In an attempt to improve the Deutsche Tourenwagen Masters, series‘ governing body is under restructuration and appointed Gerhard Berger as its new boss.
Former Formula 1 driver and team co-owner Berger will replace Hans Werner Aufrecht, who led ITR for over 30 years. The Austrian will return to the managerial role for the first time since he left the FIA single-seater commission at the end of 2014.
Commenting on his new role, Berger said: “I started my motor-racing career in touring car racing and always followed DTM with a lot of interest. DTM is a top-class product with independent, powerful regulations, with strong manufacturers, top sponsors, important international partnerships and many fans.
This is a good starting point with great potential for the future. The first task I will focus on in the coming weeks is gaining a deeper insight into the details with the support of my colleagues. We will then use this strong basis for creating a joint strategy for the future. While doing so, I consider the further development of our international partnerships – also with regards to new manufacturers –, spectacular racing cars that also command the drivers’ respect as well as a format combining both sport and entertainment as particularly important”.
Although Berger himself ran in only one DTM race (8th place in Zolder 1985), he is connected to the series through his nephew Lucas Auer who will spend his third season as a Mercedes-AMG driver this year.
A six-season partnership that for four years were the upstarts in the face of the all-conquering combination of Michael Schumacher.
Williams lost their factory Renault engines at the end of 1997 and it took until 2000 for them to find another factory engine with BMW. The first line-up of that era featured the experienced Ralf Schumacher in his second year with the team and 20-year-old rookie Jenson Button – at the time the youngest ever Formula One driver.
While expectations for their season back in Formula One were low, 2000 proved to be a solid start to the season for BMW Williams. Ralf Schumacher’s consistent driving took him to fifth place with 24 points (Only the top 6 scored in those days) behind the dominant Ferrari and McLaren quartet of Michael Schumacher, Rubens Barrichello, Mika Hakkinen and David Coulthard. Button impressed in his first season, finishing a solid eighth on 12 while the team’s three podiums all went to Schumacher, with third place finishes in Australia, Belgium and Italy.
2001 was BMW Williams’ breakthrough year. Juan Pablo Montoya joined from Indycars after success in Champ cars and the Indianapolis 500 joined and Button was loaned to the ailing Benetton team. The BMW engine was more powerful and Montoya was in line for his first victory in just his third race at the Brazilian Grand Prix, before a bizarre accident when lapping the Arrows of Jos Verstappen as the Dutchman drove over the back of the Colombian’s car.
Ralf Schumacher took the first victory for Williams since 1997 at the San Marino Grand Prix, dominating after snatching the lead from David Coulthard at the start of the race. His second career win was historic in that it was the first time in Formula One history that siblings had finished first and second as he led home Michael at the Canadian Grand Prix. Schumacher’s third victory came during his home race at the final race around the old Hockenheimring later that season.
Montoya did win a race in his debut season despite a number of technical issues and collisions when he was the class of the field at the Italian Grand Prix. Schumacher finished the season fourth, just seven points behind Barrichello as his brother walked away with his fourth World Drivers’ Championship. Montoya was beaten to fifth by the retiring Hakkinen, the team taking four wins and a further five podiums on their way to third in the standings.
Ferrari were to increase their stranglehold over F1 in 2002, although on occasion Williams did threaten. Williams overhauled McLaren, but their only victory in 2002 was a splendid 1-2 led home by Ralf at the Malaysian Grand Prix to provide the fans and paddock with ultimately false hope that Ferrari would be challenged after 2001. In reality, Ferrari were never off the podium and won the Constructors’ Championship by 129 points, with Williams second on 92.
The 2003 season was as good as it got for BMW Williams. Montoya’s excellent form during the summer almost won him the title, with points npw awarded to the top eight. Ralf Schumacher’s fifth place saw the team finish a much closer second to Ferrari in the constructors in what was the closest Championship fight since 1999.
An indifferent first six races for Montoya heralded three retirements and 15 points as Williams initially struggled for consistency. His season was transformed after victory at the Monaco Grand Prix, during which he led home Raikkonen and Michael Schumacher as the trio were covered by 1.7 seconds.
