Brought to you by TheJudge13 chronicler: BlackJack’sBriefs

As with my series on drivers, I started with the Wiki ‘List of Formula One Constructors’ and quickly reduced 136 to 43 eligible constructors by removing the Champions, and those hopefuls who failed to last beyond two or three seasons, and also those who only competed before 1958. [See Part-20 – Intro for details.]

“I’m walking here. I’m walking here…!”

^15th

^Arrows
Sometimes, as with Surtees and Stewart, a racing team is established without major fuss, probably by one person, and runs without major complications… and then there is Arrows who, in total, lasted in F1 for twenty-five years and had more ups & downs than a fairground pony.

To set the scene let us quickly go back to the soon-to-be-swinging 60’s when keen Welshman, Alan Rees was trying to become an F1 driver and managed to get a seat in a works Cooper Maserati in the 1967 British GP, finishing 9th, four laps down. He also had two drives in the 1966 & ’67 German GP, but in F2 Brabhams. In the latter event he finished 7th, two places behind Jackie Oliver… who was also aiming for F1… and succeeded.

In 1968 Oliver joined Lotus to replace Jim Clark, followed by two years in the doldrums with BRM, which effectively ended his F1 career. Instead he won at Sebring, and Le Mans, and in the CanAm Championship, where he drove for the Shadow team…

At BRM Oliver had met designers, Tony Southgate and Dave Wass, who joined Oliver at Shadow when they moved into F1 in 1973, with Oliver driving again.

Meanwhile, in 1969, Max Mosley had joined with Alan Rees, Graham Coaker, and Robin Herd to found March Engineering… until Rees rejoined Oliver as team-manager at Shadow.

In 1977 Shadow acquired sponsorship from Neapolitan miller, il Rei del Grano, (The Wheat King), Franco Ambrosio, and the team inadvertently went into a sharp decline… (as also, incidentally, did March) and so, AmbRosio, Rees, Oliver, Wass and Southgate broke away, and metamorphosed in 1978 as Arrows… with none of the current FIA ‘nonsense’ that Gene Haas has had to put up with…!

1978

Tony Southgate had a two-year ‘sabbatical’ with Lotus in the mid 70‘s (as Wass became the Shadow designer) and rejoined Shadow just before the Exodus, making him one of the most experienced engineer/designers of the era (having also worked for Lola and Eagle). Meanwhile Ambrosio had enjoyed somewhat longer than two years as a ‘snake-oil-salesman’ and was in prison before the end of the year. Ambrosio never returned to F1, but did return to his earlier capers and ended up with nearly fifty interlinked companies, trading around the world. He was arrested again in 1994 and sentenced to nine years. In 2009, while awaiting appeal on further charges, he and his wife were found dead in their villa, apparently murdered by their Romanian gardener. I would have found it more credible if it had been the stable-boy… A potted azalea in the bed just doesn’t hack it.

So… that is the background – or, part of it… The partly missing element is Dave Wass, whose image, and general career is in short supply on the internet. When Southgate went freelance Wass again assumed the reins, at Arrows, before moving to Benetton, to join Rory Byrne and Pat Symonds, until Briatore started juggling people and they all moved to the Reynard F1 project, which collapsed… and they all went back to Benetton again. I am reminded of Charlie’s Aunt & the Brazil Nuts…

Other than all that, everything at Arrows was hunky-dory… although there was a British trial brought by Shadow who declared the FA1 (for Franco Ambrosio) was a Shadow copy… but these boys were ready for this and had a new car, the A1 (for Arrows), which appeared the day after the trial went against them.

And there was also a more tragic problem. The team had signed young whizz-kid, Gunnar Nilsson, to partner Ricardo Patrese (also a refugee from Shadow), but the scourge of cancer prevented Gunnar from driving – and he died later that year.

All things considered it is perhaps amazing that Arrows even got off the ground, but fly they did, in the golden livery of Warsteiner beer and, in their first season, finished 10th in the Championship, out of 19 teams. Patrese was joined by Rolf Stommelen who, in eight previous seasons, had achieved less than was expected. After failing to qualify during most of the second half of the season this would be the end of his F1 career. Patrese was only in his second, of seventeen, seasons and, in his second race with Arrows, qualified 7th and actually got the car into the lead, until the engine expired with fifteen laps to run. In the next two races he finished 6th and, after retiring at Spa & Jarama, finished the Swedish GP in 2nd.

