springs by the Aeon Products company and following more productive testing results, fitted to the car from the 1975 Argentine GP.[1] Originally, Lord Hesketh had plans to fund and have built a V12 engine to accompany the car, but this never came to pass, and the DFV V8 was used exclusively.[2] Four chassis were built over the three seasons the car competed.
On its debut appearance at the 1974 Brands Hatch, Race of Champions, Hunt put the car in pole position. The race was less successful and Hunt spun out in wet conditions on lap four. The 308 made its first Grand Prix appearance two weeks later in South Africa. This time Hunt could only qualify 13th but moved up to fifth place from the start, successfully holding that position until drive shaft failure put him out of the race on lap 65. The following week, Hunt again managed pole position at the International Trophy race at Silverstone in competition with several Grand Prix regulars. This time Hunt managed a stunning victory. From the start, Hunt dropped back with his clutch slipping and with the gear shift knob coming off in his hand. Gradually he overcame these difficulties and worked his way back to the front, eventually passing Ronnie Peterson's Lotus down the inside into Woodcote corner to retake the lead.[3]
This early success for the 308 was not repeated, and as the Grand Prix season progressed, the car proved itself to be quick but unreliable, failing several times with a variety of transmission breakages. Hunt also found himself eliminated in accidents with Tom Pryce, firstly in the Netherlands where Pryce collided with him at the first corner, and then two weeks later in France – although this time Pryce was forced into Hunt after he himself had been hit by Carlos Reutemann. Hesketh continued to steer the team towards greater levels of professionalism, and towards the end of the season, Ian Scheckter was entered in a second car for the Austrian race. Although, largely thanks to engine trouble, Scheckter failed to qualify, some within the team felt that running two cars would do much to improve the team's chances for the following season.[3]
For 1975 the 308 was updated to 308B specifications, with revised bodywork and repositioned oil radiators. The car was even more competitive and Hunt challenged for the victory in Argentina and Brazil before he broke his and the team's duck at the 1975 Dutch Grand Prix. It would be the team's only win however. He rounded off the season with several solid placings, which helped Hesketh finish fourth in the constructors' championship. The team folded at the end of the season as Hesketh could not afford to keep financing his unsponsored team, and Hunt moved to McLaren for 1976.
The 308 and 308B cars were sold to privateer teams who achieved little success. Perhaps the most famous post-Hunt Hesketh driver was Guy Edwards who arranged sponsorship with adult magazine Penthouse for 1976, which gained considerable exposure for the team. Edwards tried hard with the car, but did not score any points.
Complete Formula One World Championship results
[edit](key) (Races in bold indicate pole position, races in italics indicate fastest lap)
| Year | Entrants | Chassis | Engines | Tyres | Drivers | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | Points | WCC |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1974 | Hesketh Racing | 308 | Cosworth DFV V8 NA |
F | ARG | BRA | RSA | ESP | BEL | MON | SWE | NED | FRA | GBR | GER | AUT | ITA | CAN | USA | 15 | 6th | |
 James Hunt
|
Ret | 10 | Ret | Ret | 3 | Ret | Ret | Ret | Ret | 3 | Ret | 4 | 3 | |||||||||
 Ian Scheckter
|
DNQ | |||||||||||||||||||||
| 1975 | Hesketh Racing | 308B | Cosworth DFV V8 NA |
G | ARG | BRA | RSA | ESP | MON | BEL | SWE | NED | FRA | GBR | GER | AUT | ITA | USA | 33 | 4th | ||
| James Hunt
|
2 | 6 | Ret | Ret | Ret | Ret | Ret | 1 | 2 | 4 | Ret | 2 | ||||||||||
 Brett Lunger
|
13 | 13 | Ret | |||||||||||||||||||
| Custom Made Harry Stiller Racing |  Alan Jones
|
Ret | Ret | Ret | 11 | |||||||||||||||||
| Polar Caravans |  Torsten Palm
|
DNQ | 10 | |||||||||||||||||||
| Warsteiner Brewery |  Harald Ertl
|
8 | Ret | 9 |
References
[edit]- ^ a b Wood, John (March 1976). "Hesketh Type 308". Scale Models. Vol. 7, no. 78. Hemel Hempstead: Model & Allied Publications Ltd. pp. 118–121.
