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Williams F1
Williams, the trading name of Williams Grand Prix Engineering Ltd., is a Formula One motor racing team and constructor. It was founded and run by Sir Frank Williams and Patrick Head. The team was formed in 1977 after two earlier and, compared with WilliamsF1's achievements, unsuccessful F1 operations, Frank Williams Racing Cars and Walter Wolf Racing. All of WilliamsF1 chassis are called "FW" then a number, the FW being the initials of team owner, Frank Williams.
Williams' first race was the 1977 Spanish Grand Prix, where the new team ran a March chassis for Patrick Nève. Williams started manufacturing its own cars the following year, and Switzerland's Clay Regazzoni won Williams' first race at the 1979 British Grand Prix. At the 1997 British Grand Prix, Canadian Jacques Villeneuve won the team's 100th race, making Williams one of only three teams in Formula One, alongside Ferrari and fellow British team McLaren, to win 100 races. Williams won nine Constructor's titles between 1980 and 1997. This stood as a record until Ferrari surpassed it in 2000.
Many famous racing drivers have driven for Williams, including Australia's Alan Jones; Finland's Keke Rosberg; Britain's Nigel Mansell, Damon Hill and Jenson Button; France's Alain Prost; Brazil's Nelson Piquet and Ayrton Senna, and Canada's Jacques Villeneuve, each of whom, with the exception of Senna and Button, have captured one Drivers' title with the team. After Senna died in a Williams car in a crash at the 1994 San Marino Grand Prix, Frank Williams, Patrick Head and designer Adrian Newey were all accused of manslaughter. The trial finally closed in 2005, when Williams, Head and Newey were cleared of any wrongdoing.
Williams have worked with many notable engine manufacturers, most successfully with Renault: Williams won five of their nine constructors' titles with the French company. Along with Ferrari, McLaren, and Renault (formerly Benetton), Williams is one of the "Big Four" teams that won every constructors' championship between 1979 and 2008 and every driver's championship from 1984 to 2008.
It was reported on 20 November 2009 by Reuters that Williams and Patrick Head had sold a minority interest in their team to an investment company led by Austrian Toto Wolff <ref>Template:Citation/core{{#if:|}}</ref> who has stated that it is purely a commercial decision.<ref>Template:Citation/core{{#if:|}}</ref>
Origins
- Related Articles: Frank Williams Racing Cars & Walter Wolf Racing
Frank Williams started the current Williams team in 1977 after his previous outfit, Frank Williams Racing Cars, failed to achieve the success he desired. Despite the promise of a new owner in the form of Canadian millionaire Walter Wolf, the team's 1976 cars were not competitive. Eventually Williams left the rechristened Walter Wolf Racing and moved to Didcot to rebuild his team as "Williams Grand Prix Engineering". Frank recruited young engineer Patrick Head to work for the team, creating the "Williams-Head" partnership.<ref>Constructors: Williams F1 www.. Retrieved 21 August 2006.</ref>
Racing history – Formula One
Ford (1976–1983)
1977
Williams entered a customer March 761 for the 1977 season. Lone driver Patrick Nève appeared at 11 races that year, starting with the Spanish Grand Prix. The new team failed to score a point, achieving a best finish of 7th at the Italian Grand Prix.<ref>Williams Grand Prix Engineering – 1977 results www.f1db.com. Retrieved 22 August 2006.</ref>
1978
For the 1978 season, Patrick Head designed his first Williams car: the FW06. Williams signed Australian Alan Jones, who had won the Austrian Grand Prix the previous season for a deflated Shadow team following the death of their lead driver, Tom Pryce. Jones’s first race for the team was the Argentine Grand Prix where he qualified the lone Williams in 14th position, but retired after 36 laps with a fuel system failure. The team scored its first championship points two rounds later at the South African Grand Prix when Jones finished fourth. Williams managed their first podium position at the US Grand Prix, where the Australian came second, some 20 seconds behind the Ferrari of future Williams driver Carlos Reutemann.<ref>{{#if: Grand Prix Results: United States GP, 1978
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}}|Template error: argument title is required.}}</ref> Williams ended the season in tenth place in the constructors’ championship, with a respectable 16 points, while Alan Jones finished 12th in the drivers' championship.
1979
Head designed the FW07 for the 1979 season. This was the team’s first ground effect car, a technology first introduced by Colin Chapman and Team Lotus. Williams also obtained membership of the Formula One Constructors Association (FOCA) which expressed a preference for teams to run two cars, so Jones was partnered by Swiss driver Clay Regazzoni.<ref>Template:Citation/core{{#if:|}}</ref> They had to wait until the seventh round of the championship, the Monaco Grand Prix, for a points-scoring position. Regazzoni came close to taking the team’s first win but finished second, less than a second behind race winner Jody Scheckter. The next round at Dijon is remembered for the final lap battle between René Arnoux and Gilles Villeneuve,<ref>Grand Prix Results: French GP, 1979 [1]. Retrieved 27 July 2006.</ref> but also saw both cars finish in the points for the first time: Jones was fourth with Regazzoni sixth. The team’s first win came at the 1979 British Grand Prix – their home Grand Prix – when Regazzoni finished almost 25 seconds ahead of anyone else. Things got even better when Williams cars finished first and second at the next round in Hockenheim, Alan Jones two seconds ahead of Regazzoni. Jones then made it three wins in a row at the Österreichring, finishing half a minute ahead of Gilles Villeneuve’s Ferrari. Three wins in a row became four wins two weeks later at Zandvoort, Alan Jones winning again by a comfortable margin over Jody Scheckter’s Ferrari. Scheckter ended the Williams winning streak when he won Ferrari’s home Italian Grand Prix, Regazzoni finishing third behind both Ferraris. Alan Jones managed another win at the penultimate race at Montreal to cap off a great season.