Could Haas, or anybody, expect such results these days…?

This was the race where the resourceful Gordon Murray presented his latest ‘brainwave’, the BT46B ‘fan-car’ which, while ostensibly just sucking air through a horizontal radiator, was actually, inadvertently encouraging this air from under the car and thus creating a huge downforce effect. Naturally the car was protested but, with the way the regulations were worded, it was allowed to run…

What is not so well remembered of this race is that Patrese qualified 5th (behind Andretti & Peterson in the new ‘ground-effect’ Lotus 79, and Lauda & Watson in the ‘fan-car’) and quickly passed Peterson and Watson, for 3rd,. When Andretti was forced to the sidelines Lauda stormed ahead, ‘stuck’ to an oily track, and Arrows had to be content with 2nd – another of those classic, ‘what/if’ moments.

The race stewards subsequently deemed the car legal, which was agreed by the FIA, but the other constructors were livid and so, in contrast to his usual attitude, Brabham owner, Bernie Ecclestone voluntarily withdrew the car from subsequent races… So Bernie wasn’t always the self-centred man we know today… or was he…? At that time Bernie was trying to get the teams united (under the Ecclestone banner) as FOCA, to campaign against FISA, which which would eventually put Bernie where he is today… The ‘fan-car’, Murray, and the Brabham team, were thus sacrificed for the greater glory – of Bernard Charles Ecclestone.

At Monza, disaster struck when Patrese ‘apparently’ caused an accident at the start putting out several cars, and Brambilla and Peterson in hospital. Peterson died that night from an embolism that was not a direct result of the accident – a tragedy that perhaps wasn’t preventable. No disciplinary action was taken by the FIA but, at the next race, a traumatized GPDA turned into a ‘lynch-mob’ and forced the organisers to ban Patrese from participating. Other drivers apparently sympathised with Patrese, and some GPDA members later apologised, but it was not a memorable moment in F1. As with being found not-guilty of paedophilia, the stigma still stuck.

1979-1980

There isn’t space here to write the full Arrows story, Patrese was joined by Jochen Mass, and Southgate created the A2 which, from looks alone, perhaps deserved more success, but the A3 again took Patrese to a podium, with 2nd at Long Beach. In 1980 Arrows finished 7th, ahead of Fittipaldi, McLaren, Ferrari and Alfa Romeo. Yes, you read that right – McLaren scored just 11 pts., and Ferrari only 8… Would you Adam & Eve it…?

1981-1982

The Warsteiner livery was replaced with ‘Ragno’, who replaced Mass with (Italian) Siegfried Stohr whose only (unfortunate) claim to fame, in his only season in F1, was in the criminally chaotic start procedure at Zolder when the cars were flagged away while some mechanics were still on the grid and some engines had not been started. Stohr (unsighted) ran into the back of Patrese’s car, pinning a mechanic between the two cars, who fortunately escaped with a broken leg.

Apart from this setback Patrese had astonished the F1 world by putting his Arrows on pole for the first race of the season – his first, and Arrows only pole. Patrese led for 24 laps until passed by Reutemann’s Brabham, and then retiring with a mis-firing engine.

At the end of the year Stohr retired, Ragno reduced their sponsorship as fast as a gecko jettisons it’s tail, and Arrows had to tighten their belt. Southgate departed for a consultancy life and Mauro Baldi, hot from F3, managed to score two 6th places, before becoming a Le Mans winner… supported by, first, Brian Henton, and then Marc Surer, neither of whom shone in F1.

1983-1984

With support from BMW Surer was retained, while Chico Serra, ‘fresh’ from the failed Fittipaldi team, had four races with Arrows before disappearing from Europe… and was replaced by newcomer, Thierry Boutsen, who stayed for four years before finally going on to shine at Benetton. Poor Murray Walker had almost as much trouble with ‘Surer & Serra’ as he did later with ‘Brundle & Blundell’ at Ligier.

Mostly the cars qualified in the midfield, occasionally getting into the top half dozen, and occasionally scoring an odd point. By mid 1984, when BMW supplied turbo engines, Arrows suffered their first double failure to qualify, followed by constant retirements, until finishing 5th & 6th in Austria, from 17th & 19th on the grid. The Arrows story is a bit like this throughout – often ghastly, sometimes respectable, with occasionally good performances – but always mediocre in results.

