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WilliamsF1, the trading name of Williams Grand Prix Engineering Ltd., is a Formula One (F1) 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.

Overview Edit

Williams' first race was the 1978 Argentine Grand Prix, 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 Finland's Keke Rosberg; Britain's Nigel Mansell and Damon Hill; France's Alain Prost and Brazil's Nelson Piquet and Ayrton Senna, and Canada's Jacques Villeneuve, each of whom, with the exception of Senna, 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 all 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 have won every constructors' championship since 1979 and every driver's championship since 1984. Williams remains the only one independently owned, as the other three are "factory teams" either setup or bought out by major auto manufacturers.

OriginsEdit

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 the now famous site at 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.[1]

Racing history – Formula OneEdit

Ford (1976–1983)Edit

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.[2]

1978


For the 1978 season, Patrick Head designed his first Williams: 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.[3] 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.[4] 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,[5] 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, Circuit Gilles Villeneuve 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 season 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, which was in Switzerland. 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)Edit

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. 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 United States Grand Prix at Dallas 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 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.[6] 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.[7] This left them with a significant performance deficit compared with their turbo-powered rivals. Piquet left Williams to join Lotus, who had secured Honda engines for the 1988 season. 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)Edit

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".[8]

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. 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.

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. Two Grands Prix later in Mexico, Williams got their second one-two with the Renault engine, Patrese finishing ahead of Mansell to score 16 points for the Williams team. Williams then had two consecutive 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 Brit had won the grand prix, Mansell having won it in 1987. Three consecutive victories became four when Mansell won again in 1991, 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. 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. Template:- 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, Cataluya and Imola, Patrese coming second in all but one (the Spanish Grand Prix, where he retired after spinning off). 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 and Patrese had a gearbox failure. (In the final round, in Adelaide, the two Williams again retired, Mansell after a violent collision with Senna, and Patrese with electrical problems.) Mansell went on to record four more Grand Prix wins, including at the British Grand Prix. 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.

1993

Nigel Mansell left the Williams team in 1993 for IndyCar 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.[9] 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, being able to keep pace with Senna when Prost could not, notably at Brazil, Monaco, and the European GPs. Mechanical problems cost the Englishman wins in Britain and Germany, but he went on to win the next three Grand Prix at Hungary; Belgium and Italy. After Italy, Williams would not win a Grand Prix for the rest of the season, with Senna winning in Japan and Australia, while a young Michael Schumacher won the following race in Portugal. Williams retained their constructor’s title, 84 points ahead of second placed, McLaren. Prost won the driver’s championship in his final year of Formula One, 26 points ahead second place Ayrton Senna.

1994

During the 1994 season, Williams exclusively used version FW16B (developed still during the pre-season), in which Ayrton Senna’s fatal crash occurred and Damon Hill came close to winning the season, his third year in Formula One]]

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.[10]

Williams secured the signing of Senna in 1994. [11] 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 all but one race, 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 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, most infamously at Imola after a fatal crash at the first corner after completing five laps, this day was described by many as "F1’s darkest day".[12] Hill finished second in Brazil and sixth at Imola, but also retired twice.

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.[13] 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,[14] 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.

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 lead 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.[15][1]

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.[16] 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 start 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.[17] 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 seriously wet conditions forced both Williams cars to retire. 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 gardening 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",[18] 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.[19] 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.[20] For 1998, Williams kept the two drivers from the previous season. 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)Edit

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.

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.[21] 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.[22] 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. Template:- 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.[23][24] Initially Jenson Button was to have driven for Williams in 2005,[25] but an FIA ruling allowed Button to remain with his current team BAR.[26] Nick Heidfeld competed with Brazilian test driver Antônio Pizzonia for the remaining racing seat during December 2004 and January 2005, and Heidfeld was chosen,[27] partly in preference 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.[28] Williams, on the other hand, blamed BMW for not producing a good enough engine.[29] Williams' failed attempt to prise Jenson Button out of his BAR contract may also have been an issue with Theissen, as his preference was to have at least one German driver in the team. 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.[30]

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 (Template:F1Template:F1) 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.[31]

This "clean" image allowed Williams to sign a cigarette anti-craving brand, Niquitin,[32] and Anheuser-Busch, alternating with the Budweiser beer brand[33] and Sea World Adventure Parks,[34] in compliance with trademark disputes or alcohol bans.

2006

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.[35] 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 onwards)Edit

2007

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.[36] 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.[37] 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.[38]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.

Nico Rosberg drove an impressive race in Melbourne to score 2 points for 7th place. Alexander Wurz was less fortunate after being forced to retire from the race after a spectacular collision with Red Bull Racing’s David Coulthard, with Coulthard’s RB3 Renault touching the right hand sidepod of Wurz’s car, forcing the front of the Red Bull Racing car to leap up onto the front of the car, missing Wurz’s head just by a few inches. The crash brought up haunting memories for some of the Tom Pryce crash that happened 30 years ago. Rosberg also shone in the next round in Malaysia but problems with the hydraulics forced him to retire while running 7th; Wurz finished just out of the points in ninth. The Bahrain Grand Prix was another disappointing race for Williams as they only managed 10th and 11th place. However, in the Spanish Grand Prix, Rosberg finished a strong 6th. In the Monaco Grand Prix Williams scored two points thanks to Wurz finishing in 7th place. Rosberg finished a disappointing 12th after a promising performance in qualifying. Montreal was a success for the team as Wurz finished 3rd. Wurz also finished a strong 4th at the European Grand Prix. On the 8th October, Wurz announced his retirement from the sport just weeks after his 3rd child was born.[39] During the final race of the season in Brazil, Rosberg drove one of the best races of the day to finish in 4th, whilst newcomer Nakajima standing in for the retired Wurz finished in 10th. Overall, Williams finished 4th in the constructors championship with 33 points.

2008

For the Template:F1 season, Williams have confirmed Nico Rosberg and Kazuki Nakajima as their race drivers. Rosberg was confirmed as staying with Williams until the end of Template:F1 on December 9 2007, ending speculation that he could take Fernando Alonso's vacated seat at McLaren.[40] During the Winter testing sessions, the team ran six different liveries to celebrate their thirtieth year in the sport and their 500th Grand Prix.[41]

Overall, Williams had enjoyed a good start to the 2008 the season, with Rosberg winning second place at the season opening Melbourne grand prix since his debut in Template:F1 and Kazuki Nakajima in 6th. Frank Williams had admitted that he had regretted parting with BMW but stated that Toyota has tremendous ability to become a top engine supplier. Speculations had been surrounding Toyota's future at the formula 1 grid. This was due to the fact that for a big budget team, Toyota had only managed 2nd place as the best result.


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