Williams had greatly improved their constructors' championship position, finishing eight places higher than the previous year and scoring 59 more points. Alan Jones was the closest driver to the Ferrari duo of Villeneuve and 1979 champion Jody Scheckter, the Australian scored 43 points, 17 behind the South African, while Jones’s team mate, Regazzoni, was two places behind him with 32 points.
1980
In 1980 Alan Jones partnered the Argentine Carlos Reutemann. The team started well in the championship, with Jones winning the first round of the season in Argentina. Jones won four more races: Paul Ricard, Brands Hatch, Montreal and the final round at Watkins Glen. Jones became the first of seven Williams drivers to win the drivers' championship, 17 points ahead of Nelson Piquet’s Brabham. Williams also won its first constructors’ championship, scoring 120 points, almost twice as many as second-placed Ligier.
1981
The duo won four races for the Williams team in the 1981 season. Alan Jones won at the first round at Long Beach and the final round at Las Vegas, while Carlos Reutemann won at the second round at Jacarepagua and the fifth round at Zolder. Williams won the constructors’ title for the second year running, scoring 95 points, 34 points more than second-placed Brabham.
1982
Alan Jones retired from Formula One, only to come back a year later for a single race with the Arrows team. The Australian was replaced by Finnish driver, Keke Rosberg, who had not scored a single championship point the previous year. He won the Drivers title that year; winning only one race, the Swiss Grand Prix at Dijon-Prenois. Rosberg’s teammate, Reutemann, finished in 15th place having quit Formula One after just two races of the new season. His seat was filled by Mario Andretti for the US Grand Prix West before Derek Daly took over for the rest of the year. The Williams team finished fourth in the constructors’ championship that year, 16 points behind champions Ferrari.
By the end of the season, Frank Williams realised that to compete at the top levels of Formula One he needed the support of a major manufacturer, such as Renault or BMW who could supply his team with a turbo engine.
Honda and Judd (1983–1988)
- Related Articles: Honda Racing F1, Judd (engine)
1983
Frank Williams looked towards Honda, which was developing its own turbo-charged V6 engine with the Spirit team. A deal between Honda and Williams was finally settled early in 1983 and the team used the engines for the 1984 season. For the rest of the 1983 season, Williams used the Ford engine except for the last race of the year in South Africa where Rosberg scored an encouraging fifth place. The team finished fourth in the constructors’ championship, scoring 36 points, including a win for Keke Rosberg at the 1983 Monaco Grand Prix.
1984
For the 1984 season Head designed the ungainly FW09. Keke Rosberg won the Dallas Grand Prix and managed to get second at the opening race in Brazil. Rosberg’s team mate, Jacques Laffite, came 14th in the drivers' championship with five points. The team finished sixth with 25.5 points, with Rosberg eighth in the drivers' championship.
1985
In 1985, Head designed the FW10, the team’s first chassis to employ the carbon-fibre composite technology pioneered by the McLaren team. British driver Nigel Mansell joined the team to partner Rosberg. The team scored four wins with Rosberg, winning in Detroit and Adelaide, while Mansell won the European Grand Prix and the South African Grand Prix. Williams finished third in the constructors' championship, scoring 71 points.
1986
In March 1986, Frank Williams faced the most serious challenge of his life. While returning to the airport at Nice, he was involved in a car accident which left him paralysed. He did not return to the pit lane for almost a year.<ref>Template:Citation/core{{#if:|}}</ref> Despite the lack of his presence in the team, the Williams team won nine Grands Prix and the constructors’ Championship and came close to winning the Drivers' championship with Nigel Mansell, but the British driver’s left-rear tyre blew up along the back straight at the Australian GP, the final round of the season, while his fellow championship rival, and teammate, Piquet made a pit stop shortly after Mansell’s retirement as a precaution. This left Alain Prost to defend his title successfully, despite being in an inferior car.
1987
The 1987 season brought Williams-Honda partnership its first and only Drivers' championship title in the form of Nelson Piquet, who scored 76 points and won three races, while the Brazilian’s teammate, Mansell, was 15 points behind him in second place with six victories during the season. The Williams team finished as constructors’ champions for the second year running, scoring 137 points, 61 points ahead of their nearest rivals McLaren. Despite this success Honda ended their partnership with Williams at the end of the year in favour of McLaren and Lotus.
1988
Unable to make a deal with another major engine manufacturer, Williams used naturally-aspirated Judd engines for the 1988 season.<ref>Template:Citation/core{{#if:|}}</ref> This left them with a significant performance deficit compared with their turbo-powered rivals. Piquet left Williams to join Lotus who had retained their Honda engines for the 1988 season, mostly due to Satoru Nakajima. Williams brought in Italian Riccardo Patrese to replace him. The team did not win a single race that season and finished seventh in the constructors’ championship, scoring 20 points. The highlights of the season were two second places by Mansell, at the British and Spanish Grand Prix. When Mansell was forced to miss two races through illness, he was replaced by Martin Brundle and then Jean-Louis Schlesser.
