team). The pair had a very up-and-down season, with both failing to qualify for the 1989 Belgian Grand Prix, the first time in their 30-year history that Lotus had failed to make the grid, symbolically heralding the beginning of the end for the British team. A great upside to Nakajima's 1989 was a fourth place and fastest lap in the rain-soaked Australian Grand Prix, scoring his only points of the year and also equaling his best career finish, from the 1987 British Grand Prix. Nakajima's race in Adelaide, in which he was dead last at the end of the first lap after a spin soon after the start and only finished 4.648 seconds behind the 3rd placed Williams-Renault V10 of Riccardo Patrese, even drew praise from those who had criticised him in the past such as BBC television commentator and World Champion James Hunt. Nakajima joined Tyrrell for the season (along with the promise of the team using the Honda V10 engine in ). He raced for them for two uneventful years at the back of the pack before ending his career. In 1990 he was team mate to young Frenchman Jean Alesi, who scored 13 points (including two second places) to Nakajima's three. In 1991 with the Honda engines used by McLaren in 1990 (and serviced by Mugen Motorsports), he was joined by Italian Stefano Modena. Nakajima was again outscored by his team mate, with Modena scoring 10 points and Nakajima's two points coming from finishing 5th in the opening race of the season in Phoenix. Honda left Formula One a year later to lay the first bricks on a works team, one that they had been working on during the Formula One season, and that CEO Nobuhiko Kawamoto finally admitted to in October. The car, the Honda RC100 was unveiled to the media in February 1993, driven by Nakajima. Shortly afterwards, it passed the Fédération Internationale du Sport Automobile (FISA) crash tests, meaning that the company could enter their team into F1 competition. In an attempt to improve on their previous chassis, Honda built two more, the RC101 and 101B, the latter intended for racing purposes, the former for crash testing. Nakajima had the first public testing of the 101B in Suzuka in January 1994. The company decided against entering its own cars in F1 at this time, instead opting to further their engine development in America with