1985-1986

Boutsen had usually outperformed Surer who was now replaced by newcomer, Gerhard Berger, after just four drives for ATS the previous year. After a year of retirements, and mid-place finishes, Berger moved to Benetton for a year, and thence to Ferrari. Arrows needed to hang on to a driver like this. Now with sponsorship from the Barclay tobacco company things did improve – as, apparently did business for Barclays Bank, in Britain, because few Brits had any idea that Barclay produced cigarettes… Boutsen scored a good 3rd at Imola, inheriting 2nd when Prost’s car was disqualified – and moved another place up the list to finish 8th in the Championship.

In 1986 Surer returned (courtesy of BMW), for just five races, scoring three 9th places, and was replaced by another newcomer, Christian Danner, who often out-qualified Boutsen, and finished 6th in Austria, scoring the team’s only point this year. After two more disappointing years in F1 Danner eventually appeared in IndyCars, for five years, with no greater success.

A major change in 1986 was the arrival of Ross Brawn in the drawing office, from the Haas (the other one, Carl) Lola team. It might also be interesting to note that all turbo engines were fitted with an FIA-supplied ‘pop-off’ valve, designed to operate at 2.5 bar but which apparently often cut in at 2.3 bar… At least, it did on the Arrows…

1987-1989

BMW withdrew their engines but Arrows continued with the same units, re-badged as Megatron, and sponsored by USF&G, an American insurance company that didn’t do business outside America but, in the 80’s, seemed to like sports sponsorship. With a new driver lineup of Derek Warwick and Eddie Cheever (who both stayed for three years) Arrows now started to hit the target (pun intended… but now I wish I hadn’t bothered). However, after six years in F1 (of which the fourth, with four podiums, was his best), Warwick had become likened to Chris Amon, as the best driver never to win a GP… His middle year with Arrows was his second best, but four 4th places do not tell the whole story. So many times Warwick came close to podiums, and even winning, before losing out to reliability problems.

Cheever had a not dissimilar history, having been in F1 for eight years, with eight different teams, and his fourth season was also his best, also with four podium finishes. Equally, his middle year with Arrows was his second best, also with four 4th places – which again don’t tell the whole story… Although Arrows finished 6th, 5th, & 7th during these years the gaps between the champions and the mid-teams were huge: 1987 had Arrows on 11 pts. to Williams’ 137; in 1988 Arrows had 23 to McLaren’s 199; and in 1989 they had 13 to McLaren’s 141 – these gaps were just insurmountable.

In the last five years, the mid-range teams have often scored about a quarter of the Champion’s points total, but to pull into the front group is as difficult as for the back-markers to rise to the mid-rank. For comparison, in 1958, when the Constructors’ Championship started, only six teams entered, and the mid-rank score was about half the winner’s. In 1959 only four, out of seven, teams scored points… and in 1960 only six teams made regular entries – and only one team entered all nine events… and just three teams scored almost all the points. Can it be that things are actually easier now, than before…?

1990-1996 – Footwork-Arrows

Arrows were reaching ‘make or break’ point, as Brawn departed, to design the Jaguar XJR-14, before moving to Benetton, etc., and Italians, Michele Alboreto (who had already seen his best years, but had a lot of experience) and Alex Caffi (who had had four mediocre years already in F1 and was now about to have his best season, which was also dreadful), sat behind the wheels. Jackie Oliver sold part of the operation to the Japanese Footwork company who, by 1991, had re-named it Footwork, taken on John Wickham (from the Spirit team) and negotiated for a ‘new’ Porsche V12, which was apparently two V6s Super-glued together which turned out to be much bigger than expected, and about 60 kilos. heavier than other 3.5L engines…

While the 1991 FA 12 (for Footwork Arrows) literally had to go back to the drawing board, the previous year’s A11B, already an upgrade from the 1989 car had to be enlarged to become the A11C until the FA12(B) was ready, by which time the Porsche engine had been declared a disaster area and the car was modified yet again to the FA12C, to take the Ford DFR. New designer, James Robinson (previously Brawn’s assistant), must have wished he’d been out when the phone rang…! Alan Jenkins (previously with McLaren, Penske, and Onyx) also arrived as Team Director.

Having failed to score a single point halfway through the season (and failed to even qualify much of the time) the team now had to pre-qualify, which didn’t help matters, and they only had seven starts out of twenty entries – their worst year by far.

