F1 2002: TEAM INFO GUIDE
by
Wolf Feather/Jamie Stafford
FEATHER7@IX.NETCOM.COM
Initial Version Completed: October 7, 2002
FINAL VERSION Completed:   February 17, 2002
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CONTENTS
Spacing and Length
Permissions
Introduction
Team Information
Arrows
BAR
Ferrari
Jaguar
Jordan
McLaren
Minardi
Renault
Sauber
Toyota
Williams
Contact
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SPACING AND LENGTH
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This guide is over ***80 pages long*** in the Macintosh
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PERMISSIONS
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Permission is granted to download and print one copy of this
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INTRODUCTION
This guide is designed to provide readers with information
about the various racing teams included in F1 2002.  While
the information contained in this guide is not necessarily
meant to assist with gameplay, it may be useful information
to some readers.
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TEAM INFORMATION
This section will present each team alphabetically and some
team information.  Information is taken from the teams'
official Web sites; some information is extremely brief,
while other teams present essentially a book full of
information.
Arrows
Full Team Name: Arrows Grand Prix International, Ltd.
Web Site: http://www.arrows.com/
Sponsors and Partners: Orange, Red Bull, Lost Boys,
Bridgestone, Cosworth, Paul Costelloe
Whilst working for the Shadow team in 1977, and frustrated
by on-track results, Alan Rees, Jackie Oliver, Dave Wass
and Tony Southgate decided to start their own Grand Prix
team. On November 28th, after months of initial
preparation, Alan Rees arrived at their new factory in
Milton Keynes ready to face a big challenge. There wasn't
even a telephone in the new place, but as soon as one was
installed the next day it began to ring. People wanted to
be part of the Arrows dream. The equipment arrived on
December 5th and by January 28th, 1978, the first car (the
FA1) was ready to be unveiled to the press at a snowy
Silverstone. Ricardo Patrese was the team's first and only
driver at that time.
The car made it's debut at the 1978 Brazilian Grand Prix
where Patrese qualified in 18th position, 2.7 seconds
behind pole sitter Ronnie Peterson in the Lotus. He stayed
out of trouble and finished 10th, four laps down on the
winner, Carlos Reutemann. The next Grand Prix took place a
month later in South Africa giving the team more time to
prepare. Patrese wowed everyone with his pace, starting
from seventh position (0.87 sec. behind Nikki Lauda in his
Brabham) and taking the lead halfway through the race.
Unfortunately his Ford engine gave up 14 laps before the
finish, taking with it Arrows' hopes for an early win.
There was also trouble brewing away from the track.
When the new Shadow car was shown to the press, it was
noticed that it looked exactly like the Arrows car. As
most of the Arrows team-members were former Shadow
employees, Shadow accused the Arrows team of plagiarism
and sued. The High Court in London ruled in favour of
Shadow, stating the Arrows FA1 was a copy of the Shadow,
and Arrows was forced to build a new car. In a record
breaking time of just four weeks, the new car was built
and ready to race but there were still problems on the
horizon
During the Italian Grand Prix that year there was a 10-car
pile-up on the first lap of the race. Patrese was later
accused of causing the accident as he hit the McLaren of
James Hunt that in turn hit the Lotos of Ronnie Peterson,
sending him into the barriers. Peterson was to later die
from his injuries and Patrese was suspended for the next
race because he was held indirectly responsible. Patrese
lived with this accusation for many years before he was
finally cleared of any blame.
By the end of the debut season, Arrows had accumulated 11
World Championship points and had beaten their old team,
Shadow, in the Constructors' Championship.
In 1979, Arrows fielded two cars in the World Championship
and Patrese was joined by Jochen Mass. It wasn't until the
last race of the year that they were able to score points
but the next year, 1980, would see the cars competing more
strongly. At the United States Grand Prix at Long Beach,
Patrese finished second, behind Nelson Piquet, and by the
end of the year the team had amassed enough points to take
seventh place in the Constructors' Championship, equal to
McLaren and ahead of Ferrari.
In 1979, Arrows fielded two cars in the World Championship
and Patrese was joined by Jochen Mass. It wasn't until the
last race of the year that they were able to score points
but the next year, 1980, would see the cars competing more
strongly. At the United States Grand Prix at Long Beach,
Patrese finished second, behind Nelson Piquet, and by the
end of the year the team had amassed enough points to take
seventh place in the Constructors' Championship, equal to
McLaren and ahead of Ferrari.
In 1980, Tony Southgate left the team and David Wass
assumed the mantle of Chief Designer. At the 1981 San
Marino Grand Prix the team came tantalisingly close to its
first win but Patrese had to settle for second place, just
4.5 seconds behind Piquet. New driver, Siegfried Stohr,
who replaced Mass was unable to score any points so he too
was replaced, this time by Jacques Villeneuve, the brother
of Gilles. Patrese scored all 10 points the team achieved
that year but then left the Arrows at the end of 1981 to
join the Brabham team.
