This was the first and only Bowin car type to come out of the Joyce-Parsons association. The project took just over 12 weeks to complete.
Only one Bowin P3 was car ever built and it was driven by Queensland racing driver Glyn Scott, who fitted the car with a "spare" 1600 FVA Cosworth he bought from Piers Courage after the 1968 Tasman Series.
There were two major points about the Bowin Cars construction. The chief aim of the project was to build a car that was economical enough for Australian racers to afford and also easy to maintain - unlike most monocoques. Just as important was the fact that almost every component of the car, with the exception of the engine and transmission, was entirely manufactured in Australia.
Joyce designed his own magnesium hub carries, and all other suspension members, his own wheels, steering and so on. All components were either fabricated in his own workshops or manufactured by Australian companies - Commonwealth Aircraft Corporation cast the wheels and hub carriers.
Most non-local components simply couldn't be manufactured in Australia, although Joyce would have been willing to try local producers if they existed. Those non-Australian components include English FPT fuel cells, made of the rare material hycathane, the Girling disc calipers, fitted all round, and some other special fittings, including the lightweight aircraft battery that fits underneath the driver's knee.
The design programme for the Bowin P3 included as much planning for economic production and lifetime maintenance as for any other phase of the project. Wrapped up in the prime considerations of economics and adaptability was an intense dedication to the idea that this should be purely Australian Car.
To achieve this, Joyce borrowed no particular existing designs, but didn't consciously avoid them. Either, for the sheer sake of novelty. He believed all ideas on the car were based on sound, established practices and that the only innovations are logical and developments of these. If anything, Joyce felt the P3 may owe something to a McLaren, but the differences were really quite marked.
The monocoque chassis extends from the front bulkhead to the rearmost engine-transmission mount. The actual chassis projects forwards as far as the front suspension location, but the pedals, master cylinders, radiator and so on are hung on outriggers built on to the monocoque.
At the rear, the engine sits on integral monocoque rails, and the chassis is not an extension of the bottom or "tub"; of the cockpit part of the monocoque as on many integral chassis design cars.
The engine rails are cross-braced only at the rearmost point. The chassis is supplied complete with transmission (Hewland FT200) since the rear suspension is partly located on the transmission.
The fuel tank containers are an actual integral part of the chassis design and were built around the design intention of utilising only fuel cells as fuel carriers. The flexible cells are stuffed through apertures in the cockpit and clip into place on special mountings.
The seat is also part of the chassis and provisions has been made in its location for the installation of an auxiliary fuel tank to add to the twin 12 gallon cavities provided on each side.
The actual cockpit interior dimensions are wider than a Lotus and McLaren monocoque, although the exterior width is small. This makes for an extremely sleek and small body, with better comfort for the driver. A neat touch is the flared-out sides to the cockpit which Joyce hoped would overcome most of the driving problems associated with lack of elbow-room.
The aero-dynamics of the monocoque design basically hinged on a constant upward sloping flat line that carried through from the mouth to behind the driver's head. Which was influenced by John's practical experience with this type of design in his wind-tunnel testing work conducted on the 1968 Lotus Turbine car for Indianapolis. Many of the ideas on that car were Joyce's and he has adapted them for the Bowin P3 as well.
See the Bowin Cars website for detailed histories of the cars.
FRONT SUSPENSION: Independent by double wishbones, operating entirely on adjustable rod-ends and a separate anti-roll bar. Springing by coil springs in conjunction with Armstrong dampers incorporating adjustable spring platforms. Suspension has built-in anti-dive qualities.
REAR SUSPENSION: Fully independent double wishbone and radius arm configuration incorporating anti-squat characteristics. Fitted with Armstrong adjustable dampers and spring platform adjustment. Coil Springs. Separate adjustable anti-roll bar. Outboard drive-shafts hollow to reduce unsprung weight. Rear hub carriers magnesium, cast. Suspension operates entirely on adjustable rod-ends with provision for toe-in and camber adjustments.
FUEL SYSTEM: Capacity 12 gallons each side in fuel cells in side panel. Twin filters and breathers. Provision for auxiliary tank under driver's seat.
EXTERNAL DIMENSIONS: wheelbase 90 inch. Track front 56 inch. Track rear 56 inch ground clearance 3 1/2 inch.
PRICE: Purchase price in 1968 was $7000 Australian dollars including transmission and wheels.
CONSTRUCTORS: Bowin Designs, 18 Consul Road, Brookvale, Sydney 2100 Tel:9938 5433