Renault and Mecachrome (1989–1999)
- Related Article: Renault F1
The team secured an engine supply from Renault in 1989. Renault engines subsequently powered Williams drivers to another four Drivers' and five constructors’ Championships up until Renault’s departure from Formula One at the end of 1997. The combination of Renault’s powerful engine and Adrian Newey’s design expertise led to a particularly dominant period in the mid 1990s. Mansell had a record breaking 1992 season winning the title in record time and leading many races from pole to finish. Some maintain that the Williams FW14B and FW15C were "the most technologically advanced cars that will ever race in Formula One".<ref>The changing face of F1 . Retrieved 12 July 2006.</ref>
1989
The Renault era started in 1989, with Italian Riccardo Patrese and Belgian Thierry Boutsen at the helm of the two Williams cars. The engine’s first grand prix in Brazil was one that the team would prefer to forget, with Boutsen retiring with an engine failure and Patrese with an alternator failure after leading, although Patrese did qualify second. The Williams Renault team managed to get back on track with Boutsen coming fourth in the next race at Imola, earning the team three points in their championship campaign. Two races later at the Mexican Grand Prix, the team managed to achieve their first podium with the Renault engine, thanks to Patrese, who came second, 15 seconds behind the race winner Ayrton Senna. The next race saw Patrese come second again, having started from 14th on the grid, with Boutsen 6th. At the sixth round in Canada, Williams not only scored their first win with the Renault engine but also their first one-two: Thierry Boutsen came first followed by Patrese, resulting in 15 points for Williams' championship campaign. Williams came second in the constructors’ championship, scoring 77 points in total; 64 points behind winners McLaren. Patrese finished 3rd in the drivers' championship with 40 points, 41 points behind the 1989 world champion, Alain Prost. Boutsen finished 5th in the championship with 37 points after also winning in Australia. Boutsen's win in Australia gave Williams the distinction of having one the first and last Grands Prix of the 1980s.
1990
In 1990, Williams kept Patrese and Boutsen as the team’s drivers. Although Patrese won the San Marino Grand Prix and Boutsen won pole position and the race at the Hungarian Grand Prix, the team scored 30 fewer points than the previous year and finished the constructors’ championship two positions lower, in fourth. In the drivers' championship, Boutsen finished sixth with 34 points and Patrese seventh with 23 points.
1991
Boutsen left Williams and joined Ligier at the start of 1991. His replacement was Britain's Nigel Mansell; Williams also recruited future 1996 world champion, Damon Hill, as one of their new test drivers. Williams failed to finish in the first Grand Prix of the season at Phoenix, both drivers retiring with gearbox problems. Patrese got back on track for the team in the next Grand Prix at Interlagos, coming second behind McLaren's Ayrton Senna. The 1991 San Marino Grand Prix saw both cars retiring again: Mansell after a collision and Patrese with an electrical failure after 17 laps. The Grand Prix at Monaco saw Mansell finally finish in a points-scoring position, coming second, 18 seconds behind race winner Ayrton Senna. At the next race, the Canadian Grand Prix, Williams locked out the front row only for Patrese to drop back with gearbox problems and Mansell to retire from the lead on the final lap with an electrical fault. At the following race, in Mexico, Williams finally broke their 1991 duck with a 1-2, Patrese finishing ahead of Mansell to score 16 points for the Williams team. Williams then had two consecutive further victories, with Mansell winning the French Grand Prix, five seconds ahead of Alain Prost’s Ferrari. Mansell then won again at the British Grand Prix; it had been four years since a Briton had won the grand prix, Mansell having won it in 1987. Three consecutive victories became four when Mansell won again in Germany, Patrese was about 10 seconds behind him in second place. Senna ended Williams' run of victories by winning in Hungary, finishing five seconds ahead of Nigel Mansell. Mansell later won the Italian Grand Prix and the Spanish Grand Prix, while Patrese won the Portuguese Grand Prix after Mansell's race was ruined by a botched pitstop in which only three wheel nuts were fitted. Williams finished second in the constructors’ championship, scoring 125 points in total, 14 points behind McLaren. Mansell finished second in the drivers' championship, scoring 72 points, 24 points behind Senna.
1992
Williams took a step up for the 1992 season, keeping their 1991 driver line-up of Patrese and Mansell. Mansell dominated the first round in South Africa, qualifying in pole position and winning the race by 24 seconds from his team-mate Patrese. Nigel Mansell won the next four rounds for Williams, at Mexico City, Interlagos, Catalunya and Imola, Patrese coming second in all but one (the Spanish Grand Prix, where he retired after spinning off). Mansell's five victories in the opening five races was a new record in Formula One. Senna won the next race in Monaco, ahead of both Williams cars, which finished second and third. In the next race, in Canada, both Williams cars retired: Mansell spun off on entering the final corner (he claimed that Senna pushed him off) and Patrese had a gearbox failure. Mansell went on to record four more Grand Prix wins, including at the British Grand Prix. (In the final round, in Adelaide, the two Williams again retired, Mansell after Senna violently crashed into the back of him, and Patrese with electrical problems.) Williams won the constructors’ championship with 164 points, 65 points more than second place McLaren. Mansell became World Champion, scoring 108 points, with Patrese finishing second with 56 points. In winning nine races in a single season Mansell had set a new record for the most wins by a single driver in one season.
Despite capturing the title and nine races, Nigel Mansell's seat was not safe for 1993. Alain Prost and Ayrton Senna were both trying to sign for Williams. Patrese's position looked to be under threat and he signed for Benetton before the end of the year. Ironically, only Prost was able to agree terms with Williams for 1993, leaving a seat free for Patrese had he remained with the team. Upon hearing that Prost had signed with Williams, Mansell departed for CART rather than be teammates with the Frenchman as they did not have a good relationship from their time together at Ferrari. Prost's contract with Williams included a clause that forbid the signing of Senna for the 1993 season, and the Brazilian remained at McLaren.
