Larrousse

Larrousse

Surname	Larrousse
Companies
Company headquarters	Signes , France
Team boss	Gérard Larrousse
statistics
First Grand Prix	San Marino 1987
Last Grand Prix	Australia 1994
Race driven	127
Constructors' championship	0
Drivers World Championship	0
Race wins	0
Pole positions	0
Fastest laps	0
Points	23

Larrousse (initially Larrousse-Calmels , 1992 also Venturi-Larrousse ) was a French motorsport team founded by Didier Calmels and the former racing driver and Renault sports director Gérard Larrousse , which took part in the races of the Formula 1 World Championship from 1987 to 1994 . Until 1991, the racing team was technically closely linked to Lola Cars . In 1989, Larrousse brought the Italian sports car manufacturer Lamborghini into Formula 1 as an engine manufacturer.

Team formation environment

Private teams in France

In contrast to Great Britain, France was a country in which the involvement in high-class motorsport was largely carried out by large companies at the factory. The most important examples of this in the Formula 1 area were Matra (from 1968 to 1972 ) and Renault ( 1977 to 1985 ). Apart from Gordini ( 1950 to 1956 ), the Équipe Ligier , founded in 1976 , was the first French private team that was geared towards long-term involvement in Formula 1 from the outset and held in the top motorsport class for over 20 years. After Renault had ended its factory Formula 1 program for the time being at the end of the 1985 season, Ligier was temporarily the only French racing team in Formula 1. At the end of 1986 , the small Provençal team Automobiles Gonfaronnaises Sportives (AGS) joined them regardless of the circumstances that it had taken over many stocks from the Renault works team and was much more simply set up financially and technically than Ligier.

Debut in the post-turbo era

In the late summer of 1986, the Larrousse Calmels team was founded and made its debut in Formula 1 the following year as the third French private team. It was one of eight teams that competed in the top motorsport class between 1986 and 1989. The reason for the large number of start-ups was the decision to end the cost-intensive turbo era in 1989. This rule change suggested that Formula 1 would operate again with less financial resources, as it did before the turbo era.

These expectations were also behind the founding of the Larrousse Calmels team: The initiators of the racing team initially wanted to limit their motorsport commitment to Formula 3000 , in which naturally aspirated engines and the use of bought-in customer chassis were permitted. However, when the re-registration of naturally aspirated engines in Formula 1 was announced in the course of the summer of 1986, they decided to go straight to Grand Prix racing.

staff

founder

Gérard Larrousse

Team founder Gérard Larrousse

The founder and namesake of the team was the French racing driver and motorsport manager Gérard Larrousse, who primarily drove rallies and endurance races from 1960 to 1974 . In 1973 and 1974 , Larrousse won the Le Mans 24-hour races for the Matra works team and played a key role in ensuring that Matra won the World Sports Car Championship in those years . Applications in formula racing, however, were unsuccessful; Larrousse competed in two races for the Scuderia Finotto racing team in 1974 , but was only able to qualify once and dropped out of the Belgian Grand Prix after 53 laps with punctured tires. In 1975 he headed the Formula 2 team Elf Switzerland , which won the championship title of this series in 1976 with driver Jean-Pierre Jabouille . From 1976 to 1984 Larrousse organized and headed the Formula 1 project of the French car manufacturer Renault , whose turbo technology revolutionized Formula 1 in the 1980s; In 1985 he became race director at Ligier. After only one year of working together, Larrousse separated from Ligier after repeated differences of opinion between him and Guy Ligier over the management of the racing team.

Didier Calmels

→ Main article : Didier Calmels

In the course of the year, Gérard Larrousse teamed up with the French lawyer and businessman Didier Calmels, who had specialized in the acquisition of companies in financial difficulties in the 1980s. Calmels had competed in automobile races in the 1970s, but did not get beyond amateur level. In the contemporary press he was sometimes referred to as the "Wonder Boy of the Parisian jet set ". The connection between Larrousse and Calmels was mediated by the French racing driver Philippe Alliot , who was friends with Calmels and known to Larrousse.

