F1 2002 - Strategy Guide (Page 06)

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   So a new, wider monocoque was designed and built for
   Mansell in 33 days who stood down for the first two races,
   replaced by Mark Blundell. But front end grip was still a
   problem and Mansell quit before Monaco, his place taken on
   a more permanent basis by the popular Blundell who usually
   qualified a couple of places behind teammate Hakkinen.

   The Finn finally got onto row two in Belgium following
   Ilmor's introduction of a revised engine and McLaren's new
   gearbox. There was no doubt that huge efforts were made by
   both teams.

   Hakkinen missed Aida due to appendicitis, his place taken
   by Magnussen while a week later, Hakkinen's third on the
   grid and second in the race was welcomed, but any optimism
   was cruelly dashed by his huge accident in Adelaide,
   leaving the team despondent as they approached the new
   season.

   This, perhaps, was a year of consolidation. Hakkinen had
   thankfully made a remarkable recovery and would improve on
   his previous year's performance. He was joined by David
   Coulthard, who came from front runners Williams but found
   life a little more difficult at McLaren. Ilmor fine tuned
   the Mercedes engines just as McLaren did the same with the
   MP4 chassis. Helping out were former McLaren employees
   Steve Nichols and Alain Prost...

   Although both engine and chassis were refinements of
   previous models, neither carried over much from either
   unit. There was massive detailed effort on the chassis,
   particularly on suspension, but once again imbalance
   proved a problem. The front wing mounting needed revision
   during a year when the drivers preferred the car in low
   downforce trim. It didn't like bumpy circuits, and
   Coulthard's bete noire would be rear end stability. A
   short wheelbase version became the standard at mid season.
   From an engine point of view, there were huge revisions
   here too, working on mid range torque, while it was
   lighter than before with a five per cent increase in
   power. Engine response improve progressively during the
   season, and this year, McLaren chosen to drive its power
   through a longitudinal gearbox again.

   While there were no massive gains in terms of
   competitivity, the drivers did slowly make inroads into
   the Williams/Benetton domination. Coulthard finished
   second to Olivier Panis at Monaco, while Hakkinen had four
   third places. But at the end of the year, a 23 year old
   partnership drew to a close. Dennis, rather than accept a
   cut in budget from Marlboro, preferred to find a new major
   sponsor, and did so with West.

   Once again, McLaren made further progress in 1997 with a
   stable driver pairing, even if they were now decked out in
   the new colours of West. However, the biggest coup during
   the year had been the recruitment of Adrian Newey fro
   Williams who joined Neil Oatley in the design department.

   The latest MP4 was totally new, with fastidious detailing
   which consistently impressed rivals. New technological
   innovations during the year included a fascinating
   secondary braking system. The team's engine partners were
   just as conscientious, their new engine at the start of
   the year featuring a new block with new positioning of
   systems to aid installation A further version of the
   engine was introduced at Barcelona.

   The combination still worried Coulthard, for whom any rear
   end stability was a problem, but even so, he won the
   opening race of the year in Australia and again at Monza.
   Hakkinen was gifted the first win of his career in the
   final race at Jerez. But that only tells half the story.
   They could also have won at Montreal, Silverstone, in
   Austria, the Nurburgring, and maybe Suzuka too which would
   have put a whole new complexion on their season.

   As it was, Coulthard was the higher placed of the drivers,
   and the team finished fourth, but clearly, there was much
   more potential, and with stability now established,
   further fine tuning would probably reap the required
   rewards.

   Adrian Newey's terms of employment restricted him from
   working for West McLaren Mercedes before August of 1997,
   but that still gave him plenty of time during the year to
   think about a car that would conform to the strict new
   regulations, whilst maintaining the emphasis on safety
   that came into effect in 1998. Many designers were hard
   pressed to meet new crash test regulations but Newey had
   been able to work on a car that was safe and competitive.
   Some 12,000 man hours went into trying to regain downforce
   lost by the new regulations.

   Mercedes also worked hard on the engine.

   The other novelty, to Hakkinen's joy, were Bridgestone
   tyres which replaced Goodyear. The Japanese company hit
   the ground running, and eclipsed the American company,
   although Goodyear did fight back.