That victory sparked a run of eight straight podiums including another win at a crash-strewn German Grand Prix lap to leave the Colombian three points behind Schumacher with two races left. Ralf briefly brought himself into contention with a stellar run of form as he won two straight races at the European and French Grands Prix, before tailing off with bad luck and injury.
A drive-through penalty for a collision with Barrichello at the US Grand Prix served just as the heavens opened meant Montoya was condemned to sixth place, which combined with Schumacher’s victory ended his title aspirations with one race left.
After a strong 2003, big things were expected for a 2004 that never took off. BAR and Renault became F1’s new kids on the block and Montoya was on the podium only three times. His triumph at the Brazilian Grand Prix at the end of the season was the last of the BMW era.
Ralf Schumacher suffered broken vertebrae in his back at the US Grand Prix and was forced to miss six races, with his place taken firstly by Marc Gene and Antonio Pizzonia. With Montoya fifth, he was ninth in the standings as BMW Williams limped to fourth in the Constructors’ Championship.
Montoya left to join McLaren for 2005 and Schumacher joined the ambitious Toyota outfit, and the final season of BMW’s association with Williams was contested with Mark Webber and Nick Heidfeld at the helm.
Heidfeld was on the podium in Malaysia before a famous 2-3 finish behind the imperious Raikkonen at Monaco, but results dried up as BMW announced their intentions to buy Sauber to form their own factory team.
Webber would end the season tenth on 36 points while Heidfeld left Williams 11th on 28 after missing the final five races, with the team fifth in the Constructors’ Championship in their final year with BMW.
Williams did not buy customer engines from BMW for 2006 and thus ended a six-season partnership during which they scored 10 wins, with 2003 a highlight as they challenged for the title for the only time since Jacques Villeneuve’s 1997 triumph.
After spells with Cosworth, Toyota and Renault the team are now supplied by Mercedes and came closest to winning only their second Grand Prix since the BMW contract ended with a front row lockout by Felipe Massa and Valtteri Bottas.
The majority of the BMW era will be remembered for Williams being the only team to consistently mount a challenge to the Ferrari juggernaut.
Circuit de Barcelona Catalunya, Barcelona, Spain. Wednesday 08 March 2017. World Copyright: Zak Mauger/LAT Images ref: Digital Image _L0U5019
Ferrari can consider themselves to be one of the teams that had a successful winter’s work in Barcelona during testing.
Both Kimi Raikkonen and Sebastian Vettel set the two quickest times around the Circuit De Catalunya, and they’ve done enough to have the Mercedes camp worried.
It’s not just on outright pace, where Ferrari were clearly holding back, that the Prancing Horse were competitive.
The Scuderia completed almost 1,000 laps and along with Mercedes were the only team to complete Grand Prix distance runs on multiple occasions.
It is important not to take testing as gospel, despite Lewis Hamilton’s best attempts to make Ferrari favourites after an intriguing pre-season.
After a solid 2015, Ferrari were predicted to take 2016 by storm but as the season wore on it became clear that they were flattering to deceive, with strategic errors in Australia and Canada and failure to develop the car as the season wore on.
After himself having a tumultuous season last year, Vettel wasn’t quick to point out that the Barcelona form guide is only a vague one.
“It’s impossible to predict anything,” he told Sports Bild. “Even the tests in Barcelona only give a basic idea where you stand.
“It is only in the first race that you will know how well you and the others have worked over the winter. We’ll only get real clarity after three or four races.”
Despite his caution, Vettel still that a title at Ferrari is still in the question, after his predecessor Fernando Alonso left after he lost confidence in the Maranello squad.
Circuit de Barcelona Catalunya, Barcelona, Spain. Tuesday 07 March 2017. World Copyright: Sam Bloxham/LAT Images ref: Digital Image _SLB3905
“If not, I wouldn’t go to the start grid.
“All I can say is that the spirit in the team is good, everyone is working for everyone else’s benefit.”
Raikkonen, who won the 2007 World Championship with Ferrari, believes that the team have made a step forward compared to last year.
“There are a few small issues but if we look a year ago, we are in a much stronger position. The car is reliable and we have to be positive with how we have gone forward as a team.”