The partnership between Larrousse and Calmels ended in March 1989. The reason for this was a criminal case. Didier Calmels shot dead his wife in Paris at the end of February 1989 and tried unsuccessfully to take his own life. Calmels was arrested and sentenced to six years in prison in March 1990. Gérard Larrousse took over the shares of Calmels in March 1989; the team was then given the name Equipe Larrousse.

Calmels was released early in 1992. In the same year he founded the investment company D&P in Paris, of which he is still the majority shareholder.

Changing partnerships

After the end of the partnership with Didier Calmels, the ownership structure of the French racing team changed almost every year. Several international investors participated in the team from 1989 to 1994. However, their engagements were always short-lived and were not suitable to give the racing team financial or organizational stability. To observers, Larrousse therefore looked like a team “that did not come to rest”.

Help from Japan: Espo

At the end of 1989, the Japanese conglomerate Espo took over a minority stake in the racing team, which it held for a year. As a result of a fall in the Tokyo Stock Exchange , which shook the Japanese economy in the summer of 1990, Espo ended his involvement with Larrousse. As a result, the French racing team found itself in economic difficulties. He applied for temporary bankruptcy protection from a French court . To restructure the team, a merger with the small competitor AGS was briefly considered at the end of 1990; However, these considerations failed due to the incompatibility of the positions of the team bosses Larrousse and Cyril de Rouvre (AGS). Larrousse eventually went on alone until he received financial support from the Japanese Doi group in the summer of 1991.

Alliance with the sports car manufacturer Venturi

Emblem of the French sports car manufacturer Venturi

In the summer of 1991, Gérard Larrousse sold 65 percent of the team shares to the French sports car manufacturer Venturi . The racing team was then registered under the name Venturi Larrousse in the 1992 season, the racing cars used were called Venturi LC92 . Venturi hoped that the Formula 1 involvement would primarily promote its own sports cars, but three quarters of a year later, it also got into economic difficulties, which led to the termination of its involvement in motorsport.

Another scandal: Comstock

In September 1992 Venturi sold his team shares to the Comstock investment fund , whose owner appeared under the name Rainer Walldorf. Gérard Larrousse publicly presented Comstock as a new shareholder in September 1992. A little later, however, the connection failed. "Rainer Walldorf" was in reality the criminal Klaus Walz, who was wanted in several European countries for fourfold murders. At the end of 1992, Walz was shot by the German police while fleeing. That the alleged criminal who was killed was identical to the German racing driver of the same name, Klaus Walz , who ran the Walz ToJ Racing Formula 2 team in the late 1970s and competed in two races in the Aurora AFX Formula 1 series in 1979 , is often assumed in publications, but is not undisputed.

Technology partner Robin Herd

In 1993 the British company Robin Herd Ltd. a large part of the team. Herd, now a designer of the Larrousse racing cars, became chairman of the board of a superordinate company. The alliance with Herd lasted until the beginning of 1995. In 1994, the former Formula 1 driver Patrick Tambay and the Swiss businessman Michel Golay took part in the team.

Independent concept: purchased racing cars

Technology partner from 1987 to 1991: Lola Cars

Unlike most other Formula 1 teams, Larrousse had neither its own development department nor production facilities in the early years. Up until 1990, Larrousse had its Formula 1 cars developed by the British racing car manufacturer Lola Cars , which in the past two and a half decades had built several vehicles for independent Formula 1 teams such as Honda and Embassy Hill . The Italian team BMS Scuderia Italia , founded in 1988 , followed a similar path , which had its racing cars built by Dallara until 1992 and in 1993 used a Lola car.

The advantage of this solution based on division of labor was that a new team did not have to set up its own infrastructure in the development area, but could fall back on the know-how of an established specialist company. One disadvantage that arose from the organizational separation of production and racing was the delay in implementing the knowledge gained from racing. Both Larrousse and Scuderia Italia suffered from them.

For statistics, the separation of production and racing means that from 1987 to 1991 it was not Larrousse who was considered to be the designer of the cars, but Lola Cars. The world championship points that the cars earned in those years are therefore not attributed to Larrousse, but to Lola.

