It was, in essence, a rebranding of the March team which had returned to F1 in 1987. Leyton House, a Japanese real estate company, had been the team's marquee sponsor since that year, and went on to buy the team in 1989. Drivers Ivan Capelli and Maurício Gugelmin, who had been with March since 1987 and 1988 respectively, continued with the team under its new guise.
|Leyton House Racing|
|Full name||Leyton House Formula One Racing Team|
|Base||Bicester, Oxfordshire, United Kingdom|
|Noted staff||Adrian Newey|
|Noted drivers|| Maurício Gugelmin|
|Formula One World Championship career|
|First entry||1990 United States Grand Prix|
|Race victories||0 (best finish: 2nd, 1990 French Grand Prix)|
|Pole positions||0 (best grid position: 7th, 1990 French Grand Prix and 1991 Portuguese Grand Prix)|
|Final entry||1991 Australian Grand Prix|
For the 1990 season, the team used the CG901 chassis, designed by Adrian Newey and powered by a Judd V8 engine. At first, the team struggled: the first six races of the year saw both Capelli and Gugelmin fail to qualify in Brazil and Mexico, while Gugelmin also missed out in Monaco and Canada. Newey was fired as a result, but not before making changes to the car which would result in a remarkable turnaround at the French Grand Prix. There, Capelli and Gugelmin qualified seventh and tenth respectively, before running first and second for much of the race, largely due to the team's decision not to pit for tyres. Gugelmin eventually retired with an engine failure, but Capelli continued to lead from Alain Prost in the Ferrari until three laps from home, when a misfire forced him to let the Frenchman past; second place was still a popular result.
The improved showings continued over the next few races: Capelli ran third in Britain before his fuel pipe broke, then finished just outside the points in seventh in Germany. Gugelmin finished eighth in Hungary, then scored a point for sixth in Belgium, finishing just ahead of Capelli. Thereafter, however, the season petered out.
Off the track, managing director Ian Phillips contracted meningitis and left his post after the Brazilian Grand Prix. Team manager Harry Mandel also resigned, while Newey was replaced as technical director by Gustav Brunner. Several other engineers, brought over from March, also departed that year.
Capelli's six points from France gave him equal 10th in the Drivers' Championship, while Gugelmin's point from Belgium placed him 18th. The team originally finished 7th in the Constructors' Championship, but were later promoted to 6th when the Larrousse team were disqualified for declaring the Lola chassis they had used to be their own.:p.101
For 1991, Brunner and Chris Murphy designed the CG911 chassis, while the team switched from the Judd V8 engine to the new Ilmor V10. As in 1990, the team struggled early on in the season: Capelli retired from the first nine races despite running in the top six in San Marino and Canada; Gugelmin also struggled to finish during this period but did manage seventh in France. A steady drive in Hungary brought Capelli and the team a point for sixth; the Italian driver then ran in the top six again in Portugal before spinning off. Gugelmin, meanwhile, finished the last five races, recording two more seventh places in Portugal and Spain.
In September 1991, team owner Akira Akagi was implicated in a financial scandal involving the Fuji Bank and was arrested. Akagi's associate Ken Marrable took over the running of the team, but money was now short. With two races remaining, Capelli stepped down to make way for Karl Wendlinger. At the time, Wendlinger was competing in the World Sportscar Championship for Sauber-Mercedes; in this context, it is notable that the Ilmor V10 was used by Sauber when they made their F1 debut two years later (with Wendlinger one of the drivers) and that Ilmor became the F1 engine manufacturing arm of Mercedes-Benz.
The team was sold to a consortium including Marrable, Brunner and others. For the 1992 season it reverted to the March name, perhaps in an effort to distance itself from the controversy surrounding Akagi and the Leyton House company. Wendlinger stayed on, joined by Paul Belmondo; the Austrian driver finished fourth in Canada. However, money remained tight and Belmondo was eventually replaced by Emanuele Naspetti, while Wendlinger made way for Jan Lammers, returning to F1 after a ten-year absence.
