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Arrows Grand Prix

Team Principles Tom Walkinshaw GBR (1996-2002)
Jackie Oliver GBR (1978-1986, 1994-1995)
Alan Rees GBR (1978-1986, 1994-1995)
Wataru Ohashi JPN (1987-1993)
Designers Eghbal Hamidi IRN (1999-2000)
Mike Coughlan IRL (1997-2002)
John Barnard GBR (1997-1998)
Alan Jenkins GBR (1990-1996)
James Robinson GBR (1990)
Ross Brawn GBR (1986-1989)
Dave Wass GBR (1978-1986)
Tony Southgate GBR (1978-1980)

Team History

Alan Rees, Jackie Oliver, Dave Wass and Tony Southgate left Shadow in 1977 and with backing from Italian financier Franco Ambrosio formed there own team - the name was derived from the last names of the founders: Ambrosio, Rees,  Oliver, Wass and Southgate. They began in contentious fashion however, with Ambrosio going to an Italian jail for tax evasion and Shadow suing for copyright infringement over the design of the first car, the FA/1. The British courts ruled in favor of Shadow and the team was forced to build a new design (the A1) in just 52 days in order for it to be ready for its debut at the 1978 Brazilian GP.

Patrese at 78 Long Beach GP in the A1 The 1979 Arrows A2-Ford Jochen Mass in the A3-Ford at the 1980 Belgian GP

Year Chassis Engine Tyre # / Driver Start Win Pole FLap Pts Pos
1978 A1
Cosworth DFV V8 GY 35 Patrese
36 Strommelen
14 0 0 0 11 10th
1979 A2
Cosworth DFV V8 GY 29 Patrese
30 Mass
15 0 0 0 5 9th

The car showed promise but more problems followed when young driver Riccardo Patrese crashed at the start of the 1978 Italian Grand Prix in an incident that took the life of Lotus driver, Ronnie Peterson. Patrese was barred from taking part in the US GP though he was never officially blamed for the incident. Through the following years the team ran in the mid-pack and picked up a few points, the A3 chassis design being relatively successful. A major high point was Patrese's pole position at Long Beach in '81.

Monza 1981: Patrese in the A3 Brian Henton in the A4-Ford at Long Beach 1982 Marc Surer guides the A6 around Monaco in 1983 Canada 1984: Thierry Boutsen in the A7-BMW
Thierry Boutsen in the A8 at Imola 1985 Detroit 1986 Christian Danner in the A8 The A10-Megatron at Imola 1987 with Derek Warwick at the wheel Eddie Cheever in the A10B at the 1988 Belgian GP

1984 was the start of a resurgence, with the introduction of new RJ Reynolds cigarette sponsorship money and BMW turbocharged engines, giving the team a chance to run closer to the front but reliability was a major problem. When BMW officially withdrew their support at the end of 1986, the same engines continued to be used - serviced by Megatron - but development essentially stopped. The lack of development did make the units less fragile and the team finished 5th in the Constructors Championship, with steady performances from Derek Warwick and Eddie Cheever.

Year Chassis Engine Tyre # / Driver Start Win Pole FLap Pts Pos
1980 A3 Cosworth DFV V8 GY 29 Patrese
30 Mass
14 0 0 0 11 7th
1981 A3 Cosworth DFV V8 PI 29 Patrese
30 Stohr
15 0 1 0 10 8th
1982 A5
Cosworth DFV V8 PI 29 Surer / Henton
30 Baldi
15 0 0 0 5 11th
1983 A6 Cosworth DFV V8 GY 29 Surer
30 Boutsen / Serra
15 0 0 0 4 10th
1984 A7
BMW M12/13 F4t
Cosworth DFV V8
GY 17 Surer / Jones
18 Boutsen
16 0 0 0 6 9th
1985 A8 BMW M12/13 F4t GY 17 Berger
18 Boutsen
16 0 0 0 14 8th
1986 A9
BMW M12/13 F4t GY 17 Danner / Surer
18 Boutsen
16 0 0 0 1 10th
1987 A10 Megatron F4t GY 17 Warwick
18 Cheever
16 0 0 0 11 7th
1988 A10B Megatron F4t GY 17 Warwick
18 Cheever
16 0 0 0 23 5th
1989 A11 Cosworth DFR V8 GY 9 Warwick / Donnelly
10 Cheever
16 0 0 0 13 7th

The switch back to normally aspirated engines in 1989 dropped the team back down the grid and the team began looked for new sources of funding after long-time sponsor USF&G pulled out of F1. Japanese Wataru Ohashi provided the much needed cash and in return the team ran under the name of his company, Footwork starting in 1990 but the many changes proved to be too much for the team to work around and the season netted just two points. With the new injection of capitol the team negotiated an exclusive supply of Porsche V12 engines for 1991 but the design was flawed and the program a complete disaster. By the time a decision was made to abandon the Porsche engine program and return to the old Ford DFR units, the lack of points meant the team were forced to pre-qualify for many races and only managed to make the grid at ten races.

