Postwhite, Harvey

Harvey graduated from the University of Birmingham , where he studied mechanical engineering , receiving a doctoral degree. Next, the Briton worked in the chemical company ICI in the research department.

Postliteyte, however, is a big fan of auto racing and the work in the chemical industry quickly bored him; in the late 1960s, Harvey joined the company March , where he works in the department involved in the creation of the chassis under the requirements of the Formula-3 and Formula-2 classes. By the 1973rd year, the briton goes into the main division of the company, engaged in the creation of the chassis for Formula 1 , and in 1974, goes to work in the camp of its former clients: the team Hesketh Racing . At first, he finalizes the equipment purchased from March , and soon he himself creates on its basis the first independent chassis of this team. For a couple of years of working with Lord Hesketh, Harvey creates several very fast cars that allow James Hunt to regularly come to the podium and even win one race.

Hesketh Racing , however, was not able to fight on equal terms with the leaders of the peloton for a long time: in 1976, Hunt went to McLaren , and not finding a replacement for him, Lord Hesckett lost interest in Formula 1 and at the end of 1978 closed the organization. Harvey, however, was no longer in the team - in the middle of the 1976 season, he went to Wolf , where he immediately developed another successful chassis: WR1 allowed Jodi Schecter to win at the debut stage of 1977, and eventually win the vice champion title.

The next few projects were less successful for the British: the ground-effect, which was more and more widely used at the time, threw Wolf back, relative to competitors. Harvey's experiments in this area did not produce any special results, and soon the team left Sheckter first, and then Walter Wolf completely closed the project. The organization’s property was redeemed by the Fittipaldi team, Postlthwaite worked for some time with the Brazilians, until in 1981 he left for Ferrari .

The new union quickly gave the result: the joint development of Harvey and Mauro Fargieri won a lot of races, brought the team two designers' cups, but a number of fatal accidents did not allow the pilots of the Italian team to become the strongest in the individual competition. In the second half of the 1980s, British development became less and less competitive and the parties ceased cooperation.

The next job for Postltwayte was Tyrrell . The team with great difficulty was gaining a budget for normal functioning, but Harvey was able to create several fast chassis, and also brought into fashion a front nose cone with a characteristic raised nose. On a technique Harvey Jean Alesi in several races fought with the clear leaders of the championship of the time - McLaren Alena Prost and Ayrton Senna .

In 1991, the briton went to Sauber , later preparing the debut Swiss chassis for Formula 1 . Sauber C12 allowed Carl Wendlinger and Jyrki Järvilehto to regularly score points and take the team to seventh place in the constructors' championship.

In 1994-98, Harvey again worked for Ken Tyrrell , and in 1999 he was tempted to participate in the project to create his own team in the world championship of the Honda concern and went to the camp of the Japanese organization. Postliteyte developed the chassis project, Dallara embodied it in the material, the test pilot Jos Verstappen began to run in a new car, but in April 1999 it was all over: during one of the test sessions at the Catalunya Harvey circuit killed a deadly heart attack. Without it, the project was actually curtailed, and the Japanese switched to cooperation with one of the existing teams of the peloton - BAR .

• Profile (English) on the website oldracingcars.com
• San Marino'83: Harvey Postelway , f1news.ru
• Farewell to a Friend ( atlasf1.com