   But the combination of a Hakkinen who now knew what it was
   like to win, Newey's chassis and Bridgestone's tyres meant
   that West McLaren Mercedes began the season in dominant
   style and almost continued in that vein. The pair were a
   lap ahead of the field in the Australian Grand Prix
   although controversially they swapped places. The result
   was the same in Brazil, while Hakkinen was second to
   Coulthard in Argentina. The Finn went on to win in Spain,
   Monaco, Austria, Germany, then in Luxembourg and Japan.
   Schumacher fought back but that final burst made the
   championship Hakkinen's.

   By contrast, Coulthard won only in San Marino but was
   second six times. He suffered from tactics a couple of
   times, and had two engine failures, but he contributed to
   the West McLaren Mercedes team's success, and he certainly
   gained some consolation from that.

   West McLaren Mercedes , without doubt, was the team to
   beat in 1999 but they should have sewn up the championship
   considerably earlier than Suzuka, when Hakkinen dominated
   to win the Drivers' title. After all, their main rivals,
   Ferrari, lost their main driver at Silverstone. But there
   were mechanical failures, driver errors and occasional
   questionable strategies that cost valuable points during
   the year.

   The new car was completely new, incorporating several
   ideas which technical director Adrian Newey would have
   liked to have included the previous year. It was
   considerably lighter, but also more complex. Partially
   thanks to new tyre regulations, it didn't instil
   confidence as its predecessor had done, but at the limit,
   performed better. Mercedes, meanwhile, had produced a
   lighter and lower V10.

   The season got off to a poor start, with neither car
   finishing. West McLaren Mercedes had thought of taking the
   previous year's car to the first three races... But then
   Hakkinen won in Brazil, while Coulthard might have won at
   Imola but for backmarkers. The team scored a crushing one
   two in Spain, while Hakkinen won again in Canada and was
   then second in France. At this stage, Hakkinen had 40
   points to Michael Schumacher's 32 and Eddie Irvine's 26.
   Hakkinen, however, salvaged only a third place from the
   next three races, whereas Irvine scored two wins and a
   second, although Coulthard won in Britain.

   Hakkinen fought back with a win in Hungary, second after a
   second brush with teammate Coulthard in Belgium, then the
   disappointing second premature exit in Italy.

   Going into the final two races in Malaysia and Japan, he
   was just two points ahead of Irvine, but he was
   frustratingly held up in the first race where Irvine won,
   which gave him a four point deficit going into the final
   round in Japan. But a superb race saw him win and take the
   championship. However, Ferrari had fought back and had
   taken the Constructors' championship. Clearly, McLaren
   could not afford to rest on their laurels.

   They certainly didn't rest on their laurels in 2000, but a
   combination of problems, a disqualification, mechanical
   failures and an occasional mistake saw the team relegated
   to second places in both championships.

   Once again, team, engine builder and drivers retained
   stability, the driver pairing becoming the longest ever in
   Grand Prix racing during the year. There was no doubt that
   speed was there, with the drivers and test driver Olivier
   Panis frequently showing fastest in testing.

   With Mika Hakkinen on pole for the first three races, and
   teammate Coulthard alongside him in the first two, that
   was certainly never in doubt, but both drivers failed to
   finish in Australia due to pneumatic valve failure.
   Hakkinen suffered engine failure in the second race, and
   Coulthard was disqualified, so with Michael Schumacher
   leading the two McLarens home in the third race, the
   Ferrari driver had a huge advantage.

   But then the advantage turned: Coulthard won in England,
   Hakkinen in Spain, Coulthard in Monaco and then again in
   France. In Austria, Hakkinen began the fight back, leading
   home his teammate, while Hakkinen won in Hungary and
   superbly in Belgium where he took the championship lead.

   Unfortunately, a mechanical failure at Indianapolis
   virtually ended his chances. A superb race to second in
   the damp of Japan wasn't enough, but Coulthard's late race
   challenge in Malaysia could not make up for two penalties
   in the last three races. Second was the best in both
   Championships.