That only changed after Lola split up. From 1992, Larrousse had its cars developed in Great Britain by former March engineer Robin Herd . Larrousse became an independent designer in 1992 through the commercial integration of the racing team with the British design office.

The individual years

Larrousse took part in 123 Grand Prix from 1987 to 1994. During this time the team scored 23 world championship points. The racing team's involvement in Formula 1 can be divided into the era of Lola vehicles (1987 to 1991) and the Robin Herd era (1992 to 1994).

The first section was the more successful: Larrousse scored 17 world championship points during this time (including eleven points that were stripped from the team after the end of the 1990 season). From 1992 to 1994 only six more points were added. In the first phase, Larrousse was more successful than his national competitor Ligier, who only scored four championship points from 1987 to 1991. From 1992, however, Ligier achieved significantly greater successes: From 1992 to 1994, the Ligier pilots scored 42 points. Ligier's increase in performance is primarily due to the use of Renault's ten-cylinder engine, which was the best engine in Formula 1 in the 1990s.

The decline in performance of the Larrousse team is not primarily explained in the literature with the change in chassis manufacturer in 1992. Of more significant importance was the withdrawal of 11 world championship points at the end of 1990, which led to considerable financial losses. Since then Larrousse has been financially troubled and could no longer guarantee sustainable development.

The Lola era

1987: The best of the new teams

In the 1987 Formula 1 season, racing cars with naturally aspirated engines were registered again for the first time, after turbocharged engines had dominated Formula 1 in the early 1980s and had to be used without exception in 1986. The top teams continued to rely on turbo technology; only five small teams used naturally aspirated engines. One of them was Larrousse Calmels. Although the regulations granted vehicles with a naturally aspirated engine a weight advantage of 40 kg compared to turbo cars, the turbos dominated the 1987 World Championship.

Larrousse Calmels debuted in 1987 with the Lola LC87 . The brightly painted car, whose roots go back to a vehicle for the Formula 3000 , was designed by Eric Broadley and Ralph Bellamy . A Cosworth eight-cylinder DFZ V8 engine , prepared by Heini Mader Racing Components in Switzerland, served as the drive . The Lola LC87 was a massive, heavy car that weighed more than 20 kg above the minimum weight.

The LC87 was first used in the second race of the year, the San Marino Grand Prix . Initially, Larrousse Calmels started with only one driver, Philippe Alliot. Alliot was able to qualify regularly and came home sixth three times. In the last three races of the year Larrousse fielded a second car for Yannick Dalmas . Dalmas crossed the finish line in every race. In the final run in Australia , he was fifth. Since his car had not been used in every race of the season, the two world championship points associated with Dalmas 'fifth place were not taken into account in the final evaluation of the constructors' championship.

The team finished its debut season with three world championship points in ninth place in the constructors' championship. This put it two places ahead of the French rival Ligier team, which had only scored one championship point in a problematic season that included a short-term change of engine partner.

In addition to the regular constructors' championship, which applied equally to all teams involved in the Formula 1 World Championship, the FISA 1987 announced the Colin Chapman Trophy, a championship that was limited to teams with naturally aspirated engines. AGS, Coloni , Larrousse, March and Tyrrell took part in it. Larrousse was second in the Colin Chapman Trophy at the end of the year behind Tyrrell but ahead of AGS.

1988: A step backwards in sport

Lola LC88

1988 was the last season in which turbo engines were permitted as an alternative to naturally aspirated engines. The majority of the teams are now using naturally aspirated engines; eight teams used Cosworth engines, three used newly developed engines from Judd . Larrousse kept the Cosworth engines worked on by Mader in his second Formula 1 season.

For the new season, Ralph Bellamy developed the Lola LC88 . Technically, it corresponded to the previous year's model, but had a wheel suspension with push rods and a wheelbase that was 97 mm longer.

In its second season, Larrousse used two cars throughout. One vehicle was driven by Philippe Alliot in all races. The second car went to Yannick Dalmas, who fell ill in autumn 1988 and was replaced by Aguri Suzuki and Pierre-Henri Raphanel in the last two races .

