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Maki Engineering

Maki Engineering was a Formula One constructor from Japan. A small team founded by Kenji Mimura, their entry into the 1974 Formula One World Championship was Japan's first since Honda had withdrawn at the end of the 1968 season. They first entered the 1974 British Grand Prix, with New Zealand driver Howden Ganley driving a single Maki F101, powered by the ubiquitous Cosworth DFV V8 engine. He failed to qualify, and then badly injured his legs at the following German Grand Prix. The team then withdrew to Japan to repair and modify the car.

That seemed to be it, but then the small team re-emerged at the 1975 Dutch Grand Prix, with successful domestic driver Hiroshi Fushida driving the updated Maki F101C, and sponsorship from Citizen Watches. With only 25 entrants, he was guaranteed a starting place, but the DFV broke in practice and he was unable to start as the team had no spares. They missed the French Grand Prix, and then Fushida failed to qualify for the British Grand Prix. For the German Grand Prix, former Lotus F1 driver Tony Trimmer replaced Fushida, but was unable to qualify either there, or for the Austrian Grand Prix. Maki made its first and only race start in the non-championship Swiss Grand Prix, where Trimmer finished last of the finishers in 13th place, six laps behind Clay Regazzoni's Ferrari.

The team disappeared once again, only returning to Formula One once – for the 1976 season-closing Japanese Grand Prix. With Trimmer in the seat, the upgraded F102A once again failed to make the grid, and the team were never seen in Formula One again.

Formula One World Championship
(key)

title: Maki Engineering


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Automobiles Martini

Automobiles Martini is a constructor of Formula racing cars from France, founded by Renato "Tico" Martini in 1965, when Martini and partner Bill Knight founded the Winfield Racing School at the Magny-Cours circuit, in France. Martini's first car was the MW1 in 1967, a single seater for the racing driving school, from which was derived a Formula Three car, MW1A built in 1968.

Although better known for their successful efforts in Formula Three, Formula Renault and other lower formulae during the 1970s and 1980s, they are also known for having taken part in nine rounds of the 1978 Formula One season with the single MK23 chassis, giving René Arnoux (later a driver for Renault and Ferrari) his debut in Formula One. Future four time World Drivers' Champion Alain Prost also used a Renault powered Martini to win the 1978 and 1979 French Formula Three Championship while driving for French team Oreca.

With Reynard, Ralt and Dallara crowding out the F3 market in the late 1980s, Martini reduced their customer program, keeping a stubborn presence in the French F3 championship during the 1990s, until Tico Martini finally sold the company to Guy Ligier in 2004.

Complete Formula One results
(key) (results in bold indicate pole position)

Major titles

 * 21 French Formula Renault titles between 1975 and 1997, with drivers such as Alain Prost, Érik Comas, Olivier Panis or Stéphane Sarrazin
 * 20 French hill climb championship titles between 1979 and 1999, including 10 titles with Marcel Tarrès and one title with Guy Fréquelin
 * 10 French Formula Three championship titles between 1973 and 1999, with drivers such as Jacques Laffite, Alain Prost or Sébastien Bourdais
 * 2 European Formula Two Championship titles, in 1975 with Jacques Laffite and 1977 René Arnoux
 * 2 European Formula Three Championship titles, in 1979 with Alain Prost and 1984 with Ivan Capelli
 * 1 SCCA Super Vee title in 1986 with Didier Theys
 * 1 German Formula Three Championship title, in 1985 with Volker Weidler

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Automobiles Martini


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McGuire (Formula One)

McGuire was a Formula One racing car constructor founded by Australian driver Brian McGuire. The team participated in one Formula One World Championship Grand Prix but failed to qualify.

Brian McGuire first started to race in the British-based Shellsport G8 International Series in 1976, as a private entry with the Formula One-specification Williams FW04. He also entered the car for the 1976 British Grand Prix but was only listed as a reserve and never made it on to the track. For the 1977 season McGuire made extensive modifications to the Williams and it was entered for the 1977 British Grand Prix as the McGuire BM1. However, the car was uncompetitive in the special pre-qualifying sessions, slower than all the other entrants except Mikko Kozarowitzky who had an accident, and McGuire failed to make it through to the full qualifying sessions. Brian McGuire was killed at the wheel of the car at Brands Hatch later in 1977.

Complete Formula One World Championship results
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title: McGuire (Formula One)


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Merzario

Merzario was a Formula One and Formula Two team and constructor from Italy. The team participated in 38 Formula One World Championship Grands Prix but scored no championship points.

1977
Merzario was set up in 1977 by former Ferrari, Williams and March driver Arturo Merzario when he could no longer find a drive with an established team. He initially campaigned a March 761B during, his best result being 14th in the 1977 Belgian Grand Prix. This proved to be the only occasion in three years of participation in Formula One that one of their cars was classified at the finish of a World Championship Grand Prix. During the early part of the season Merzario's car was consistently the fastest of a number of March 761s on the grid, though as the season wore on, he slipped down the grids and finally decided to abandon the season and concentrate on the following year and his new car.

1978
In 1978 Merzario partnered with Swiss Formula One entrant Guglielmo Bellasi and laid the foundation for his own team. Merzario's first self-built Formula One effort, the A1, appeared in 1978 and was a basically conventional car based largely on his March 761B, with a red colour scheme and crude bodywork vaguely reminiscent of a Ferrari 312T2 in its use of cockpit-side ducting for an air intake. It used the then-common combination of the Cosworth DFV engine and Hewland gearbox. The livery changed from red to black before the 1978 Monaco Grand Prix, though it was not until the Swedish Grand Prix that it finished a race, although unclassified, being eight laps adrift of the winner after a long pitstop. For the Austrian Grand Prix, a second A1 was unveiled, although it was suspected that this was actually the team's old March 761B with new bodywork. With this car at his disposal, Merzario performed slightly better in qualifying but still failed to be classified in a race. For the Italian Grand Prix, both A1s were entered, with Alberto Colombo driving the original A1 and Merzario taking the newer second A1. Colombo posted the slowest time during qualifying and did not make the grid, while Merzario qualified comfortably, only for the engine to fail during the race. The team qualified the car on eight occasions during 1978, but retired seven times with mechanical failures.

1979
For the 1979 Formula One season the second A1 was revised into the A1B with more elegant bodywork and revised front suspension, and a new yellow and black livery. The A1B was the only Merzario to qualify for Grands Prix during 1979, which it did twice, though it retired on both occasions.

The A2 (designated A3 by some sources), designed by Merzario and Simon Hadfield and based on the first A1, was ready in time for the European rounds of the 1979 season with the same engine and gearbox combination, and it had been modified into a ground effect 'wing' car. Only one example was built. The A2 first took to the racetrack at the 1979 United States Grand Prix West in the hands of Arturo Merzario. Merzario qualified the car for the race but after the front suspension failed he had to start the race in the A1B. The car officially made its debut at the 1979 Spanish Grand Prix, where Merzario set the 26th time during qualifying and failed to make the race. At the next race in Belgium, Merzario crashed during qualifying and broke his arm. For Monaco Merzario asked Gianfranco Brancatelli to drive his car, but Brancatelli failed to pre-qualify. Merzario was back at the wheel at the French Grand Prix. He set the 26th time during qualifying and was more than two seconds slower than the last qualifier. The A2 took to the track for the last time at the Austrian Grand Prix, after Merzario damaged the A4 in a practice accident.

By this time, Merzario and Bellasi had purchased the assets of the Kauhsen team (and their driver Brancatelli), arguably taking on cars even worse than his old March-based vehicle. The Kauhsen chassis was rebuilt by Giampaolo Dallara and renamed the Merzario A4. The A4 employed the same Cosworth / Hewland running gear and the suspension was similar to the A2, but the bodywork was less bulky, with better sidepods for improved airflow. However, the car again failed to qualify for every Grand Prix that it entered, proving even slower than its predecessors. The only time the A4 was not the slowest car in qualifying was at the Italian Grand Prix, where Héctor Rebaque was seven tenths slower in his Rebaque HR100. However, Merzario did qualify and race the car in the non-championship Dino Ferrari Grand Prix at Imola, where he finished 11th and last, two laps down.

After Formula One
After plans to modify the A4 into the A5 were not completed due to financial problems, Merzario turned to constructing Formula Two cars. He was keen to point out that the engine bay of his 1980 BMW-engined M1 F2 machine could easily be modified to take a Cosworth DFV F1 engine, though no such effort was ever made. The car was fairly unsuccessful in F2, and Merzario decided to return to running March chassis for 1981. With March 812s, the team finally scored two podiums in F2, with Piero Necchi at the wheel, but after a lacklustre 1982 season, Merzario again built his own cars for 1983 with minimal success. After moving down to Italian Formula 3, he finally moved away from team ownership in the mid-1980s.

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Complete Formula Two results
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title: Merzario


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Onyx Grand Prix

Onyx Grand Prix is a former Formula One constructor from Britain that competed in the and  Formula One seasons. The team participated in 26 World Championship Grands Prix (25 starts) and scored six World Constructors' Championship points. Its best result was third place, in the 1989 Portuguese Grand Prix, for Stefan Johansson.

Pre-Formula One beginnings
Onyx Grand Prix began life as Onyx Race Engineering in late 1978 as a partnership between old colleagues Mike Earle and Greg Field. Prior to approaching Field and asking him to join him in a new venture, Earle had had extensive experience in open-wheel racing, running the successful Church Farm Racing team in F3, F2 and Formula 5000, as well as previously working with Field and driver David Purley in the LEC racing team in Formula Atlantic, F2, European Formula 5000 and occasional Formula One races. In their first foray into team ownership the duo intended to enter their own chassis in Formula 2 for the 1979 season but it turned out to be a largely unsuccessful campaign. They returned in 1980 and 1981 running semi-works Marches for Johnny Cecotto and Riccardo Paletti. After a competitive 1981 season Paletti's sponsors took him to Formula One with Osella. Not wanting to be left behind, Onyx tried their hand at F1 by entering a private March in 5 rounds for Spaniard Emilio de Villota, with de Villota failing to qualify for any of the races. Onyx planned to enter their own car once again in 1983 but this time taking a step up into the world of Formula One with a returning Paletti. Disaster struck as Paletti was killed at the 1982 Canadian Grand Prix and this seemed to curtail Onyx's progression forward.

