EDDIE JORDAN in variably saves his most dramatic outpourings for the start of a grand prix season. Like "it's make or break time" or "if we don't deliver, we can start looking for a new sponsor" or "the learning process is over; we're in with the big boys now". But for all that, his words still seemed to carry much greater conviction this time around.

The sport's greatest salesman has rather special reasons for optimism entering a new season in the Australian Grand Prix in Melbourne tomorrow. Behind him is a highly successful test programme, the first time the team could afford such comprehensive preparation since entering Formula One in 1991, thanks to the cash he received for Eddie Irvine's move to Ferrari.

Then there is the recently announced sponsorship deal with Benson and Hedges. Never mind that the reported £15 million per year is slightly less than the $25 million Ferrari will be paying world champion Michael Schumacher this season. It represents a significant coup by Jordan who after all, has yet to deliver a grand prix win.

Meanwhile, Peugeot are confident their engines will achieve greater reliability than last season. And finally, in signing Martin Brundle, a veteran of 142 grands prix, Jordan believes he has acquired invaluable experience to balance the precocious driving skills of Rubens Barrichello.

Clearly, much will depend on engine reliability if the elusive breakthrough is to be achieved. And to fully appreciate the challenge facing the Peugeot engineers, one must consider the 3,200 pieces in a V-10 power unit delivering in excess of 700 bhp at 16,500 revs.

While in Dublin recently to deliver a lecture at Trinity College Peugeot Sport's engine co ordinator, Jacques Eeeklaert, put the challenge in perspective. "Engine reliability is not a problem if you are satisfied with an output of 600 bhp," he said. "It is an entirely different proposition, however, when output is increased beyond 700 bhp. At that point, you are forced to compromise between performance and reliability."

He went on: "With our grand prix engines last season, we probably placed too much emphasis on performance. We were determined to make an impact. Now, we are looking to yards a more balanced approach.

To those of us who may be feeling rather smug about the performance of saloon cars which accelerate from 0 to 60mph in about 10 seconds, the statistics of grand prix cars can be quite deflating. For instance, the 1996 Jordan will go from 0 to 190mph and back to a standstill in just 3.9 seconds.

Its seven forward gears have a hydroelectric change whereby each of the 2,700 changes that a driver will make during the course of an average race, takes only 25 milliseconds. These are executed through so called paddle levers on the steering wheel - on the right for changing up, on the left for changing down. The clutch, which is used only for starting, is also on the left.

The high tech specifications also extend to the body. For instance, Jordan have up to 10 configurations of wings. So, on high downforce circuits such as Monaco and Hungary, where the car is not reaching its maximum speed of about 210 mph, greater emphasis can be placed on superior grip. The demands of high speed circuits like Hockenheim and Monza would be quite different.

"Everybody here is so upbeat at, the moment that my main concern is to dampen down their enthusiasm," said Jordan. "I have always taken the view that the public's level of expectation is too high, and now I have the same problem with my own staff. It obviously has a lot to do with our very encouraging testing at Estoril last month."

These Portguese session were not long in progress when experts were predicting great things for Jordan this season. Indeed the times set by Barrichello and Brundle were so impressive as to prompt speculation that the cars were running underweight, a point which Jordan commercial director, Ian Phillips, firmly rejected. "The times have been very good, but our objective is to make the thing (car) bulletproof over a race distance.

Jordan admitted that he was bitterly disappointed at slipping, to sixth in the Constructors Championship last season. "We have to be looking at the top four once more," he said. "If I was really in the mood for dreaming, I might think about the top three. Williams look to be very strong. Benetton will also be competitive and it is clear that McLaren are going to be much improved on last season.

"I think our big hope has to be to pick up points from what may prove to be a struggling Ferrari team. Which wouldn't be too shabby, considering their budget of £100 million and staff of 500, compared with our staff of 85 and about less than a third of their funding."

There are, in fact, 11 challengers for the number one position which Benetton achieved last season Williams Renault (Damon Hill and Jacques Villeneuve), Benetton Renault (Jean Alesi and Gerhard Berger), Ferrari (Michael Schumacher and Eddie Irvine), McLaren Mercedes (Mika Hakkinen and David Coulthard), Jordan Peugeot (Ruben Barrichello and Martin Brundle), Sauber Ford (Heinz Harald Frentzen and Johnny Herbert). Ligier (Olivier Panis and Pedro Diniz), Footwork Hart (Jos Verstappen and Ricardo Rosset), Tyrell Yamaha (Ukyo Katayama and Mika Salo), Fort Ford (Luca Badoer and Andrea Montermini) Minardi Ford (Pedio Lamy and Taki Inoue).

A British motoring cartoonist had an interesting, if decidedly sexist observation on Irvine's move to Ferrari where he is joining the reigning world champion. Under a drawing of the Ulsterman in his new machine, the caption read: "Bejaysus, it reminds me of that girl, from Dun Laoghaire. The driver himself said of the move. Everyone thinks of Jordan as a family team, but the Ferrari people, leave made be feel as welcome, if not more welcome, than the Jordan people did.

He went on: "OK, there has been no real pressure since we haven't raced yet. That's when people show their true colours. But I don't foresee any problem. I want to be as close as possible to Michael (Schumacher), or maybe in front, sometimes - that would be nice. It won't be easy: he's a very tough customer."

His replacement at Jordan is a 36 year old Englishman who claimed in a recent interview: The best prepared marathon runner would be utterly exhausted after three laps in an F1 car. A racing driver needs a peculiar sort of fitness, particularly good upper body strength. Each gear change gives your head a bump."

It is something of a homecoming for Brundle, given that he was a member of fledgling Jordan team which caused quite a stir in the 1283 British Formula Championship. Brundle's contribution in a Ralt Toyota was six wins and second place overall. As Jordan recalled. Martin went on to win eight races against Ayrton Senna, with equal equipment.

So, why hasn't he been more successful in Formula one? "He made so odd career decisions, replied the Dubliner.

Jordan went on: "I believe my record in choosing drivers speaks for itself." He proceeded to reel off a list which included Senna, Schumacher, Damon Hill, Johnny Herbeg, Alesi, Frentzen and Irvine. Quite impressive.

Meanwhile, where some people might see failure, Jordan sees steady, it slow progress. For instance, they recorded a fastest lap, courtesy of Bertrand Gachot in Hungary in 1991; Barrichello earned pole position in Belgium in 1994, and second and third place finishes in Canada last year mean that the team can boast a total of three podium finishes. And the Dubliner can reflect on splendid successes in Formula 3 and Formula 3000.

"It will happen," said Jordan.

"It's only a matter of time before we win a grand prix. Our sponsorship deal with Benson and Hedges has, provided the final piece in that I'm confident will deliver success. He concluded. And when it happens, I promise you there's going to be one hell of an Irish party."