In 1988 the drivers could not get any championship points. The best result was two seventh places for Dalmas at the Monaco Grand Prix and the USA . Alliot dropped out eight times, Dalmas only four times, but Dalmas failed to qualify once - at the Canadian Grand Prix . Observers attributed the team's weaker performance compared to the previous year mostly to the lack of further development of the car, which was perceived as a disappointment, and said that Lola had "sunk into self-satisfaction" in view of the successes of the debut year. One reaction to the lack of success was the dismissal of Lola engineer Ralph Bellamy, who was blamed for the weaknesses of the LC88. In the spring of 1988, he switched to competitor March, for whom he would design Formula 3000 cars in the future. His successor at Lola was the previous Zakspeed engineer Chris Murphy , who set about developing a completely new car for Larrousse at an early stage. At the end of 1988, the French designer Gérard Ducarouge also joined the team and became the technical director at Larrousse.

1989: New start with Lamborghini

First Formula 1 car with a Lamborghini engine: the Lola LC89

1989 exclusively for Larrousse: the twelve-cylinder engine from Lamborghini

The 1989 season brought some changes for the team. In addition to the organizational changes that followed from the criminal case involving Didier Calmels, the team prepared a move from Antony to Signes near the Circuit Paul Ricard . There were also challenges from a new engine. Lamborghini Engineering , a subsidiary of the sports car manufacturer Lamborghini, which at the time belonged to the Chrysler Group, had developed a twelve-cylinder naturally aspirated engine under the direction of Mauro Forghieri , which made its debut in 1989 and which Gérard Larrousse's team received exclusively that year. The first use was preceded by extensive test drives in February and March 1989, most of which were carried out with two converted LC88 vehicles.

Alliot stayed with the team as a driver. Yannick Dalmas, who had recovered from his illness, was reported again for the second car. However, he only drove for Larrousse in the first six races of the year; then he was, since his services were not considered sufficient, replaced for two races by Éric Bernard and then by Michele Alboreto .

1989 Larrousse achieved little sporting success. Yannick Dalmas was only able to qualify for racing once in six attempts, and Alliot dropped out six times in the first eight races of the year. Since the team had not scored a world championship point by the middle of the season, both Larrousse drivers were subject to pre-qualification from the German Grand Prix . Alliot survived them with one exception regularly, while Alboreto failed several times in the pre-qualification or the qualification. In total, Larrousse recorded only five finishings in 1989. The best result was Alliot's sixth place in the Spanish Grand Prix .

1990: The most successful season

Lola LC90

Before the beginning of the 1990 season , Larrousse sold the majority of the team shares to the Japanese conglomerate ESPO. The team kept the Lamborghini engine, but it was no longer an exclusive customer: In addition to Larrousse, the traditional British racing team Team Lotus now also used the Italian engine.

From the third race of the season, the team reported the Lola LC90 , a further development of last year's model developed by Chris Murphy. Drivers were Éric Bernard and Aguri Suzuki.

1990 became the French team's most successful season. Bernard finished eight times, in three races he achieved a position in the points. His best race was the British Grand Prix , which he finished fourth. His Japanese team-mate, who had not qualified for a single race with Zakspeed the year before , was now allowed to start at Larrousse every time. He finished six times, three times in the points. In his home race, the Japanese Grand Prix , he achieved the best result in the team's history: He crossed the finish line in third, scoring four more points for Larrousse. Larrousse finished the constructors' championship with eleven world championship points in sixth place, two places ahead of the Lotus team, which had only achieved three world championship points with the same engine. The national competition team Ligier did not score a point in 1990.

The 1990 results meant Larrousse was exempt from pre-qualification for 1991. Regardless of this, Lamborghini canceled the engine contract and switched to Ligier.

