F1 2002 - Strategy Guide (Page 04)

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   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:
      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:
   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:
   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:
   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,
   Hulme won the CanAm title again from customer Lothar
   Motschenbacher with Gethin third. Peter Revson finished
   second at Indy.

   Not surprisingly, the team was still in the process of
   rebuilding as 1971 started. Gordon Coppuck was
   concentrating on the design of the team's IndyCar
   challenger, while Ralph Bellamy joined from Brabham for a
   year to design the factory's Formula One M19A. It featured
   rising rate suspension which initially seemed a good idea.
   Elsewhere, the management of the team passed to Phil Kerr
   and American Teddy Mayer who had both been Bruce McLaren's
   right hand men in various departments.

   Hulme lead the first race of the year at Kyalami until a
   bolt fell out of the rear suspension but thereafter, the
   team was in trouble, partially due to tyre vibration and
   understeer. Bruce McLaren's engineering ability was sorely
   missed. Mark Donohue became a semi works driver in his
   Penske entered machine to try and solve the problem,
   bumping Gethin out of the team to BRM, with whom he won
   the Italian Grand Prix that year.

   Donohue's third place in Canada was the highlight in a
   year dominated by Jackie Stewart and Tyrrell, while
   McLaren scored just ten points, including Donohue's four.
   But McLaren again won the CanAm series with the M8F, Hulme
   ahead of Revson. The American again finished second at
   Indy.

   McLaren's commitments can be typified by the weekend of
   May 19, 1972. That weekend, Hulme won the Oulton Park Gold
   Cup in the Formula One M19A, Jody Scheckter won the last
   Crystal Palace Formula Two race in McLaren's stillborn F2
   production car, the M21, and Mark Donohue won the Indy 500
   in Penske Racing's M16B. A fine McLaren weekend. For the
   record, McLaren were finally beaten the CanAm championship
   that year, after five consecutive victories, while their
   F5000 involvement was petering out.

   But a new era was dawning. The team had full sponsorship
   from Yardley and this year ran the previous year's M19s
   but with changes to wings and tyres. They now had rising
   rate front suspension, and constant rear suspension.

   The season started well, with Hulme second in Argentina
   and then first in South Africa where Revson was third. But
   Emerson Fittipaldi and Jackie Stewart made sure that they
   had little subsequent success, although Hulme and Revson
   were second and third in Austria, Hulme was third in
   Italy, Revson finished ahead of Hulme and behind Stewart
   in Canada and Hulme finished third in the USA. So
   Fittipaldi won the championship from Stewart, while Hulme
   was definitely best of the rest in third and Revson was
   fifth. After his Formula Two promise, Jody Scheckter was
   given his Formula One debut in the American Grand Prix
   where he finished ninth.

   At the end of the previous year, Teddy Mayer and Phil Kerr
   had announced that McLaren would no longer be involved in
   CanAm, so now the concentration was on Formula One and
   IndyCar racing. Changes in regulations meant that the
   elderly M19s would become obsolete by the European season,
   but Hulme finished fifth in Argentina in his, and then
   third in Brazil, while Revson finished second in South
   Africa where Scheckter qualified third and was heading for
   fourth until his engine failed.

   And if that promise wasn't enough, the writing was already
   on the wall for McLaren: Gordon Coppuck's M23, complete
   with obligatory deformable structure, allowed Denny Hulme
   to start from pole on its debut in South Africa and once
   again lead, only to be delayed again, this time by a
   puncture. It looked good.

   And it was good. The M23s usually started from the front
   three rows and were usually in the points. Hulme scored
   the first win of the year at Anderstorp and Revson won at
   Silverstone, a race indelibly engraved in the memory of
   motor sport for young teammate Scheckter's first lap
   accident which eliminated nine cars. Hulme was third.

   Stewart and Peterson often traded wins, but there was
   usually a McLaren in the points. Jacky Ickx did one race
   thanks to his Nurburgring knowledge and finished third
   behind the Tyrrells. Revson was eventually awarded a
   chaotic Canadian Grand Prix, but in spite of a promising
   season, the pair had to give best in the Drivers'
   championship to the Tyrrell and Lotus drivers. McLaren
   were similarly placed in the Constructors' series.

   A new era for McLaren, and a partnership that would last
   for many years: Marlboro Team Texaco was born, managed by
   Teddy Mayer, while Yardley's involvement was slightly
   reduced to one car run by Phil Kerr, principally for Mika
   Hailwood. Leading the team was 1972 World Champion Emerson
   Fittipaldi while the evergreen Denny Hulme stayed with
   McLaren for his seventh but final year.

   It was a thrilling championship. Hulme won in Argentina,
   beating Ferrari's Niki Lauda and Clay Regazzoni.
   Fittipaldi won at home in Brazil, while Hailwood was
   highest placed finisher in South Africa. Lauda,
   Fittipaldi, Peterson(Lotus) and Scheckter(Tyrrell) won the
   next four races; it was that open. Regazzoni and
   Reutemann(Brabham) also won.

   Going into the final round of the championship, McLaren
   led Ferrari 70 pts to 64, while Fittipaldi and Regazzoni
   were tied on 52 points. Scheckter still had a mathematical
   chance with 45 points. He qualified best, on row three,
   with Fittipaldi behind him and Regazzoni a row further
   back. Hulme's engine expired on lap five and he flew out
   of the circuit and Formula One before the race had
   finished.

   With Regazzoni's Ferrari handling appallingly, Fittipaldi
   knew he just had to shadow Scheckter to the flag, but the
   Tyrrell succumbed to a fuel pick up problem, and
   Fittipaldi finished fourth, securing the Drivers' title
   and the Constructors' too, a great day for McLaren.

   Sadly, the Yardley team didn't fare so well, with Hailwood
   crashing at the Nurburgring and breaking his leg, which
   ended his career. David Hobbs and Jochen Mass replaced
   him, but at the end of the year, Hailwood retired, Yardley
   quit and Phil Kerr followed Hulme home to New Zealand.

   But making it a better year, Johnny Rutherford took his
   M16C/D from 25th on the grid to victory at Indy, while he
   won another three IndyCar races during the year, narrowily
   failing to win the IndyCar championship.

   Pat McLaren, Teddy Mayer and Tyler Alexander remained the
   directors of McLaren at the end of the victorious season,
   but Alastair Caldwell remained to manage the Formula One
   team. Also largely unaltered was Gordon Coppuck's M23, now
   entering its third season. However, Fittipaldi had a new
   teammate in Jochen Mass.