Minardi
   Full Team Name: GoKL Minardi Asiatech F1 Team
   Web Site:
   Sponsors and Partners: GoKL, European Aviation, Magnum,
      Gazprom, PC Suria, BAS, HealthyCo, Quadriga, Telstra,
      PanGlobal, Allegrini, PDP Box Doccia Spa
   Founded in 1979, with the aim of competing in the European
   Formula Two Championship, the Minardi Team makes its debut
   in Formula One in 1985. After spending its first few
   seasons in motorsport's top category acclimatising to the
   demands of Grand Prix racing, the team takes its first
   World Championship points in 1989, scoring in Great
   Britain (fifth and sixth places), Portugal (fifth) and
   Australia (sixth).

   Minardi's best season to date is 1991, when its effective,
   Ferrari-powered chassis allows the team to claim seventh
   place in the World Constructors' Championship standings.

   The 1993 car is designed under the supervision of highly
   regarded Austrian, Gustav Brunner, and the chassis turns
   out to be highly effective, fourth place in South Africa,
   fifth in Monaco, and sixth at Donington and Imola
   propelling Minardi to eighth place in the Constructors'
   Championship.

   During 1994 and 1995, Minardi enters into a joint-venture
   with Scuderia Italia. Unfortunately, a series of
   commercial difficulties jeopardise the team's future and,
   by the end of 1996, an alliance formed by Gabriele Rumi
   and Flavio Briatore acquires the majority stake in the
   company.

   The 1998 season marks a turning point for Minardi.
   Briatore severs his ties with the company and his
   shareholding is acquired by Gabriele Rumi, who thus
   becomes majority shareholder and embarks on an extensive
   restructuring and upgrading programme. The team is joined
   by new, highly skilled personnel on the technical side,
   while Gustav Brunner makes a welcome return to the Minardi
   fold. The hard-trying team's efforts are rewarded when it
   finishes the 1998 championship in 10th place, achieving an
   objective set at the start of the season.

   In 1999, Minardi is further strengthened by the arrival of
   Cesare Fiorio as Team Manager and Sporting Director. Once
   again, the Faenza-based team finishes 10th in the World
   Championship standings, on this occasion courtesy of a
   very valuable point scored by F1 'rookie', Marc Gené, at
   the European Grand Prix. For the team, one of the most
   satisfying aspects of the season is the excellent
   reliability of the M01, which provides its drivers with 10
   top-10 finishes.

   In the year 2000, the Faenza-based team celebrates its
   16th year in Formula One, and although the team fails to
   score any points during the course of the season, it
   retains its tenth-place ranking in the World Championship
   standings with superior placings to the notably better
   funded Prost team.

   The 2001 season marks another watershed for Minardi, as
   the withdrawal of a major sponsor at the end of the
   previous year leaves the team in difficult financial
   circumstances. As a result, it is acquired in late January
   by UK-based Australian businessman, Paul Stoddart, head of
   the European Aviation Group of companies, and merged with
   his European Formula Racing operation in Ledbury, England.

   His plan is to retain Minardi's distinctive character in
   the Formula One paddock, while providing EFR personnel,
   technical expertise and financial stability to strengthen
   the team and improve its overall competitiveness in the
   future. Against all the odds, the new European Minardi
   PS01 chassis, powered by a European V10 engine (an uprated
   version of the previous season's Fondmetal power unit), is
   produced in six weeks and three days, and a pair of cars
   line up for the opening Grand Prix of the year, in
   Melbourne. The team finishes 11th in the 2001 World
   Constructors' Championship and spends the year laying a
   solid foundation for what Stoddart intends should be
   significant future progress.

   Minardi's 2002 effort involves the all-new PS02 chassis,
   powered by Asiatech's latest AT02 engine. Unlike 2001, a
   busy testing programme commences in early January,
   following extensive wind tunnel development of the team's
   latest F1 challenger. With a strengthened technical team
   and sponsorship package in place, Minardi is poised to
   take its next step on the all-important journey to
   increased competitiveness.