Next step
At this time, co-founder Greg Field decided to leave the team and sold his share to racing enthusiast Jo Chamberlain, which looked like a further step backwards for the team. Some good fortune arrived as March Engineering co-founder Robin Herd had decided to outsource the running of the works March Formula 2 team and he approached Earle and Onyx to do it. Onyx had now inherited a class-leading chassis, a dominant BMW engine and the best Michelin tyres for the 1983 season, along with capable drivers in Beppe Gabbiani, Thierry Tassin and Christian Danner. The season did not turn out to be a good one as the team fell behind the works Ralts. 1984 would see the team slip further behind the Ralts and even a privately entered March. In 1985 Formula 3000 replaced F2 as the stepping-stone series to Formula One and Onyx continued to run the works March effort, finishing 3rd with Emanuele Pirro in 1985, then progressing even further as Pirro finished as runner-up in 1986, before Onyx achieved their finest moment as Stefano Modena was crowned the 1987 Formula 3000 champion. With Modena off to Formula One, Onyx set their sights on retaining the championship with Volker Weidler but 1988 turned out to be a huge disappointment, as Weidler battled with the March 88B, finishing in 15th position overall. Nevertheless, buoyed by a largely successful Formula 2 and Formula 3000 tenure, Earle was now eager to enter Formula One and set about building a solid team with which to enter the pinnacle of motorsport.

Formula One
Prior to entering Formula One, Paul Shakespeare had purchased the majority shares of the team in September 1988 and this provided Onyx with the much needed injection of cash to make the step up. Martin Dickson was hired as team manager and the team was further boosted by sponsorship from Marlboro and Moneytron, a company owned by flamboyant Belgian Jean-Pierre Van Rossem. Van Rossem would soon purchase all of Shakespeare's shares, becoming the majority owner in a deal that would cause the team a considerable number of problems in the future. In the meantime, the team, now rebranded as Onyx Grand Prix, had struck a deal to use Ford V8s and Goodyear tyres. Respected engineer Alan Jenkins, who had previously worked for McLaren, was commissioned to design the team's first Formula One car, resulting in the tidy-looking Onyx ORE-1. Earle went for a mixture of youth and experience on the driving front and hired the respected Stefan Johansson and the young Belgian rookie Bertrand Gachot, who had actually been responsible for the arrival of Van Rossem and his Moneytron sponsorship. With a solid business plan in place, a wealth of experience in junior formulae, a sound car and engine package and a solid driver duo, Onyx Grand Prix looked set to have a rather promising future in Formula One. At the car's debut in England, Autosport's Nigel Roebuck described the Moneytron sponsorship as "the most tasteless I have ever seen".

1989 season
Despite all of the excitement and preparation, Onyx only just made it to their first Grand Prix. Their cars were only completed on the morning of their launch, before having to be hastily packed and sent off to Heathrow Airport the same day for transportation to Brazil, the scene of the season's first race. Having had no testing to fine-tune the cars, neither car would make it out of pre-qualifying in the first 3 rounds. Things got worse as a testing accident completely destroyed one chassis prior to the race at Imola and at the race itself, brake failure on Johansson's car resulted in another car-destroying crash. Positive signs were beginning to show as Gachot just missed out on pre-qualifying in Imola, Johansson would do the same at Monaco, before finally Johansson would make it out of pre-qualifying in Mexico, setting the 6th fastest time in Saturday free practice before qualifying 21st for the race, ahead of the illustrious Nelson Piquet and respected drivers Pierluigi Martini, René Arnoux and Eddie Cheever. The car however, and expectedly, would suffer a mechanical failure in its debut race, but progress was being made. More good news arrived at Phoenix with the return of Greg Field who replaced Dickson as Team Manager and Johansson once again making the grid, qualifying 19th before a front suspension failure ended his day. Johansson was once again on the grid in Canada, this time 18th. Gachot had yet to make his first Grand Prix start but he was getting ever closer.

During this upswing things started to look ominous. Van Rossem's lavish lifestyle and extravagance came to the fore, having purchased a US$20 million Gulfstream IV business jet prior to the Phoenix Grand Prix. Johansson was also disqualified in Canada after a botched pit-stop saw him tear the air gun rig apart. Amidst all the dark clouds, a sunny day arrived at the 1989 French Grand Prix. Both cars were ideally suited to the Paul Ricard circuit and comfortably finished 1–2 in pre-qualifying. They both had an even more impressive qualifying proper, with Gachot ending up 11th on the grid and Johansson 13th. Gachot ran with Alesi, who finished 4th, before a battery problem put him down to 13th, while Johansson scored the team's first points with a fine 5th place. The two points were now set to get the team out of pre-qualifying for the remainder of the season, but it came to nothing at the next round in Britain. Johansson failed to qualify and Gachot qualified 21st before having his race blighted by handling problems. The Minardis would finish 5th and 6th however, condemning Onyx to the ruthless world of pre-qualifying, although the fact that the two Brabhams and Dallara's Alex Caffi were no longer pre-qualifiers made this task easier for them. Johansson would qualify in Germany, Hungary and Belgium, with Gachot missing out in Germany (which would be the only time during the 1989 season that an Onyx would succeed in getting through pre-qualifying without then going on to qualify). Trouble flared up once again with Van Rossem and his flamboyancy as he had been quoted in the press as saying he was attempting to attract top drivers to the team and was in the process of investing US$40 million into Porsche's F1 engine project while, in reality and behind closed doors, Van Rossem was beginning to bemoan the cost of running a Formula One team and was even rumoured to be reluctant to pay the team's bills. Van Rossem went one step further by saying on Belgian TV that he would quit F1 if the Porsche engine deal fell through. Many saw this as an admission that he was tired of the sport and sought a reason to get out. Van Rossem's spectacularly destructive and erratic antics went on: he also made some controversial comments in a Belgian newspaper during the Belgian GP weekend, drawing the ire of two of F1's most powerful men, F1 commercial rights holder and F1 management CEO Bernie Ecclestone and then-FIA president Jean-Marie Balestre. He denied apparent allegations that he had referred to Balestre as a Nazi (Balestre apparently was part of the pro-Nazi Vichy French military during World War II) and Ecclestone as a Mafia boss. Ecclestone then banned Van Rossem from attending any further Grands Prix.

At the Italian Grand Prix Gachot qualified for what would be his final race for the team, while Johansson failed to make the grid. Gachot raised the ire of his erratic boss and was sacked for voicing his displeasure at the team's lack of testing and an apparent lack of faith in his driving. JJ Lehto was drafted in at the last minute as his replacement, but with little time to familiarise himself with the new car he failed to qualify for the next round in Portugal. Yet again it was Johansson that came to the fore and gave Onyx a reason to smile at the Portuguese Grand Prix. He decided not to change tyres during the race and after everybody else had made their pit-stops and following Mansell and Senna's collision, he was running an incredible 3rd before his tyres started to go off. He was rapidly caught and passed by both Williams but they soon retired and Johansson was left with a clear run home in 3rd, crossing the line with no fuel left. It was a great moment for the team but it would also turn out to be their last points finish. With Van Rossem reluctant to make funds available, development on the car was slow and Johansson would not qualify for the rest of the season, although Lehto would continue to improve, making the grid in Spain and Australia.

The team finished in a respectable 10th position overall in their debut season, scoring 6 points and being rewarded with not having to take part in pre-qualifying for the following season.

1990 season
After what should have been a solid foundation to build on in 1989, things started coming apart heading into 1990. At the end of the 1989 season Van Rossem's lack of interest began to show. Finances quickly dried up and Van Rossem's flamboyant and uncooperative personality resulted in Earle and Chamberlain quitting the team, with Field leaving for a second time. Alan Jenkins took charge, with Peter Rheinardt taking over as Team Manager from Field. Having failed to secure a deal for either Honda or Porsche V10s for, Van Rossem acted on his threats and left, taking his Moneytron sponsorship with him. Now seeking new ownership, Swiss car collector and former racer Peter Monteverdi purchased 50% of the team, with Karl Foitek purchasing 25% and Brune Frei purchasing the remaining 25%. Onyx was already in such dire financial straits that Foitek had to pay for Goodyear tyres used by the team in 1989 before the company would provide them with tyres for the 1990 season. The team then rehired Earle and Chamberlain, but Alan Jenkins was soon fired after refusing to work with Earle. To make matters worse Earle and Chamberlain left once again, along with Team Manager Rheinhardt and the bulk of Onyx's experienced staff.

For 1990 the team retained JJ Lehto and opted to go with Gregor Foitek, son of part-owner Karl Foitek, in the second car. Foitek was contracted to Brabham for two races so Johansson was kept for the opening two rounds. As little money had been put into developing a car for the 1990 season, Onyx arrived at the opening two rounds with last year's ORE-1. Neither driver qualified for the first two races, with Johansson destroying two chassis in the process. At the San Marino Grand Prix the team arrived with slightly updated ORE-1B chassis. Foitek replaced Johansson, who sued Onyx for breach of contract and, along with Alan Jenkins, attempted to get a court injunction to block Monteverdi's planned relocation of the team. Both cars made the grid at Imola, with Lehto coming home 12th. At Monaco Foitek was running in 6th position at a late stage in the race when he collided with Éric Bernard's Larrousse, resulting in him being classified 7th, a result that would be Onyx's best finish of the season. Both cars made the grid in Canada and Mexico, but could only manage one finish between them, with Foitek's 15th place in Mexico. In July Monteverdi had fulfilled his desire to move the team to Switzerland but that improved nothing. A clear indication of how far behind the team had fallen came in France where both cars failed to make the grid, where at the same track last season they had both qualified high up and netted a points finish. At the British Grand Prix neither car made the grid. By the time of the German Grand Prix, Monteverdi had succeeded in changing the team's name to Monteverdi Onyx Formula One, but once again it meant nothing as although both cars scraped onto the grid, Foitek retired early and Lehto finished six laps behind and was unclassified.

There were also rumours circulating regarding poor car preparation, including broken suspension parts being welded back together instead of being replaced and the cannibalising of Monteverdi's sports car collection for spare parts. One incident saw Lehto repeatedly complaining of poor handling, a problem that was finally solved when his driveshaft was discovered to have been installed the wrong way around. At around this time part-owner Karl Foitek withdrew his money and barred his son from driving a car that he now felt was dangerous. With finances already a huge problem, Foitek's withdrawal was the final straw and the team would ultimately not see out the championship, wrapping up operations at the Hungarian Grand Prix.

