The Rise and Fall of Jordan Grand Prix by Richard Randle

The announcement could be seen as the end of an era, Jordan having started in Formula 1 in 1991 are regarded as being superb talent spotters, elevating drivers such as Rubens Barrichello, Eddie Irvine, Giancarlo Fisichella and the Schumacher brothers to stardom.

However the sight of Jordan regularly trailing around towards the back of the grid in 2004 was a sad sight for all. How could a team fighting for race wins in 1999 fall to the back of the grid within five years?

The story is a complex and in some ways a rather controversial one beginning with the team's creation in 1991. Having been a successful F3 and F3000 team owner, Eddie Jordan knew how to win, indeed he even tried racing for himself in the seventies, albeit with little in the way of success. However, he found that team ownership suited him, and in 1990 announced that Eddie Jordan Racing would be leaving Formula 3000 to try out Formula 1.

The team's first Formula 1 car, the Jordan 191 was launched amid low expectations, realistically qualifying within the top twenty would have been acceptable. A solid driver line up of Andrea De Cesaris and Bertrand Gachot guaranteed experience and the Ford engines were reputedly the same as those in the Benetton cars. The team also secured sponsorship from 7-Up and Fujifilm, and on a solid budget, produced one of the best looking Formula One cars ever produced, recently coming eighth in a poll in F1 Racing magazine regarding the most beautiful F1 cars ever.

To the surprise of many F1 insiders, the car performed almost as well as it looked. Andrea De Cesaris failed to pre-qualify for the teams first race in Phoenix, but Bertrand Gachot qualified a superb 14th. Gachot was credited with 10th place in the race, despite retiring with an engine failure just six laps from the finish. Jordan were able to build on Gachot's promising race and qualified in 13th and 10th position in Brazil, although both cars retired. Gachot scored an eighth place finish at Monaco, despite qualifying in 24th position on the grid. The team then followed this up at the next race where De Cesaris finished fourth, and Gachot finished fifth, earning the team five points in one go.

More points were scored in Mexico, France, Silverstone, and Hockenheim and Gachot scored the team's first fastest lap in Hungary. However trouble lay ahead, Gachot had been sent to jail, having been convicted of spraying a taxi driver with CS gas the previous winter. The team rushed to find a replacement, and discovered the relatively unknown Michael Schumacher, who was racing with Mercedes in sportscars. The young German qualified a superb eighth on a track he'd never raced on before, but failed to complete a lap in the race after his clutch burnt out.

Schumacher then surprised the team by joining rivals Benetton with immediate effect, replacing Brazilian Roberto Moreno. Jordan were rightly aggrieved, and the matter went to court, but Schumacher remained at Benetton. The team had to rush to get another replacement in time for the Italian Grand Prix at Monza, and had to settle with Moreno, who did not impress the team by spinning out on the second lap. Nonetheless he remained at the team for the Portuguese Grand Prix, where he finished in a respectable tenth place, with De Cesaris in eighth.

Moreno was dropped in time for the Spanish Grand Prix, and was replaced by Alessandro (Alex) Zanardi, who qualified a disappointing 20th, but finished an encouraging ninth. Gachot re-appeared at Suzuka, hoping to get his drive with the team back, but Zanardi and De Cesaris remained, although neither finished the race. Adelaide rounded off the year, and the team finished in eighth and ninth places. 

It had been a disappointing end to an otherwise successful debut season, having scored a grand total of thirteen points, good enough for fifth overall in the Constructors Championship.

1992 initially looked promising, with the team moving into a new £2 million factory, Yamaha providing works engines for free, and sponsorship from Sasol and Barclays coming on board. Stefano Modena and Mauricio Gugelmin were hired on the driving front, and all looked rosy. However 1991 had led Jordan to build up large bills, and the Yamaha engines were essentially a lifesaver. Come the first race, and any fears in the Jordan camp were realised. Modena failed to pre-qualify, whilst Gugelmin only qualified 23rd. It was a story that would last all year.

Modena failed to qualify a further three times and only finished in four races. Gugelmin wasn't much better off, also only finishing four times, but at least managing to qualify for each race. Gugelmin came close to scoring points in San Marino with a seventh place finish, but the team ultimately failed to score a point until the very last round of the season where Modena finished sixth after starting fifteenth.