On August 8, 2018, founder Akira Akagi died.
|1990||CG901||Judd EV 3.5 V8||G||USA||BRA||SMR||MON||CAN||MEX||FRA||GBR||GER||HUN||BEL||ITA||POR||ESP||JPN||AUS||7||7th|
|1991||CG911||Ilmor 2175A 3.5 V10||G||USA||BRA||SMR||MON||CAN||MEX||FRA||GBR||GER||HUN||BEL||ITA||POR||ESP||JPN||AUS||1||12th|
The 1986 Japanese Formula Two Championship was contested over 8 rounds. 12 teams, 19 drivers, 2 chassis and 3 engines competed.1986 RRC Fuji F2 Champions Race
The 1986 RRC Fuji F2 Champions Race, was the sixth round of the 1986 Japanese Formula Two Championship. This race was held at the Fuji International Speedway, on 10 August.1987 Japanese Formula 3000 Championship
The 1987 Japanese Formula 3000 Championship was contested over 9 rounds. 17 different teams, 22 different drivers, 2 different chassis and 3 different engines competed.1988 1000 km of Fuji
The 1988 1000 km Fuji was the tenth round of the 1988 World Sports-Prototype Championship as well as the sixth and final round of the 1988 All Japan Sports Prototype Car Endurance Championship. It took place at the Fuji Speedway, Japan on September 18, 1988.1988 All Japan Sports Prototype Car Endurance Championship
The 1988 All Japan Sports Prototype Car Endurance Championship was the sixth season of the All Japan Sports Prototype Championship. The 1988 champion was the #27 From A Racing Porsche 962C driven by Hideki Okada.1988 Japanese Formula 3000 Championship
The 1988 Japanese Formula 3000 Championship was contested over 8 rounds. 18 different teams, 24 different drivers, 5 different chassis and 3 different engines competed.1989 All Japan Sports Prototype Car Endurance Championship
The 1989 All Japan Sports Prototype Car Endurance Championship was the seventh season of the All Japan Sports Prototype Championship. The 1989 champion was the #25 Advan Alpha Nova Porsche 962C driven by Kunimitsu Takahashi.1989 Fuji Long Distance Series season
The 1989 Fuji Long Distance Series was the 13th season of this series, with all races being held at the Fuji International Speedway.1989 International Formula 3000 Championship
The 1989 International Formula 3000 Championship was contested over 10 rounds. Jean Alesi won the title, while also competing in the last half of the Formula One season for Tyrrell.1989 Japanese Formula 3000 Championship
The 1989 Japanese Formula 3000 Championship was contested over 8 rounds. 17 different teams, 29 different drivers, 5 different chassis and 2 different engines competed.1989 Macau Grand Prix
The 1989 Macau Grand Prix Formula Three was the 36th Macau Grand Prix race to be held on the streets of Macau on 26 November 1989. It was the sixth edition for Formula Three cars.1990 French Grand Prix
The 1990 French Grand Prix was a Formula One motor race held at Paul Ricard on 8 July 1990. It was the seventh race of the 1990 Formula One season. It was the 68th French Grand Prix and the 14th and last to be held at Paul Ricard until 2018. It was held over 80 laps of the four kilometre circuit for a race distance of 305 kilometres. This race was held the same day as the 1990 FIFA World Cup Final in Rome, Italy, but that event took place later in the day from this Grand Prix.
The race almost saw one of the most remarkable upsets in Formula One history with the Leyton House Racing team of Italian driver Ivan Capelli and Brazilian driver Maurício Gugelmin running first and second for an extended period of the race in their Leyton House CG901s. French driver Alain Prost claimed the lead late in the race to take the win in his Ferrari 641 by eight seconds over Capelli. Brazilian driver Ayrton Senna finished third in his McLaren MP4/5B.
The win, Prost's third for the season, closed the gap to championship points leader Senna to just three points.1990 International Formula 3000 Championship
The 1990 International Formula 3000 Championship was the sixth season of Formula 3000 in Europe. Érik Comas won the eleven-round championship.1990 Japanese Formula 3000 Championship
The 1990 Japanese Formula 3000 Championship was contested over 10 rounds. 25 different teams, 38 different drivers, 4 different chassis and 2 different engines competed.1991 Japanese Formula 3000 Championship
The 1991 Japanese Formula 3000 Championship was scheduled over 11 rounds and contested over 10 rounds. 27 different teams, 47 different drivers, 5 different chassis and 3 different engines competed.Leyton House CG901
The Leyton House CG901 was a Formula One racing car designed by Adrian Newey for the 1990 Formula One World Championship. Five chassis were built and were powered by the Judd EV 3.5 litre V8 engine. Chassis 001 was subsequently modified mid-season to accommodate the Ilmor 2175A engine the team used in 1991. The drivers for 1990 were the highly rated Ivan Capelli and Maurício Gugelmin. The CG in the name stood for Cesare Gariboldi, a March Leyton team manager who was killed in a road accident in 1989.The CG901 appeared in two distinct specifications, the early season A spec and the mid to late season B spec. The change was largely an aerodynamic update to correct design errors incurred as a result of erroneous data from the team's wind tunnel. The basis for the car was an evolution of the CG891 of 1989 but with even less compromise from an aerodynamic stand point. This approach caused the car to be extremely sensitive to pitch and roll necessitating a very stiff set-up.