Reformation
After a time spent running Arena Motorsport, Earle reformed the team initially to contest the 2014 World Touring Car Championship with TC1 version of Ford Fiesta saloon. However the plans were abolished in February 2014 due to lack of support by Ford. Instead the team was to build the Ford Focus ST for the 2015 TCR International Series season. However, the car was underdeveloped and uncompetitive and only contested half the events in the inaugural season, recording just two classified finishes at Monza, before the assets were sold to the FRD racing team for 2016.

Complete International Formula 3000 results
(Results in bold indicate pole position; Results in italics indicate fastest lap)

Complete Formula One results
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title: Onyx Grand Prix


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Pacific Racing

Pacific Racing (later known as Pacific Grand Prix, and finally as Pacific Team Lotus) was a motor racing team from the United Kingdom. Following success in lower formulae, the team took part in two full seasons of Formula One, in and, entering 33 Grands Prix without any success.

Origins and success in lower formulae
The team was founded by former mechanic Keith Wiggins in 1984, to race in the European Formula Ford Championship, with Norwegian driver Harald Huysman and Marlboro backing. Huysman won both the European and Benelux titles. On Huysman's advice, Pacific entered Bertrand Gachot in British Formula Ford with a Reynard in 1985. The following year, Gachot, also part of the Marlboro World Championship team, won the Formula Ford 2000 crown for Pacific. Marlboro stayed with Wiggins' team in FF2000 in 1987, winning the British title with JJ Lehto.

In 1988, Pacific entered the British F3 Championship with Lehto and a Reynard car, and won the title on their first attempt. Wiggins did not want to stay in F3 and moved up to Formula 3000, once more in association with Reynard and Marlboro. However, Lehto and Eddie Irvine's season was disappointing and the tobacco company's support moved to rival DAMS in 1990. The team returned to form in 1991, taking Christian Fittipaldi to the F3000 crown.

Formula One

Pacific Racing had won in every junior category it had participated in, and by 1992 Wiggins was determined that it would make the step up to F1 for the 1993 season, in the process renaming the team as Pacific Grand Prix. Lacking an in-house engineering staff and conscious of how limited his timescale was, Wiggins contacted F3000 constructor Reynard Racing to design and build the new PR01 chassis, hoping to benefit from several years of research and development that Reynard had invested in their recently scrapped in-house F1 project. Unfortunately for Pacific, the Rory Byrne-led design team had gone to Benetton at the end of 1991 and Reynard had sold the design (still in form of paper drawings) to Ligier. The small PR01 design team, working at Reynard but nominally employed by Pacific to conform to FIA Regulations, were forced to start a new design based on what little of the Reynard F1 research remained and utilizing a number of minor components from Reynard's F3000 chassis in an attempt to constrain costs. With their roots in the same project, the resulting Benetton B193, Ligier JS37 and Pacific PR01 shared the same slab-sided, raised-nose profile that later became standard in Formula One.

They instead postponed their entry in January 1993 because of a recession and resulting failure of investors to pay up.

They were unable to enter F1 until 1994. The year was a disaster. Paul Belmondo and former Jordan driver Bertrand Gachot (who was a shareholder in the team) started the season as drivers, with Oliver Gavin testing. The PR01, designed for the 1993 season, had undergone none of the vital wind tunnel testing required to refine the car's aerodynamics, had seen only a few dozen miles of track testing and its Ilmor 3.5 L V10 engine was underpowered by 1994 standards. That season the team failed to score a point or finish a single race, and from the French Grand Prix onwards, neither car qualified.

Aiming for a fresh start in 1995, Pacific made a deal with the owner of the former Team Lotus to enter as "Pacific Team Lotus". Although no staff, equipment or technology came to the team as a result, the aim was for Pacific to benefit from association with the famous Lotus name. The obsolete Ilmor engines had been replaced by Ford ED V8s and a whole host of new sponsors were brought in. Good news also came when the PR02 was guaranteed a start each race, with Larrousse and Lotus disappearing from the entry lists and only Forti coming in. An embarrassing moment happened during the reveal of the car when it took Wiggins 25 minutes to open a bottle of champagne. Belmondo had been replaced with Andrea Montermini. Having had no luck in the first half of the season, team partner Gachot vacated his seat in mid-1995, making way for paydrivers Giovanni Lavaggi (four races, four DNFs) and Jean-Denis Délétraz (two races, one DNF, one NC). Gachot later returned after the money of the two pay-drivers dried up and two drivers Wiggins wanted to run (Formula Nippon driver Katsumi Yamamoto for Okayama and Suzuka and test driver Oliver Gavin for Australia) were denied superlicences. Pacific's best finishes that season were 8th in the German and Australian Grands Prix, both times as the multi-lapped last car in the track.

Withdrawal and aftermath
At the end of the 1995 season, the team withdrew from Formula One and Wiggins went back to Formula 3000, resurrecting Pacific Racing with Patrick Lemarié and Cristiano da Matta as drivers, but was unable to recapture the success of the pre-F1 era. Both were replaced by Oliver Tichy and Marc Gené for the following season; Gené left the team after his accident at Pau, and Tichy continued alone until the team quit mid-season. In 1997, Pacific's former F1 drivers Gachot and Belmondo were reunited in the All Japan Grand Touring Car Championship, both acting as drivers of the Pacific-sponsored Toyota Supra entered by Cerumo in the GT500 class. On that same year, Wiggins also attempted to enter sportscar racing and the 24 Hours of Le Mans with a heavily modified BRM chassis known as the P301 and using Nissan engines. Following a series of failures for the project into 1998, Wiggins closed the team.

Wiggins joined Lola and helped the constructor reclaim ground in the Champ Car World Series. With a foothold in the United States, the mechanic-turned-team manager joined up with the Herdez brewery and in 2000 acquired Bettenhausen Motorsports, renaming it HVM Racing. In 2006, Paul Stoddart, former owner of the Minardi F1 team, bought an interest in the team and renamed it Minardi Team USA; the team reverted to the HVM Racing name after American open-wheel reunification two years later, before leaving the sport at the end of 2012 season.

Results summary
* Including points scored for other teams.

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title: Pacific Racing


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Vel's Parnelli Jones Racing

Vel's Parnelli Jones Racing, commonly referred to simply as Parnelli or VPJ, was a motor racing constructor and team from the United States. The team was formed in 1969 by former USAC racer Parnelli Jones and his business partner Velko "Vel" Miletich. Parnelli was initially solely concerned with USAC racing, where success came quickly; their driver Al Unser won the Indianapolis 500 race in 1970, driving a VPJ Colt, after leading 190 of the 200 racing laps. Unser went on to win the USAC championship. Unser repeated the Indy 500 win in 1971 with a new Colt built without the left side chassis offset that had been made illegal by 1971 rules, ending the season in fourth place in the USAC drivers points while teammate Joe Leonard won the championship.

Racing
Parnelli secured the services of ex-Team Lotus designer Maurice Philippe and driver Mario Andretti for USAC racing in the early 1970s, and in 1974 decided to move into Formula One racing, with financial support from tire manufacturer Firestone. After a brief foray into Formula One at the end of the season, Vel's Parnelli Jones mounted a full campaign in. Their Parnelli VPJ4 car owed much to Philippe's Lotus 72 design. It appeared for the North American races at the end of the 1974 season and was gradually developed through 1975. However, Firestone's decision to quit racing at the end of 1974 meant that a major partner was lost. Jones was unable to find a replacement title sponsor and despite improvements made to the car the team folded only three races into the season. Andretti only learned of the Formula One team's future from journalist Chris Economaki, as he sat in the car on the grid for the Long Beach Grand Prix. This led to some bad feeling between Andretti and Jones, and Andretti returned to Lotus for the remainder of the season. In total, Vel's Parnelli Jones participated in 16 Grands Prix and scored 6 championship points.

Concurrent with the Formula One venture, VPJ was developing a turbocharged version of Cosworth's legendary DFV V8 Formula One engine, building on their experience from the previous two years. It was developed at their facility in Torrance, California, under the direction of engine builder Larry Slutter and dyno engineer Takeo "Chickie" Hirashima. The car debuted at the Speedway in 1975 in a modified Indy version of the Formula One Parnelli chassis, although it was not run regularly until late in 1976. This private project was quickly adopted by Cosworth itself, and the Parnelli engine evolved into the equally legendary Cosworth DFX, an engine which would go on to win every Indianapolis 500 race and USAC/CART Championship between 1978 and 1987.

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title: Vel's Parnelli Jones Racing


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Rebaque

Team Rebaque was a Mexican Formula One entrant and constructor, based in Leamington Spa, UK. They participated in 30 Grands Prix, initially entering cars bought from Team Lotus, before finally building a car of their own. The Rebaque HR100 was entered for the team's final three races before the team's closure. The team qualified to race on 19 occasions, and achieved one World Constructors' Championship point with its best finish of sixth at the 1978 German Grand Prix.

History
The team was founded by, and centred on, Héctor Rebaque, a Mexican driver who first drove in Formula One in 1977 for Hesketh. Following his debut season he was dropped by Hesketh, and with no other team willing to take him on as a driver Rebaque decided to start his own team.

At the start of the 1978 Formula One season Rebaque agreed a deal with Team Lotus to buy their 1977 Type 78 model (JPS-15). He had very little experience, only having qualified for one race with Hesketh, and had a difficult year. Although he did score a point at the German Grand Prix, he also suffered the ignominy of being forced to retire from the Brazilian Grand Prix owing to driver fatigue.

Rebaque HR100
He continued the arrangement with Lotus for the season, this time buying the Championship winning Type 79 chassis. During the year he commissioned Penske to build a chassis, the Rebaque HR100. The design of the car - by Geoff Ferris with input from John Barnard - was heavily influenced by the design of the Lotus 79, also incorporating some elements of the Williams FW07's sidepods. It was completed in time for the Italian Grand Prix that year, although it either failed to qualify or to finish the final three races of the year. The team was closed down at the end of the year. Rebaque himself moved to the Brabham team midway through the following season.