Renault
   Full Team Name: Renault F1 Limited
   Web Site:
   Sponsors and Partners:
   Louis and Marcel Renault were among motor racing's true
   pioneers, and their spirit is synonymous with the passion
   and excitement of Formula One. In 1899, they took their
   historic first victory in the Paris to Trouville road
   race, and it was just the beginning of a motorsport
   odyssey. More than a hundred years after that first
   victory, Renault returns to the track at the highest
   level.

   Town-to-town road racing dominated motorsport in the
   closing years of the nineteenth century. Driven by the
   pioneering spirit of the company's founders, Renault were
   major players. Marcel's landmark triumph in the 1902
   Paris-Vienna race was followed by the tragedy of his death
   in the controversial Paris-Madrid event the following
   year. The race was stopped in its tracks at Bordeaux, and
   the town-to-town races with it.

   As the sport moved onto closed circuits, Renault's success
   followed. The first Grand Prix in history took place on
   home soil in 1906 and, after twelve gruelling hours over
   two days of competition, Ferenc Szisz took the flag at the
   head of the field. Having laid down a marker, Renault
   withdrew from top-level motorsport to concentrate on fresh
   challenges. But a standard of excellence had been
   established which still stands as a reference for Renault
   F1.

   Away from the circuits, the company's efforts concentrated
   on the infancy of the automobile, and the marque found
   similar success. Not until the birth of Renault Sport in
   1975 did Renault return to the pinnacle of motorsport.
   Meanwhile, Grand Prix racing had been officially organised
   into a World Championship in 1950, and the new
   competitions department was given the brief of taking
   Renault back to compete on the world stage.

   In 1977, the first all-Renault machine rolled out onto the
   grid of a Formula One race. A symbol of the passion and
   dedication of the whole company, it sat at the forefront
   of technology, concealing a major innovation: the
   turbocharger. The early days of this revolution demanded
   unwavering commitment and unquestioning belief, as other
   teams dismissed the 'yellow teapot'. But soon, the
   turbocharged engine, previously unseen in Formula One,
   would revolutionise the sport.

   Two years after its first steps onto the stage, Renault
   was ready to take the leading role. Before a huge home
   crowd, the two yellow cars sat on the front row of the
   grid of the 1979 French Grand Prix at the Dijon-Prenois
   circuit. In a spectacular performance, pole-man Jean
   Pierre Jabouille took the race win, with team-mate René
   Arnoux third after waging a famous battle with Ferrari
   legend Gilles Villeneuve. This race marked the beginning
   of an ascent to the heights of Formula One which so nearly
   enabled Renault to capture the ultimate prize.

   Always alert to talent and potential, Renault signed
   future world champion Alain Prost for 1981. Striving to
   perfect the turbo concept over the next few years, the
   wins kept coming and Prost narrowly missed out on the
   world title in 1983, taking second place in the standings
   with four victories.

   Phase one of the Renault project was completed shortly
   afterwards, and the works team left Formula One in 1985 to
   concentrate on supplying other teams with the turbocharged
   engines that they had introduced to the sport. One year
   later, Renault withdrew from Formula One altogether. The
   passion for victory had not died, but the team withdrew to
   regroup and work on fresh ideas. It was to be a brief
   interlude.

   In 1989, Renault returned with a new engine: the 3.5 litre
   RS1 V10, a configuration which would become the benchmark
   for all Formula One engines. Supplying the Williams team,
   they gained two victories in their return season, and this
   success grew steadily in the years that followed, with the
   team challenging for the championship in 1991.

   After three years of patient diligence, the ultimate goal
   was achieved when Nigel Mansell piloted his Williams
   Renault to championship glory in 1992. Fifteen years after
   their debut, Renault were utterly dominant, and the season
   is regarded as one of the most impressive in Formula One
   history. In 16 races, the team took 15 pole positions, 10
   wins, 11 lap records and a huge 170 points. This was
   excellence of the highest order, and the following year,
   Alain Prost secured another title for Renault.

   Ayrton Senna led the challenge at the start of 1994, and
   many thought him destined to be Renault's third World
   Champion in three years. Fate dictated otherwise, and his
   death in the San Marino Grand Prix was a profound loss for
   Formula One. The emotions served to strengthen the team's
   determination, and victory in the Constructors'
   Championship was a perfect tribute to their fallen
   champion.