- ^ Boddy, William; Laban, Brian (1977). The History of Motor Racing. Putnam. ISBN 0-399-12026-2.
- ^ a b Lyons, Pete; Gilligan, Vin (1974). Formula One '74. Santa Ana, California: Paul Oxman Publishing Company. ISBN 0-914824-01-5.
- "Hesketh 308 STATS F1". Retrieved 2010-11-19.
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Hesketh 308
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Background and Development
Team Origins
Hesketh Racing was founded in 1972 by Lord Alexander Hesketh, a 22-year-old British peer with a passion for motorsport, establishing the team as a privateer outfit initially focused on Formula Three competition.[9][10] The venture began modestly with Anthony "Bubbles" Horsley as the first driver, using customer chassis such as the Dastle Mark 9, reflecting Hesketh's enthusiasm for racing without prior professional experience in the sport.[9][8] The team's early momentum built through successes in lower formulas, particularly in Formula Two, where driver James Hunt joined in late 1972 and secured a third-place finish at Oulton Park, competing against established Formula One talents.[9] These results, combined with strong performances in non-championship events, highlighted the team's potential and encouraged expansion into Formula One in 1973 using a customer March 731 chassis with Hunt at the wheel.[10][8] Hunt's podiums in non-championship races, such as a notable showing at the 1973 Race of Champions, further validated the outfit's competitive edge despite its amateur origins.[9] Lord Hesketh provided the financial backing from his personal fortune, enabling operations without initial reliance on major sponsorships and fostering a distinctive "gentleman's racing" ethos characterized by lavish hospitality, champagne celebrations, and a focus on enjoyment over corporate pragmatism.[10][8] This approach, exemplified by funding costs like £8,000 for a March chassis lease and £5,000 per Cosworth DFV engine, allowed the team to prioritize driver talent and rapid progression.[9] By the end of 1973, the limitations of the March 731—despite scoring points in its debut Formula One season—prompted the decision to develop an in-house car for 1974, aiming to elevate competitiveness through bespoke engineering tailored to Hunt's driving style.[9][10] This transition marked Hesketh Racing's shift from customer dependency to independent constructor status, setting the stage for the Hesketh 308's introduction.[8]Design and Engineering
Harvey Postlethwaite was appointed as Hesketh Racing's chief designer in late 1973, bringing expertise gained from his time at March Engineering, where he had modified a customer March 731 chassis for the team's 1973 Formula One entry.[1] His background included early work on Formula 2 and Formula 3 cars at March since 1969, following a mechanical engineering degree and doctoral research in automotive crash dynamics at Birmingham University.[11] Postlethwaite's role marked the team's shift from customer chassis to in-house development, with the Hesketh 308 becoming his first full Formula One design for the outfit. The Hesketh 308 drew loosely from the layout of the March 731 but introduced a custom aluminum monocoque chassis to achieve superior weight distribution and torsional rigidity.[4] This structure supported an initial conventional coil-spring suspension setup, prioritizing reliability and simplicity in the car's engineering philosophy.[4] Originally, the team explored ambitious plans to develop and fund a bespoke V12 engine to power the car, but these were abandoned in favor of the established Ford Cosworth DFV V8 for its proven performance and availability.[12] Aerodynamic design emphasized efficient airflow, featuring a notably narrow front end that tapered outward to wide, low-mounted sidepods, enabling a reduced nose height and improved underbody ventilation.[1] This configuration helped manage drag and downforce effectively within the era's regulations. In 1974, four chassis were constructed to support the team's campaign, with initial debut testing at Silverstone underscoring a development focus on agile handling qualities over raw engine power.[13][1]Technical Specifications