Complete Formula One results
(key) (results in bold indicate pole position; results in italics indicate fastest lap) * Lotus-Ford finished 1st in the 1978 Constructors' Championship, scoring 86 points, but the 1 point scored by Team Rebaque did not contribute to the total (only the best result for each constructor at each race counted towards the championship) ** Lotus-Ford finished 4th in the 1979 Constructors' Championship, scoring 39 points, but Team Rebaque did not contribute to the points total

title: Rebaque


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Rial Racing

Rial is a German producer of light alloy wheels and rims, and was a Formula One constructor competing in the and  seasons. Founded in the 1970s as a wheel rim producer, the company was bought by Günter Schmid, ex-owner of the ATS wheels company in 1987. Schmid followed the same strategy as he had at ATS, advertising the Rial wheel brand by entering Formula One as a constructor. Rial participated in 32 Grands Prix, entering a total of 48 cars. They scored six championship points, finishing a highest of ninth in the constructors championship in 1988. After leaving Formula One at the end of the 1989 season, the Rial Racing division was closed, and the company did not race again. Rial continues to manufacture wheels and rims from its factory in Fußgönheim.

Racing history
Günter Schmid, ex-owner of the ATS company that competed in Formula One for eight years, bought Rial in 1987, ahead of the reduction in power of the turbo-engines in 1988, and set up a Formula One team at Rial's base in Fußgönheim. With old-ATS designer Gustav Brunner, Schmid produced the Rial ARC1, powered by a Cosworth DFZ engine, an updated model of the ubiquitous design of the pre-turbo seasons. The ARC1, nicknamed the "Blue Ferrari" due to the similarities with the Brunner-designed Ferrari F1/87, featured a double wishbone pullrod suspension, with shock absorbers innovatively placed horizontally against the chassis. Andrea de Cesaris, with Marlboro sponsorship was hired to drive the car, which proved strong in testing due to a small fuel tank.

At Rial's début race, the 1988 Brazilian Grand Prix, de Cesaris qualified 14th and reached sixth place in the race, but he ran out of fuel seven laps from the end. Mechanical failures occurred during the following races, and Rial twice breached regulations; for working on the car on-track and the drivers head being above the roll bar - necessitating a modification of the car. The fuel tank was again a problem in Canada where de Cesaris ran out of fuel in fifth place; however the next race in Detroit saw Rial finish in fourth place, scoring three points. After the, the team's performance began to fall, and Brunner left the team after finishing 13th in their home race in Germany. Continuous mechanical problems and the fuel tank contributed to a six-race string of retirements, de Cesaris finishing the season classified 8th in Australia. The team finished in ninth place in the constructors championship, and Andrea de Cesaris was placed fifteenth in the drivers championship.

Rial expanded to two cars ahead of the 1989 season, and with de Cesaris moving to Dallara, German drivers Christian Danner and Volker Weidler were hired to drive the ARC2. Designed by new engineer Stefan Fober, the car was an updated version of the ARC1, with reworked aerodynamics by McLaren designer Bob Bell, and the improved Cosworth DFR engine being worked into the chassis. With turbo-charged engines banned for 1989, the entry list had increased to 39 cars from 20 teams; to accommodate the number of cars a pre-qualifying system was introduced, where the new cars and the teams ranked lowest in the previous season would compete for the 30 spaces available in qualifying, and then for the 26 starters in the race. Danner did not have to pre-qualify, while Weidler driving the new entry had to enter the session.

Danner achieved a 14th place at the opening Brazilian round, before the improving cars of Rial's competitors forced Danner out of qualifying for the next two races, hampered by the older ARC2 chassis. The fifth race, the on the Phoenix street circuit, saw Danner finish in fourth place, in a similar attritional race to the year before, giving him the best result of his career. Weidler meanwhile had failed to pre-qualify for any race so far in the season, and following Danner's 8th-place finish in Canada in what was to be Rial's final race start, neither driver qualified for the following Grands Prix, despite both Rial cars being allowed to enter qualifying following the changing of pre-qualifying rankings after the. At the Hungarian race, where an illegal rear wing saw Weidler's qualifying times deleted, both Fober and Weidler left the team following the blame by Schmid for the imposed fine. Pierre-Henri Raphanel was his replacement, bringing with him new designer Christian van der Pleyn. However the new design team could not improve the ARC2 to qualify for a race, and Danner quit following the. Gregor Foitek was brought in for Spain, but a rear wing breakage during qualifying caused an accident destroying his car, and he immediately left the team. Bertrand Gachot took over for the final two races, but neither Raphanel nor Gachot managed to qualify to race, with the outdated car several seconds off the nearest competitors in qualifying. Finishing 13th in the championship, Rial Racing closed down at the end of the year.

Complete Formula One World Championship results
(key) (results in bold indicate pole position; results in italics indicate fastest lap)

title: Rial Racing


text:
Talk:Cusco Declaration

[Untitled]
Cusco is not with "Z", it's with "S", because Latinamerican Spanish doesn't pronounce letter "Z" as in Spain. See also Cusco (in Spanish)

 * It is Cuzco in English, and there's not much any of us can do about it. Some names change in other languages. --Cantus… ☎   01:27, Dec 11, 2004 (UTC)

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Scirocco-Powell

Scirocco was a Formula One constructor from the United Kingdom. They participated in seven World Championship Grands Prix, entering a total of nine cars, as well as numerous non-Championship Grands Prix. Scirocco also provided chassis for private entrants.

World Championship results
(key)

Non-championship results
(key)

title: Scirocco-Powell


text:
Shannon Racing Cars

Shannon Racing Cars was a Formula One constructor from the United Kingdom with Aiden Jones, formerly a mechanic for Prince Bira and Prince Chula, and Paul Emery as the principals. Using a car built by former Emeryson designer Emery and an old Coventry Climax engine, they participated in a single Grand Prix. Trevor Taylor drove for the team at the 1966 British Grand Prix, retiring early in the race. The car was then used for Formula 3 until 1969.

SH1
The only F1 chassis Shannon Racing Cars made had steel monocoque frame, upper and lower wishbone front suspension with outboard brake, and anti-roll bar. It was a very compact design with an upper I arm and lower reversed A arm with upper and lower radius arms mated with an outboard spring/damper unit, outboard brake, and anti-roll bar in the rear. The rear arm of the front upper A arm was much thicker than the front tube, acting as a canti-lever to operate the inboard spring/damper unit mounted vertically. The monocoque extended to the rear of the engine, with the gearbox sticking out further aft. Another monocoque tub was made in aluminium, but was never used.

The Coventry Climax 2.5-litre FPE Godiva V8 engine used in the Shannon had been built 12 years earlier in 1954 for Kieft F1, but was not released for a lack of proper fuel injection. The entire stock of parts was sold to Andrew Getley, who permitted Paul Emery to convert one unit to the 1966 3-litre F1 format, which required it to run on pump fuel as opposed to the original alcohol.

Paul Emery bored out the engine, used a Tecalemit Jackson fuel injection, and the 2-valve gear-driven DOHC 3-litre crossplane V8 made 312 bhp at Chrysler's dynamometer located in Kew.

The SH1 arrived at Brands Hatch with Syd Fox as the driver, who drove on the practice day. Pannier fuel tanks were installed overnight to cope with the fuel consumption of the 3-litre engine. However, the decision was made to offer the seat to Trevor Taylor, who qualified and started the race. After one lap, one of the pannier tanks developed a leak, and the car was retired.

A petrol company sponsorship was promised but fell through, and SH1 received a 1-litre Cosworth MAE built by Holbay (later by EMC Motorsport), fitted with two twin-choke diagonal throat sand-cast Weber carburettors for Formula 3 racing. This car participated in many F3 races in the hands of John Wilson and Keith Jupp until 1969. Wilson later recalled the car handled better than the competition that had two or three years newer designs.

The subsequent owner of SH1 obtained a Climax FPE from Gordon Chapman, then owner of the FPE parts, and the car and the engine are said to be in Austria with Mr. Burkhardt List along with a collection of Emeryson racing cars.

Complete Formula One results
(key)

title: Shannon Racing Cars


text:
Spirit Racing

Spirit Racing was a racing car constructor and racing team from the United Kingdom. Founded in 1981, it participated in the 1982 European Formula Two Championship, moved to Formula One in (staying to the end of the  season), then competing in the 1988 F3000 season before finally folding at the end of that year. In 26 F1 races (including the non-championship 1983 Race of Champions), its best finish was seventh at the 1983 Dutch Grand Prix.

Formula Two
Spirit Racing was founded in August 1981 by ex-March employees Gordon Coppuck and John Wickham with backing from Bridgestone and Honda, who were keen to re-enter Formula One as an engine supplier. The initial plan was to participate in the 1982 European Formula Two Championship, and so ex-McLaren designer John Baldwin was hired to produce the Spirit 201 chassis with Coppuck, to be powered by a naturally-aspirated 2-litre Honda V6 engine. With sponsorship from Marlboro and capable drivers in Stefan Johansson and Thierry Boutsen, the car was an immediate success, taking pole position in eight of the 13 rounds of the championship, while Boutsen won three times and challenged for the title before losing out in the final round to the March of Corrado Fabi.

Formula One
Before the F2 championship was over, Honda had built prototypes for a turbocharged Formula One engine. After a dummy unit was sent to Spirit, the team modified one of its 201 chassis to meet F1 regulations, and began a testing programme with the new engine in November 1982 at Silverstone, with plans to join the F1 World Championship midway through the 1983 season. Honda were anxious to keep a low profile – much as they had been when they had first entered F1 two decades earlier – and so the team avoided testing at the same time as other F1 teams, while also taking its programme to Willow Springs and Riverside in California. Then, when the decision was made to enter one car into the World Championship, Johansson was chosen as the driver – he was seen as a faded talent having made a disappointing F1 debut for Shadow in 1980, whereas Boutsen was seen as a star of the future.

After a further test at Jacarepaguá, the team made its competitive F1 debut in April 1983, at the non-championship Race of Champions at Brands Hatch. In a field of 13 cars, Johansson set the second-fastest time in free practice, but suffered engine problems in qualifying and started 12th. He then retired early with a punctured radiator following a collision with the Theodore of Roberto Guerrero. Following this, the team resumed its testing programme, with sessions at Silverstone, Brands Hatch and Donington Park, before making its World Championship debut in July at the British Grand Prix at Silverstone. Driving a further revision of the F2 car, the 201C, Johansson qualified 14th out of 29 cars despite continued engine problems, and ran strongly in the early stages before retiring with a broken fuel pump.