The 1982 season started badly for Arrows with Mauro Baldi
and Brian Henton unable to even qualify for the first
Grand Prix and, after five races, Henton was replaced by
Marc Surer. By the end of the season Arrows had only
scored five points. This was not good enough for the team
and plans were put in place to build for the future. Tough
seasons in 1983 and 1984 followed but, by the beginning of
1985, Arrows had a stronger car, an engine supplied by BMW
and a solid driver line-up in Gerhard Berger and Thierry
Boutsen. This combination gave Arrows 14 points that year
and it looked like the team was on its way up.
The 1982 season started badly for Arrows with Mauro Baldi
and Brian Henton unable to even qualify for the first
Grand Prix and, after five races, Henton was replaced by
Marc Surer. By the end of the season Arrows had only
scored five points. This was not good enough for the team
and plans were put in place to build for the future. Tough
seasons in 1983 and 1984 followed but, by the beginning of
1985, Arrows had a stronger car, an engine supplied by BMW
and a solid driver line-up in Gerhard Berger and Thierry
Boutsen. This combination gave Arrows 14 points that year
and it looked like the team was on its way up .
The 1982 season started badly for Arrows with Mauro Baldi
and Brian Henton unable to even qualify for the first
Grand Prix and, after five races, Henton was replaced by
Marc Surer. By the end of the season Arrows had only
scored five points. This was not good enough for the team
and plans were put in place to build for the future. Tough
seasons in 1983 and 1984 followed but, by the beginning of
1985, Arrows had a stronger car, an engine supplied by BMW
and a solid driver line-up in Gerhard Berger and Thierry
Boutsen. This combination gave Arrows 14 points that year
and it looked like the team was on its way up.
The 1982 season started badly for Arrows with Mauro Baldi
and Brian Henton unable to even qualify for the first
Grand Prix and, after five races, Henton was replaced by
Marc Surer. By the end of the season Arrows had only
scored five points. This was not good enough for the team
and plans were put in place to build for the future. Tough
seasons in 1983 and 1984 followed but, by the beginning of
1985, Arrows had a stronger car, an engine supplied by BMW
and a solid driver line-up in Gerhard Berger and Thierry
Boutsen. This combination gave Arrows 14 points that year
and it looked like the team was on its way up.
Berger departed for Benetton in 1986 and his replacement,
Christian Danner, scored the teams' only point that year.
This was a big disappointment for Arrows but the arrival
of new designer, Ross Brawn, produced a car that helped
its drivers Eddie Cheever and Derek Warwick to pick up 11
points. In 1987 the team was even stronger and often on
the pace with the powerful factory-backed teams, finishing
sixth in the Constructors? Championship. More good fortune
was on the way.
Berger departed for Benetton in 1986 and his replacement,
Christian Danner, scored the teams' only point that year.
This was a big disappointment for Arrows but the arrival
of new designer, Ross Brawn, produced a car that helped
its drivers Eddie Cheever and Derek Warwick to pick up 11
points. In 1987 the team was even stronger and often on
the pace with the powerful factory-backed teams, finishing
sixth in the Constructors' Championship. More good fortune
was on the way.
With a more or less unchanged car in 1988, Arrows took
fourth place in the Constructors' Championship. The team
continued its good form in 1989. A long pit-stop in Brazil
scuppered Warwick's chance of taking Arrows' first win but
a podium finish for Cheever in Detroit did much to
motivate the team.
The team continued its good form in 1989. A long pit-stop
in Brazil scuppered Warwick's chance of taking Arrows'
first win but a podium finish for Cheever in Detroit did
much to motivate the team. At the end of 1989 the Arrows
team needed an injection of cash if it was to continue in
Formula One and it was at this point that the Japanese
Footwork Corporation bought a major share of Arrows,
splitting the directorship of the team between Jackie
Oliver, Alan Rees and Mr. Nagata from Footwork.
The 1990 season began with two new drivers, Alex Caffi and
Michele Alboreto, and a new engine from Porsche but again
the results just wouldn't come their way. In 1991, the
team was renamed 'Footwork' but the change of name didn't
produce a change of fortune and the struggle continued. It
wasn't until 1992, when Footwork teamed up with Mugen,
that the results changed. Alboreto scored six points that
year, taking seventh place for the team in the
Constructors' Championship.
The 1990 season began with two new drivers, Alex Caffi and
Michele Alboreto, and a new engine from Porsche but again
the results just wouldn't come their way. In 1991, the
team was renamed 'Footwork' but the change of name didn't
produce a change of fortune and the struggle continued. It
wasn't until 1992, when Footwork teamed up with Mugen,
that the results changed. Alboreto scored six points that
ear, taking seventh place for the team in the
Constructors' Championship.
The 1990 season began with two new drivers, Alex Caffi and
Michele Alboreto, and a new engine from Porsche but again
the results just wouldn't come their way. In 1991, the
team was renamed 'Footwork' but the change of name didn?t
produce a change of fortune and the struggle continued. It
wasn't until 1992, when Footwork teamed up with Mugen,
that the results changed. Alboreto scored six points that
year, taking seventh place for the team in the
Constructors' Championship.
Another tough season followed in 1993 because, although
the Footwork Mugens, now driven by Derek Warwick and Aguri
Suzuki, were qualifying higher up the grid, the race
results were poor and only 4 points were scored.