It all started on the 26th February 2017, it was a sunny evening at the Circuit de Catalunya when the car was unveiled to the world in their stunning new colours. We start the season with our two returning drivers, Danill Kvyat and Carlos Sainz, only one of three teams to retain the same lineup as the previous year.
During winter testing in Spain, the team notched up 584 laps (2718km), with Sainz setting a 1.19.837 and Kvyat setting a 1.20.416. Let’s forget about the times, as none of the teams were pushing 100%. During the test, we saw a problem with the ERS system of all the Renault engined cars which heavily restricted the mileage from the boys. We know Renault will be working hard to fix the problem in time for the Australian GP.
Talking about the Australian GP, Toro Rosso is one of the midfield teams and if Renault can fix its problems with the engine, they could become the best midfield team. As any team, they will want a strong first race.
As always there is big pressure on the two drivers with Pierre Gasly waiting in the wings for a seat either at Toro Rosso or Red Bull both drivers will have to be at the top of their game right from the off as too many mistakes can cost you your seat as we saw last year.
Otherwise, I predict a great year for the team and drivers:
Sainz finishing 10th in the driver’s championship
Kvyat finishing 13th in the driver’s championship
Toro Rosso finishing 5th in the constructor’s championship
History has special significance in the world of Formula One.
A comprehensive list of special history making feats is a story for another time, instead and in celebration of the Williams F1 team, we look at their part in the careers of two drivers who each form one part of the only two father and son combinations to have won drivers titles; Damon Hill and Nico Rosberg.
Damon Hill
What else can be said about the son of F1 Champion Graham Hill except for legendary. For many, Hill will forever trigger memories of the blue and white colour’s of the Rothmans Williams team, with whom he won his title in 1996. It was the combination of Frank Williams & Patrick Head that gave Hill, then 33, a seat and rest, as they say, is history.
Hill spent 3 seasons will Williams, culminating in his historic title win during the 1996 season. But it was his steadfast determination, guts and tough skin that saw him move from spinning out in his first race to taking three victories by seasons end in 1993.
1994 will forever be remembered as modern F1’s darkest year, the year we lost Ayrton Senna and Roland Ratzenberger. Senna had been Hill’s teammate and at the wheel of the Williams during the San Marino Grand Prix. Hill, through the storm cloud of grief and anger that fell over F1, lead the team as team leader through what remains a painful wound on the soul of F1 and finished 2nd in the championship to Michael Schumacher.
1995 proved difficult for Hill, but in 1996 he would prove his detractors wrong, by cementing his place in history and becoming Drivers World Champion. While it would prove to be his last with Williams, Hill rewarded the faith that Sir Frank had placed in him, which would be repeated with another driver many years later.
Nico Rosberg
The reigning world champion retired at the end of the 2016 season to the sadness of many of his fans. While his title was achieved under the banner of the Mercedes F1 team, like Hill, Rosberg too had Williams place faith in his young talent.
The son of F1 champion Keke Rosberg, began his career at the Williams team in 2006. His exploits in the Engineering aptitude test aside, Rosberg spent 4 seasons with the team and immediately broke a record in the first season, becoming the then youngest driver to set a fastest lap.
In 2008 he scored his first podium in F1 and also lead a Grand Prix for the first time under the floodlights of Singapore, which ultimately saw him finish in 2nd place.
2009 and his final season, Rosberg single handedly gave Williams 6th place in the constructors championship, earning every point for his team.
Williams had placed faith in a rookie driver, who relied on his intelligence and skill, much like Hill, and gave him a break into F1. More importantly, they kept him in the team based on his skill before he moved to Mercedes and his eventual title.
What, you may ask, is Williams role in these history making title wins? The answer to that is simple: Williams have over their many years in F1 looked to nurture talent and break boundaries by placing their faith in drivers who they could see the bigger brighter future with.
Williams have always had a firm place in the hearts of most drivers for the way in which Sir Frank was unapologetic for his choices in drivers, even when the paddock questioned him. You may say, “well they would have probably got a drive elsewhere”.