   Entering 1995, Renault expanded its programme to include
   the competitive, charismatic Benetton team. Now supplying
   the two teams fighting for the World Championship, Renault
   took a dramatic clean sweep with first, second, third and
   fourth in the Drivers' Championship, and first and second
   in the Constructors'.

   The success continued to flow in the next two seasons,
   with Damon Hill triumphing in 1996 and Jacques Villeneuve
   in 1997. There was nothing left to prove. Having climbed
   to the top, Renault had proved themselves the very best.

   At the end of 1997, with their objectives achieved,
   Renault again bowed out of the sport. A run of six
   consecutive Constructors' Championships demonstrated to
   the world what Renault represented: technical excellence,
   innovation and a burning desire to succeed.

   Renault has won 11 World Championships, but all of them as
   an engine supplier. Victory with a 100% Renault team is a
   challenge that remains to be met. It is only a matter of
   time before Renault F1 writes the next piece of historyŠ

Sauber
   Full Team Name: Red Bull-Sauber-Petronas
   Web Site:
   Sponsors and Partners: Petronas, Credit Suisse, Red Bull,
      21i.Net, Albert Stoll Giroflex AG, As Elevators,
      Astarte New Media AG, Balzers AG Beschichtungszentrum,
      Bbs Kraftfahrzeugtechnik AG, Bridgestone Motorsport,
      Brütsch/Rüegger AG, Catia/Enovia Solutions,
      Daimlerchrysler Schweiz AG, Dynabit AG, Emil Frey AG,
      Ericsson AG, Fluent Deutschland GmBH, Hermann Bubeck
      GmBH & Co. KG, In-Motion AG, Italdesign-Giugiaro
      S.P.A., Klauke Industries, Lista Ltd., Magneti
      Marelli, Microsoft AG, Msc.Software Corporation, MTS
      Systems Corporation, Ozalid AG, Paninfo AG, Plenexis,
      Sachs Race Engineering GmBH, Sparco S.R.L., Sun World
      Group, Temenos AG, Turbo Lufttechnik GmBH, Walter Meier
      AG, Winkler Veranstaltungstechnik AG
   At first sight, the small town of Hinwil in the Zurich
   Highlands is probably not the place you would expect to
   find a highly developed Formula One centre, equipped to
   the finest technical detail. But appearances are
   deceptive: It is only a few steps from the workshop, in
   which the now 58-year-old Peter Sauber started his company
   in 1970, that the high-tech cars, which have been
   competing in the Formula One World Championship since
   1993, are built.

   The development of high technologies and their function
   under race pressure within the field of motor racing has
   always fascinated Peter Sauber. While back then three of
   his current competitors were already active in Formula
   One, Peter Sauber started off quite modestly by comparison
   with the sporting variation of the legendary Volkswagen
   Beetle.

Toyota
   Full Team Name: Toyota Motorsport GmBH
   Web Site:
   Sponsors and Partners: Panasonic, AOL Time Warner, AVEX
      Group, Angelika Busch, BS Catia, DLR, EMC2, EOS, Esso,
      Future Sports, KTC Kyoto Tool, Magneti Marelli,
      MAN, M.B.A. Production, Meteo France, Michelin,
      Parkpre Bicycles, Pocklington Coachworks, Ratiopharm,
      SBI, Sika, Sparco, St. Georges, Travelex Plc,
      Vuarnet Sunglasses, Wella, Yamaha, ZF Sachs
   From headquarters in Cologne, Germany, TMG managed
   Toyota's efforts in World Rally Championship (WRC),
   winning seven titles.  TMG also competed in the 1998
   and 1999 24 Hours of Le Mans, winning second place in
   1999.  Since that time, TMG has been focusing on the
   design, building, and operation of the F1 program, which
   is certainly Toyota's greatest motorsport challenge to
   date.