Footwork reduced its involvement in the team at this point
so in early 1994 it was renamed 'Arrows Grand Prix
International'. Warwick and Suzuki were replaced by F3000
Champion Christian Fittipaldi and Gianni Morbidelli who
together brought in nine points for the team that year.
Fittipaldi headed off to the American Indycar series at
the end of the year but a replacement was quickly found in
Taki Inoue, a Japanese driver.
A shortage of funds in 1995 forced Arrows to take on
drivers who brought sponsorship money with them. Inoue
didn't make the grade on the track but as he brought
finance it was Morbidelli who the team had to begrudgingly
let go. Max Papis arrived to take his place but for the
last three races Morbidelli returned and duly rewarded the
team for having faith in him by finishing on the podium in
Australia!
In March 1996, the Arrows team was bought by TWR Group
owner, Tom Walkinshaw, who moved the entire operation to
new headquarters in Leafield, Oxfordshire. Walkinshaw's
dream was to turn Arrows into a top-line team. He set
about his task and hired two promising young drivers, Jos
Verstappen and Riccardo Rosset. The team proved itself to
be fast in qualifying but needed to start producing strong
race results so Arrows needed a driver with a proven
record.
Walkinshaw pulled off the coup of the year and signed
newly-crowned F1 World Champion Damon Hill for the 1997
season. With the new Yamaha engine and Bridgestone tyres,
the team had a fighting chance and, at the Hungarian Grand
Prix, the moment they had all been waiting for arrived -
almost. Hill had put in a stunning performance and was
leading the race when, on the penultimate lap, he slowed
dramatically. Hydraulic problems had finally beaten him
and on the very last lap Jacques Villeneuve got past to
take the chequered flag. Although delighted with second
place, the team was greatly disappointed after getting so
close to a victory.
In 1998, John Barnard, the famed ex-Ferrari designer
joined the team along with two new drivers, Mika Salo and
Pedro Diniz. Together they scored six points that season.
A lack of money for testing and development meant that the
black-liveried A19 quickly fell of the pace. The Hart
designed Arrows V10 which the team built in the absence of
a factory deal couldn't match the power of Mercedes,
Renault, Ferrari and the like so did not allow the team to
exploit the car. Apart from a great drive by Salo to claim
fourth in Monaco, the year was disappointing. Barnard
departed, replaced by Mike Coughlan who designed the A20
for the 1999 season.
Pedro de la Rosa and Tora Tagaki took the driver's seats
in 1999 and, in his debut race, Pedro finished in sixth
place, taking one World Championship point. Unfortunately
this was to be the only point Arrows collected in 1999. At
the beginning of the same season, the Arrows team needed
another injection of cash and it was Nigerian Prince Ado
Ibrahim Malik who offered the rescue package. In return
for becoming a co-director with Walkinshaw, Malik sourced
a 45% buyout of the team from Morgan Grenfell. However,
Malik's continued failure to source sponsorship money was
resulted in his departure at the end of that season.
It was time to move onwards and upwards. Pedro de la Rosa
was re-signed for 2000 and was joined by Jos Verstappen.
In March 2000, telecommunications giant, Orange, joined
Arrows as title sponsor. The increased investment, in
addition to a new management structure, aided the team's
ability to develop and create greater security for the all
new OrangeArrows Team. The A21 chassis, powered by a
Supertec V10 engine proved to be a strong combination and
Vertappen and de la Rosa were both able to fight with the
front-runners. Finishing seventh in the Constructors'
Championship was a great result for the team and this
impressive performance was duly awarded when Arrows was
voted 'Most Improved Team of the Year, 2000' in a public
opinion vote.
In 2001, Arrows looked to build on its strong results from
the previous year. Powered by a new Asiatech engine
package, and with fresh faces in the race team and design
office, the team was confident of success. Early signs
were indeed positive, with the A22 proving its reliability
in Australia, and Jos Verstappen giving possibly the drive
of the season in rain-soaked Malaysia, which left the team
desperately unlucky not have finished in the points.
Despite other strong efforts, notably in Canada and
Germany, the team's best result came in Austria, where a
consistent drive by Verstappen saw him bring home a
valuable point, in what otherwise proved to be a tough
season for Arrows.
BAR (British American Racing)
Full Team Name: British American Racing Honda
Web Site: http://www.britishamericanracing.com/
Sponsors and Partners: Lucky Strike, Honda, Tiscali,
Intercond, smugone.com, Sonax, Bridgestone, EDS,
Koni Racing, Acorn, OZ Racing, Barco, Cartwright,
PerkinElmer, Lincoln Electric, Sandvik Coromant,
CRP Technology, DeVilbiss Automotive Refinishing,
AMIK, Acer, NTT DoCoMo, Bottaro
British American Racing (B.A.R) was formed in November
1997 by Craig Pollock, Reynard Racing Cars and British
American Tobacco. British American Racing purchased
Tyrrell Racing shortly afterwards and moved to a state-of
the-art 86,000 square foot headquarters in Brackley, near
Northampton (UK). The facility boasts some of the most up
to-date, technologically advanced engineering machinery
available, including a purpose-built wind tunnel.