1991: Customer engines again

The 1991 season began for Larrousse with political problems. On February 15, 1991, FISA declared that the Larrousse team was not classified due to a reporting error in the previous season. As a justification, FISA referred to the fact that Larrousse had indicated himself as the chassis manufacturer in the registration documents, while the LC90 was actually designed and built by Lola. This decision resulted in the loss of the 11 world championship points earned in the previous year and meant that Larrousse was subject to pre-qualification in the 1991 season. Two days later, FISA revised its decision to the effect that pre-qualification was not required; the withdrawal of the world championship points was otherwise confirmed. For Larrousse this had primarily financial consequences. The team lost the right to reimbursement of transport costs and suffered losses in the distribution of television revenues, the amount of which depended on the number of World Cup points achieved in the previous year. Gérard Larrousse put the financial damage at 6 million French francs .

In sporting terms, the loss of the Lamborghini engine had to be compensated for by Cosworth eight-cylinder DFR engines . They were tuned by Brian Hart . Larrousse had Lola design his current racing car one last time. The LC91 was designed by a group of Lola engineers that was not individually customized and was an adaptation of last year's LC90 to the more compact Cosworth engine. The car continued to use the six-speed gearbox designed for the Lamborghini engine, which was not correctly adapted to the British eight-cylinder engine could be. In the course of the year the car did not undergo any further development and was not tested.

As a driver, Aguri Suzuki stayed in the team, which competed in all 16 races of the year. His teammate was initially Éric Bernard, who was replaced for the last race of the season by the Belgian Bertrand Gachot .

1991 turned into a year of sporting failure for Larrousse. Overall, the Larrousse pilots only crossed the finish line three times; In addition, there were 23 failures due to technical reasons or due to driving errors and seven non-qualifications. Aguri Suzuki finished sixth in the first race of the season. It was Suzuki's only finish that year. Starting with the second race of the season, a series of nine consecutive failures began. From the Belgian Grand Prix onwards, failures and non-qualifications alternated. Éric Bernard came in ninth and sixth. As a result, Larrousse finished the season with two points in 11th place in the constructors' championship. It had beaten the rival Ligier team, which had not scored a championship point despite the Lamborghini engines. As a result, Lamborghini returned to Larrousse for the coming season.

During 1991, Espo Corporation withdrew, which plunged the team into financial difficulties.

The Robin Herd Era

Larrousse UK Ltd.

After five years, Gérard Larrousse ended relations with Lola in the fall of 1991. In the following three years he had his racing cars constructed by a design office based in Bicester , England , which was initially called Venturi Larrousse UK and later called Larrousse UK . It was a studio that was founded at the end of 1990 under the name Fomet as a subsidiary of the Italian Formula 1 racing team Fondmetal . Fomet was led by the former March engineer Robin Herd and designed, among other things, Fondmetal's racing car Fondmetal Fomet 1 , which had been used with moderate success in the 1991 season. In view of delayed payments, there was a rift between Herd and Fondmetal boss Gabriele Rumi in autumn 1991, as a result of which Rumi withdrew his stake in Fomet. Rumi's shares were taken over by Herd and Gérard Larrousse, and the studio was named after the French mother team at the start of the 1992 season.

1992: restructuring

Venturi Larrousse LC92

In the fall of 1991, the French sports car manufacturer Venturi took over 65 percent of the team's shares. His name was added to the team designation for the 1992 season.

As an emergency vehicle, the team reported the Venturi LC92 , a vehicle that had been designed by Robin Herd and Tino Belli and showed some similarities with the Formula 1 from 1991. On the drive side, Larrousse was able to fall back on the powerful twelve-cylinder engine from Lamborghini, which had become obsolete at Ligier after the team from Vichy had gained access to ten-cylinder engines from Renault for 1992. In addition to Larrousse, Minardi also received Lamborghini engines this season. Bertrand Gachot and Ukyō Katayama were hired as drivers ; It is generally assumed that Katayama was hired as a paydriver , so had to pay for his cockpit.

Given the poor results from the previous season, Larrousse was subject to pre-qualification this year, which only became superfluous in late summer with the bankruptcies of Brabham and Andrea Moda . With one exception, the pre-qualification didn't cause the team any problems.