Jordan failed to finish 19 times overall in 1992, failed to qualify four times, and was only classified as finishing 8 times. After the success of 1991, the team were brought back down to earth with a bang. Stefano Modena quit the sport, his promising career wrecked, whilst Mauricio Gugelmin retired from Formula One and moved to American Indycars.1993 had to be better for all concerned.

The uncompetitive Yamaha engines were dumped in favour of customer Hart engines for 1993. Young Brazilian Rubens Barrichello was brought on board, partnered with one time rising star and Ferrari reject Ivan Capelli. However, any hopes for a return to 1991 form were soon forgotten. Granted, the team's qualifying performances were improved, and it was clear that Barrichello was a rising star, but reliability was again poor throughout the season, and the second seat was anything but consistent. Ivan Capelli only competed in two events before deciding to retire with immediate effect. Thierry Boutsen was then drafted in as a replacement but only competed in 10 events before he too retired, after being solidly out performed by Barrichello. This began a recession of pay drivers occupying the seat, with Marco Apicella racing in Italy, Emanuele Naspetti competing in Portugal, before Ulsterman Eddie Irvine was given the opportunity to prove his worth at Suzuka, a circuit he knew extremely well.

Japan proved to be the teams highlight of the year. Barrichello qualified 12th, and Eddie Irvine qualified an impressive eighth, the teams joint highest qualifying position of the year. The race brought the tam a fifth place for Barrichello, and a sixth for debutant Irvine, who had worked his way into Ayrton Senna's bad books by unlapping himself, resulting in a firm punch being thrown at Irvine's face. After a year of no points, Jordan had seen three come at once, although with only one race remaining in the season, 1993 had been all too similar to 1992.1994 however promised to be a much better year.

Rubens Barrichello began 1994 with an impressive fourth place at Brazil and then scored the team's first ever podium finish at Aida with a superb third place. Eddie Irvine had been anything but impressive however. In Brazil he qualified two places behind team mate Barrichello, but then caused a multiple car pile up on the 34th lap when he collided with Verstappen, sending the Dutchman flying into a series of barrel rolls, whilst taking out Martin Brundle, and Eric Bernard in the process. Irvine was handed a three race ban, and missed the Pacific, San Marino and Monaco Grands Prix as a result. His replacement at the Pacific Grand Prix, Aguri Suzuki failed to impress the team, and was replaced by Jordan old boy Andrea De Cesaris for San Marino and Monaco.

Barrichello arrived at Imola lying second in the championship with an impressive seven points from the first two races. However his season was to take a turn for the worse. In Friday practice he lost control of his car through the Variante Bassa chicane and was sent flying into the tyre barriers. The resulting barrel roll knocked Barrichello unconscious, and only swift medical action stopped him from swallowing his tongue. When he came through at the medical centre, he was met by the teary face of mentor Ayrton Senna, whom was obviously concerned about his fellow Brazilian. However his weekend was over, he had broken his nose and suffered bruising in the impact, and was ordered to sit out the rest of the meeting by F1 doctor Sid Watkins. However what was a bad weekend for Barrichello became even worse at the news on Saturday of Austrian driver Roland Ratzenberger's death, and then on Sunday, with the death of Ayrton Senna during the race itself.

It is with some resilience that Barrichello raced at Monaco, qualifying in only fifteenth, but acceptable given the circumstances. Irvine's replacement, De Cesaris brought much needed cheer to the tam by finishing in fourth place. Irvine returned at Barcelona and promptly scored a point for sixth place. Barrichello then finished fifth at Silverstone, but was promoted a place after Schumacher was disqualified, resulting in three more points. The highlight of the season came at Spa, when on a wet track, Barrichello scored his, and the Jordan team's first pole position, whilst Irvine qualified an equally impressive fourth. However Barrichello failed to finish the race, and Irvine could only be classified 13th after his alternator failed with four laps remaining. A good chance squandered, but the team went on to score four fourth place finishes and a fifth by the season's end. A total of 28 points was good enough for fifth in the constructors championship, whilst Barrichello was classified sixth in the drivers championship and Irvine 14th. The team's best season yet attracted Peugeot into supplying works engines for 1995 onwards, whilst attracting more sponsors in the form of fuel company Total, although Sasol had departed the team.