Chassis and Suspension
The Hesketh 308 featured an aluminum monocoque chassis constructed with a fully stressed engine, providing a lightweight yet rigid structure typical of mid-1970s Formula One designs.[6] The chassis adopted a shallow, narrow-front profile that tapered to wider sidepods, weighing approximately 589 kg and measuring a wheelbase of 2,540 mm, which contributed to balanced handling on varied circuits.[6] This configuration allowed for efficient integration of the drivetrain while maintaining structural integrity under high loads.[14] The front suspension employed a double wishbone setup with outboard coil springs over dampers and an anti-roll bar in its initial 1974 specification, offering responsive steering and compliance for the era's demanding tracks.[6] For the 1975 season, this was updated in the 308B variant to incorporate Aeon hollow rubber cone springs in place of the outboard front coil springs, introduced over the 1974/75 winter and first fitted starting at the Argentine Grand Prix to improve ride quality and reduce unsprung weight for better overall compliance.[15][14] At the rear, the suspension utilized a double wishbone arrangement with twin lower links, a single upper link, twin trailing arms, and inboard coil springs over shock absorbers, integrated seamlessly with the Hewland gearbox to enhance drivetrain efficiency and stability during cornering.[6] This design prioritized traction and minimized flex, allowing precise control under acceleration.[14] An anti-roll bar further aided in maintaining even weight distribution.[6] Braking was handled by ventilated disc brakes on all four wheels, with outboard mounting at the front and inboard at the rear to optimize cooling and reduce rotational inertia, proving effective for the high-speed braking zones common in Grand Prix racing.[6][14] Aerodynamic elements included fixed wing profiles at the front and rear, combined with contoured bodywork designed to generate downforce for improved cornering grip, while sidepod-mounted radiators facilitated efficient cooling without compromising airflow over the low-slung monocoque.[14] In the 308B evolution, radiators were repositioned fully into the sidepods, with oil coolers moved rearward, refining the aerodynamic package for reduced drag and enhanced stability.[14]Engine and Transmission
The Hesketh 308 was powered by the Ford Cosworth DFV V8 engine, a 2,993 cc unit with a 90-degree configuration, aluminium block and heads, and double overhead camshafts per bank driving four valves per cylinder.[6][16] This naturally aspirated engine delivered 485 bhp at 10,600 rpm and 363 Nm of torque at 7,000 rpm, providing the immediate power needed for Formula One competitiveness.[6][17] Fuel was delivered via a Lucas mechanical fuel injection system, while lubrication employed a dry sump setup to maintain oil pressure during high-lateral-G cornering forces encountered in racing.[18][19] Power was transmitted to the rear wheels through a Hewland FG 400 five-speed manual gearbox, configured as a transaxle unit bolted to the rear of the monocoque chassis.[16][6] The engine's cooling system featured a main water radiator mounted in the low, full-width nose, with oil coolers positioned in the sidepods ahead of the rear wheels to optimize airflow and packaging.[14] Oil capacity was configured with the dry sump's multi-stage scavenging to support sustained high-rev operation in endurance-oriented events.[18] Although initial plans included developing a bespoke Hesketh V12 engine, this project was not completed, leading the team to rely exclusively on the proven Cosworth DFV for the 308's racing campaign.[12]Racing History
1974 Season