For 1992 Caffi was dropped when Aguri Suzuki arrived on the doorstep bearing a brace of Mugen Honda engines on his shoulders, although he didn’t, himself, do much with them, while Alboreto had a string of 5th, 6th, & 7th places to put the team back in 7th place in the Championship. Nevertheless the team let him go, for 1993, and welcomed back Mr Warwick for his swan-song.

At the end of the year Footwork, though continuing to own and run the team, withdrew its sponsorship, the Mugen engines were thus lost, and replaced by Ford, and more new drivers, Christian Fittipaldi (son of Wilson, with two seasons at Minardi under his belt) and Gianni Morbidelli (also from Minardi, plus a one-off drive for Ferrari in 1991, after Prost called his car a ‘truck’…) were signed up for 1994. These boys finished 4th & 5th in Germany, and each scored points in one more race, to put Arrows in 9th but, at the end of the year, Christian went off to do IndyCars, and also did better. Team Manager, John Wickham, also departed.

With fewer and fewer pennies in the 1995 pot Morbidelli was joined by Taki (Takachiho) Inoue who did nothing to impress, and much to dismay, but did, at least, pay his way. Mid-season, Morbidelli had to sit out seven races when Max (Massimiliano) Papis handed over the password to his numbered Swiss bank account, and at least usually did better than Inoue, before moving to IndyCars, where he had a couple of good seasons, and three wins. Inoue went back to Japan.

Morbidelli was brought back for the final three races, retired from two, and then finished 3rd in Australia – his best career result. He was also Arrows’ highest scoring driver – with 8 points. After a year ‘testing’ for Jordan he had a handful of drives for Sauber before calling it a day.

More ‘Briatore Banter’: Minardi had expected to run the much sought after Mugen engines this year but… at the last minute Briatore managed to divert the delivery truck to the Ligier HQ… leaving Minardi up a gum tree.

At the end of 1995 Oliver and Rees recovered Footwork’s shares but were unable to properly restart the company and while the team was away in Australia wheeler/dealer, Tom Walkinshaw (TWR), stepped in and bought Rees’ 40%. An associate acquired a further 11% and Oliver was left with 49%… and we all know where that leads. The cars were now entered as TWR-Arrows, but still called Footwork, and were driven by Ricardo Rosset (who had a poor season and moved to the MasterCard Lola team in 1997, which collapsed after one race. A further dismal year with Tyrrell ended his career, after his mechanics gave him a nickname by reversing the first and last letters of his name…) and Jos Verstappen whose career, after two half-seasons in F1, which included two podiums in 1994, went downhill during the next six years.

1997-2002 – TWR-Arrows

It could be argued that the Arrows story ends here, or at least changes sufficiently to justify ending an entry in this series of articles. I decided to keep going through the Footwork period because at least two of the original founders were still largely in control. Additionally, while Mr Walkinshaw was spreading his mycelium-like fingers in enough motor-sporting pies to look like threads of dry-rot, at least for a couple more years Oliver was still involved with Arrows and thus… I’ve started, so I’ll finish…

There is no doubt the TWR influence heralded a whole new era for Arrows. In came Frank Dernie who, after designing gears for David Brown, and record-players for Garrard, spent twenty years with Hesketh, Williams, Lotus, Benetton, & Ligier, but only stayed one year with Arrows (when Tom found John Barnard was available), and moved on to Lola, Williams again, and finally Toyota… Barnard had an early spell with Lola before establishing himself at McLaren, followed by spells at Vel’s Parnelli Jones, and Chaparral, and a return to McLaren for seven years, then Ferrari for three, and Benetton for three, until he fell out with Briatore over money… had a few months with Toyota, and returned to Ferrari, who hadn’t won a race in John’s absence. Four years later the Scuderia adopted a whole new approach to winning.