1993
Nigel Mansell left the Williams team in 1993 for CART racing, the team hired triple champion Alain Prost, and promoted test driver Damon Hill to replace Riccardo Patrese, who had left to join Michael Schumacher at Benetton.
The Williams FW15C was the dominant car, with active suspension and traction control systems beyond anything available to the other teams.<ref>Interview – Frank Williams (1 July 1993) [2]. Retrieved 14 July 2006.</ref> Prost won on his debut for the team in South Africa and, like Mansell, dominated the weekend, taking pole position and finishing a minute ahead of Senna, who was second. The next Grand Prix in Brazil saw Prost collide with Christian Fittipaldi's Minardi in the rain on lap 29, while Hill went on to his first podium finish: second, 16 seconds behind Senna. Prost won three of the next four Grands Prix for Williams, Senna winning the other race. Prost and Hill later scored a 1-2 in France: the only 1-2 of the season for Williams. The Frenchman won the next two Grand Prix at Silverstone and Hockenheim. Prost’s team mate Hill proved competitive especially in the second half of the season. Mechanical problems cost the Englishman leads in Britain and Germany, but he went on to win the next three Grand Prix at Hungary; Belgium and Italy which moved him to second in the standings, as well as giving him a chance of taking the drivers' title. After Italy, Williams would not win a Grand Prix for the rest of the season, as a young Michael Schumacher won the following race in Portugal, and Senna took Japan and Australia to overtake Hill in points. Williams retained their constructor’s title, 84 points ahead of second placed, McLaren. Prost clinched the driver’s championship in Portugal and finished the season 26 points ahead of second placed Ayrton Senna.
1994
During the 1994 season, Williams used version FW16 (developed still during the pre-season) and FW16B (with shorter sidepods and opened airbox rear).
From 1994 to 1997 the cars ran in the highly distinctive blue and white Rothmans livery, widely regarded as one of F1’s most popular colour schemes.<ref>1999 – Color In Sport ssur.org.. Retrieved 14 July 2006.</ref>
Williams secured the signing of Senna in 1994, causing Alain Prost to retire rather than partner his greatest rival, as the contract prohibiting the signing of Senna covered only the 1993 season.<ref>Formula One History: After Tamburello F1-GrandPrix.com/History. Retrieved 13 June 2006.</ref> Given this was the same team that had won the previous two World Championships with vastly superior cars, Senna was a natural and presumptive pre-season title favorite, with second-year driver Damon Hill intended to play the supporting role. Between them, Prost, Senna, and Hill had won every race in 1993 but one, which was taken by Benetton's Michael Schumacher.
Pre-season testing showed the car had speed but it was difficult to drive. The FIA had banned electronic drivers aids, such as active suspension, traction control and ABS, to make the sport more "human". It was these technological advancements that the Williams chassis' of the previous years had been built around. With their removal in '94 Williams had not been a good-handling car, as observed by other F1 drivers, having been seen to be very loose at the rear. Senna himself had made numerous (politically careful) comments that the Williams FW16 had some quirks which needed to be ironed out. It was obvious that the FW16, after the regulation changes banning active suspension and traction control, exhibited none of the superiority of the FW15C and Williams FW14B cars that had preceded it. The surprise of testing was Benetton-Ford which was less powerful but more nimble than the Williams.
The first four rounds were won by Michael Schumacher in the Benetton-Ford. Senna took pole in the first three races but finished none of them. In the third race, the 1994 San Marino Grand Prix in Imola, Senna was involved in a fatal crash at the first corner after completing five laps.<ref>On This Day: 1st May. Retrieved 13 July 2006.</ref> The repercussions of Senna's fatal accident were severe for the team itself, as the Italian prosecutors tried to charge the team and Frank Williams with manslaughter, an episode which was not over until 2005.<ref>Top designers acquitted on Senna . Retrieved 13 July 2006.</ref> At the next race in Monaco, Damon Hill was the only Williams on the grid, this was done as a mark of respect to Senna,<ref>''WilliamsF1.com > Seasons > 1994 Template:Dead link. Retrieved 14 July 2006.</ref> the Brit retired on the first lap. Since Senna’s death, every Williams F1 car has carried a Senna 'S' somewhere on its livery in his honour.<ref>Senna 'S' Senna 'S' Retrieved 1 May 2009</ref>
The next race in Spain, Williams brought in test driver, David Coulthard, as Hill’s new teammate. In the race itself, Hill took the team's first victory of the season, by almost half a minute over Schumacher's Benetton, while Coulthard would retire due to an electrical problem. In Canada, both Williams cars finished in the points for the first time that season, with Hill finishing second and Coulthard finishing fifth. Two rounds later, Damon Hill did something his father, Graham, never did, which was winning the British Grand Prix. Hill closed the gap with Schumacher in the championship, after the German was disqualified from first at Spa after the Stewards found floorboard irregularities on his Benetton. He was banned for the next two races, in which Hill capitalised on with wins in Italy and a Williams 1-2 in Portugal. Schumacher would come back after his suspension for the European Grand Prix, which he won by about 25 seconds. By the penultimate round in Japan, Hill was 5 points behind Schumacher and if he did not finish ahead of the German, it would be very unlikely that he would take the title in the final round in Adelaide, however Hill did win the rain-soaked restart, by three seconds to Schumacher who finished second and so to the final round in Adelaide, where Schumacher led Hill by one point.