The team then continued in the championship until the penultimate race of the season, the European Grand Prix at Brands Hatch. Johansson tended to qualify ahead of most of the naturally-aspirated cars, and finished seventh at Zandvoort, but mechanical problems continued to blight the car. In the meantime, the team was building its first purpose-designed F1 car, the 101, but at the same time, Honda were showing concern at the lack of progress and were being courted by Williams, who offered a record of success. Following a disastrous weekend for Spirit at Monza, where the 101 was presented but not driven and Johansson suffered another early retirement, the Japanese company decided to supply its engines to Williams only, and Spirit thus missed the final race of the season at Kyalami.

Spirit decided to continue in 1984 with Hart turbocharged engines. Initially twice world champion Emerson Fittipaldi and moneyed Italian Fulvio Ballabio were slated to drive. However Fittipaldi left to find a drive in Indy car racing after finding the machine uncompetitive and Ballabio was refused a Super Licence. Instead Mauro Baldi found funds and was nominated as the team's sole driver, Johansson being released as he could not find the funding to continue. The 101 was a neat but underpowered car and Baldi struggled to move away from the rear of the grid. Jean-Louis Schlesser had planned to take over from the third race before the threat of litigation from RAM (still owed money by the Frenchman) saw Baldi stay until Huub Rothengatter took over. When the Dutchman's money ran out Baldi found enough funds to complete the season. The team's best result was 8th place, scored by Baldi on three occasions and Rothengatter once.

The 101 chassis (having been progressively upgraded throughout 1984) was updated again for 1985 and Baldi continued to drive. Allen Berg had arranged a deal to take over the seat later in the season. Money was even tighter, however, and after three rounds Wickham decided to take up an offer from Toleman to buy out the team's tyre contract and folded the F1 outfit. Wickham initially promised to be back with a new car in 1986 but that never happened.

Formula 3000
Spirit briefly resurfaced in Formula 3000 in 1988, running Bertrand Gachot, Steve Kempton and Paolo Barilla with some success, but co-founder Wickham left the outfit midway through the season and the team folded at the end of the year.

Formula Two results
(key) (results in bold indicate pole position)

Complete Formula One results
(key)

title: Spirit Racing


text:
Tec-Mec

Tec-Mec (full name Studio Tecnica Meccanica) was a Formula One constructor from Italy. Founded by former Maserati designer Valerio Colotti in 1958, they participated in a single Grand Prix, scoring no World Championship points.

Tec-Mec used an improved, lightened version of the Maserati 250F, named the F415. The car was upgraded by the 250F's designer, Colotti, and financed by Lloyd Casner of Camoradi International. The team made its single outing in the 1959 United States Grand Prix, but the car, driven by Fritz d'Orey lasted six laps before retiring, having qualified 17th on the grid ahead of only the midget racer of Rodger Ward.

Colotti sold the design studio at the end of the year to found Colotti Trasmissioni, and the company continued to produce cars for the Formula Junior series.

Complete Formula One World Championship results
(key)

title: Tec-Mec


text:
Tecno (motorsport)

Tecno is an Italian kart and former racing car constructor based in Bologna. It won the European Formula Two Championship in 1970 and became a Formula One constructor, participating in 10 grands prix and scoring one championship point.

History
Tecno started out as an engineering business in Bologna manufacturing hydraulic pumps. In 1961, the company's owners, brothers Luciano and Gianfranco Pederzani, decided to enter motor sport as constructors of karts. In 1966 the company moved on up into car racing with Formula 3. Swiss driver Clay Regazzoni scored Tecno's first international win in Spain in 1967 and by the end of the year Tecno had won 32 of the season's 65 major F3 races. Tecno was the first company to build an offset ('sidewinder') kart chassis to take advantage of the newly developed air-cooled rotary motors produced by Parilla. Tecno's first chassis was named the Kaimano (a play on the Italian word for the Camen crocodile and the source of the logo). The Kaimano's design was based on the American rear-engine karts of the early 1960s. The second chassis, the Piuma ('Feather'), revolutionized karting design, and was so successful that it won the World Championships in 1964, 1965 and 1966. In 1969 Ronnie Peterson drove for the team, winning 15 races. In 1970 Tecno debuted in Formula 2 and won that year's championship with Regazzoni. Tecno's success in junior formulae stirred the interest of Count Teofilo Guiscardo Rossi di Montelera (of Martini & Rossi fame), who became a partner and title sponsor of the Pederzani brothers in an attempt to build a Formula One car and engine. Tecno's Formula One car made its first competitive appearance at the 1972 Belgian Grand Prix in the hands of Nanni Galli. The team chose to adopt the colour red for the chassis, partly to honour the long-standing tradition of Italian racing teams competing with that tonality, and partly to better accommodate their title sponsor. The engine, designed by Luciano Pederzani, Renato Armaroli and Giuseppe Bocchi, was a flat-twelve engine very similar to the contemporary Ferrari unit, although apparently considerably less powerful. Galli managed to finish third in the non-valid for the championship 1972 Italian Republic Grand Prix in Vallelunga, but he wouldn't score points for the rest of the season. For the Italian Grand Prix Tecno fielded a second car driven by Derek Bell. Although Galli outqualified Bell, team manager David Yorke elected to retain Bell for the final two races in North America, terminating Galli's involvement with the company.

In 1973, serious disagreements between the Pederzani brothers and Rossi and Yorke over the sporting and technical direction of the team generated a fracture that the two parties were never able to fully recompose. The Pederzanis were interested in hiring Clay Regazzoni, then a relatively new prospect, whereas Rossi and Yorke wanted the expert Chris Amon, who had been unable to agree terms with March Engineering for the season. Yorke and Rossi commissioned a new chassis from designer Gordon Fowell, while the Pederzanis hired Alan McCall to design a new car. McCall left before the project was fully developed, and the car was completed by Ron Tauranac, who was freelancing after selling Brabham at the end of 1972.

After missing the early-season races due to the internal turmoil, Tecno finally debuted with the McCall/Tauranac car at the Belgian Grand Prix, where Amon finished sixth, achieving the team's first and only point. The car continued to show good promise in its second outing at the drivers circuit of Monaco, where Amon qualified 12th, in front of Jacky Ickx's Ferrari, and ran well in the upper midfield for 25 laps.

At the British Grand Prix, Tecno found itself in the peculiar position of having two different cars available, with both the Fowell "Goral" car and the McCall/Touranac car in the garage. Amon qualified last. He managed to escape the multiple collision triggered by Jody Scheckter during the opening stages of the race that took out nine cars but had to retired with a broken fuel pump after six laps. Amon moved up to qualify 23rd for the Dutch Grand Prix but he had to retire again after 22 laps with the same technical problem.

Having two different, underfunded and underdeveloped cars competing with scarce resources made the team's struggle untenable, and by the Austrian Grand Prix, the ongoing dispute between the Pederzanis and Yorke and Rossi resulted in a discontented Amon leaving the team to drive for Tyrrell. Despite having commissioned an eight-cylinder engine for the following year, the Pederzanis decided to shut down the Formula One program. Rossi took the Martini & Rossi sponsorship to Brabham in 1974, and eventually established the racing brand Martini Racing; Luciano and Gianfranco Pederzani retired from the sport, citing the toxic atmosphere that pervaded the team in 1973 as the main cause of their disillusionment.

Complete Formula One results
(key)

Non-Championship results
(key) (Races in bold indicate pole position; races in italics indicate fastest lap.)

title: Tecno (motorsport)


text:
Theodore Racing

Theodore Racing was a Formula One constructor from Hong Kong founded by real estate magnate and millionaire Teddy Yip. They participated in 51 Grands Prix, entering a total of 64 cars.

In the present day Theodore Racing is an international motor racing team owned by Teddy Yip Jr. competing in the Macau Grand Prix.

Following its last race in 1992, the team made a successful return to racing at the Macau Grand Prix in 2013 under Teddy Yip Jr., owner of GP3 team Status Grand Prix.

Theodore Racing has won a record eight Macau Grands Prix – two as an independent team with Vern Schuppan and Geoff Lees, and six as a technical support team with the likes of Alex Lynn and Felix Rosenqvist.

History
In the early 1970s, amateur racer Yip met Sid Taylor and agreed to sponsor Vern Schuppan in Formula 5000. This led to Yip backing Schuppan in Formula One with Ensign in 1974. There followed further involvement in America with Schuppan and then support of Alan Jones in the US F5000 series in 1976. In Australia, Schuppan won the Rothmans International Series for Yip driving a Lola T332-Chevrolet in 1976. That year Yip established Theodore Racing. It was run by Taylor and entered an Ensign for Patrick Tambay in F1. After a moderately successful half season in 1977, with driver Patrick Tambay scoring four points and finishing 17th overall, Yip commissioned Ron Tauranac to build him an F1 car. The car, called the Theodore TR1, was difficult and Eddie Cheever failed to qualify in both Brazil and Argentina but then Keke Rosberg took over and won the International Trophy at Silverstone in the wet. However, Keke only qualified for a single GP, in South Africa. The car was abandoned in the mid-season. In the US, Yip supported Dan Gurney's Eagle team.

In 1979, Yip helped to fund Ensign but the car was not a success. The car was driven by Derek Daly, Patrick Gaillard, and Marc Surer but there were no points scored. At the end of the year Teddy also funded a British F1 programme with a Wolf WR6 for David Kennedy and helped Desiré Wilson to become the first woman to win a Formula 1 race – albeit a national event.

Yip bought the Shadow team at the beginning of 1980, and Kennedy also moved to it, but the results were poor, the team was by then on its last legs, and in the mid-summer, Yip decided to retire the team and to rethink his involvement in racing and ended most of his other activities to concentrate on F1.

With Sid Taylor and Julian Randles he established Theodore Racing Ltd. and recruited Tony Southgate and team manager Jo Ramírez. The new car was dubbed the TY01 and was driven by Patrick Tambay at the start of 1981. In mid-season Tambay moved to Ligier and Yip gave the drive to Marc Surer. The same car was developed in 1982 and it became obvious that small teams could not easily survive in the turbo era. Yip merged Theodore with Ensign and used the Nigel Bennett-designed Ensign N183 design as a Theodore. The team hired Johnny Cecotto and Roberto Guerrero but at the end of that season the team shut down and Mo Nunn moved to America, where he enjoyed great success as a race engineer through the 1980s and into the 1990s and eventually set up a successful team of his own in CART. 1983 also saw a guest drive in a Theodore by former Grand Prix driver Brian Henton at the non-championship 1983 Race of Champions where he finished fourth, the highest a Theodore finished all season.