They didn’t, their drives were with Williams. The tenure of an F1 driver is one of the most uncertain things about the sport and many a rookie is simply not given the time and support to prove his worth. Williams put faith in both Hill and Rosberg, supported them and saw them gain the experience that was necessary to take their respective eventual titles.
That’s arguably all a driver wants… and a fast car of course!
Repsol Honda come into 2017 with an unchanged line-up for the fifth consecutive season, with the Spanish duo of Marc Marquez and Dani Pedrosa. The Factory HRC effort this year sees a bike that once again has proved difficult in testing, with only Phillip Island showing signs of a bike capable of riding at the front. Then again, one of their riders is Marc Marquez, so anything is possible.
The 5-time champion put common sense before tradition last year, putting points before victories and finishing all the races prior to taking his title victory in Japan. Of his 55 wins so far, some of his best came last year, with a splendid ride in Austin and a mesmerising tactical victory in Germany. At just 24, he has already rocked the MotoGP paddock with his sheer class, speed and radical style, revolutionising the way a rider treats a bike. But the question is how much long can he keep doing it. Countless times last year saw Marc almost bin the Honda, most notably the penultimate corner at Brno in Free Practice. Will Marc make it six titles come the end of the season?
Alongside Marquez is Dani Pedrosa, who is becoming known as the perfect number two rider. The Catalan rider took one victory on his way to 6th overall, his lowest finish in his GP career since his debut in the paddock back in 2001. His victory in Misano was however a demonstration that the diminutive 31-year-old Spaniard has, on his day, some real shine about him. An injury during the Japanese Grand Prix meant that he didn’t score points in the final four rounds, finishing just 14 points ahead of Cal Crutchlow overall. Just three podiums for Dani last year is awful considering he’s a factory rider, meaning 2017 is a big year for him to prove his worth.
The Honda itself is down on power in comparison with Ducati and Yamaha. 230HP might seem a lot to us not sat on the thing but at circuits like Mugello, Losail and Catalunya, it may be more noticeable. Its lightweight carbon-fibre body frame does however mean that the bike relatively light and along with Marquez and Pedrosa, that could prove vital.
As far as circuits are concerned, COTA is a circuit the team is yet to fail to take the win at. Losail has been a mixed bag for the squad, not taking a win there since 2014. Argentina has seen Marquez win two out of three races there. The only track the team is yet to take a podium at is the Red Bull Ring, but after just one year of the circuit returning, that may not mean a great deal.
Having finished in the top two of the championship for the last nine seasons, of which five have been title victories, the Factory Yamaha Team have all the credentials to make it yet another unforgettable season. With the perfect mix of experience in Italian veteran Valentino Rossi and youth and exuberance in Maverick Vinales, we could already be seeing the top two in the 2017 title race.
When Valentino Rossi signed for yet another two seasons with Yamaha at Losail last year, I was stunned. Stunned by how early he had signed but also by the fact that he will be 39 come the end of his renewed contract. He proved last year though that age is just a number, taking two wins on his way to his third consecutive runner-up position in the title. The GOAT has started an incredible 348 races across all classes, of which he has 221 podiums. Will Rossi pursue the title for yet another season and fight off the young blood? Will 2017 go back to Tavulia?
One rider out to stop Rossi in his tracks is new teammate and MotoGP hot-shot Maverick Vinales. The former world champion took a cracking victory at Silverstone last year on his Suzuki meaning that Yamaha have already signed a rider who’s done the business. He has topped all four-pre-season tests (including Valencia) and has been considerably quicker than ‘The Doctor’. Vinales is so far showing no signs of issues regarding his transition to Yamaha, which is a dangerous prospect given the 22-year-old’s pace so far. Could Maverick finish the season as Top Gun?
The Yamaha itself has undergone something of a facelift too. Remaining with Movistar sponsorship means that the bike itself looks the same but as proven in testing, Yamaha had a trick or two up their sleeve. They were the first team to bring out ‘winglets’ within the actual fairing – which is deemed OK after the external winglet ban from 2017 onwards. Over 240HP can be produced from the bike, meaning that although it may not be on-par with the Ducati team, it’s still a pretty nippy bike! Valentino Rossi has played a pivotal part in the development of the bike ever since he joined the team in 2004. Can it be turned into a winner in 2017?