With four races left, Frank Williams brought back in 1992 champion Nigel Mansell to replace Coulthard. Mansell would get approximately £900,000 per race, while Hill was paid £300,000 for the entire season, though Hill remained as lead driver.<ref>Hamilton, Maurice Frank Williams page 244 Macmillan ISBN 0-333-71716-3</ref><ref>Reflections on a Racing Rivalry</ref>
Mansell would take pole for Williams, however he had a poor start which gave way for Hill and Schumacher to fight it out for the lead and the 1994 title. Mid way through the race, Schumacher’s tactics for low aerodynamics, would cost him as he clipped the wall coming into the fifth corner and went wide. Schumacher and Hill would end up colliding on the next corner, and the double retirement that resulted meant Schumacher was the champion. This collision has been controversial. Some, such as Williams' Patrick Head, have suggested that this was a deliberate attempt by Schumacher to take Hill out of the race.<ref>'Ruthless' Schumi blasted. Retrieved 2 August 2006.</ref> However others, such as then BBC commentator Murray Walker, defended Schumacher, calling the accident a "racing incident". Williams would end the season as constructors champions for the third consecutive year, scoring 118 points, while Hill finished second in the drivers championship with 91 points.
1995
In 1995, Nigel Mansell left Williams again, this time he moved to McLaren to leave Williams with Hill and Coulthard. At the first round in Brazil, Schumacher started off with a win, with Coulthard coming second. However, both were disqualified from the race after it was found that their fuel supplier, Elf, supplied the teams with a type of fuel that was different than the ones they gave to the FIA as samples. So Gerhard Berger and Ferrari were declared winners, until Schumacher and Coulthard had their positions reinstated after appeal, though Benetton and Williams were not awarded their constructors points. Hill won the next two races in Argentina and San Marino and would later win two more races, which were at The Hungaroring and in Adelaide, the latter where Hill won two laps ahead of the field in one of F1's most dominating victories. Coulthard would also record his only win for the Williams team, at Estoril, before moving to McLaren. Benetton would end Williams' four year dominance after they won the championship 29 points ahead Williams. Hill would come second for the second year running, 33 points behind Schumacher.
1996
For 1996, Williams clearly had the quickest and most reliable car.<ref>GP.Com > Features > News Feature > Review of 1996</ref> Coulthard had left Williams to join Mika Häkkinen at McLaren, Williams replaced the Scotsman with Canadian Jacques Villeneuve, while Hill remained with the team. Schumacher left Benetton to join Ferrari. Williams won the first five Grands Prix, Hill winning all but one of them. Olivier Panis would take victory at the sixth round in Monaco after both Williams cars retired. Hill would retire for the second time in a row after he spun off in Spain, while his team mate, Villeneuve, took third place. Hill and Villeneuve dominated the next Grand Prix in Canada, with a 1-2 in qualifying and a 1-2 in the race. Williams made it a second 1-2 after Hill won the French Grand Prix. Villeneuve won his second race in F1 at Silverstone after Hill retired with a wheel bearing failure on lap 26. The Brit would be victorious in the next Grand Prix in Germany while Villeneuve would win the race after that in Hungary. Schumacher’s Ferrari would then take the next two Grand Prix at Spa-Francorchamps and Monza. Villeneuve mounted a title challenge going into the final race of the season at Japan, but Hill reasserted his dominance to take the race and the 1996 title, while Villeneuve lost a wheel and retired.
Williams' dominance was such that they had clinched the constructors' championship and only their drivers had a mathematical chance of taking the title, several races before the season concluded. Around that time, Frank Williams announced that Hill would not be re-signed after his contract expired, despite Hill's successes and eventual drivers' championship, so he joined Arrows for 1997. Also, Adrian Newey had ambitions to succeed Patrick Head as technical director, but this was blocked as Head was a founder and shareholder of the team. McLaren lured Newey away, though he was forced to take garden leave for the 1997 season.
1997
For what would be the final season of Williams-Renault and a car designed with Newey's input, Frank Williams brought in German Heinz-Harald Frentzen, under the impression that he could perform better than Hill. Frentzen, however, proved to be a disappointment and won only one race in his two year spell at Williams, which was at 1997 San Marino Grand Prix. Jacques Villeneuve won seven races during the season, with his main rival, Michael Schumacher of a resurgent Ferrari, winning five. Williams also achieved the 100 race win milstone at the British Grand Prix. Coming to the final round of the season at Jerez, Schumacher lead the Canadian by 1 point, however on lap 48, Schumacher and Villeneuve collided. Schumacher was disqualified from second place in the championship as the accident was deemed by the FIA as "avoidable",<ref>Review of 1997 . Retrieved 14 July 2006.</ref> Williams won the constructors title for the second time in a row, scoring 123 points, while Jacques Villeneuve won the driver’s championship by three points to Michael Schumacher, who kept his points total despite being removed from second place, with Williams team-mate Frentzen a further thirty six points behind.
1998
After 1997, the team were unable to maintain their dominance in Formula 1 as Renault ended their full time involvement in Formula 1, and Adrian Newey moved to rival team McLaren. Williams then had to pay for Mecachrome engines, which were old; rebadged Renault engines.<ref>News Feature > Mecachrome . Retrieved 14 July 2006.</ref> Both these meant that the car not only featured a very similar aerodynamic package to their 1997 car, but also virtually the same engine, leading to some to comment that they ran what was virtually the same car, adjust for the 1998 regulations. There were changes on the sponsorship front however as Rothmans opted to promote their Winfield brand, which ended the popular blue and white livery.<ref>Technical > FW20 . Retrieved 14 July 2006.</ref> For 1998, Williams kept the two drivers from the previous season, the first time since 1983 that a reigning world champion remained driving for Williams. While Ferrari and McLaren battled for the constructors' and drivers' titles, Williams fell to the mid of the field. The team won no races and took 3 podiums during the season, with Frentzen finishing in third at the first round in Australia and Villeneuve finishing third in Germany and Hungary. Williams finished third in the constructors championship, scoring 38 points, while Villeneuve finished fifth in the driver’s championship with 21 points and his German team mate, Frentzen, finished 4 points behind him in seventh.