Gachot was able to qualify for every race, but failed a total of eleven times. He only crossed the finish line once: at the Monaco Grand Prix he finished sixth and achieved the only point win of the season for his team. Katayama was "quick but inexperienced". He made seven finishings; his best result was ninth place at the Brazilian Grand Prix . Larrousse finished the season with one point in 11th place in the constructors' championship.

At the end of the season, the racing team suffered from financial and organizational problems that resulted from the sale of the Venturis team shares to the Comstock company. Ultimately, Gérard Larrousse took over all the team shares in the fall of 1993.

1993: stagnation

Comas in the Larrouse LH93 at the 1993 British Grand Prix

In 1993 , Larrousse started with the Larrousse LH93 , a vehicle that was almost identical to the LC92 that died last year. For financial reasons, no innovative solutions were possible; According to observers, the LH93 was next to the Minardi M193 and the Lola T93 / 30 from Scuderia Italia the most simply constructed car on the 1993 grid. Larrousse again used the Lamborghini engine, which had not been further developed since the summer of 1992. Larrousse initially competed with two French drivers. Former Ligier driver Érik Comas , who competed in every race of the season , received a car . Alongside him, Philippe Alliot returned to Larrousse for his final Formula 1 season; However, he was replaced for the last two races of the year by the paydriver Toshio Suzuki , whose sponsorship money helped the team to end the season regularly. Alliot scored two world championship points with fifth place in Imola , Comas was sixth in Italy once . With three points, Larrousse finished the 1993 season in 10th place in the constructors' championship, with the French team positioned in front of Jordan and Tyrrell.

1994: Economic decline

Beretta in the Larrousse LH94 at the 1994 British Grand Prix

At the end of the 1993 season, the connection with Lamborghini ended after four years. The Italian engine manufacturer tried in the course of 1993 to win the technically and financially better positioned McLaren team as engine customers; it promised better results and maybe even victories. At the same time, the French car manufacturer Peugeot had developed a Formula 1 engine that was ready for use for the first time in the 1994 season . While Gérard Larrousse tried to get the new Peugeot engine as a replacement for the Lamborghini engines, Peugeot began negotiations with McLaren. McLaren undertook test drives with both the Lamborghini and the Peugeot engine in the autumn of 1993 and ultimately decided on the French engine, but insisted on an exclusive reference. The defeated applicant Lamborghini then ended his Formula 1 involvement completely, so that Larrousse could not get the Italian or the French engine for 1994. This left the team only with the use of a customer engine that was obtained from Ford. It was a modification of the HB engine, which had been in use since 1989, and with 520 kW was one of the weakest engines in the field.

For financial reasons, the team was unable to design a completely new chassis. The Larrousse LH94 was therefore only a modification of the LH93 used in the previous year. The changes primarily affected the engine environment and the gearbox, which Benetton has now purchased. In the course of the year, the car only underwent minor development measures; Modifications were made primarily with a view to changes in the regulations, which were ordered in the middle of the season in response to the fatal accidents of Roland Ratzenberger and Ayrton Sennas at the San Marino Grand Prix and which generally aimed to reduce the speed of Formula 1 cars.

Larrousse won the Swiss Fast Group as a partner of the team. The cars were again brightly painted and advertised successively for the French beer brands Kronenbourg and Tourtel .

In 1994 Larrousse used two LH94 vehicles throughout. Érik Comas and the Monegasque debutante Olivier Beretta were registered as regular drivers . Larrousse got into economic difficulties during the season and from summer 1994 was dependent on Paydriver . Comas and Beretta were therefore replaced in the second half of the season for individual races by Philippe Alliot , Yannick Dalmas , Hideki Noda and Jean-Denis Delétraz , who provided additional funds for the operation of the racing team.

The team achieved little sporting success in 1994. There were 20 failures throughout the season, most of them due to problems with the engine.

Comas drove 15 races for Larrousse. He was eliminated eight times due to technical defects. His best results were two sixth places in the Pacific Grand Prix and the German Grand Prix . These were the only arrivals in the points in the 1994 season.