As far as circuits are concerned, there’s only two of which the team have never won at. Circuit of the Americas is Marc Marquez’ Happy Hunting Ground and the Red Bull Ring, which is Ducati city. The Yamaha suits fast direction changes with agility and smoothness through the corners, so Misano, Phillip Island, Mugello and Brno could all be particularly good circuits for them. The team has been on the podium at the opening round of the season every year since 2007, so Losail could be a strong indicator for the team’s season to come.
All three manufacturers of the Deutsche Tourenwagen Masters came to Vallelunga for a three-day test. It was the first time the cars were present in the fully homologated 2017 spec.
Audi Sport brought to Italy Mattias Ekström and Jamie Green. It was Ekström who gave the new RS 5 DTM first public laps and was very pleased with the experience:
(c) DTM
“We tried out a lot of different things: short stints, long runs, qualifying simulations and many different set-up variants. The new DTM cars are definitely more demanding in terms of driving skills. Plus, finding a perfect set-up compromise for the softer tires and the changed aerodynamics is a great challenge. The season is going to be packed with excitement for sure!” Ekstrom commented.
Both Audi drivers covered 2121 kilometres between them.
Mercedes-AMG’s drivers Robert Wickens, Gary Paffett and Edoardo Mortara posted 518 laps between them, equating to 2116 km. The Stuttgart brand focused mainly on a better understanding of the new-for-2017 softer compound tyres from series’ supplier Hankook.
(c) DTM
Head of the Mercedes-AMG’s programme Ulrich Fritz commented:
“The hard work has paid off so far with plenty of kilometres posted and data collected during two successful weeks of testing. Still, our work is far from over. We must now evaluate all the info, especially with regard to the new generation of tyres, and draw the right conclusions before final testing in Hockenheim.”
(c) DTM
BMW Motorsport decided not to share much information about their participation in testing. The Bavarian brand brought to the track Maxime Martin and Tom Blomqvist, who are understood to have spent the three days understanding the behaviour of the new M4 DTM, which under the new rules was given more power and less downforce than its predecessor.
The last round of collective testing will take place in Hockenheim on 3-6 April. The same track will host the season opener on 6-7 May.
One thing is for sure that we are going to see close racing throughout the four different classes this year. with different cars suiting different tracks and different weather conditions it is set up for a very exciting season.
There have been changes in every class for this year new. Updated cars from Porsche & Toyota in LMP1, new engine for ByKolles, the departure of Audi & Rebellion from LMP1. New cars, drivers, teams & engines in LMP2 and new, updated cars in both GTE-PRO & GTE-AM along with new teams and drivers.
The 2017 World Endurance Championship promises to be yet another fantastic year of sportscar racing.
First action for the WEC entries will be the prologue which this year takes place at Monza over the weekend of the 1st & 2nd April with 27 of the 28 season entries take part.
First race of the season is set to take place at Silverstone on 16th April with the entry list just announced, below is a link to the entries for Silverstone.
After Silverstone the WEC moves onto Spa on the 6th May then onto the BIGGEST & one of the oldest events on the motorsport calendar. The LE MANS 24 HOURS over the weekend of 17th & 18th June, Nurburgring on 16th July, Mexico on the 3rd September, Austin 16th September, Fuji 15th October, Shanghai 5th November with the end of season being in Bahrain on the 18th November.
(c) FIA WEC
LMP1
Unfortunately LMP1 is going to be a bit thin on the ground this year with the departure of Audi from the WEC & Rebellion going to LMP2 for 2017. This leaves just Porsche & Toyota (both running two cars each for the full season with Toyota running third car at Spa & Le Mans) as the only entries into LMP1 – H and one entry into LMP1 – L which is the ByKolles CLM with Nissan power this year.
Hopefully we will see some good battles this season between Porsche & Toyota. But it’s hard to see beyond the #1 Porsche for the world Championship with Neel Jani, Andre Lotterer & Nick Tandy onboard, although I am sure Toyota & the #2 Porsche will do their be to keep them honest.