1999
In 1999, Williams employed a completely new driver line up, Villeneuve moved to new team, BAR and Frentzen moved to Jordan. Williams brought in German Ralf Schumacher and Italian Alex Zanardi. The team managed three podiums, all scored by Ralf Schumacher, with third place in Australia and Britain, along with a second place in Italy. The team finished fifth in the constructor’s championship, the lowest finish for Williams in the 1990s; the team finished behind Stewart and Jordan; scoring 35 points (all by Schumacher), 3 less than the previous season.
BMW and Cosworth (2000–2006)
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2000
During 1998, the team signed a long term agreement with BMW, with the German manufacturer supplying engines and expertise for a period of 6 years. As part of the deal BMW expected at least one driver to be German and Ralf Schumacher was signed. In 1999, the team had a Williams car with a BMW engine testing at circuits, in preparation for a debut in 2000. Williams sought the services of Colombian Juan Pablo Montoya as a proven racer for the up coming season but he was initially unavailable, so Britain's Jenson Button made his debut instead.
BMW Williams' first season did not see a single victory during the season, they did however, manage to get on the podium three times, Ralf Schumacher responsible for all three. Williams finished third in the constructor’s championship, with 36 points; one more than last year. Ralf Schumacher finished fifth in the driver’s championship, while Button, in his debut season, finished three places behind in eighth. Button made some scrappy mistakes in early races (Monaco, Europe), but overall made an impressive debut in Melbourne, and continued to impress, notably at Silverstone, Spa and Suzuka.
2001
In 2001 Button moved to Benetton-Renault due to Montoya's arrival at the team. The FW23 won four races, three by Ralf Schumacher at Imola, Montreal, and his home Grand Prix in Germany. His teammate, Montoya, was victorious at Monza, and would have won a few more races if not for the FW23's unreliability and pit crew blunders. The car proved to be quicker than the Ferrari and McLaren counterparts in several races, but Williams' 2001 campaign only yielded third place in the constructor’s championship.
2002
For 2002, Williams kept their 2001 driver line up for the upcoming season. The team only won one race, which was at Malaysia, one of only 2 races not won by Ferrari in a year dominated by the Ferraris of Michael Schumacher and Rubens Barrichello.<ref>Schumacher paints F1 red . Retrieved 13 July 2006.</ref> Williams did improve on their constructor’s championship position, finishing in second. Montoya finished third in the driver’s championship, eight points ahead of Ralf Schumacher, who finished fourth.
2003
2003 would see BMW Williams reach their peak of success, during pre-season, Frank Williams was very confident that the FW25 would challenge for the title.<ref>Williams launch new car . Retrieved 13 July 2006.</ref> The team won four races, Montoya winning twice at Monaco and Germany, while Ralf Schumacher won at the Nürburgring and the following race at Magny-Cours. Montoya stayed in contention for the driver’s championship during the season, the Colombian finished third in the championship, 11 points behind Michael Schumacher, while the younger Schumacher finished 24 points astern of Montoya in fifth. Williams finished second in the constructor’s championship, two points ahead of McLaren.
2004
At the start of the 2004 season it was announced that Montoya would be moving to McLaren in 2005. The team began the season with a radical nose-cone design, known as the "Walrus-Nose", that proved uncompetitive and was replaced by a more conventional assembly in the second half of the year. Ferrari for the third time running, dominated the season, winning 15 of the 18 races, Williams did however pick up a win during the season, which was at the final race in Brazil, Juan Pablo Montoya winning the race by a second to Kimi Räikkönen’s McLaren. Another memorable part of the season was when both Williams and Toyota were disqualified from the Canadian Grand Prix after it was discovered that both cars had brake irregularities, the brake ducts seemingly not conforming to regulations. Williams finished the season in fourth, scoring 88 points and finishing on the podium six times. While Montoya was the highest placed Williams driver that year, finishing in fifth position; scoring 58 points.
2005
For the 2005 season, Schumacher moved to Toyota; while Montoya moved to McLaren. Taking their places were Australian Mark Webber and German Nick Heidfeld.<ref>Webber signs to BMW WilliamsF1 . Retrieved 13 July 2006.</ref><ref>BMW sign Heidfeld for new F1 team . Retrieved July 13, 2006.</ref> Initially Jenson Button was to have driven for Williams in 2005,<ref>Williams firm on Button [3]. Retrieved 13 July 2006.</ref> but an FIA ruling forced Button to remain with his current team BAR.<ref>Williams: BAR can have Button but... . Retrieved 13 July 2006.</ref> Nick Heidfeld competed with Brazilian test driver Antônio Pizzonia for the remaining racing seat during December 2004 and January 2005, and Heidfeld was chosen,<ref>Williams give Heidfeld more time . Retrieved 13 July 2006.</ref> partly in deference to BMW’s wishes for a German driver. Pizzonia served as the test driver for the team during the 2005 season. Meanwhile, Button signed a contract to drive for Williams in 2006.