Macau Grand Prix
Yip ran a team each year at the Macau GP until the late 1980s and in 1983 was behind the switch from Formula Atlantic rules to Formula 3. The result was a huge success and Theodore Racing has won the event a record seven times, notably with Ayrton Senna in the first year of F3.

In October 2013, it was announced that the name Theodore Racing would be revived by Teddy Yip's son, Teddy Yip Jr., for the 2013 Macau Grand Prix to mark the 30th anniversary of Senna's victory in the event. After Briton Alex Lynn won the race, Teddy Yip Jr. said, "This was a fairytale way for the Theodore name to return to the great Macau Grand Prix in its anniversary year. To be with SJM to witness Alex's victory is an emotional day, and a fitting tribute to my father's contribution to this great Macau event."

Teddy Yip Jr. joined forces with Formula Three Champions, Prema Powerteam for a second consecutive year in 2014, entering a three car Macau Grand Prix team with drivers Nicholas Latifi, Esteban Ocon and Antonio Fuoco. Latifi finished fifth with Ocon crashing out during a battle for the lead and Fuoco failing to finish the race.

The trio of SJM Theodore Racing by Prema entries for the 2015 event, which utilise Mercedes-Benz powered Dallara Formula 3 cars, will be driven by Sweden's Felix Rosenqvist, Jake Dennis of Great Britain and Canada's Lance Stroll.

The 2017 Macau GP and FIA F3 World Cup event saw SJM Theodore field Callum Ilott alongside Mick Schumacher, Maximilan Gunther and Guanyu Zhou in their line up of four Mercedes-Benz Formula 3 cars. Ilott headed their qualifying score sheet with a P3, newly signed as a Ferrari Junior that month. Gunther qualified P4, Schumacher in P7 and Guanyu Zhou in P10. Ilott went on to win the Macau Qualifying Race for SJM Theodore by Prema with a lead of 7.957s ahead of the rest of the field. The other SJM Theodore cars came in with P4 (Gunther), P10 (Zhou) and P20 (Schumacher). The Sunday Macau GP was marred for SJM Theodore by a first lap racing incident between Ilott and Joel Erikkson, as Ilott retook the lead, taking them out of the lead of the race, which was won by Dan Ticktum. Gunther, Guanyu Zhou and Schumacher finished 5th, 8th, and 16th respectively.

Indy cars
Theodore began participating in Indy cars in 1977 as a sponsor for the Simpson Sport team in the USAC National Championship starting off the season with a pair of McLaren M16C-Offenhausers for Simpson to drive as No. 38 and for Steve Krisiloff to drive as No. 39.

At the season-opening Datsun Twin 200 at Ontario Motor Speedway with Simpson finishing in ninth and Krisiloff retiring due to clutch issues. Krisiloff would then leave the team. At the Indianapolis 500 Simpson retired from driving and Formula One driver Clay Regazzoni would first drive the No. 38. The car was then destroyed in a practice crash by Regazzoni. Regazzoni qualified the No. 39 in 29th place but retired from the race with a fuel leak after 25 laps, finishing in 30th place. After Indianapolis, Rick Mears would drive the car starting at the Schafer's 500 at Pocono International Raceway. Mears would get a best finish of fifth place at the Tony Bettenhausen 200 at Wisconsin State Fairgrounds Park Speedway. Mears would finish 20th in the final point standings.

Theodore would return in 1979 to sponsor All American Racers in the SCCA/CART PPG World Series for # Eagle 79-Cosworth DFX driven by Mike Mosley. Mosley would get a best finish of third place at the Indianapolis 500, where he would also set the fastest lap of the race. Mosley finished 10th in the championship.

In 1980, Theodore returned with AAR and Mosley. They originally fielded the No. 48 Eagle 80-Cosworth DFX at the Datsun Twin 200 at Ontario Motor Speedway. In the race, Mosley retired in 19th place due to a broken cylinder. Starting at the Indianapolis 500 the team replaced the Cosworth engine with a Chevrolet V8. Mosley qualified in 26th place and retired after five laps due to a broken gasket, finishing in 32nd place. the Theodore/AAR team appeared again at the True Value 500 at Pocono International Raceway before parting ways. In the race, Mosley qualified in fourth place and finished in 23rd place after retiring due to a burnt piston. Mosley finished 41st in the championship.

In 1981, Theodore fielded their own car. They first appeared at the Indianapolis 500 (part of the USAC Gold Crown Series) with the No. 33 Red Roof Inns McLaren M24-Cosworth DFX with Vern Schuppan driving. The car qualified in 18th place and finish in third place. The team also raced at the Van Scoy Diamond Mines 500 at Pocono International Raceway. The car started in fifth place and retired in 17th place due to a loss of oil pressure. Schuppan went on the finish 10th in the USAC standings. The team also competed in the CART/PPG World Series, with Schuppan driving. The team first appeared at the Norton Michigan 500 at Michigan International Speedway finishing in 24th place due to a blown engine. The team then went into partnership with Thomas W. Barrett III for the AirCal 500K at Riverside International Raceway, the II Copa Mexico 150 at Autodromo Hermanos Rodriguez and the Miller High Life 150 at Phoenix International Raceway. The team replaced the McLaren M24 with a March 81C for Riverside. Schuppan achieved a best finish of 15th place at Phoenix and finished 36th in points.

At the 1982 Indianapolis 500 (counted toward the 1981–82 USAC Gold Crown Series) Theodore would field with Bob Fletcher Racing a car for Desire Wilson, the No. 33 Eagle 81-Cosworth DFX. Wilson failed to qualify. Teddy Yip Sr. was attending the race while Teddy Yip Jr. was born.

In 1983, Theodore supplied factory-backed chassis for Tom Sneva and Kevin Cogan, fielded by Bignotti-Carter Racing. The chassis was practised by both drivers at the Indianapolis 500. Both would use a March 83C in the race, which Sneva won and Cogan finished in fifth place. Later in the season, Cogan used the chassis with a Cosworth DFX at the Provimi Veal 200 at Road America and the Escort Radar Warning 200 at Mid-Ohio Sports Car Course. Cogan retired from Road America in 19th place due to an electrical problem and finished sixth at Mid Ohio and in 15th place in the final standings (most of the points were scored using a March chassis). The chassis was then used by Ed Wachs Motor Sports for Jim Crawford.

Crawford achieved a fourth-place finish at the 1984 season-opening Toyota Grand Prix of Long Beach at the Streets of Long Beach. Crawford failed to qualify at the Indianapolis 500 and started one other race, the Meadowlands Grand Prix at the Meadowlands Sports Complex, retiring in 21st place due to broken suspension. Crawford would finish in 27th place in the final standings.

In 2016, Theodore Racing returned to the IndyCar Series to contest three rounds of the 2016 season; Toyota Grand Prix of Long Beach; Angie's List Grand Prix of Indianapolis and the 100th running of the Indianapolis 500, where Graham Rahal’s No. 15 Honda will be entered under 'Rahal Letterman Lanigan with Theodore Racing'.

Complete Formula One results

 * Notes
 * – Not entered as a Constructor.

Formula One non-championship results
(key) (Races in bold indicate pole position) (Races in italics indicate fastest lap)

title: Theodore Racing


text:
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Len Shackleton

Leonard Francis Shackleton (3 May 1922 – 28 November 2000) was an English footballer. Known as the "Clown Prince of Football", he is generally regarded as one of English football's finest ever entertainers. He also played cricket in the Minor Counties for Northumberland.

Able to play at inside forward or outside forward, he scored 134 goals in 427 league and cup appearances in just over 11 seasons in the Football League, and before that scored 171 goals in 209 league and cup appearances during wartime football. His ball control skills made him one of the most talented players in the country, but his individualism and outspoken nature limited him to only five England caps in a six-year international career. He also never won a trophy or league title.

Born in Bradford, he spent his teenage years before World War II with Bradford Park Avenue, Kippax United, Arsenal, Enfield, and London Paper Mills, before he turned professional at Bradford Park Avenue in 1940. He spent the war assembling aircraft radios and playing for Bradford PA, and was sold on to Second Division rivals Newcastle United for a £13,000 fee in October 1946. He scored six goals on his Newcastle debut, but fell out with the club's directors, and was sold on to Sunderland for a British transfer record fee of £20,050 in February 1948. He scored 97 goals in 320 First Division matches for the club, with the closest he came to a trophy being the 1949–50 season when Sunderland finished third in the league, and when they reached the semi-finals of the FA Cup in 1955 and in 1956. He retired due to an ankle injury in 1957, and became a sports journalist.

Club career
Leonard Francis Shackleton was born in Bradford, England on 3 May 1922 to Leonard and Irene Shackleton; his father was a self-employed painter and decorator and his mother was a housewife. He was the elder brother to Irene and John; John went on to sign for Sunderland, though never played a first team game and quit the game to become a chiropodist and tennis coach. Shackleton attended Carlton High Grammar school, and became the first Bradford schoolboy to represent England schoolboys when he scored two goals in a 6–2 victory over Wales schoolboys; also in the team that day was future Sunderland teammate Dickie Davis.

Early career
Despite his family being keen Bradford City supporters, Shackleton signed amateur forms with Bradford Park Avenue after being signed by manager Billy Hardy. Bradford PA permitted him to play for Kippax United in the Leeds League. Arsenal's secretary-manager George Allison heard of Shackleton's talents, and drove to Bradford to sign him to amateur forms in 1938. Arsenal permitted him to play for Enfield in the Athenian League, and he in fact only represented Arsenal twice in reserve team fixtures in the Southern League. He was released by Arsenal in May 1939 and told by Allison that he was too small to succeed as a footballer, and should find other employment. Following this disappointment he took a job at London Paper Mills in Dartford, and turned out for the factory's works team in the Kent League.

