JORDAN 191

The Jordan 191 is one of the most iconic Formula 1 debut cars ever created. Eddie Jordan’s team had already conquered F3 and F3000 in just three years, so the next logical step was Formula 1. Jordan invested everything he had—his business, his savings and his future—into building a competitive F1 entry. Against all odds, the result was a sensational and unforgettable first season.

A Humble Beginning

On a cold November day in 1990, only 29 journalists gathered in Eddie Jordan’s small workshop at Silverstone to witness the unveiling of the Jordan 191. That the car existed at all was already a miracle. Jordan had run out of money and now faced the challenge of funding an entire F1 campaign.

Eddie Jordan, often described as a “wheeler dealer,” never made it as a driver, but he possessed unmatched talent for business. His earlier successes in junior categories came from securing the best equipment and signing gifted young drivers—such as Johnny Herbert, Martin Donnelly and Jean Alesi—often through creative financial agreements. His skill in making deals would become essential in his Formula 1 journey.

Gary Anderson’s Crucial Role

In 1989, after Alesi’s F3000 win in Birmingham, Jordan approached engineer Gary Anderson about designing a Formula 1 car. Anderson had long-standing ties with Jordan and experience from multiple racing categories. In 1990 he joined Eddie Jordan Racing, initially to help run the F3000 program, but soon found himself responsible for designing the team’s first F1 machine.

Anderson worked with support from engineers Andy Green and Mark Smith, plus access to a CAD system provided by Mugen. Early wind?tunnel tests at the University of Southampton were promising, and a first track test at Silverstone with John Watson showed the car’s potential—even without a proper livery.

Desperate for Sponsors

Four months before the first race, Jordan publicly launched the 191, even though the team had no title sponsor. Behind the scenes, Jordan was under pressure: Gérard Larrousse urgently wanted his Cosworth engine deal, and Ford needed reassurance. Meanwhile, Jordan’s attempt to secure Camel sponsorship collapsed after intervention from Benetton boss Flavio Briatore.

The breakthrough came thanks to driver Bertrand Gachot, who paid the $500,000 FIA entry fee and later tested the car at Paul Ricard. With an underweight chassis, the car posted fast times—enough to convince 7Up to sponsor the team with $1.1 million, plus a bonus for exceeding 15 championship points. Additional funding came from the Irish Ministry of Sport and a $1.4 million deal with Fuji for the rear wing. Veteran driver Andrea de Cesaris brought more support through Marlboro connections.

A Stunning Debut Season

Jordan’s first race was the 1991 United States Grand Prix in Phoenix. Pre?qualifying was fierce, but Gachot made it through and impressed with P14 on the grid. Although his race ended early, it was clear the 191 was both beautiful and fast. Strong qualifying performances followed at Interlagos, Imola and Monaco.

Results improved as the season progressed. The team scored double points at Montreal, finished fourth in Mexico City, and continued collecting valuable top?six finishes in France, Britain and Germany. In Hungary, Gachot even set the fastest lap.

The Gachot Incident and the Arrival of Schumacher

Behind the scenes, tension grew between Jordan and Gachot over financial disagreements. But the real turning point came in the summer of 1991 when Bertrand Gachot was unexpectedly sentenced to prison after an altercation with a London taxi driver earlier that year.

Jordan suddenly needed a replacement. Several names were considered, but a recommendation from Mercedes’ Gert Kramer brought one young German to the top of the list: Michael Schumacher.

Mercedes agreed to pay £150,000 for Schumacher to race at Spa. Despite never having driven the track, Schumacher qualified an astonishing seventh—four places ahead of teammate de Cesaris. His race ended on lap one with clutch failure, but the impression he made was enormous.

The Schumacher Contract Battle

What followed was a dramatic dispute involving Benetton, Mercedes, manager Willi Weber, and Bernie Ecclestone. Benetton seized the opportunity to sign Schumacher, replacing Roberto Moreno. Jordan fought back legally, but a settlement was reached: Moreno received compensation, Jordan was paid $500,000, and Moreno drove the final two races of the season for Jordan.

 
Roberto Moreno (Monza)                                        Alex Zanardi (Australia)

The Final Push and Missed Bonus

At the season finale, Jordan needed just two points to secure the 7Up bonus. In heavy rain, both cars, De Cesaris and Alex Zanardi,rose through the order into point-scoring positions—only for the race to be stopped one lap earlier than expected. The classification wiped out their points, and Jordan missed the bonus money by heartbreakingly small margins.

Gachot, newly released from prison, never returned to the team and instead joined Larrousse.

The Aftermath

During the winter break, Jordan lost all major sponsors, and Cosworth demanded payment. Eddie negotiated a payment plan and even gifted a Jordan 191 to settle part of the debt. Fortunately, Bernie Ecclestone arranged a free Yamaha engine supply for 1992, giving the team a lifeline. New sponsors—Philips, Barclay and Sasol—helped rebuild the program.

Jordan Grand Prix survived, and the remarkable debut season of the Jordan 191 became part of Formula 1 legend.