Porsche see changes in both cars this year with Andre Lotterer & Nick Tandy replacing Romain Dumas & Marc Lieb in the #1 car & Earl Bamber replaces the now retired Mark Webber in the #2 car.
#1
Porsche 919 Hybrid
Neel Jani, Andre Lotterer, Nick Tandy
#2
Porsche 919 Hybrid
Timo Bernhard, Earl Bamber, Brendon Hartley
Toyota also see a slight change in there driver line up with Stephane Sarrazin stepping down (although he will race the third car at Spa & Le Mans) to be replaced by Jose Maria Lopez whilst the line up of Anthony Davidson, Kazuki Nakajima & Sebastien Buemi remains unchanged.
#7
Toyota TS050 Hybrid
Mike Conway, Kamui Kobayashi, Jose Maria Lopez
#8
Toyota TS050 Hybrid
Anthony Davidson, Kazuki Nakajima, Sebastien Buemi
Not to be out done by Porsche & Toyota the ByKolles team also sees a change in the driver line up with Robert Kubica making a welcome return to circuit racing joining Oliver Webb in the #4 car and powered by the Nissan V6 turbo engine which was installed in the Nissan GT-R LM in 2015.
#4
ByKolles CLM Nismo
Robert Kubica & Oliver Webb
(c) @ManorWEC
LMP2
LMP2 see some major changes this year. gone is the option to run an open topped car, along with the choice of engines, and in comes a new for 2017 “spec” engine from Gibson. The new Gibson engine is a 4.2 litre V8 producing around 600bhp which will power all LMP2 cars this season. There is also now a choice of four chassis (ORECA, Onroak/Ligier, Dallara & Riley), unlike last year where chassis choice was open. There are ten cars entered for the full season, all teams have gone for the ORECA chassis this year (although two of them will be entered as Alpine A470). There are two cars each from Rebellion Racing (stepping down from LMP1 this year), CEFC Manor Racing, Signatech Alpine Matmut & Jackie Chan DC Racing (run by Jota). Single entries for G-Drive racing & TDS Racing.
Racing should be close in LMP2 this season with a lot resting on the shoulders of the “silver” rated driver and how they will cope with the increase in power & performance of the new generation of LMP2 cars.
Signatech Alpine will be out to retain their hard earned title from last year but will be pushed all the way to the chequered flag of the last race. Reliability could also play a major part in the outcome of this the LMP2 title with the Gibson being a new engine, although it has done plenty of bench testing and has been already used in this year’s Daytona 24 hours and Sebring 12 hours.
Trying to predict a championship winner in this class is pretty difficult, but I think it will come down to a battle between Signatech & Rebellion.
#13
Rebellion Racing
Matias Beche, David Heninemeier Hanson, Nelson Piquet Jr
For me this is probably the most exciting of all the classes with two cars each from Aston Martin Racing, Ford, Ferrari & Porsche and all with star driver line ups.
Porsche make a welcome return to the WEC GTE-PRO class with the new 911-RSR whilst Aston Martin, Ford & Ferrari all return with updated versions of last year’s cars and we also have a tyre war in both GTE classes this season with Dunlop & Michelin providing rubber to teams. Dunlop on the Aston Martins & Michelin on the Ford’s, Ferrari’s & Porsche’s.
Can Aston Martin retain their world championship from last year with Nicki Thiim & Marco Sorensen? Well this one is even closer to call than LMP2, with any of the eight cars more than capable of lifting the crown at the seasons end. Who will it be? Well your guess is as good as mine, I for one would like to see the Aston Martin of Darren Turner & Jonny Adams take the crown this year but they will have their work cut out.
One of the other big questions for both GTE classes is how much the dreaded “balance of performance” (Bop) affects things this year, let’s hope that Bop doesn’t get in the way of hopefully another fantastic wheel to wheel racing this season.
There are a few driver changes this year in GTE-PRO with Gianmaria Bruni departing from Ferrari & heading towards Porsche (not in WEC). He is being replaced by Alessandro Pier Guidi. Both Ford’s see the addition of a third driver this year. Along side Stefan Mucke & Oliver Pla will be Billy Johnson and teaming up with Andy Priaulx & Harry Tinknell will be Luis Felipe Derani.