For the last race of the 1994 season in Australia Comas was replaced by the Swiss debutant Jean-Denis Delétraz. Delétraz qualified second to last and was lapped in the race by Michael Schumacher in the lead after just 10 laps ; At that time he was already more than 80 seconds behind. After Delétraz had implemented a time penalty for exceeding the speed limit in the pit lane, he retired on lap 57 due to a technical defect. At that time it had already been lapped ten times.

The second regular driver, Olivier Beretta, crossed the finish line four times in ten attempts. His best result was seventh in the British Grand Prix . He was replaced by Philippe Alliot, who retired once, then by Yannick Dalmas, who once finished in fourteenth, and finally by Hideki Noda, who did not finish in any of his three races for Larrousse.

1995

In 1995 there was a dispute between Larrousse and Robin Herd, in the course of which no cars were built for the new season. A planned merger with the DAMS team did not materialize. In April 1995, the Larrousse team, which was facing several legal problems, was finally disbanded.

Season overview

season	Team name	dare	engine	Regular driver	other drivers deployed	World Cup place
1987	Larrousse Calmels	Lola LC87	Ford Cosworth DFZ 3.5 V8	Philippe Alliot Yannick Dalmas		9.
1988	Larrousse Calmels	Lola LC88	Ford Cosworth DFZ 3.5 V8	Yannick Dalmas Philippe Alliot	Pierre-Henri Raphanel Aguri Suzuki	-
1989	Equipe Larrousse	Lola LC88C Lola LC89	Lamborghini 3512 V12	Michele Alboreto Philippe Alliot	Eric Bernard Yannick Dalmas	15th
1990	Espo Larrousse F1	Lola LC89B Lola LC90	Lamborghini 3512 V12	Eric Bernard Aguri Suzuki		6th
1991	Larrousse F1	Lola LC91	Ford Cosworth DFR 3.5 V8	Eric Bernard Aguri Suzuki	Bertrand Gachot	11.
1992	Central Park Venturi Larrousse	Venturi LC92	Lamborghini 3512 V12	Bertrand Gachot Ukyō Katayama		11.
1993	Larrousse F1	Larrousse LH93	Lamborghini 3512 V12	Philippe Alliot Érik Comas	Toshio Suzuki	10.
1994	Tourtel Larrousse F1	Larrousse LH94	Ford HB 3.5 V8	Olivier Beretta Érik Comas	Philippe Alliot , Yannick Dalmas , Jean-Denis Delétraz , Hideki Noda	11.

literature

• Patrice Burchkalter, Jean-Francois Galeron: Tout sur la Formule 1 1991 . Surèsnes 1991, ISBN 2-87-636-067-5 (French)
• Patrice Burchkalter, Jean-Francois Galeron: Formula 1 - A complete guide to 1992 . Surèsnes 1992, 2-87-636-107-8 (Eng.)
• Adriano Cimarosti: The Century of Racing . Stuttgart 1997, ISBN 3-613-01848-9 .
• David Hodges: AZ of Grand Prix Cars 1906-2001 . 2001 (Crowood Press), ISBN 1-86126-339-2 (English).
• David Hodges: Racing cars from AZ after 1993 . Stuttgart 1993, ISBN 3-613-01477-7 .
• Pierre Ménard: La Grande Encyclopédie de la Formule 1 . 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 (French).
• auto course . Yearbook 1988–1989 (French edition). ISBN 2-85120-308-8 .
• Alan Henry: Auto course 1992/93 . London 1992 (Hazleton Securities Ltd.), ISBN 0-905138-96-1 .