The Hesketh 308 made its competitive debut in the non-championship Race of Champions at Brands Hatch on March 17, 1974, where James Hunt secured pole position but retired on lap 4 after spinning in wet conditions. The car's first championship appearance came at the Spanish Grand Prix at Jarama on April 28, 1974, with Hunt qualifying 11th on the grid and finishing 10th.[20] Despite the promising pace shown in qualifying, early-season reliability plagued the team, as evidenced by Hunt's subsequent retirements due to accidents in Belgium, Monaco, France, and Italy, alongside mechanical failures like transmission issues in South Africa and Germany.[21] Hunt's performance improved markedly in the European rounds, highlighted by a pole position and victory at the non-championship International Trophy at Silverstone on April 7, 1974, where he overcame a slipping clutch and gearshift problems to win by 37.9 seconds over Jochen Mass.[22] In championship events, the 308's best result was a fourth place at the Canadian Grand Prix, while Hunt retired from the Dutch Grand Prix at Zandvoort on June 23, 1974, after a collision on lap 2.[23] Additional podiums followed with third-place finishes in Sweden, Austria, and the United States at Watkins Glen, all driven by Hunt, while the team relied primarily on Hunt as its sole driver in championship events, with no additional points scored.[24] These sporadic results underscored the team's learning curve with the new chassis. The Hesketh team utilized four chassis (308/1 through 308/4) during the season, allowing for iterative setup refinements that enhanced handling and aerodynamics for the later European races.[25] Hunt's 15 points from three podiums and one fourth-place finish propelled Hesketh to sixth in the Constructors' Championship.[26] Despite ongoing reliability challenges that limited consistent scoring, the 308 demonstrated competitive potential, particularly in Hunt's hands, marking a solid inaugural year for the in-house design.[1]1975 Season
The 1975 season marked the pinnacle of the Hesketh 308's competitive success in Formula One, with the team achieving its only Grand Prix victory and securing a respectable fourth place in the Constructors' Championship with 33 points.[27] James Hunt, the team's lead driver, delivered consistent strong performances, including four podium finishes that underscored the car's potential against factory-backed rivals.[28] These results elevated Hesketh's prominence in the paddock, transforming the privately funded outfit into a celebrated underdog story.[29] The season's defining moment came at the Dutch Grand Prix on June 22 at Zandvoort, where Hunt secured his maiden World Championship victory—and Hesketh's sole F1 win—in dramatic fashion. Starting from third on the grid, Hunt gambled on switching to slick tires early in the rain-affected race, gaining crucial positions as the track dried while leaders like Niki Lauda in the dominant Ferrari pitted later. He held off Lauda by just one second over the line, clinching the win in a Hesketh 308 that proved agile in mixed conditions. The victory sparked emotional celebrations, with the pit lane erupting in unbridled joy and fans waving Union Jacks during Hunt's lap of honor, symbolizing the team's rising cult status.[30] Hunt's other standout results included second places at the Argentine, French, and Austrian Grands Prix, contributing the bulk of Hesketh's points tally. A highlight was Hunt's strong performance at the British Grand Prix at Silverstone, where he qualified ninth and finished fourth in the rain-shortened race. However, the season was marred by mechanical failures and retirements in the opening rounds, such as in Spain and Monaco, where suspension and engine issues hampered reliability despite promising pace. Mid-season, minor suspension updates were implemented to address handling inconsistencies observed in early races.[31] To bolster development, Hesketh introduced Ian Scheckter as a second driver starting at the Austrian Grand Prix, providing valuable setup data though he scored no championship points and often failed to qualify.[32] Despite the on-track highs, financial pressures mounted without major sponsorship, leading to the team's announcement in late 1975 that it could no longer sustain operations. Hunt departed for McLaren ahead of 1976, seeking better funding to pursue his title ambitions, effectively ending Hesketh's factory team era.[8]Variants and Legacy