B.A.R was launched to the world's media on 2 December
1997. Jacques Villeneuve, the reigning Formula One World
Champion, signed to drive for the fledgling team in July
1998; Ricardo Zonta joined three months later and the
inaugural driver line-up was complete. With everything in
place, B.A.R staged its first team launch at Brackley in
January 1999 - only 14 months after it was founded. The
team competed in its first-ever Formula One race in
Melbourne, Australia on 7 March 1999.
Lessons learnt from a tough first season were put to good
effect. The new Honda-powered BAR002 came 4th and 6th on
its first competitive outing in 2000 and went on to finish
the season equal on points with fourth-placed Benetton.
British American Racing had finally arrived.
However, after such a successful second year, Lucky Strike
B.A.R Honda was unable to continue the momentum into 2001
and the year petered out into mediocrity. Jacques
Villeneuve had been joined by the highly experienced and
versatile Olivier Panis to form one of the best driver
line-ups in Formula One. However, despite grabbing the
team's first podiums in Spain and Germany, not even the
mercurial French-Canadian was able to really conquer a
hard-to-handle car.
2002 would have to be a completely fresh start and an all
new car - the BAR004 - was only the tip of the iceberg.
Honda designed a completely new engine - the RA002E - and
announced that it has reached agreement for a new three
year partnership with the team. In practical terms that
means Honda is stepping up its involvement in the chassis
programme and clearly focusing its resources on Formula
One to underline its determination to win the World
Championship.
More good news emerged in the form of an additional
commitment from technical partner Bridgestone. The Japanes
tyre giant announced that it has also laid the foundations
for a long-term partnership with Lucky Strike B.A.R Honda.
Finally and perhaps of most significance, the team
revealed that David Richards, founder of Prodrive, would
take over the reins as Team Principal, following the
departure of Craig Pollock.
David Richards' first task was to make a detailed and
extensive review of the team. As a result of this study a
new structure was implemented to give clearer lines of
reporting, more focused accountability and an overall
leaner organisation. Malcolm Oastler and Andy Green both
left the team and there was a reduction of some15% of the
workforce at the Brackley based team.
Richards commented: 'I have the greatest respect for the
people who created this team, and the dedication they have
shown to the task, but at the end of the day the
organisation has not delivered. I know that Malcolm and
Andy recognise that the results have been below their
expectations and I appreciate their disappointment and
thank them for their efforts.'
'We need to build a team with a very clear structure, with
the very best people and give them the responsibility to
deliver against precisely determined goals. As I have said
from the beginning, B.A.R has many extremely talented
people and what we are now doing is giving them the
framework within which they can fulfil their true
potential.'
Following the restructure, the new management team has
immediately set about the task of turning B.A.R into a
future World Championship contender, although they are
under no illusions that it will take a couple of years
before all the ingredients are in place to challenge the
top 3 teams.
Realistically, 2002 has been all about laying a
foundation, paving the way for the achievement of solid
longer-term objectives. A great deal of hard work lies
ahead and B.A.R will rely heavily on the excellent
relationship it has with its partners Honda and
Bridgestone to achieve its ambitions.
With this in mind B.A.R signed Jenson Button in July in a
four-year deal. 2003 looks like being a very interesting
year indeed.
Ferrari
Full Team Name: Scuderia Ferrari
Web Site: http://www.shellmotorsport.com/
ferrari/index.html
Sponsors and Partners: Shell
Scuderia Ferrari, formed in 1929 in Modena, has stamped
it's charismatic identity on the history of the Formula
One World Championship, the legend and achievements of
it's scarlet racing cars standing above all others.
Motor racing's most successful team, with countless
sportscar wins and an unrivalled 113 Grand Prix victories
to its credit, out of 586 Grand Prix starts the stable of
the prancing horse is also its most historic, exuding
boundless emotion. Ferrari has contested every World
Championship since the title was inaugurated in 1950, and
employed the talents of some of the sport's most colourful
and talented personalities.
Journeyman racing driver Enzo Ferrari was manager of the
most successful of the many private teams racing Alfa
Romeos in the 1930s, using the emotive cavallino rampante
(prancing horse) emblem for his Modena-based team; the
heraldic gift was presented by the Italian World War One
flying ace Francesco Baracca's family. Ferrari eventually
became Alfa Romeo's factory sporting director before
resigning and setting up his own team in 1940; and with
the designer GioacchinoColombo, the first racing car to
carry the Ferrari name on it's engine, the 125S, was
created. It competed in that year's Mille Miglia race.
After World War Two, Ferrari was amongst those leading the
revival of motor racing in Europe. Based in the Modena
suburb of Maranello, the new marque initially enjoyed
success in sportscar racing, scoring its debut race win in
1947. The first Formula One design followed in 1948,
penned by the gifted former Alfa designer, Aurelio
Lampredi.
The advent of the new World Championship saw Ferrari
developing its V12 engine - a configuration that was to
become synonymous with his name - the marque claiming its
first Grand Prix win in 1951 with the Shell fuel and
lubricated 4.5-litre 375. This set the stage for Ferrari's
domination of the 1952 season, when Alberto Ascari won the
first of his back-to-back world titles in Formula Two
machinery (as set out by new regualtions). The unrivalled
talent of Juan Manual Fangio was dominant at this time,
and the World Championship crown did not return to
Maranello until the Argentinean joined Ferrari in 1956.