Williams
   Full Team Name: BMW Williams F1 Team
   Web Site:
   Sponsors and Partners: BMW, Hewlett-Packard, Allianz,
      Accenture, Castrol, FedEx, Michelin, Petrobras,
      Reuters, Veltins, Worldcom
   WilliamsF1 (formerly Williams Grand Prix Engineering) was
   founded in 1977 by Frank Williams and Patrick Head. They
   set up base in a small industrial unit at Station Road in
   Didcot, Oxfordshire, and with a staff of only 17 set about
   the task of preparing to enter into competition in Formula
   One.

   By the start of the 1978 season, the first Patrick Head
   designed Formula One car, the FW06, was ready and Frank
   had found sponsorship to tempt the Australian, Alan Jones,
   to join the team. From that point, the team never looked
   back, for the FW06 in the hands of Jones was extremely
   competitive.

   In 1979 Jones continued as team leader with Clay Regazzoni
   in a second car. The team had really arrived at the
   British Grand Prix in 1979 when, after Jones
   disappointingly retired from the lead, Regazzoni was able
   to drive to victory - the first ever for Frank Williams.
   The trend was to continue as Jones won four of the six
   remaining races that year.

   The team emerged in the 1980s as the one to beat and a
   reliability record unequalled by any other helped them to
   sweep to unchallenged and crushing victories in the
   Constructors' Championships of 1980, 1981, 1986 and 1987.
   In 1982 the team aimed to become the first manufacturer to
   win the Constructors' title for a third consecutive year.
   It wasn't to be but newly-signed Finn, Keke Rosberg, who
   replaced the retiring Jones, won a close fought Drivers'
   World Championship.

   Grand Prix racing's normally aspirated era was coming to
   an end and in 1983 it proved an uphill struggle, although
   Rosberg did win in great style at Monaco. Frank then
   announced a new association with Honda and the Anglo
   Japanese turbo combination first appeared at Kyalami in
   South Africa.

   In 1984 the team was on a 'learning curve' with turbo cars
   but the season was highlighted by Rosberg's Dallas win.
   The team also moved into a superb new custom-built racing
   facility just a mile from their original home at Didcot.

   In 1985 the team had a new colourful image; Keke Rosberg
   had a new team-mate in Nigel Mansell; and the car, the
   Honda powered FW10, had an all-new carbon fibre chassis.
   The season started slowly but reached new heights as the
   two drivers climbed to the top of the victory podium no
   less than four times. Rosberg won the USA East Grand Prix,
   Mansell's two consecutive wins at Brands Hatch and Kyalami
   were particularly sweet as they were his first in Formula
   One and Rosberg's victory in Australia ensured a team hat-
   trick to round off the season.

   Just prior to the start of the 1986 season, the team was
   dealt a severe blow. Whilst driving away from pre-season
   testing at the Paul Ricard circuit in France, Frank
   Williams' car left the road and overturned. It was an
   accident that left him confined to a wheelchair and so
   nearly claimed his life but, instead of bemoaning his
   fate, he fought his way back to lead the company in the
   only way he knew how. New to the team in 1986 was
   Brazilian former World Champion, Nelson Piquet, a worthy
   replacement for Keke Rosberg. He quickly adapted to the
   FW11 and took the new car to victory in the debut race in
   Brazil. The team went on to win nine Grands Prix in 1986
   and secured the prestigious Constructors' World
   Championship.

   Success continued in 1987 with the team winning nine races
   again (six by Mansell, three by Piquet) with the modified
   FW11. This time they made sure of not only the
   Constructors' but also the Drivers' Championship, with
   Piquet taking his third title and Mansell runner-up for
   the second consecutive year.

   For 1988 there were many changes. Mansell had a new team
   mate in the vastly experienced Italian, Riccardo Patrese.
   Also the four year association with Honda ended and the
   team used the normally aspirated 3.5 litre Judd engine in
   the FW12.

   Unfortunately mechanical problems dogged the team's
   efforts during the year but despite this Mansell finished
   second at both Silverstone and Jerez, with Patrese
   achieving his season best with a fourth in Adelaide.