In 1998 John’s consultancy firm prepared designs for Arrows but there were problems when they also worked for the Prost team. After the Prost demise John became Technical Director of the KR Grand Prix motorcycle team for a few years until 2008, when he moved into high-end, carbon fibre, furniture design…

A more astounding change was the signing of reigning World Champion Damon Hill, who had failed to agree terms with Williams for another year. As they also had potential champion Villeneuve Williams didn’t need to yield and Hill found himself ‘available’, at a time when all the best peas had gone to Farrows… Allegedly Williams were completely uninterested in negotiating at all. Rumours suggest Hill had offers from McLaren, Ferrari, Jordan, Stewart and Benetton but it was Tom who stepped into the breach, and swayed Hill’s head (with money and promises…), with additional funds graciously provided by millionaire second driver, Pedro Diniz,

But… the best laid plans of mice and men, led only, this year, to 3rd place on the grid in Hungary for Hill, who went on to lead most of the race, until ‘something in the throttle linkage’ caused him to drop behind, of all people, Villeneuve… Oh, the indignity…’ Diniz scored two points in Germany which gave the team yet another 8th place in the Championship.

Diniz had had two unsuccessful years with Forti and Ligier, then two more with Arrows, followed by a final two at Sauber – six years, for 10 pts. Diniz, from one of Brazil’s richest families, then bought 40% of the Prost team which, twelve months later, expired, ignominiously. What was the value of 40% of nothing…?

By 1998 TWR-Arrows was in decline. Hill made a quick exit, stage left, to Jordan, and was replaced by Mika Salo who, sadly, was in the same class as so many Arrows drivers, having had four years in F1 with little success, although he did later have a handful of drives with Ferrari and achieved a 2nd & a 3rd. Arrows managed to take 7th place in the Championship with 6 pts, behind Stewart’s 5…

1999 saw a change from Barnard (who fell out with Tom) to Mike Coughlan, who had gone from Tiga to Lotus, to John’s consultancy firm, working on designs for Benetton, Ferrari and Arrows… where he now elected to stay. He later achieved notoriety as Chief Designer for ‘Scuder-Laren’. After an extended ‘landscape-leave’, he had a spell in NASCAR, from which he again departed too rapidly, to join Williams, causing Waltrip Racing to sue – both of them. After a brief stay Coughlan also left Williams somewhat prematurely (last year) and is expected to resurface in NASCAR, with Childress Racing, for 2014.

1999 finally saw the departure of Oliver, who cashed in his chips (for, allegedly, ‘a tidy sum’), and Brian Hart parted company with his own Hart Engines company after an ownership dispute with Tom, who had previously bought into the company. Egbahl Hamidy arrived (from Williams and Stewart), to create the A21, as also did a ‘colourful Nigerian prince’ (Purleeeeze…!), Malik Ado Ibrahim, who ‘bought’ 25% of TWR-Arrows (having previously failed to entrap Dome/Honda in his scam), with a bizarre sponsorship idea which, by the end of the year, had apparently failed to produce a single ‘naira’ (₦) – not even a ‘kobo’… [NB: 1 naira = 100 kobo = half a US cent]. Shades of Lotus, 2013…

At the same time equity house, Morgan Grenfell, blindly bought 45%, which proved to be disastrous.

Meanwhile newcomers Pedro de la Rosa and Toranosuke Takagi took over the reins and in the first race Pedro managed to score his first Championship point. Takagi failed here, as he had the previous year with Tyrrell, and moved to IndyCars where he fared a little better, and even got on the podium once. After that the year was a disaster as the team battled with Minardi (with 1 pt. each) and BAR (who didn’t score).

2000 saw the return of Verstappen to join de la Rosa – Jos scored a 4th & a 5th, and Pedro, two 6th places, although the cars (in the new, Orange, livery) were often running much higher, before succumbing to reliability issues, and ending the year as best of the back-markers.

2001 saw the loss of the Supertec engines (and many staff members) in favour of the previously unsuccessful, less powerful and unreliable Asiatech(Peugeot) units. Enrique Bernoldi arrived (from two years testing for Sauber) to replace de la Rosa, and the cars (with Sergio Rinland joining Coughlan after eighteen years with Ralt, RAM, Williams, Brabham, Dallara, Fondmetal, Eagle, Forti, Benetton, and Sauber, before arriving at Arrows…) were fitted with tiny fuel-tanks, to allow the cars to at least put in a few good performances, before retiring… Enrique did better than apparently expected by many, but it was Jos who scored the team’s only point of the season, giving them 10th in the Championship, 1 pt. ahead of Minardi, who didn’t score.