Individual evidence

1. ↑ ^{a b} Ménard, p. 323.
2. ↑ The French racing car manufacturer Automobiles Martini also made an attempt in 1978 to set up a works team for Formula 1, but failed after just a few races.
3. ↑ On AGS cf. Ménard, p. 102.
4. ↑ Other start-ups were Coloni and March (both 1987), EuroBrun Racing , Rial , BMS Scuderia Italia (both 1988) and Onyx Racing (1989).
5. ↑ Cimarosti: The Century of Racing, p. 377.
6. ↑ The cars designed by Jabouille were taken over in 1976 by Willi Kauhsen , who was Larrousse's team mate at the 1970 Le Mans 24 Hours.
7. ↑ The very detailed statistics on the website www.driverdb.com contain no entry on Didier Calmels.
8. ^ Jacques Cordy: Calmels: 6 ans de reclusion pour le wonder boy meutrier . Report on the criminal case against Calmels in Le Soir newspaper, March 10, 1990.
9. ^ To Didier Calmels: Motorsport Aktuell, issue 11/1989; P. 7.
10. ↑ Entry on Didier Calmels on the website www.dp-finance.fr (accessed on August 17, 2012).
11. ↑ Ménard, p. 322: “Jamais tranquille”.
12. ^ Motorsport aktuell, issue 1–3 / 1991: Both parties insisted on holding 51 percent of the shares in the joint team.
13. ↑ Ménard, p. 326 f.
14. ↑ In the sales prospectuses of 1992, the Formula 1 commitment was presented and described in detail, cf. Venturi prospectus from 1992 (accessed September 14, 2012).
15. ^ Ménard, p. 327.
16. ↑ René Hoffmann: The return of the rich . Süddeutsche Zeitung of November 23, 2004.
17. ^ "The unmasking of the moral apostle:" Article of April 5, 2008 on the website www.faz.net (accessed on August 16, 2012).
18. ↑ career overview of the racer Klaus Walz on the website www.driverdb.com (accessed on 16 August 2012).
19. ↑ For example “Portrait of the Larrousse team”: Team history on the website www.inside-racing.de (accessed on August 16, 2012); also: Motorsport Aktuell.
20. ↑ http://www.oldracingcars.com/driver/Klaus_Walz Short biography of Klaus Walz on the website www.oldracingcars.com (accessed on September 29, 2018).
21. ^ Story by Rainer Walldorf and Klaus Walz on the website joesaward.wordpress.com (accessed on September 29, 2018).
22. ↑ ^{a b} Ménard, p. 326.
23. ^ Ménard, p. 323.
24. ↑ The other racing teams were AGS, Coloni, March and Tyrrell.
25. ↑ Cimarosti: The Century of Racing, p. 372.
26. ↑ Overview of the engines used in Formula 1 and their tuners on the website www.forix.autosport.com (accessed on August 16, 2012).
27. ↑ The Cosworth teams included Larrousse, AGS, Benetton, BMS Scuderia Italia, Coloni, EuroBrun Racing, Minardi, Rial Racing; Judd engines used Ligier, March, and Williams.
28. ↑ ^{a b} Hodges: Racing cars from AZ after 1945, p. 141.
29. ↑ On this, Motorsport aktuell, issue 11/1989, p. 7.
30. ^ Ménard, p. 325.
31. ↑ Burchkalter, Galeron: Tout sur la Formule 1 1991. p. 108.
32. ↑ On the whole cf. Hodges: Racing Cars from AZ after 1945, p. 142.
33. ^ Hodges: AZ of Grand Prix Cars 1906-2001, p. 129.
34. ^ ^{A b} Alan Henry: Auto Course 1992/93, p. 83.
35. ↑ Hodges: Racing Cars from AZ after 1945, p. 259.
36. ↑ ^{a b c} Hodges: AZ of Grand Prix Cars 1906-2001, p. 121.
37. ^ Ménard: La Grande Encyclopédie de la Formule 1, p. 327.
38. ↑ Cimarosti: The Century of Racing, p. 468 f.
39. ↑ On the changes to the regulations in 1994, cf. Cimarosti: The Century of Racing, p. 460.
40. ↑ See Delétraz's biography on the website www.f1rejects.com ( Memento of the original from December 17, 2005 in the Internet Archive ) Info: The archive link was inserted automatically and has not yet been checked. Please check the original and archive link according to the instructions and then remove this notice. (accessed on August 22, 2012). 
41. ↑ no championship points, not classified in the constructors' championship
42. ↑ Points subsequently revoked