The final World Championship achieved by a front-engined
car was to be Ferrari's honour in 1958. Fittingly,
Britain's Mike Hawthorn claimed the title at the wheel of
a car named after Ferrari's son, Dino, who had succumbed
to leukaemia two years earlier. The following season's
rear-engine revolution left Ferrari trailing the British
teams, as Enzo was reluctant for change. However, in 1961,
Ferrari's new designer Carlo Chiti created the famous
(rear-engined) 156 shark nose which carried American Phil
Hill to the World title in convincing style.
John Surtees, a World Champion on two wheels, piloted the
first monocoque-chassis Ferrari to the World title in
1964, and just missed out on another crown in 1966, the
debut season of the three-litre formula.
1968 saw Grand Prix cars radically change in their
appearance, when Ferrari introduced the use of ground
effect rear wings. However, the late 1960s proved to be
somewhat of a dry spell for the team.
An all-new flat (boxer) 12 engine, designed by Mauro
Forghieri put the prancing horse back in contention for
the 1970 World Championships. With the support of it's new
partner Fiat, Ferrari opened its own test facility at
Fiorano in 1972, replicating sections of the world's most
demanding circuits and featuring speed sensors and
television cameras covering every metre of track. The end
of the 1973 season saw the arrival of Luca di Montezemolo
as racing director, and he persuaded the commendatore to
hire the young Austrian driver Niki Lauda from the
struggling BRM team. This partnership was to herald the
full-scale revival of the marque's fortunes.
Ferrari and Lauda dominated the 1975 season, claiming the
Driver's title, and di Montezemolo moved on to other
responsibilities within Fiat. 1976 started where the
previous season left off, with Lauda convincingly
dominating the championship. However, his near-fatal
accident at the Nurburgring put him out of action for
several months, and despite his heroic comeback at Monza,
he relinquished the crown to James Hunt. The following
year, he re-claimed the title.
Lauda left Ferrari before the end of the year, and was
replaced by the young Canadian, Gilles Villeneuve. Ferrari
remained competitive throughout the end of the decade, and
South African Jody Scheckter clinched the 1979 World crown
(Ferrari's last) in his first season with the team.
The face of Grand Prix racing changed yet again with teams
embracing the turbo-charged engine and a ground-effect
design philosophy that was to prove ultimately fatal.
Ferrari was slow to embrace turbos, not fielding its first
turbocharged mount until the 1981 season. British designer
Harvey Postlethwaite replaced Forghieri in 1982, and his
designs propelled the team to the brink of the
championship, only for fate to cruelly strike down their
drivers, Gilles Villeneuve and Frenchman Didier Pironi.
The team managed to gather their emotions and won
consecutive Constructors' titles. The pace of technical
development stepped up a gear in 1986 with the opening of
a wind tunnel and the appointment of design innovator John
Barnard, from Mclaren, as technical director.
At a dinner in 1987, the ailing Enzo Ferrari poignantly
announced: 'I'm coming up to the finishing line,' and just
a few weeks after a Papal visit to Maranello, he passed
away on 14 August 1988 in Modena at the age of 90. The
racing gods smiled on his emotional legacy when the
scarlet cars scored a famous one-two in the Italian Grand
Prix a month later.
Barnard's first design for the marque featured a
revolutionary semi-automatic gearbox and the car won on
its debut in 1989. His temporary departure at the end of
that season affected the team's planning for the 1990
campaign, and Alain Prost narrowly failed to win the
championship when he was punted off the track by Ayrton
Senna at Suzuka. Barnard's return in 1992, along with the
appointment of Montezemolo as company president and
Frenchman Jean Todt as racing director, restored the
team's momentum.
The 1994 and 1995 seasons saw steady development of the
team's performance with Gerhard Berger and Jean Alesi
bringing the prancing horse back to the brink of success.
The addition of the then World Champion Michael Schumacher
- and Shell fuel and lubricants for the first time since
1973 - to the marque's 1996 package saw Ferrari achieve
three inspired victories in Spain, Belgium and Italy.
With the new development V10 in the 1999 F399, and the
unrivalled support of Shell, the famous stable of the
prancing horse took the Constructors' Championship and
narrowly missed out on the Drivers' Championship. However,
the team returned with a vengeance in 2000 to win the
Drivers' and the Constructors' Championship once again for
the legendary marque.
Jaguar
Full Team Name: Jaguar Racing
Web Site: http://www.jaguar-racing.com/
Sponsors and Partners: HSBC, Beck's, AT&T, EDS, DuPont,
HP, Michelin, Castrol, Lear, 3D Systems, Aqua-Pura,
Rolex, s.Olivier, Volvo Trucks
Jaguar Racing extends a long and distinguished motorsport
tradition with its entry into the 2002 Formula One World
Championship. The company has been involved in motorsport
since it was founded in 1922. Seven times it has won the
world's toughest endurance race at Le Mans, been World
Sports Car Champions three times and in 1956 won both Le
Mans and the Monte Carlo Rally in the same year.