2002 saw Bernoldi joined by Heinz-Harald Frentzen, a refugee from the collapsed Prost outfit, which caused the ousted Verstappen to successfully sue. Tom also had to pay out to Diniz who had decamped to Sauber in 1999, and successfully defended his actions. Tom later faced litigation from Frentzen when the latter wasn’t paid. Somewhat ironically Frentzen had previously taken Hill’s Williams seat, when Hill moved to Arrows in a fit of pique. After one good year with Williams and another with Jordan and, as Jordan faded, a futile move to the failing Prost team, Frentzen arrived at the equally distraught Arrows. He subsequently returned to Sauber, where he had started, nine years previously, before moving to DTM.

With Walkinshaw unable to raise additional sponsorship, and unable to find a buyer/investor, Arrows was now quietly heading for collapse. The strands of mycelium constricted, and the timber foundations started to crack. Somehow the team soldiered on until qualifying for the French GP, when engine maintenance costs caused the drivers to deliberately ‘fail’ to qualify, thus retaining their FIA licence for the following race – if they had simply failed to appear their FIA contract would have been broken. The team quietly packed up and went home, to give Tom a little breathing space… but once one’s footing is lost on such slippery slopes it is virtually impossible to recover one’s equilibrium. [See, Trollope’s The Way We Live Now]

Seven days later, with barely time to call at an ATM, the team arrived in Germany. Both cars qualified, started the race, and retired – never to be seen again.

After twenty-five, often mediocre years, the longest time (393 races) any team lasted without winning a GP, Arrows was closed – after scoring five 2nd and four 3rd places, and 1 pole. And TWR was bankrupted as a result.

That den of useful information, f1rejects.com. asserts: “. . . Walkinshaw was the last thing Arrows needed. His overly business-like instinct . . . gave the team an instability which was no platform for achievement.”

“He had no shortage of reputable designers, but never held onto them for long. Often the team began a new year with cars that bore no resemblance to their predecessors. Moreover, he had an uncanny knack of bringing in a new man after the car had already been designed.”

“Arrows also had a regular turnover of engine suppliers . . . not a recipe for loyalty or committed developmental partnerships.”

“And there was a merry-go-round in the cockpit as well. Under Walkinshaw no Arrows driver had more than two consecutive years with the team, and not once did the team keep the same driver pairing for two years. Such was the acrimony and controversy that surrounded most of their drivers’ tenures that, in the eyes of the rest of the paddock, it must have fostered a sense of distrust . . . of the insensitivity of Walkinshaw’s man-management. Indeed, seven times during the TWR years a driver left the team with an axe to grind.”

What followed was even more bizarre. Charles Nickerson, of Phoenix Finance, had previously bought the discarded remains of Prost a year earlier (for Sterling-2.5M.), but been prevented from competing in F1 by the FIA, despite ‘assistance’ from TWR. The FIA claimed the Prost ‘rights of entry’ had not been acquired as part of the purchase. The British High Court backed the FIA, confirming the ‘entry’ rights’ could not be bought or sold.

Now, just a few months later, Phoenix Finance bought Arrows engines, bizarrely thinking (one is surely entitled to ask, Why…?) they could fit them in the old, and equally useless, Prost chassis and get an entry for 2003. This also was unacceptable to the FIA. Both of these deals were last-ditch attempts by Walkinshaw to avert disaster.

The Arrows chassis were then acquired by Paul Stoddart, now the owner of Minardi, who equally bizarrely thought they would be better than his existing chassis. A comparison test of the A23 with the PS03 proved the Arrows to be no faster, and to have worse reliability. Had Paul not been studying the previous years of Arrows success…?

Nevertheless, and this is where it gets really silly, four years (yes, 4…!) later, in 2006, ex-driver, Aguri Suzuki, formed the Super Aguri F1 team, helped by Honda, for Takuma Sato, and applied for FIA entry. Owing to a delay in lodging the $48M. entry bond, the application was turned down… but could be over-ruled if all the constructors agreed. Meanwhile Stoddart had dusted off the old Arrows chassis, given them a rub down with an oily rag, and sold them to Super Aguri – and one just HAS to ask if they knew what they were buying… and if so, WHY did they buy chassis that had been useless four years earlier…!?.

After two years and a bit, Super Aguri also folded, and saved us all any further heartache.

 

 

 

 

 

 

 

 

 

PS: Judd Engine Developments, UK, currently have Damon Hill’s 1997 A18 (2nd in Hungary) for sale, in race-ready condition for 280,000 Euros…

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Previously:

16th Stewart

17th BAR

18th – Surtees

19th – Lola

20th – Dallara