Aguri Suzuki joined the team in 1992 as part of a deal to run Mugen prepared Honda V10's and the team managed some respectable finishes, but 1993 was a disappointment and at the end of the season Footwork withdrew their sponsorship, though Ohashi still owned shares in the team. The team also lost the supply of Mugen engines and was forced to revert once again to Ford V8 power. The 1994 FA15-Ford was however, reliable and the young pairing of Gianni Morbidelli and Christian Fittipaldi scored points on several occasions despite the shoestring budget.

Morbidelli returned for 1995 and was paired with Japanese Taki Inoue, who brought much needed sponsorship money for the first half of the season but when the Italian couldn't bring in more backing, he was replaced with Max Papis. The dire financial situation led to Jackie Oliver and Alan Rees buying back Wataru Ohashi's shares at the end of 1995 and brokering a deal to sell a majority interest to Tom Walkinshaw - who had big plans for the team - early in 1996.

Mecanics work on Martin Donnelly's A11 at the 1989 French GP The Footwork logo Imola 1990: Michele Alboreto in the A11B The ill-fated A11C-Porsche of Michele Alboreto at the 1991 US GP
Aguri Suzuki pilots the FA13-Mugen at Imola 1992 Christian Fittipaldi at the 1994 Canadian GP in the FA15 Monaco 1995: Gianni Morbidelli in the FA16 Jos Verstappen in the FA17 at the 1996 Canadian GP

The 1996 season was a transition year for the team with the well supported pairing of Jos Verstappen and Ricardo Rosset doing the driving, but both drivers made numerous mistakes which were compounded by a lack of mechanical reliability. Late in the season Walkinshaw made the surprise announcement that he had signed the current World Champion, Damon Hill to drive in 1997 together with Pedro Diniz (who brought enough sponsorship to pay for Hill's salary!). With two new drivers, a new Brian Hart-designed Yamaha V10 engine and a switch to Bridgestone tyres, the team struggled early in the season but almost took their maiden win at the Hungarian GP. After qualifying third Hill led for a great deal of the race before a throttle linkage broke with one lap to go, dropping him to second. It proved to be the only bright spot of the year and Hill left at the end of the season.

The team retained the services (and sponsorship) of Diniz for 1998 but lost the backing of Yamaha, the engines being rebadged as "Hart" after their designer and prepared by the team. Experienced Finn Mika Salo got the second seat but neither had any success and both left the team after the season ended.

Year Chassis Engine Tyre # / Driver Start Win Pole F Lap Pts Pos
1990 A11B
Cosworth DFR V8 GY 9 Alboreto
10 Caffi / Schneider
16 0 0 0 2 =9th
1991 FA12C
Cosworth DFR V8
Porsche F1 V12
GY 9 Alboreto
10 Caff / Johansson
10 0 0 0 0 -
1992 FA13 Mugen-Honda MF-351H V10 GY 9 Alboreto
10 Suzuki
16 0 0 0 6 7th
1993 FA14
Mugen-Honda MF-351H V10 GY 9 Warwick
10 Suzuki
16 0 0 0 4 9th
1994 FA15 Ford HB V8 GY 9 C.Fittipaldi
10 Morbidelli
16 0 0 0 9 9th
1995 FA16 Hart 830 V8 GY 9 Morbidelli / Papis
10 Inoue
17 0 0 0 5 8th
1996 FA17 Hart 830 V8 GY 16 Verstappen
17 Rosset
16 0 0 0 1 9th
1997 A18 Yamaha OX11A V10 BS 1 Hill
2 Diniz
17 0 0 0 9 8th
1998 A19 Arrows-Hart V10 BS 16 Diniz
17 Salo
16 0 0 0 6 7th
1999 A20 Arrows-Hart V10 BS 14 de la Rosa
15 Takagi
16 0 0 0 1 9th

Repsol-backed Spaniard Pedro de la Rosa joined as team leader for 1999 alongside Japanese rookie Toro Takagi, but the year saw yet another string of breakdowns and crashes netting the team just a single point. De la Rosa stayed on for 2000 with Jos Verstappen returning to the fold, and the team switched to the far more reliable SuperTec-prepared Renault engines.

TWR logo Damon Hill at the launch of the 1997 Arrows A18 Pedro Diniz at the 1998 Monaco GP in the A19 1999: Tora Takagi at Monaco in the A20

To be continued...

Year Chassis Engine Tyre # / Driver Start Win Pole F Lap Pts Pos
2000 A21 SuperTec FB02 V10 BS 18 de la Rosa
19 Verstappen
17 0 0 0 7 7th
2001 A22 Asiatech AMT001 V10 BS 14 Verstappen
15 Bernoldi
17 0 0 0 1 10th
2002 A23 Cosworth CR3 V10 BS 20 Frentzen
21 Bernoldi
12 0 0 0 2 11th
        TOTAL 386 0 1 0 160  

Jos Verstappen in the 2000 A21-SuperTec at Hungarian GP

Jos Verstappen in the 2001 A22-AsiaTech at Brazil

Heinz-Harald Frentzen in the A23-Cosworth at Malaysia 2002

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