Roberto Guerrero in the JM6 at Thruxton in 1980
   
Three manufacturers of the Classic F3 era, Argo, GRD and Modus, had two important things in common; firstly they were all based in Norfolk and secondly they all has Swiss Jo Marquart as their designer. Arguably they had a third thing in common, they were nearly very successful but for one reason or another they never quite fulfilled their potential.
After Modus had failed Marquart began work on the first Argo in a domestic garage and he was joined by John Peterson an American cofounder of the British Novamotor agency and former mechanic Nick Jordan. The first JM1 chassis was completed in February 1977 and showed a lot of promise. Until the advent of the full ground effects F3 car Argos, especially the JM6, would still be a competitive proposition. However by 1981 when the Ralt RT3 was dominating racing Argo's two attempts to emulate the Ralt, the JM8 and the JM10, would prove to be disasters and Argo moved away from F3.
   
  
Overhead view of the JM1 showing the full width nose and the body flaring out towards the rear.
Unsurprisingly the JM1 was very similar to the last of the F3 Modus line although the bodywork was reduced giving a lower, smoother shape. Front suspension was by double wishbones with outboard coil springs and dampers, top link/bottom wishbone set up was fitted at the rear. Most noticeable feature was the full width nose with a deep cockpit surround reminiscent of the Ralt RT1. Stefan Johansson gave the marque its first victory at Anderstorp in August and David Kennedy would have a brace of 2nds in the European Championship.
   
  
Stefan Johansson on his way to 2nd place in
the World Cup International at Donington,
winner Derek Warwick follows.
Up until a week before the beginning of the season there was no deal for the works team so when David Kennedy came up with some money the previous years JM1 was wheeled out with no modifications or testing. Not surprisingly results were poor and Kennedy withdrew part way through the year. Stefan Johansson continued with his previous years example and managed some good results.
 
   
  
Roberto Guerrero at Silverstone in his JM3
A new car was needed for 1979 and the JM3 was the answer, it consisted of a slim monocoque with wide sidepods and one-piece bodywork. Racing Team Holland ran a pair without success so Roberto Guerrero became the focus of development. Towards the end of the season a revised car with stiffer suspension, monocoque and harder dampers was tried with some signs of improvement.
   
  
Roberto Guerrero at Silverstone in a JM6.

Roberto Guerrero appliies some opposite lock to
his JM6 at Oulton Park..
 

The JM6 was a successful development of the previous year's JM3. For this year cars were only raced in the UK and by the summer they were very much the car to beat. By year end Guerrero had won five races and finished second in the Championship whilst Tassin had two victories and finished fourth in the series. Front suspension was by wishbones with outboard coil springs and dampers. Rear suspension was by a top link with a lower wishbone with a toe-in link, a single radius rod was fitted. Rear brakes were inboard whilst coil springs and dampers were outboard.
   
   
Drivers:  
1977 Christian Debais, Ulf Granberg, Stefan Johansson, David Kennedy, Jorge Koechlin, Danny Sullivan.
1978 Janito Campos, Norbert Hütter, Stefan Johansson, David Kennedy, Leon Walger.
1979 Bruno Eichman, Roberto Guerrero, Rob Leeuwenberg, Arie Luyendijk.
1980 Roberto Guerrero, David Sears, Thierry Tassin.