308B and 308C Evolutions
The Hesketh 308B represented a mid-season evolution of the original 308 for the 1975 Formula One campaign, incorporating revised bodywork to optimize aerodynamics and repositioned oil radiators to enhance cooling efficiency.[14] Designed by Harvey Postlethwaite, the 308B also introduced rubber cone elements in place of the outboard front springs, improving ride quality and handling compliance.[1] Two dedicated 308B chassis were constructed, with James Hunt employing them to achieve multiple podium results, including the team's inaugural Grand Prix triumph at Zandvoort.[33] Building on the 308B's advancements, the 308C was introduced for the 1976 season as a more radical refinement under Postlethwaite's direction, emphasizing reduced weight and a lower center of gravity through a low-profile monocoque tub.[34] Key differences from the original 308 included a narrower nose section and reconfigured sidepods to boost downforce generation, while the main radiators were mounted ahead of the rear wheels for streamlined airflow.[15] The front suspension shifted to an inboard configuration with rocker arms and rubber elements, complemented by rubber additions at the rear for progressive damping.[34] Only two 308C chassis were produced. The 308C saw action in several 1976 World Championship races for Hesketh, driven by Guy Edwards, Ian Harwood, and others, but scored no points amid reliability issues.[34] This design later influenced the Williams FW05 through adaptation and strengthening efforts following Postlethwaite's departure.[34] Despite its innovative features, Hunt expressed dissatisfaction with the 308C owing to inherent rigidity shortcomings in the chassis.[34]Post-Racing Use and Impact
Following James Hunt's departure to McLaren at the end of 1975 amid financial difficulties, the Hesketh team continued with reduced resources, racing the 308C in 1976. Later that year, several 308 chassis were made available to privateer entrants. In 1976, British driver Guy Edwards raced for Hesketh using updated 308 variants, including chassis 308/2, before private entries later that year with Penthouse and Rizla sponsorship at the British Grand Prix at Brands Hatch where he qualified 25th but failed to finish, and the Italian Grand Prix at Monza with a similar non-points result.[35][36] No points were scored in these outings, highlighting the challenges faced by independent runners against factory teams.[37] The 308C design influenced the Williams FW05, developed by Postlethwaite after joining Williams, featuring a similar aluminum monocoque and suspension layout but with updated aerodynamics and a lighter structure. The FW05 debuted in early 1976 and was raced by drivers including Jacky Ickx, who entered the South African Grand Prix and the non-championship Race of Champions, as well as Arturo Merzario and Renzo Zorzi in subsequent events, before Williams shifted to purpose-built designs like the FW06 later in the season.[38][39] Several 308-series chassis survive as of 2025, with at least three in known collections: two used in historic racing events, and one unrestored example at the Donington Grand Prix Collection museum in Leicestershire, UK.[1] Chassis 308/1, the prototype raced by James Hunt to victory in the 1974 International Trophy at Silverstone, was fully restored to 1974 specification and sold at auction by RM Sotheby's in Monaco in 2014 for €280,000 to a private collector.[18] The Hesketh 308 played a pivotal role in launching James Hunt's career, providing the platform for his breakthrough 1975 Dutch Grand Prix victory—Hesketh's only world championship win—which propelled him to McLaren for the 1976 drivers' title.[40][41] It exemplified the era's "garagista" privateer teams, small outfits that briefly challenged established constructors through ingenuity and flair before corporate dominance took hold.[42] Designer Harvey Postlethwaite's work on the 308, including its innovative rubber-cone suspension derived from Citroën technology, informed his subsequent contributions at Ferrari, where his 126C series helped secure constructors' championships in 1982 and 1983.[43] Culturally, the 308 symbolizes the exuberant, party-like spirit of 1970s Formula One, often featured in biographies and media recounting Hunt's rise, such as Tom Rubython's Shunt: The Story of James Hunt and the 2013 film Rush, which dramatizes the Hesketh era's blend of on-track success and off-track hedonism.[44][45]Complete Formula One World Championship Results