Bradford Park Avenue
Shackleton returned to his hometown upon hearing of the outbreak of World War II and took up employment assembling aircraft radios for GEC, at which point he rejoined Bradford Park Avenue as an amateur after being invited to the Park Avenue Stadium by manager David Steele. He turned professional at the club shortly before Christmas 1940 and received a £10 signing-on fee, which the cash-strapped club had to pay in instalments. On Christmas morning he played for Bradford PA, then guested for Huddersfield Town in the afternoon, and scored in both matches. In the wartime leagues he scored a total of 171 goals in league and cup 209 appearances for Bradford PA. He became a Bevin Boy in order to avoid his call-up for national service in 1945 as he did not want to miss the resumption of the Football League, but found the experience of coal mining terrifying and gruelling. He began to avoid his shifts in the pits, and so was called into the Royal Air Force, where he served the remainder of his national service. He scored four goals in seven Second Division matches at the start of the 1946–47 season, but left the club in October 1946 after growing tired of heckling from his own supporters who did not appreciate his individualist style.

Newcastle United
In October 1946, Shackleton was sold to Second Division side Newcastle United for a £13,000 fee. He was sold as a direct replacement for Albert Stubbins, who had been sold from Newcastle to Liverpool for the same fee. He scored six goals on his debut in Newcastle's 13–0 defeat of Newport County at St James' Park on 5 October, with three of his goals coming within the space of just 155 seconds. However his return to Park Avenue in his fourth game for Newcastle was not a happy one, as he had a penalty saved by former teammate Chick Farr in a 2–1 defeat to Bradford PA. The "Magpies" boasted a devastating forward line of Jackie Milburn, Roy Bentley, Charlie Wayman, Shackleton, and Tommy Pearson, and totalled 95 league goals in the 1946–47 season, though their tally of 62 goals conceded and 13 defeats left the club having to settle for fifth place. They did though reach the semi-finals of the FA Cup, where they were beaten 4–0 by Charlton Athletic. After the semi-final game he and club captain Joe Harvey went on strike over housing issues; the club's board eventually relented and granted Shackleton the house they had initially promised him, though to save face told the press that Harvey and Shackleton had been in the wrong and had apologised. He further came into conflict with the club at Christmas 1947, when he and goalkeeper Jack Fairbrother refused to join the squad on a scouting party on opponents Charlton Athletic, who they faced later that season in the third round of the FA Cup. Unhappy with the club, he handed in a transfer request, which was granted.

""...those people upstairs, and whatnot – I never hit it off with... the fans are so brilliant at Newcastle that I feel guilty when I call them (names). But I'm not calling the fans, I'm calling the club... I've no bias against Newcastle – I don't care who beats them!""

- Shackleton liked the Geordie people but felt that Newcastle United was not a well run club.

Sunderland
In February 1948, Shackleton was sold to Newcastle's rivals Sunderland for a British transfer fee record of £20,050. He was one of a number of a squad full of big name players signed by the club for a total outlay of around £250,000 during the post-war era, which earned Sunderland the nickname of the 'Bank of England' club. However Shackleton made his debut in a 5–1 defeat to Derby County at the Baseball Ground, and Sunderland finished just four points above the relegation zone – at that time the club had never been relegated out of the First Division. He later admitted that the players were more a collection of talented individuals than a true team, and that "it takes time to harness and control a team of thoroughbreds. It took time to achieve the blend at Roker Park". Shackleton and centre-forward Trevor Ford would never build any kind of relationship on or off the pitch however, and Ford once threatened to never play in the same Sunderland team as Shackleton until he was forced to back down by manager Bill Murray. Ford was sold on to Cardiff City in November 1953.

Shackleton never won any honours with Sunderland, the closest he came to doing so being a third-place finish in 1949–50, when they finished one point behind champions Portsmouth. Shackleton felt that a surprise home defeat to Manchester City on 15 April was both decisive and galling, as teammate Jack Stelling twice missed a penalty in a 2–1 loss. Sunderland lost fewer games than any other team in the 1954–55 season, but still ended up four points behind champions Chelsea. They also reached the semi-finals of the FA Cup in 1955 and in 1956, losing 1–0 to Manchester City at Villa Park and then 3–0 to Birmingham City at Hillsborough. He injured his ankle on the opening day of the 1957–58 season, and announced his retirement shortly afterwards. This meant he played only 45 minutes for new manager Alan Brown, who had a reputation as a tough taskmaster. The club were reluctant to grant him a benefit match, but relented after Shackleton threatened to tell the FA about illegal payments the club had made.

International career
Shackleton won his first full cap for England in a 0–0 draw with Denmark on 26 September 1948. He was dropped and replaced by Stan Pearson for England's next game, before making a surprise return in a 1–0 win over Wales at Villa Park on 10 November 1948. His third cap came again against Wales, in a 4–1 victory in Cardiff on 15 October 1949. He then had to wait five years for his fourth cap, in which time the England selectors had tried 17 different players at inside-forward, with limited success. Selectors had always viewed the rebellious Shackleton with distrust, and one selector who was challenged over Shackleton's continued absence in the England team told a journalist that "we play at Wembley, not the London Palladium." He made his return again against Wales, in a 3–2 victory at Wembley Stadium. He put in his finest performance however in his final England appearance, scoring with a chipped goal in a 3–1 win over the then World Champions West Germany on 1 December 1954. He later wrote that the goal was "my most memorable scoring effort in a lifetime of soccer... I felt a keen sense of satisfaction – not because the goal made our victory over Germany certain, but because I had decided exactly how to go about scoring it long before the chance presented itself. Anticipation and fulfilment."

Style of play
Journalist Malcolm Hartley, wrote of Shackleton: "Apart from the adhesive ball control and breathtaking body swerve, Shack could hit a ball. His slender legs could crack the ball like a Bofors gun." One of his contemporaries remarked: "Once in possession, and few can match his dexterity at bringing the ball under control, the ball becomes his slave. All the skills of inside forward play – dribbling, feinting, correct positioning and accurate passing are his to command."

A showman who liked to entertain the crowd, he was able to cut the ball with sufficient spin that it would roll towards an opponent only to stop and then return to him as though on a string. He was also adept at back heeling penalty kicks into the goal. He would rarely track back and defend however, and antics were sometimes criticised as "unsportsman-like". On one occasion, 2–1 up against Arsenal with 5 minutes to go, he dribbled the ball into The Gunners' penalty area before putting his foot on it, pretending to comb his hair while looking at his watch. Other examples include mocking opposition full-backs by playing one-twos with the corner flag, literally sitting on the ball to torment defenders who could not dispossess him, and teasing a beaten goalkeeper by putting his foot on the ball on the goal line. Sunderland teammate Trevor Ford wrote in his autobiography that: "where did it [Shackleton's antics] get us? Precisely nowhere. The result was that when he did make a move, the opposing defence was in position and the attack broke down. Time and again when I thought Shack was going to slip a goalscoring pass to me he would veer off". However Billy Bingham defended Shackleton by noting that Ford had poor positional skills.

Cricket career
While playing for Sunderland, Shackleton played cricket for Wearmouth Colliery and for Northumberland in the 1948 Minor Counties Championship. His genius and humour was also evident on the cricket field. At Wearmouth, he would entertain the crowd by pretending to miss slip catches, then looking behind him as if the ball had gone to the boundary, before producing the ball from his pocket. While at Sunderland he played for Wearmouth Colliery in the Durham Senior League. He also played cricket for Lidget Green in the Bradford League, and for Northumberland in the Minor Counties League.

Journalism career and later life
Shackleton became a sports journalist after retiring as a footballer. He had been an outspoken critic of the football establishment during his playing career, particularly so of the maximum wage rule. He used his nickname, The Clown Prince of Soccer, for his 1956 autobiography. One chapter of that book was "The Average Director's Knowledge of Football". It consisted of a single blank page. The book proved to be immensely popular, and ran into five editions within three months.

Shackleton, who had also been a barber during his playing career, had three sons with his wife Marjorie. He moved to Grange-over-Sands in Cumbria on retirement and wrote Return of the Clown Prince with his son Roger. He had a heart attack in August 2000 and died on 28 November that year, aged 78.

Only after his death he became known to many and younger people, esp. to foreigners, because his fame was spread around Europe by the legendary "anarcho-folk-punk-band" Chumbawamba in their "Song To Len Shackleton" (released 2002 on their "Readymades" CD)

Club statistics
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title: Len Shackleton


text:
Token Racing

Token Racing was a short-lived Formula One team and constructor from the United Kingdom, participating in four Grands Prix of the 1974 Formula One season.

Token's history effectively began in 1971. Ron Dennis was trying to find sponsorship for his Rondel Racing team. Through Ron's then-girlfriend, who was the daughter of John Phelps, director of Phelps Antique Furniture in Twickenham, one of its regular customers, Tony Vlassopulos, a barrister son of a Greek shipowner, was asked to sponsor Rondel.

Vlassopulos asked his friend, Ken Grob, chairman of Alexander Howden, insurance brokers in London, if he was interested in joining in. Grob said yes, on the proviso that his young son Ian Grob could be part of the team, which was agreed upon. From that moment forward, Tony Vlassopulos became Dennis's first sponsor.

In late 1973 Rondel Racing, by now a successful Formula Two team founded by Ron Dennis and Neil Trundle, decided to enter F1. Dennis asked Ray Jessop to design the car, while backing was to come from the French oil company Motul, which had sponsored the team for the previous two years, in addition to Vlassopulos and Grob. For 1974, a Ray Jessop-designed F1 car was planned, but the energy crisis affected Motul's support. However, the funds were, in fact, not available to support a F1 leap, even with Motul involved. Trundle continued with the already-designed car from Jessop; Vlassopulos and Grob took over the ownership, with the car becoming the Token, the "To" and the "Ken" coming from the backers' first names and the RJ02 in honour of Jessop.

The team made its F1 debut in April 1974 at the non-Championship International Trophy race at Silverstone, with Welshman Tom Pryce at the wheel. Its first Championship race came the following month, at the Belgian Grand Prix, where Pryce qualified 20th but retired at three-quarter distance following a collision with Jody Scheckter's Tyrrell. The team entered the next race at Monaco but was forbidden from taking part on the basis of Pryce's supposed inexperience, prompting the Welshman to move to the Shadow team. However, upset by this, Vlassopulos took out his Formula 3 racer, Buzz Buzaglo, and then put in Pryce, who then competed in the Formula 3 race for Ippokampos Racing, Vlassopulos' Formula 3 concern, and subsequently won the race.