The roll call of drivers who have raced Jaguars during the
past 50 years reads like a Who's Who of motorsport. In the
Fifties, Mike Hawthorn, Paul Frere, Duncan Hamilton and
Stirling Moss were regulars with the Jaguar team. Jackie
Stewart (and brother Jimmy), Sir Jack Brabham, Briggs
Cuningham and Graham Hill all drove Jaguars during
successful racing careers. In more recent times, Martin
Brundle, Tom Walkinshaw, Derek Warwick, Patrick Tambay,
John Watson, Eddie Cheever and Jan Lammers all drove for
Jaguar.
The lessons learned on the race tracks will benefit the
Company's customers around the world as Jaguar prepares to
expand its model range. This will extend the appeal of the
marque to new sectors of the premium car market.
Jordan
Full Team Name: Jordan Grand Prix
Web Site: http://www.f1jordan.com/
Sponsors and Partners: Deutsche Post, Benson & Hedges,
Damovo, Brother, Imation Corp., Hewlett-Packard,
Virgin Mobile, Liqui Molly, MasterCard, Puma,
Infineon, vielife, Powermarque, Sparco, Grundig,
Laurent-Perrier, Honda, Bridgestone, Celerant
Consulting, Schroth, Touchpaper, Imasaf, KPMG,
Attenda, Tridion, Bang New Media
Founded in 1991 by flamboyant Irishman Eddie Jordan
Jordan Grand Prix has brought colour and a sense of humour
to Formula One. In just over a decade in the sport, the
team has also produced impressive results, notably three
race wins, a further fourteen podiums, plus six front rows
in qualifying.
In 1998 the team broke the top four strangle-hold of
Ferrari, Williams, McLaren and Benetton which had stood
since 1989; in 1999 Jordan went one better - beating two
former world champions, Williams and Benetton, to leave
only the might of Ferrari and McLaren un-challenged. In
2000, Jordan was the only team to join McLaren and Ferrari
on the front row of the grid, but the team suffered
reliability problems which, allied to much bad luck, saw
it slip to sixth in the Championship. 2001 saw Jordan
begin a long-term partnership with Honda Motor Company and
move up to fifth in the World Championship.
Jordan Grand Prix is based in England at a purpose built
factory opposite Silverstone circuit in Northamptonshire
which in 2001 expanded to house ever growing departments
and staff numbers. The team's wind tunnel is housed in
nearby Brackley, five miles from Jordan's headquarters.
From just 43 employees in its first season, the team has
grown to employ just over 200 staff whilst its budgets
have increased 600 percent over the last decade. A new
state of the art factory, adjacent to the current site, is
scheduled for occupation in time for the 2004 season.
Jordan enjoys financial backing from sponsors Deutsche
Post and Benson and Hedges with a further twenty sponsors,
plus equity investment from investment bank Warburg,
Pincus*. In addition, from the start of the of the 2001
season, the team has enjoyed competing with Honda works
engines and now enters its second year of a long-term
partnership with Honda in 2002. This support enables
Jordan to invest in the very latest technologies necessary
to become a powerful force within Formula One.
For the 2002 season, Jordan will fight for the World
Championship with Italy's Giancarlo Fisichella, who
returns to Jordan on a three year deal after a four year
absence, and 2001 British F3 Champion and Japan's young
talent, Takuma Sato. Sato's initial two year contract
alongside Fisichella gives Jordan vital continuity and a
dynamic and strong long-term driver line up which will be
key in the team's development with Honda.
In 2002, Jordan announced a new racing team name and logo:
DHL Jordan Honda.
* Jordan Grand Prix was the first Formula One team to
acquire equity investment from a financial institution.
The deal was announced in November 1998.
McLaren
Full Team Name: McLaren International
Web Site: http://www.mclaren.com/
Sponsors and Partners: West, Mercedes, Mobil1, Michelin,
BAE Systems, BS Catia, Computer Associates, Loctite,
Siemens Mobile, Sun Microsystems, BOSS, SAP, Schuco,
Warsteiner, Advanced Composites Group, Canon,
Charmilles, Enkei, GS Battery, Kenwood, Mazak Machine
Tools, Sports Marketing Surveys, Tag Heuer, Targetti
Lightning, T-Mobil
Over the next few weeks, we will take you through a
complete history of the McLaren team, from the first ever
Grand Prix car produced and driven by Bruce McLaren in
1966 right through to the present day. In the first part
of our series we look at how it all began and take you
through to 1970.
When Bruce McLaren died in a testing accident at Goodwood
in 1970 at the young age of 33, he had already established
a rich heritage which he was to leave to the World of
motor racing. His team had been phenomenally successful in
various forms of racing, he had been successful as a
driver, and he had been much admired as a person and
greatly loved in the sport.
That heritage has survived throughout the years. Teddy
Mayer ran the team for a decade after McLaren's death, Ron
Dennis then took it over and in the last 20 years, the re
named McLaren International has enjoyed incredible
success, run with an attention to detail that the founder
would have appreciated.
McLaren's early links with Ford, for instance, are
mirrored by those currently with Mercedes. To move into
Grand Prix racing, McLaren established his team under the
flight path at Colnbrook, near Heathrow. Entering the new
Millenium, McLaren International's new Paragon Centre on
the outskirts of Woking in Surrey is establishing new
standards for racing and performance car construction.