   Frank was aware that to win in the new era of Formula One,
   with everyone now running normally aspirated engines,
   backing was needed from a major motor manufacturer. This
   ambition was realised in July 1988 when the team signed a
   three-year deal with Renault for the supply of their new
   V10 engines. The initial deal was for exclusivity only for
   1989, but at the Canadian Grand Prix that year Renault
   announced that again in 1990 and subsequently 1991 also,
   the team would be the sole recipients of the engine.

   Technical Director, Patrick Head designed the FW13 chassis
   specifically to house the new Renault engine and Belgian
   driver, Thierry Boutsen, joined the team in 1989,
   replacing Nigel Mansell and partnering Riccardo Patrese.

   1990 got off to a good start with Boutsen third in his
   FW13B in Phoenix and then, at the third race of the year,
   the San Marino Grand Prix, there was a fairytale story
   with Patrese winning his third Grand Prix; his previous
   victory had been seven years earlier. Boutsen's turn came
   in Hungary where he claimed his first ever pole position
   and went on to win an impressive green light to chequered
   flag victory. These two wins and several other podium
   placings meant at the end of the season the team finished
   fourth in the Constructors' World Championship

   Halfway through the 1990 season Nigel Mansell, who\
   subsequently won 28 Grands Prix, announced his retirement
   after a disappointing British Grand Prix whilst driving
   for Ferrari. Frank Williams persuaded him to change his
   mind and he re-signed for the team for whom he would win
   more Grands Prix than any other driver. Mansell had his
   first taste of the FW13B at the Estoril track on 20
   November 1990, and then eagerly awaited the completion of
   the new FW14, the latest offering from Patrick Head (who
   by now also had Adrian Newey on his design team) with a
   brand new Renault RS3 engine and a semi-automatic gearbox

   The 1991 Canon backed team proved a winning combination,
   with Mansell scoring five and Patrese two victories. The
   team proved the only real competition to McLaren and were
   runners-up to them in both the Constructors' and Drivers'
   World Championships, with Mansell and Patrese second and
   third respectively in the latter.

   The tide turned in 1992. At the first race in South
   Africa, Mansell and Patrese finished first and second with
   the FW14B fitted with active suspension. This chassis
   remains today as probably the most sophisticated racing
   car ever built.

   And so began a winning streak for Mansell, who became the
   first driver to win the opening five races of a season.
   His record breaking did not stop there and he became the
   first driver to win nine races in one season and to be on
   pole 14 times.

   When Mansell came second in Hungary he clinched the
   Drivers' World Championship, the first British driver to
   do so since James Hunt in 1976. In Belgium, WilliamsF1 and
   Renault took the Constructors' title, the first ever for
   Renault, and to end the winning year Patrese finished
   runner-up to Mansell for the Drivers' crown.

   For 1993 it was all change in the driver line-up, with
   French three-time World Champion, Alain Prost, and
   official test driver, Damon Hill, taking over from Mansell
   and Patrese. They carried on where Mansell and Patrese
   left off, retaining the Constructors' title, while Prost
   clinched his fourth drivers' title and Hill won his first
   Grand Prix in Hungary.

   Soon after clinching the title Prost decided to make the
   '93 season his last in competitive racing, leaving the
   door open for three-times World Champion, Ayrton Senna, to
   join the team. So the 1994 championship battle started
   with the new look Rothmans Williams Renault team and
   drivers, Ayrton Senna and Damon Hill, ably supported by
   new official test driver, David Coulthard

   During the third Grand Prix of the year at Imola in Italy,
   Ayrton Senna was killed while leading the race when his
   car left the circuit at the notorious Tamburello corner
   and crashed into a concrete wall. The world of motor
   racing was stunned and the close-knit Team was shattered
   by the tragic death of the driver who many people regarded
   as simply the best.

   The fight back of the team typified the bravery and
   leadership of Frank. As a mark of respect only one car was
   entered for the next race in Monaco and then four weeks
   after that tragic day in Imola, Hill won the Spanish Grand
   Prix in Barcelona and promptly dedicated his victory to
   both Ayrton and the team.