The "tub" is a monocoque type of carbon fibre construction encapsulating the driver, front suspension dampers and fuel cell. The cockpit area was reputed to be very small and cramped, in fact on the lower portion of the tub two external blisters are visible to allow the driver's heels to fit into the narrow space. The dampers were located in front of the driver's feet and were of 2 way adjustable Koni type. The dampers were actuated via rockers by pushrods from the front uprights. The detachable nose section incorporates the front wing which was bolted from the underside and sat proud of the nose itself.
The engine is attached to the tub via studs and nuts and acted as a fully stressed member. The cooling system was configured in a similar manner to that of the Indycars Newey had designed prior to his involvement with Formula One. The water system is composed of two large coolers that fed through a water oil heat exchanger in the right hand sidepod.
The gearbox was attached to the engine through a bell housing that formed the lower part of the engine oil tank, the upper part being a sculpted carbon fibre affair. Of six speed longitudinal configuration the gearbox differed to most conventional layouts in that the selector mechanism was located at the front of the assembly. The rear suspension like the front utilised pushrods compressing the horizontally mounted Koni dampers via rockers.
The most striking feature of the CG901 was its aerodynamics, it was if nothing else a very beautiful car. The B specification update included a new design of floor building on the established practice of an exhaust fed diffuser. The engine cover was extremely small and very narrow following the curves of the tub.
The electronics package was principally supplied by Zytek Engineering however the car did utilize a Marelli ignition package for at least part of the season.
The performance of the CG901 was very poor before the introduction of the B specification car at the French Grand Prix of 1990. In both France and Britain both Capelli and Gugelmin showed dominant form bewildering their much better-funded rivals. For the remainder of the season performance remained patchy and was plagued with reliability problems.Leyton House CG911
The Leyton House CG911 was a Formula One racing car designed by Chris Murphy and Gustav Brunner for the 1991 Formula One season. Unlike its CG901 predecessor, which used a Judd EV V8 engine, the CG911 used an Ilmor 2175A V10 engine. Leyton House Racing initially started the 1991 season with Maurício Gugelmin and Ivan Capelli as their drivers, as they had in 1990, but Karl Wendlinger replaced Capelli for the final two races of the season. For 1992, when Leyton House renamed themselves as March F1, the CG911 was updated to the March CG911B specification, with Wendlinger, Jan Lammers, Paul Belmondo and Emanuele Naspetti all sharing driving duties. Although March initially intended to run the CG911C in 1993 with Lammers and Jean-Marc Gounon, the team folded and they did not compete that year.March Engineering
March Engineering was a Formula One constructor and manufacturer of customer racing cars from the United Kingdom. Although only moderately successful in Grand Prix competition, March racing cars enjoyed much better achievement in other categories of competition, including Formula Two, Formula Three, IndyCar and IMSA GTP sportscar racing.Maurício Gugelmin
Maurício Gugelmin (born 20 April 1963) is a Brazilian former racing driver. He took part in both Formula One and the Champ Car World Series. He participated in 80 Formula One grands prix, debuting in 1988 for the March team. He achieved one top-three finish and scored a total of ten championship points in the series. He competed in the Champ Car series between 1993 and 2001, starting 147 races. He won one race, in 1997 in Vancouver, finishing fourth in the championship that year. His best result in the Indianapolis 500 was in 1995 where he started and finished in sixth position, leading 59 laps. For a period, he held the world speed record for a closed race track, set at California Speedway in 1997 at a speed of 240.942 mph (387.759 km/h). Gugelmin retired at the end of 2001 after a year that included the death of his son.
Although World Championship races held in 1952 and 1953 were run to Formula Two regulations, constructors who only participated during this period are included herein to maintain Championship continuity.
Constructors whose only participation in the World Championship was in the Indianapolis 500 races between 1950 and 1960 are not listed.