After sitting out the next three races, Token reappeared at the British Grand Prix with David Purley in place of Pryce. But after failing to qualify, Purley left and was replaced by fellow Englishman Ian Ashley. At the Nürburgring for the next race in Germany, Ashley qualified 26th and last, and ran as high as 8th before a tyre problem dropped him to 14th at the end. Then in Austria, Ashley qualified 24th, but finished unclassified after more wheel problems.

By this stage, however, the team had run out of money, and Vlassopulos and Grob closed it down. The RJ02 subsequently passed into the hands of the Safir Engineering company.

Complete Formula One World Championship results
(key)

title: Token Racing


text:
Toleman

Toleman Motorsport was a Formula One constructor based in the UK. It was active between 1981 and 1985 and participated in 70 Grands Prix.

Origins
The Toleman company was formed in 1926 by Edward Toleman for the purpose of delivering Ford cars from their factory in Old Trafford, Manchester. Within two years, the company moved to Dagenham, London, along with the Ford factory before settling in Brentwood, Essex. In the 1950s, Edward's son Albert took over the reins of the company. In 1966, Albert died leaving his elder son Ted as the chairman with the younger son Bob becoming joint managing director.

In the 1970s, Ted and Alex began their involvement in various car racing formulae in the UK. Ted was also noted for his involvement in off-shore powerboat racing. In 1977, Toleman Motorsport entered an eponymous team in British Formula Ford 2000. By 1978, they were running a March chassis for Rad Dougall in British Formula Two. During that year, Toleman MD Alex Hawkridge hired former Royale Racing designer Rory Byrne but continued to use customer chassis in 1979, purchasing a pair of Ralts (RT2s) and engines from Brian Hart. Rad Dougall was joined by Brian Henton in the expanded team. Henton finished 2nd in that year's championship standings. The following year the team built their own chassis designed by Rory Byrne and John Gentry based on the Ralt. Powered again by Hart engines, running on Pirelli tyres, supported by BP and driven by Henton and Derek Warwick, the team finished 1st and 2nd in the European Formula 2 Championship.

Formula One
Toleman's entry to Formula One was announced in November 1980. Discussions took place with Lancia over the supply of a turbocharged engine, but the team decided to use a turbocharged version of the Hart F2 engine. By that time, Formula One was beginning to be dominated by turbo-powered cars, leaving the naturally aspirated engines lagging behind.

The Rory Byrne-designed Toleman TG181 was an overweight and underpowered car. Brian Henton and Derek Warwick failed to qualify until Henton made the cut for the Italian Grand Prix at Monza in September. Warwick also qualified only once; at the season-closing Caesars Palace Grand Prix in Las Vegas. In, upgraded TG181Cs were used by Warwick and newcomer Teo Fabi until the carbon-composite Toleman TG183 was ready in late August. The TG183 was used in only two Grands Prix (Italy and Las Vegas) but Warwick did record the first of Toleman's fastest laps in the Dutch GP in a TG181C running on low fuel and soft tyres.

In, the TG183B showed improved form thanks to a major update. Derek Warwick was retained, while Teo Fabi was replaced by Bruno Giacomelli. The budget increased as Toleman's current sponsor – Italian white goods manufacturer Candy – was joined by Iveco brand Magirus and BP. Warwick achieved Toleman's first points finish in the Dutch Grand Prix and scored again in the remaining three Grands Prix. These results placed Toleman 9th in the constructors' championship standings.

Ayrton Senna's debut
The driver line-up changed completely in. Warwick's performances were rewarded when he signed a contract with the factory Renault team, and his place was taken by the reigning British Formula 3 Champion and Formula One rookie (and future triple World Champion) Ayrton Senna, while Giacomelli's drive was taken by Venezuelan F2 driver and former dual Grand Prix Motorcycle World Champion Johnny Cecotto.

Senna's first ever Formula One Grand Prix was the 1984 Brazilian Grand Prix held at the Jacarepaguá Circuit in Rio de Janeiro on 25 March. Driving the 1983 car due to the TG184 not being ready, Senna qualified in 17th position (Cecotto qualified 18th). However, Senna's car was the first to retire in the 1984 season, after he was forced to pull out after 8 laps with turbo failure. Cecotto also retired with turbo failure 10 laps later.

Later in a rain-soaked Monaco Grand Prix which was round six, Senna finished in a close second place behind Alain Prost, whose McLaren MP4/2 was suffering from a brake balance problem that Prost reported was getting worse with each lap. In the wet conditions the McLaren's carbon front brakes were not generating heat and, as a result, were locking up with increasing regularity over the last few laps. This led the Frenchman, who had re-taken the lead on lap 15 following Nigel Mansell's crash, to drive slower and slower. The torrential conditions forced Jacky Ickx who was the clerk of the course to stop the race after 31 of the scheduled 78 laps. It was a controversial decision as Ickx had not consulted the race stewards before holding out the red flag, and one that stirred up a conspiracy theory. Prost's McLaren was powered by the Porsche designed TAG engine and Ickx was the lead driver for the factory backed Rothmans Porsche Group C Sports car team, and it was rumored that the Belgian had stopped the race to ensure the Porsche engined car won. The early stopping of the race resulted in much debate about whether Senna would have won. It was also reported by Toleman that Senna's suspension was on the point of collapse after an earlier incident and his consistent running over the kerbs at the Chicane du Port, with the team believing that the damage was sufficient to cause his retirement within 2-3 laps of when competition was halted. Senna set the fastest lap of the race, his first in Formula One, but wasn't the quickest on the circuit at the time of the red flag. Catching both Prost and Senna was the Cosworth powered Tyrrell of West German driver Stefan Bellof who, while finishing third on the road, was later disqualified when the entire Tyrrell team was disqualified from the 1984 season due to technical infringements.

During practice for the British Grand Prix at Brands Hatch, Cecotto crashed heavily and broke both legs, ending his F1 career, though he would go on to have a touring car career. Toleman opted to run only one entry - Senna - in Germany at Hockenheim, the Austrian Grand Prix at the Österreichring and Dutch Grand Prix at Zandvoort.

However, before the Dutch Grand Prix, it emerged that Senna had signed a contract with Lotus despite having two years to run on his current deal. Although he had included a line in his Toleman contract allowing him to legally sever ties with the team with a £100,000 buyout clause in his contract, Senna had failed to invoke this clause because he hadn't informed team principal Alex Hawkridge of the Lotus deal. He was subsequently suspended for the following race in Italy.

Toleman entered two cars again for the Italian Grand Prix at Monza, but local driver Pierluigi Martini - deputising for Cecotto - failed to qualify for the race. In Senna's car was Stefan Johansson, who qualified 17th fastest and finished in 4th place. When Senna returned after his "penalty", he and Johansson finished the season together.

Senna ended the year with three podiums during the season, finishing third at the British Grand Prix behind Niki Lauda's McLaren and Warwick's Renault, while he finished off the season with a third (after qualifying a then career best 3rd) in the final round in Portugal behind the dominant McLarens of race winner Prost and World Champion Lauda.

Early in the 1984 season, Ayrton Senna recorded his only failure to qualify for a Formula One Grand Prix. At round four of the championship, the San Marino Grand Prix at Imola, Toleman decided not to run their cars during Friday qualifying after to a dispute with tyre supplier Pirelli. Senna then suffered a fuel pressure problem in the wet Saturday session which left him stranded on the far side of the circuit between Tosa and Piratella. He was unable to make it back to the pits in time to qualify for the race, his best time of 1:41.585 being 13.068 seconds slower than the time defending World Champion Nelson Piquet had set in his Brabham-BMW to claim pole while being 2.637 seconds slower than 26th and last qualifier Jo Gartner.

Tyre supply problems
During the off-season, Toleman ran into difficulties over tyre supply and was only able to compete in after Spirit experienced financial collapse, allowing Toleman to take over its Pirelli tyre supply. The roots of this situation lay in Toleman's decision to abandon Pirelli after the 1984 San Marino Grand Prix in response to Michelin and Goodyear's performance advantage. Due to the dispute, Toleman had opted to sit out the first day of qualifying at Imola and this, along with a fuel pressure problem on his Hart powered TG184 in the final session resulted in Ayrton Senna not qualifying for a Grand Prix for the only time in his career. Toleman had already aggravated Goodyear with the same behaviour (that time in favour of Pirelli) in Formula Two, so Michelin was the only alternative. When Michelin subsequently announced its withdrawal from F1 effective at the end of 1984, it left Toleman with bridges to mend.

The bridge with Pirelli was not mended in the off-season and as a result, it missed the first three Grands Prix. It was only after the team's new sponsor Benetton purchased Spirit Racing and transferred its Pirelli contract to Toleman did the team return, initially with only one entry. Johansson was to be retained with John Watson driving the second car, but the tyre supply issues prompted Johansson to drive for Tyrrell in Brazil as a replacement for the suspended Stefan Bellof, before replacing René Arnoux at Ferrari from round two in Portugal (where Ayrton Senna scored his maiden Grand Prix win). The sole remaining entry was taken by returnee Teo Fabi until an increased budget allowed a second car at the Österreichring for former Osella driver Piercarlo Ghinzani, who got the drive as Watson reportedly wanted payment for the full season, even though he would have only driven for less than half of that. Pole position at the Nürburgring in the hands of Teo Fabi was the highlight of the season.

That year's TG185 was the first carbon monocoque to be fabricated in-house at the Witney factory.

Change of ownership
In May 1985, Toleman acquired major sponsorship from the Benetton clothing company, which had previously sponsored Tyrrell and were at the time the major sponsor of the Alfa Romeo team. During the 1985/86 off-season, the knitwear firm purchased the team and it was renamed Benetton Formula prior to the 1986 season. The team, through numerous sales, became the Renault factory team in 2002, and again in 2016. In 2021, the team was renamed to Alpine F1 Team.

Toleman continued to be involved in motor racing, increasingly with management rather than as competitors. As of 2010 this includes management of the Australian Mini Challenge one make series by Toleman Motorsport.

Complete Formula One results
(key)

 * Notes
 * † – The driver did not finish the Grand Prix, but was classified, as he completed over 90% of the race distance.
 * ‡ – Half points awarded as less than 75% of the race distance was completed.

title: Toleman