1995 however proved to be frustrating, as the team failed to draw any closer to the top teams. The new Peugeot engine was powerful, but unreliable and the team failed to finish 16 times out of 32 starts, a retirement rate of 50%. However points were scored at Buenos Aires, Barcelona, Montreal, Magny Cours, Spa, Nurburgring and Suzuka, to give the team a total of 21 points, 10 of which coming at Montreal, where Barrichello finished second and Irvine third in a dream race for the team. However a slip down to sixth in the constructors championship failed to impress anyone. Irvine was swooped upon by Ferrari for 1996, resulting in Jordan signing Martin Brundle, whom had driven for the team in British Formula 3 in 1984.

1996 saw the team start their now legendary association with cigarette brand Benson and Hedges, which saw the cars painted in a distinctive gold colour for 1996. The season began on a spectacular note for Brundle, who at the opening race of the season at Melbourne was sent into a horrifying barrel roll on the opening lap, after Coulthard had swerved towards Herbert's car under braking for turn three. Herbert barked hard and Brundle was subsequently launched over the Sauber into a series of cartwheels which practically split the Jordan in two, and brought out the red flags.

"I had a lovely clear road ahead of me," he explained later, "and then suddenly there was nothing but cars going slowly. I was flat out in sixth doing about 290kph so the closing speed was too high for me to do anything about it. I was a passenger on a high-speed merry-go-round. I just concentrated on making sure I didn't hit my head. The accident seemed to go on for a very long time."

Brundle managed to clamber out of the car before he went searching for F1 Doctor Sid Watkins who gave him permission to participate in the restart. However both Brundle and Barrichello failed to finish the re-started race, Brundle spinning at the same place as his earlier accident and Barrichello suffering from an engine failure.

Barrichello delighted his home fans in Brazil by taking second on the grid for his home race, and looked to be heading for a podium finish before he spun out in the damp conditions. The Brazilian scored the team's first points of the year after a fourth place at Buenos Aires. Jordan cars scored points in nine races and ended up with 22 points and fifth overall in the championship. However the team were not so impressed with their drivers and subsequently decided not to renew their contracts.

For 1997, Ralf Schumacher, brother of Michael, was fished out of the Japanese Formula Nippon championship, while Giancarlo Fisichella was a Minardi driver in 1996. The car was competitive and featured more backing from Benson and Hedges, who turned the car yellow and put a snake logo on the front of the car. The cars looked the part and at times in 1997 went just as well too. Both cars were in contention of winning the Argentine Grand Prix, before Ralf punted Fisichella off the track and into retirement. Ralf continued to finish third, but it was widely agreed that the team had squandered a chance of victory. The two also collided at the start of the Luxembourg Grand Prix, ending in retirement for both.

Fisichella came close to winning the German Grand Prix, but a puncture forced him to pit, and subsequently retire. However, in a situation reminiscent of the Michael Schumacher saga of 1991, Fisichella was poached by the Benetton team for 1998, and even a legal row in the courts didn't stop the Italian from leaving. 1997 had been Jordan's most successful year to date, as it claimed fifth in the constructors championship, with 33 points, and a total of three podium finishes. Deals were secured with 1996 world champion Damon Hill to drive in 1998, and for Mugen Honda engines. Ralf Schumacher also remained with the team. 1998 was promising to be the year when Jordan finally joined the big four.

Ultimately this was how it did turn out, but the first half of the season was a complete disaster. Hill must have been wondering why he had signed for the team, after the team failed to score a single point in the first 8 races. Ralf scored the team's first point at Silverstone, after a battling drive in the wet which saw him leap up the order after starting from the back. From then on there was no looking back. Hill scored a fourth place at Hockenheim, where he finished ahead of championship contender Michael Schumacher, and again at Hungary. However better things were around the corner.

Spa 1998 was one of those races where everyone's predictions get thrown out of the window. Hill had qualified a brilliant third, ahead of Michael Schumacher, the Spa master, while Ralf was in eighth. However Hill got too much wheelspin at the start and dropped to seventh. However seconds later, David Coulthard's McLaren veered across the track, slammed into a concrete wall and then bounced back in front of the pack. 13 cars were caught up in the mêlée, miraculously, both Hill and Ralf emerged without any damage to their cars. The race was red flagged, the track blocked. Hill and Ralf regained their original grid spots, for Hill this was a relief, he had the chance to make up for his dreadful start first time round.