But it all began on the other side of the world. Bruce
McLaren was born in Auckland, New Zealand on August 30,
1937. His father, Leslie, ran a garage and having raced
motorcycles, moved to racing cars after the war.
Bruce McLaren himself had an extraordinary childhood; aged
nine, he contracted Perthe's disease which affects the
hip. After a month in hospital, he spent three years in a
home for crippled children, his legs in plaster casts,
lying in traction, immobile for months on end. Later he
would be allowed a wheelchair but at one time there were
fears that he would never walk again. He did so, of
course, but with a limp; his left leg was 1 1/2 inches
shorter than his right. All this time, however, he studied
and was able to graduate to an engineering course at
Seddon Memorial Technical College. But he was already
intrigued by motor sport. His father bought an 750 cc
Austin Ulster Seven but it scared him rigid. Bruce,
however, persuaded his father that he should race it and
an early rival was one Phil Kerr, who was to become a
mainstay in the McLaren team.
When the Austin was sold(it is now in Woking) Bruce raced
his father's Austin Healey 100 in 1956/7, but when this
expired, McLaren managed to buy a bob tailed centre seat
Cooper, previous raced by Jack Brabham.
All this time, Bruce was still a student but managed a
kind of correspondence course with Brabham in England to
sort out the car. Brabham then suggested bringing a pair
of Formula Two Coopers to New Zealand for the winter and
that Bruce would drive one of them. There was a fair
amount of success, and Bruce went on to become New
Zealand's first 'Driver to Europe' in 1958.
McLaren sold his own car and instead bought a new Cooper
when he arrived in England. It was the start of his
international career, and he learned about European racing
as he trailed the little Formula Two car from race to
race. But it was finishing fifth overall and first in
Formula Two in the German Grand Prix at the Nurburgring
that really established him. He took a 1960cc Formula Two
car home to New Zealand and won his national championship
that winter.
For 1959, McLaren was signed as a Cooper Formula One
driver which he would remain for the next six years. His
teammate was Jack Brabham and in that first year, he won
the final Grand Prix of the year at Sebring. He was the
youngest ever winner of a Grand Prix at 22, and his
teammate won the World Championship.
Bruce became engaged to Patty Broad that winter, and would
marry her the following year. On his return to Europe, he
was Brabham's teammate again, and once again, the Aussie
won the World Championship. McLaren actually led the
championship for a race and won in Argentina. He was
second to Brabham in the championship.
Brabham now left the team, leaving McLaren as team leader,
but new engine regulations cost the team dearly in 1961.
It was better in 1962 when McLaren was allowed some say in
the design process and he won at Monaco, finishing third
in the championship. The following year, however, was very
difficult. Patty McLaren was injured in a water skiing
accident, John Cooper was badly injured in a road
accident, Bruce himself was thrown out of his
uncompetitive car at the Nurburgring and was knocked out.
McLaren began to look for alternatives.
As usual, McLaren wanted to take a car down to New Zealand
to race in the Tasman series, but his suggestion to slim
down a pair of Coopers for himself and American Timmy
Mayer, fell on deaf ears at Cooper. So late in 1963, Bruce
McLaren and Mayer's brother Teddy registered the name
Bruce McLaren Motor Racing Ltd was registered. The series
was a success in that Bruce won the championship, but
tragic because Mayer was killed. It had sewn the seeds,
however. He would say that there was nothing like
designing, building, running and racing your own cars. It
was full circle. While he would continue as a Cooper
Formula One driver for another two seasons scoring 13pts
in 1964 and 10 the following year his own company was
being established.
While Formula One remained the major series, big banger
sports cars were also fashionable on either side of the
Atlantic. Bruce, via Mayer, bought the ex Mecom/Penske
Zerez Special and raced it in Europe. That spawned the
idea of their own car, the McLaren M1, and that was put
into production by Peter Agg's Lambretta Trojan Group in
Rye, Sussex. They would make and sell 200 McLarens during
the next ten years. McLaren was also involved in the
development of Ford's GT cars.
McLaren was still Cooper's number one driver in 1965, but
Charles Cooper died and son John sold the team to the
Chipstead Motor Group. McLaren, helped by a former
Concorde senior scientific officer called Robin Herd,
began to seek other areas than sports cars
McLaren's first ever Grand Prix car, the McLaren Ford M2B
appeared at Monaco for the first Grand Prix for the new
three litre Formula on May 22, powered by a slimmed down
but still capacious Ford Indy V8. It was the Mallite
monocoque successor to Robin Herd's M2A test car. It
qualified tenth of sixteen runners, but completed just
nine laps before retiring with an oil leak. Two non starts
in Belgium and Holland sandwiched a sixth place at Brands
Hatch for the British Grand Prix with the weak Serenessima
V8 engine. The team, however, was waiting for the return
of the Ford V8, and they did the last two races of the
year, McLaren taking fifth Watkins Glen, but the engine's
swansong resulted in retirement. Chris Amon, who should
also have raced for the team, never did so. However, in
its first year, McLaren's Formula One team attempted six
out of nine races, raced in four of them, and scored
points in two. At the same time, the team was also busy in
the British Group 7 sports car series while McLaren and
Amon won Le Mans in a 7.0 Ford GT Mark 2.