   For this race Hill was partnered by David Coulthard, who
   drove car No. 2 for eight of the remaining races. For the
   other four races in France, Spain, Japan and Australia,
   Nigel Mansell came back from the USA, where he was racing
   in the Indy Car series. After the win in Barcelona, Hill
   scored another five victories but lost the championship by
   a single point to Michael Schumacher following a
   controversial collision at the last race in Adelaide,
   which was eventually won by Mansell. In such a tragic year
   it was testimony to the strength of the team that they
   retained the Constructors' World Championship, to close a
   season that will never be forgotten

   For 1995 it was Hill and Coulthard who drove for the team
   and between them notched up five victories in the FW17,
   with the young Scot taking his first Grand Prix win in
   Portugal. Hill was the only driver to challenge Schumacher
   for the drivers' title, but had to accept defeat when the
   German won the title for the second year at the Pacific
   Grand Prix in Aida.

   Although losing both titles was a disappointment, Hill
   made sure the team went out on a high with a fine win at
   the last race in Adelaide.

   By 1995 the Didcot HQ was rapidly becoming too small to
   house the team. A search for a new base was made and
   midway through 1995 the ideal place was found 10 miles
   from Didcot at Grove. Over the '95/'96 winter the team
   moved with the final phase being the transportation of the
   wind tunnel over the weekend of the 1996 San Marino Grand
   Prix. The new Grove factory was officially opened by HRH
   The Princess Royal on Tuesday 29th October 1996.

   Joining the team for 1996 was Jacques Villeneuve, 1995
   Indy Car Champion and son of the late Gilles Villeneuve.
   The team had achieved good results during pre-season
   testing but it was not until the first race in Melbourne
   that the FW18's true potential was shown. New boy Jacques
   was the star of the show, claiming pole. With Damon second
   on the grid, the pair were over half a second quicker than
   the nearest opposition. They continued their domination in
   the race and eventually Damon won, with Jacques second
   after the Canadian had to slow down in the closing laps
   and relinquish his lead due to an oil pipe problem

   This success continued with Damon also winning in Brazil
   and Argentina and then Jacques winning his first ever
   Formula One Grand Prix, the European at the Nurburgring.
   The team went on to win 12 of the 16 races - Damon eight
   and Jacques four - and the Constructors' Championship was
   sewn up by the Hungarian Grand Prix.

   The Drivers' Championship was led from start to finish by
   Damon, with Jacques second, but was taken down to the wire
   with the final race in Suzuka seeing the title settled.
   Damon needed just one point to win and for Jacques it was
   a win or nothing. In the end Damon led the race from the
   lights to the chequered flag while Jacques was forced to
   retire. This was Damon's first and the team's sixth
   Drivers' World Championship.

   German driver Heinz-Harald Frentzen joined up the team in
   1997 to partner Jacques. The season promised to be very
   competitive. The team fought hard but by mid-season still
   trailed championship-leaders Ferrari. There were
   celebrations at Silverstone with the 100th Grand Prix win
   at the scene of the very first victory 18 years
   previously. The famous WilliamsF1 determination had kicked
   in and by round 14, the Austrian Grand Prix, the team was
   back at the top of the championship table where it would
   stay. A record-breaking ninth Constructors' World
   Championship was sealed at the Japanese Grand Prix. An
   emotional World Championship victory for Jacques in the
   last race at Jerez sealed the delight of the entire team

   A change of image in 1998 co-incided with a change of
   fortune. The competition had shifted up a gear and by the
   first Grand Prix in Australia it looked like the McLaren
   team was going to walk away with the World Championships.
   A mass of new regulations in 1998 had presented all the
   teams with many new challenges including a reduction in
   the width of the car from two metres to 1.8 metres, more
   stringent crash testing and grooved tyres. McLaren had
   adapted best to the changes and the rest of the field was
   left to play 'catch-up'. WilliamsF1 had said goodbye to
   Renault in 1997 after a tremendously successful
   partnership that brought nine championship titles to the
   two companies

   The team continued to race with Mecachrome/Supertec
   engines before new technical partner, BMW, made its return
   to compete in Formula One racing in 2000. Without a works
   engine partner, the team had a hard fight on its hands to
   compete with the dominant McLaren and the hard charging
   Ferrari team.