During the course of the 2004 and 2005 F1 seasons, BMW Motorsport and director Mario Theissen increasingly became publicly critical of the WilliamsF1 team’s inability to create a package capable of winning the constructors championship, or even multiple victories within a single season.<ref>BMW: Williams must improve . Retrieved 13 July 2006.</ref> Williams, on the other hand, blamed BMW for not producing a good enough engine.<ref>Williams criticises partner BMW . Retrieved 27 July 2006.</ref> Williams' failed attempt to prise Jenson Button out of his BAR contract may also have been an issue with Theissen. Despite Frank Williams' rare decision to cave in to commercial demands by employing German driver Nick Heidfeld when he allegedly preferred Antônio Pizzonia, the fallout between BMW and Williams continued through the 2005 Formula One season. This public deterioration of the relationship between BMW and WilliamsF1 was a factor in the decision by BMW Motorsport to buy Sauber and rebrand that team to feature the BMW name.<ref>BMW buys Sauber to form own team . Retrieved 13 July 2006.</ref>
Williams could have opted to continue with BMW engines in 2006, despite the fact that the engine manufacturer was about to set up its own team. In the end, though, WilliamsF1 opted for Cosworth V8 engines for 2006.
This period (2000–2005) saw Williams depart from the standard livery scheme in motorsport, which consists of one colour scheme, either the teams' or the major sponsors', with smaller logos in their own scheme. BMW stipulated that, and paid for, the whole vehicle to be in blue and white, with other sponsors adopting this scheme. Also in 2000, Williams abandoned tobacco advertising in favour of Information technology companies, as the team’s second major sponsor became Compaq. That sponsorship lasted until Compaq’s acquisition by Hewlett-Packard. At the 2002 British Grand Prix, the team debuted the Hewlett-Packard sponsorship. After complaints about the HP logo on the rear wing it was replaced in 2003 with the sponsor’s tag line, "Invent". One of the most memorable results of this technological partnership was a worldwide television commercial featured drivers Ralf Schumacher and Juan Pablo Montoya seemingly driving their BMW Williams cars around a track by radio control from a grandstand.<ref>Hewlett-Packard Corporate- HP Technology and BMW Williams F1 Team. Retrieved 19 July 2006.</ref>
This "clean" image allowed Williams to sign a cigarette anti-craving brand, Niquitin,<ref>GlaxoSmithKline. Retrieved 19 July 2006.</ref> and Anheuser-Busch, alternating with the Budweiser beer brand<ref>Anheuser-Busch, Inc.: Budweiser sponsors BMW WilliamsF1 Team. Retrieved 19 July 2006.</ref> and Sea World Adventure Parks,<ref>SeaWorld Adventure Parks To Be Featured With BMW WilliamsF1 Team. Retrieved 19 July 2006.</ref> in compliance with trademark disputes or alcohol bans.
2006
- Related Article: Cosworth
The 2006 season saw Nico Rosberg replace Nick Heidfeld, who departed for BMW Sauber, while Mark Webber stayed on with the team. Despite having signed a contract to race for Williams, Jenson Button decided to stay with BAR for 2006 as it was to become a Honda works team. In September 2005 a deal was reached to allow Button to remain with BAR, with Williams receiving around £24m, some of it paid by Jenson himself, to cancel this contract.
WilliamsF1 and Cosworth entered a partnership agreement where Cosworth would supply engines, transmissions and associated electronics and software for the team.<ref>Williams turn to Cosworth engines . Retrieved 13 July 2006/</ref> Major sponsors Hewlett-Packard (HP) concluded sponsorship agreements one year before their official end of contract. The WilliamsF1 team also switched to Bridgestone tyres.
The season started well, with both drivers scoring points in the opening race of the season, and Nico Rosberg setting the fastest lap at the Bahrain Grand Prix. However, the rest of the season was very disappointing, with 20 retirements out of 36 starts for the two cars. The team failed to finish on the podium all season, the first time since Williams’ first season in 1977. The team eventually finished eighth in the constructors’ championship, with only 11 points.
Toyota (2007–2009)
- Related Articles: Toyota & Toyota Racing
Following Williams' worst points tally since 1978, the Grove-based team announced that Japanese car manufacturer Toyota would be supplying the engines for the 2007 season.<ref>Williams sign Toyota engine deal . Retrieved 27 July 2006.</ref> Along with Toyota supplying engines to the team, a number of other changes were announced for 2007: Alexander Wurz, who had been a test driver at Williams since 2006, became the team’s second driver to replace the outgoing Mark Webber; Japanese driver Kazuki Nakajima, son of Satoru, replaced Wurz as a test driver alongside Karthikeyan. Sponsorship also saw a change in 2007, as it was announced that AT&T would become the title sponsors for the team from the upcoming season.<ref>AT&T Title Sponsor for WilliamsF1. Retrieved 20 October 2006.</ref> AT&T were previously involved as minor sponsors with the Jaguar and McLaren teams, but moved to Williams following McLaren’s announcement of a title sponsorship deal with Vodafone, a competitor of AT&T.<ref>Vodafone will be McLaren’s Title Sponsor 20 October 2006.</ref> On February 2, the new FW29 was presented to the media in the UK. Soon afterwards the team secured a sponsorship deal with Lenovo who built the team's new supercomputer.
