March CG891

Designed by Adrian Newey, the March CG891 used the aerodynamic concept he had originally conceived for the previous year's car, the March 881, but was much more refined. The monocoque, of carbon fibre composite, was particularly slimline. An inboard gear cluster was used to accommodate the presence of a full-width diffuser panel at the rear of the chassis.[2] The car's suspension used a push-rod double wishbone configuration, both front and rear. The wheelbase was 2,933 millimetres (115.5 in), its front track was 1,778 millimetres (70.0 in) and its rear track 1,651 millimetres (65.0 in).[1]

The car was powered by a Judd EV 3.5 litre V8 engine in an exclusive arrangement with John Judd's Engine Developments company.[2] The engine was rated as having 625 bhp with a maximum rpm of 11,500.[1] A Magneti Marelli ignition was used in lieu of a conventional distributor, since the Judd EV had a narrower vee angle of 78°. Fuel and oil was provided by BP, and the car ran on Goodyear tyres.[2]

The CG891 carried sponsorship from Leyton House (the title sponsor for the team), BP, Philips, Autoglass, Daivia, Cobra, Osama, AMK and Fiamm.[1] A total of five CG891 chassis were constructed during the 1989 season.[3] The CG in the car's designation stood for Cesare Gariboldi, a Leyton House March team manager who was killed in a road accident in the winter of 1988/1989.[4]

The March CG891 was introduced at the Monaco Grand Prix, the March 881 having served duty for the March Racing Team in the first two races of the year. Gugelmin qualified in 14th while Capelli was 22nd on the grid. He had to revert to the 881 for part of qualifying as his CG891 developed electrical problems.[5] Both drivers failed to finish although Capelli was still classified in 11th. This was the Italian's first of only two classified finishes all year, the other coming in Belgium, where he placed 12th. Gugelmin's best finish was seventh, achieved three times; in Belgium, Japan and Australia.[6]

At the French Grand Prix, after a start-line accident forced Gugelmin to use the spare car for the race, he went on to achieve the fastest lap of the race although unclassified at the finish, nine laps behind the winner. The French race had been particularly promising for the team; Capelli had run as high as second at one stage but retired with engine problems.[7]

Many of the March CG891's reliability problems was due to the casing used for the inboard gear cluster; this proved to have some flex and resulted in some gearbox failures in the first part of the season until the walls of the casing were made thicker. Some other failures were due to the electrical paraphernalia of the Judd EV, with only the odd piston and valvegear issues.[2] Although neither Gugelmin or Capelli scored a points finish with the CG891, the team finished the 1989 Constructors' Championship in 12th, having achieved four points. This was due to Gugelmin's third place with the 881 at the opening race of the year, the Brazilian Grand Prix.[8]

(key) (Results in bold indicate pole position; results in italics indicate fastest lap)

* All four points for 1989 were scored with the 881

• Henry, Alan (1989). Autocourse 1989/90. Richmond, Surrey: Hazelton Publishing. ISBN 0-905138-62-7.
• Small, Steve (1994). The Guinness Complete Grand Prix Who's Who. Enfield: Guinness. ISBN 0851127029.