And make up with it he did, he made a brilliant start to draw level, and then move past pole position man Mika Hakkinen to take the lead at the first corner. He had the advantage of a clear track ahead, whilst behind him, Hakkinen and Herbert had been eliminated at the first corner, and Coulthard and Wurz had also been involved in a minor collision. Meanwhile Michael Schumacher was in second and closing in on Hill. Damon resisted the pressure for seven laps.

On lap eight, Schumacher tucked in under Hill through the flat out Blanchimont corner. It was a move that would have been dangerous on a dry track, never mind on a track as wet as the Amazon river. The Ferrari pulled out of Hill's tow and passed going into the Bus Stop chicane. It had been a very pleasant seven laps at the front, but it was inevitable that Schumacher's Ferrari would instantly pull away and dominate the race, still second place would have been very welcome at Jordan considering the season they had been having.

Ralf had been making steady progress, and a clever strategy moved him up to a stunning third place after the first round of pit stops. Jordan's were now second and third, and on course to match their best ever finish, surely it couldn't get any better than this? It did.

By the end of lap 24, Schumacher had pulled out a lead over Hill of around 37 seconds, and was on course for a dominant win. Schumacher was approaching Coulthard to lap him, whom after a spin on the opening lap had been trailing around towards the back of the field with little pace. The only thing standing in the way of Schumacher winning, and moving ahead of Hakkinen in the title race was Hakkinen's team mate, one foul move by Coulthard could end his race.

Coulthard was instructed by his team to let Schumacher go through. He duly pulled off the racing line and decelerated. However through all the spray, Schumacher was unable to see this and as a result continued to follow the slowing Coulthard. Schumacher did not see the McLaren until he slammed into the back of it at around 140 mph, removing the Ferrari's front wing and right front wheel.

The Ferrari cruised round on three wheels back to the pit lane, with Coulthard's McLaren in close attendance. Within an instant Jordan were first and second. Prospects of a Jordan 1-2 suddenly became a real possibility, all Damon and Ralf had to do was keep going. However Giancarlo Fisichella in the Benetton had a massive collision with Shinji Nakano's Minardi on the approach to the Bus Stop Chicane and the safety car was forced to come out. Within an instant Hills lead was wiped out, and he pitted under the safety car to take advantage. He emerged from the pits still in the lead, but the safety car had effectively started a new race. Ralf had been lapping faster than Damon as he had a far more suitable set up on his car, however Damon had done all the good work over the weekend and was allowed to remain ahead. Ralf was somewhat disgruntled by the teams order to stay in formation and took a while to confirm that he would follow the order.

By the end of lap 32 the Safety Car had returned to the pits and the race back on. Alesi was in close contention in third, but eventually settled for third, while Ralf remained a few car lengths behind Hill in second. Any threat of an Alesi challenged was soon finished with as the Frenchman steadily dropped back from the two Jordan's. Entering the last lap, the two Jordan's still led by around eight second from Alesi's Sauber, with Heinz Harald Frentzen lying in fourth thirty seconds behind. Still one slip from either driver could gift the win to Alesi. They arrived at Les Combes still in the lead, moved onto Malmedy, Pouhon, Fangnes Chicanes, through the flat out sweep of Blanchimont and finally at the Bus Stop Chicane, where Hill had a small excursion in the middle stages of the race. Still he had to keep calm, one error could see him drop to second or even third. He need not worry however, for he crossed the finish line less than a second ahead of Ralf in second. The cars were greeted by a mass of waving yellow arms, Irish and Union Jack flags. Hill stepped out of his car emphatic, whilst an emotional Eddie Jordan performed an Irish jig on the way to the podium.

On the podium, Hill did a Schumacher style leap for joy, whilst Ralf seemed more subdue in his celebrations. Eddie Jordan was close to tears, and was drenched with champagne as the national anthems finished. After a difficult season, Jordan had claimed their first win, and in the best possible style, with a 1-2. But even better things were around the corner...

Look out for part 2 of the Rise and Fall of Jordan coming soon!