(key: ab = abbreviated / did not finish (retired); nq = did not qualify; dns = did not start)| Year | Grand Prix | Driver | Entrant | Grid | Classification | Points | Notes |
|---|---|---|---|---|---|---|---|
| 1974 | South African Grand Prix | James Hunt | Hesketh Racing | 14 | Ret | 0 | Transmission |
| 1974 | Spanish Grand Prix | James Hunt | Hesketh Racing | 10 | 10 | 0 | +3 laps |
| 1974 | Belgian Grand Prix | James Hunt | Hesketh Racing | 9 | Ret | 0 | Suspension |
| 1974 | Monaco Grand Prix | James Hunt | Hesketh Racing | 7 | Ret | 0 | Transmission |
| 1974 | Swedish Grand Prix | James Hunt | Hesketh Racing | 6 | 3 | 4 | +0:13.6 |
| 1974 | Dutch Grand Prix | James Hunt | Hesketh Racing | 6 | Ret | 0 | Suspension |
| 1974 | French Grand Prix | James Hunt | Hesketh Racing | 10 | Ret | 0 | Collision |
| 1974 | British Grand Prix | James Hunt | Hesketh Racing | 6 | Ret | 0 | Spin |
| 1974 | German Grand Prix | James Hunt | Hesketh Racing | 13 | Ret | 0 | Gearbox |
| 1974 | Austrian Grand Prix | James Hunt | Hesketh Racing | 7 | 3 | 4 | +0:34.5 |
| 1974 | Austrian Grand Prix | Ian Scheckter | Hesketh Racing | - | DNQ | 0 | |
| 1974 | Italian Grand Prix | James Hunt | Hesketh Racing | 8 | Ret | 0 | Engine |
| 1974 | Canadian Grand Prix | James Hunt | Hesketh Racing | 8 | 4 | 3 | +1 lap |
| 1974 | United States Grand Prix | James Hunt | Hesketh Racing | 2 | 3 | 4 | +0:47.6 |
| 1975 | Argentine Grand Prix | James Hunt | Hesketh Racing | 6 | 2 | 6 | +0:18.5 |
| 1975 | Brazilian Grand Prix | James Hunt | Hesketh Racing | 7 | 6 | 1 | +1:26.7 |
| 1975 | South African Grand Prix | James Hunt | Hesketh Racing | 1 | Ret | 0 | Fuel injection |
| 1975 | Spanish Grand Prix | James Hunt | Hesketh Racing | 3 | Ret | 0 | Accident |
| 1975 | Spanish Grand Prix | Alan Jones | Custom Made Team McKechnie | 20 | Ret | 0 | Collision |
| 1975 | Monaco Grand Prix | James Hunt | Hesketh Racing | 1 | Ret | 0 | Accident |
| 1975 | Monaco Grand Prix | Torsten Palm | Polar Caravans Racing | - | DNQ | 0 | |
| 1975 | Monaco Grand Prix | Alan Jones | Custom Made Team McKechnie | 18 | Ret | 0 | Wheel |
| 1975 | Belgian Grand Prix | James Hunt | Hesketh Racing | 1 | Ret | 0 | Gearbox |
| 1975 | Belgian Grand Prix | Alan Jones | Custom Made Team McKechnie | 13 | Ret | 0 | Collision |
| 1975 | Swedish Grand Prix | James Hunt | Hesketh Racing | 1 | Ret | 0 | Brakes |
| 1975 | Swedish Grand Prix | Alan Jones | Custom Made Team McKechnie | 19 | 11 | 0 | +2 laps |
| 1975 | Swedish Grand Prix | Torsten Palm | Polar Caravans Racing | 21 | 10 | 0 | Out of fuel |
| 1975 | Dutch Grand Prix | James Hunt | Hesketh Racing | 3 | 1 | 9 | +34.544 |
| 1975 | French Grand Prix | James Hunt | Hesketh Racing | 3 | 2 | 6 | +0:05.7 |
| 1975 | British Grand Prix | James Hunt | Hesketh Racing | 9 | 4 | 3 | +1 lap |
| 1975 | German Grand Prix | James Hunt | Hesketh Racing | 9 | Ret | 0 | Wheel |
| 1975 | German Grand Prix | Harald Ertl | Warsteiner Racing Team | 23 | 8 | 0 | +2 laps |
| 1975 | Austrian Grand Prix | James Hunt | Hesketh Racing | 2 | 2 | 6 | +0:34.6 |
| 1975 | Austrian Grand Prix | Brett Lunger | Hesketh Racing | 17 | 13 | 0 | +3 laps |
| 1975 | Austrian Grand Prix | Harald Ertl | Warsteiner Racing Team | 24 | Ret | 0 | Electrics |
| 1975 | Italian Grand Prix | Brett Lunger | Hesketh Racing | 21 | 10 | 0 | +1 lap |
| 1975 | Italian Grand Prix | Harald Ertl | Warsteiner Racing Team | 17 | 9 | 0 | +1 lap |
| 1975 | United States Grand Prix | Brett Lunger | Hesketh Racing | 18 | Ret | 0 | Accident |