Rosberg and Wurz gave Williams a more productive season in terms of points and in Canada the Austrian scored the team's first podium finish since Nick Heidfeld's second place finish at the 2005 European Grand Prix. Over the course of the year Rosberg was consistently in the points, scoring 20 during the season, in comparison teammate Wurz who finished in the points three times. Following the announcement that Wurz would be retiring from the sport,<ref>{{#if: Wurz confirms immediate retirement from F1
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For the 2008 season, Williams confirmed Nico Rosberg and Kazuki Nakajima as their race drivers. Rosberg was confirmed as staying with Williams until the end of 2009 on December 9, 2007, ending speculation that he could take Fernando Alonso's vacated seat at McLaren.<ref>{{#if: Rosberg agrees new Williams deal
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The 2008 season was a mixture of success and disappointment for Williams. While Rosberg managed to obtain 2 podiums in Australia and Singapore, the team struggled at circuits with high speed corners. The fact that the team was one of the first to switch development to their 2009 car (where new regulations come in) also hindered their season, and Williams finished a disappointing 8th in the constructors championship. Rosberg has stated that unless the team is more competitive in the near future, he will look for drives elsewhere. Williams retained Rosberg and Nakajima for the 2009 season.
Frank Williams had admitted that he had regretted parting with BMW but stated that Toyota has tremendous ability to become a top engine supplier. Speculation had been surrounding Toyota's future on the Formula 1 grid. This was due to the fact that for a big budget team, Toyota had only managed 2nd place as their best result.
In December 2008 Williams confirmed their commitment to F1 following the Honda withdrawal announcement.<ref>{{#if: Commitment to remain in F1
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Ahead of the 2009 Brazilian Grand Prix Williams announced that it would be ending its three year partnership with Toyota and finding a new engine supplier for 2010.
Cosworth (2010)
After the termination of their Toyota contract Williams announced that from the 2010 Formula One season they were to enter into a "long-term partnership" with Cosworth, and would be using an updated version of the CA V8 engine which powered their cars in 2006.<ref>Template:Citation/core{{#if:|}}</ref> Williams also announced a complete driver change for the 2010 season. Rubens Barrichello will join from 2009 Constructors Champions Brawn GP, whilst GP2 champion Nico Hülkenberg will graduate from the test driver seat. Replacing Hülkenberg in the test seat will be Finland's Valtteri Bottas, who finished third in the 2009 Formula Three Euroseries as well as winning the non-championship Masters of Formula 3 event at Zandvoort.<ref>{{#if: Williams signs Bottas as test driver
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Their new 2010 car, the FW32 was unveiled for the first time at a shakedown test at Silverstone. Its first official test was on 1 February at Circuit Ricardo Tormo in Valencia.
Formula One results
- Main article: WilliamsF1 Grand Prix results (results for Williams Grand Prix Engineering/WilliamsF1, 1978–2010)
See Frank Williams Racing Cars for that team’s results from 1969 to 1976.
Other motorsports and Williams-branded cars
Formula 2
Williams have developed the car for the revived Formula 2 championship, beginning in 2009.<ref>{{#if: FIA Formula 2 Website : The F2 Car
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Group B rallying
The Metro 6R4 rally car was developed by Williams in 1984 on commission from Rover. The rally car was a Rover Metro with a completely new V6 engine (mid-engined) and four-wheel drive, developed to the international Group B rallying regulations. Williams developed the car in just six months.
British Touring Car Championship
Williams Touring Car Engineering were Renault's official entry to the British Touring Car Championship between 1995 and 1999. The Renault Laguna based cars were produced at Williams' Didcot factory (the Formula One team having recently moved to new premises at Grove). The touring car venture was very successful, Williams-Renault won the Manufacturers title in 1995 and 1997 and the BTCC drivers title with Swiss Alain Menu in 1997.
Le Mans 24 Hours
Prior to their F1 partnership, Williams Motorsport built Le Mans Prototypes for BMW, known as the V12 LM and V12 LMR. The V12 LMR won the 24 Hours of Le Mans in 1999. The car was driven by Pierluigi Martini; Yannick Dalmas and Joachim Winkelhock,<ref>{{#if: BMW wins at Le Mans
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Renault Clio Williams
Williams's name and logo were used on the Renault Clio Williams. However, no input was provided by Williams into the development of the car.<ref>100 Greatest Cars Nominees – Car Picture Photo Gallery from 4Car</ref>
See Also
| McLaren | Mercedes | Red Bull | Ferrari | Williams | Renault | Force India | Toro Rosso | Lotus | Campos | US F1 | Virgin | Sauber |
| 1 Button 2 Hamilton |
3 Schumacher 4 Rosberg |
5 Vettel 6 Webber |
7 Massa 8 Alonso |
9 Barrichello 10 Hülkenberg |
11 Kubica 12 Petrov |
14 Sutil 15 Liuzzi |
16 Buemi 17 Alguersuari |
18 Trulli 19 Kovalainen |
20 TBA 21 Senna |
22 López 23 TBA |
24 Glock 25 di Grassi |
de la Rosa Kobayashi |
Template:Williams Template:Formula One constructors Template:Formula One World Constructors' Champions
References
Williams History (1967–2000) Taken from:
All Formula One race and championship results are taken from:
- Formula1.com – 1975–Present Archive. Retrieved 12 July 2006
External links
| Preceded by: Ferrari |
Formula One Constructors' Champion 1980–1981 |
Succeeded by: Ferrari |
| Preceded by: McLaren |
Formula One Constructors' Champion 1986–1987 |
Succeeded by: McLaren |
| Preceded by: McLaren |
Formula One Constructors' Champion 1992–1993–1994 |
Succeeded by: Benetton |
| Preceded by: Benetton |
Formula One Constructors' Champion 1996–1997 |
Succeeded by: McLaren |