For their second year, McLaren decided to race just one
car in Formula One with the team boss in the cockpit.
Initially, they would have a 2.1 BRM engine available, but
a 3.0 V12 unit was on its way. So Robin Herd adapted the
M4A, initially a Formula 2/3 car, to be used with the
smaller engine, this being called the M4B.
McLaren did just two Grands Prix in this car, it being
tailormade for the twists and turns of Monaco where he
finished a fine fourth, although second was on the cards
until a pit stop. But he crashed on lap two due to an oil
slick in the Dutch Grand Prix and that was the end of the
M4B effort.
Instead, McLaren subsequently raced an Eagle in France,
Britain and Germany, although without any success,
certainly not that enjoyed by Gurney in the preceding
Belgian Grand Prix which he won.
McLaren then did the remaining four races in the
championship in Herd's M5A with its BRM V12 engine, but
while he finished the first of those races in seventh
place, he failed to finish the remaining three although he
qualified in the top ten each time and on the front row at
Monza.
Greater success was enjoyed by the orange M6As in CanAm
racing where McLaren and Deny Hulme won five out of six
races and Bruce became champion. (Hulme was Formula One
World Champion for Brabham). The boss also did a few
Formula Two races too... All this while running a
successful customer side, although the cars were produced
by Trojan.
Partly thanks to Goodyear and Gulf Oil, Denny Hulme signed
up with McLaren to make a formidable Kiwi combination in
1968. The pairing of Formula One World Champion and CanAm
champion racing together in both series was a powerful
one. But McLaren, like Lotus and Matra, also had the
benefit of the new DFV engine which gave some sixty bhp
more than the BRMs. Once again, the chassis design was
mainly by Robin Herd, before he left for Cosworth.
However, the first race of the season was some four and a
half months before the second, so Hulme only raced a BRM
engined M5A in South Africa where he finished fifth. Next
up came two non championship races in England, ideal tests
for the new Cosworth powered M7A and it performed
magnificently: victory for McLaren in the Race of
Champions at Brands Hatch, for Hulme at the International
Trophy at Silverstone, with McLaren second.
The rest of the season went pretty well too, although
Lotus with Hill and Matra with Stewart just had the edge
on the McLarens, although all three were using the same
DFV engines. McLaren won a Grand Prix for the first time
using his own car in Belgium, while Hulme won in Italy and
Canada, leading home McLaren in the team's first one two
at Mont Tremblant. But in the final race of the season,
Hulme crashed due to a broken damper and was beaten into
third in the Drivers' title, although McLaren were just 13
points behind winners Lotus in the Constructors' thanks to
super reliability.
In CanAm, works and customer cars dominated with Hulme
winning the title this time and McLaren 11 points behind
in second.
McLaren's record just got better and better, even though
they were still using the M7s from the previous year and
were somewhat distracted by going down the fashionable,
but ultimately fruitless, four wheel drive road with the
M9A. It was also the era of high wings, until they were
banned, so aerodynamics were somewhat varied. Nearly all
the opposition were running dominant DFVs, apart from BRM
and Ferrari.
Tyres, reliability, rule changes, 11 CanAm races and the
four wheel drive programme all took their toll on the
straightforward Grand Prix campaign. McLaren got onto the
rostrum three times during the year but Hulme had a very
poor second half of the second, only alleviated by victory
in the final round of the series in Mexico, as Goodyear's
latest tyres began to overcome Firestone and Dunlop's
early season form. Even so, the team sunk to fourth in the
championship.
But the team's orange M8Bs won every round of that busy
CanAm series, lead by Bruce McLaren himself while Peter
Gethin dominated the Formula 5000 championship in Church
Farm Racing's M10A. It may not have been a good year in
Grand Prix racing, but there was plenty to shout about
elsewhere.
The death of Bruce McLaren while testing the team's latest
CanAm challenger at Goodwood not surprisingly overshadowed
the entire year. It was going to be a busy one. Not only
was there a Grand Prix programme with the evolutionary DFV
powered M14As, but also a parallel programme with Alfa
Romeo powered M14Ds, principally for Andrea de Adamich. On
top of that, there was still the CanAm programme, and
McLaren had decided, the previous year, that they would
tackle the Indy 500. They had moved to new premises at
Colnbrook, near Heathrow, and now numbered 50 people.
Hulme finished second in the first Grand Prix of the year,
and McLaren was similarly placed in the second. Hulme
finished fourth in Monaco, and although the Alfa Romeo
programme suffered from inconsistent engines, things were
looking good otherwise.
But then Hulme was badly burnt in an Indy practice fire,
and days later, McLaren was killed. It was a cruel blow.
Perhaps Hulme, shouldering team leader status, came back
to racing too early, but it would take some time for his
burns to heal. Peter Gethin, again successful in Formula
5000, became his teammate in Grand Prix racing and in
CanAm. But in a year that Lotus replaced their 49 with a
72, and when Ferrari began to make a comeback, it was no
surprise that McLaren didn't win a single race, and
remained at fourth equal in the championship. However,