#51
Ferrari
James Calado & Alessandro Pier Guidi
#66
Ford
Stefan Mucke, Oliver Pla, Billy Johnson
#67
Ford
Andy Priaulx, Harry Tincknell, Luis Felipe Derani
#71
Ferrari
Davide Rigon & Sam Bird
#91
Porsche
Richard Lietz & Frederic Makowiecki
#92
Porsche
Michel Christensen & Kevin Estre
#95
Aston Martin
Nicki Thiim & Marco Sorensen
#97
Aston Martin
Darren Turner & Jonathan Adam
GTE – AM
GTE – AM sees a five car entry for 2017 with the arrival of two Ferrari 488, two Porsche & one Aston Martin. The favourite for this class must surely be the #98 Aston Martin with the departure of last year’s winning Ferrari. Once again we see a tyre war with GTE – AM with Dunlop & Michelin providing rubber. Dunlop’s on both Porsche’s and Michelin on the Aston Martin & Ferrari’s.
#54
Ferrari
Thomas Flohr, Francesco Castellacci, TBA
#61
Ferrari
Weng Sun Mok, Keita Sawa, Matthew Griffin
#77
Porsche
Christian Ried, Matteo Cairoli, Marvin Dienst
#86
Porsche
Michael Wainwright, Benjamin Barker, TBA
#98
Aston Martin
Paul Dalla Lana, Pedro Lamy, Mathias Lauda
The 2017 WEC season is upon us. It is going to be fantastic. Hold on tight.
Williams Martini Racing is one of the most historic teams in the Motorsport history, Frank Williams and the British engineer Patrick Head were the two founders of the team. Williams made its debut with Marchs chassis in 1977 in the Spanish Grand Prix and took part in the second half of the Formula One season.
The first car, known as FW06, revealed at the end of 1977 and the Australian driver Alan Jones was the first who had the opportunity to drive it. At that time 17 people were working for Williams and Frank Williams found financial support from Middle Eastern companies.
At their debut season, Williams finished 9th in the constructors’ championship, took part in 16 races and finished once on the podium.
The following season was totally different as the FW07 scored 75 points and finished runner-up in the constructors’ championship, behind Ferrari. Williams won five races at that season and took three pole positions. The two drivers who raced that year were the Swiss Clay Regazzoni and the Australian Alan Jones. The first victory for the team came at the British Grand Prix, Regazzoni took the chequered flag and was about 25 seconds ahead of the other drivers.
Williams Domination
“This is the best feeling in the world.” These were Frank Williams’ words after Williams’ first world title in 1980. The team won six races, five victories for Jones and one victory for Reutemann, also they scored 19 podiums in total, three pole positions and five fastest laps. The FW07B was unbeatable at that season. One of the best moments of that year was when Jones and Reutemann finished first and second respectively in Montreal and the Australian celebrated his driver world title.
Between 1980-1997 Williams won nine constructors’ championship and seven drivers’ championships.
The following season (1981) the team celebrates their second consecutive title. Reutemann finished second and his team-mate third, the FW07C participated in 15 Grand Prix, won four races and finished 13 times on the podium. Carlos Reutemann lost the drivers’ title by just one point at the season finale in Las Vegas.
c Pirelli F1 Media
Keke Rosberg signed a contract with Williams in 1982 and claimed the drivers’ world title by winning just one race during the season. That year there were eleven different winners in sixteen races and one of the most memorable moment was Rosberg’s second place in Austria, where Keke finished only 0.05s behind Elio de Angelis.
The next couple of years, Williams were not very competitive and the team won only two races in those seasons, but in 1985 Keke Rosberg and Nigel Mansell won four races and scored 71 points which moved the Williams up to the third place in the constructors’ championship.
Nelson Piquet joined Williams in 1987, a dominant year for the team as they won the constructors’ and the drivers’ championship. It was Williams second consecutive constructors’ title. Nelson finished first and the team scored 19 podiums, nine wins, and twelve poles at that year.
From 1988 until 1991 Williams finished two times in the second position. The first one was in 1989, Partese finished 3rd while his team-mate Boutsen finished 5th. The team collected 77 points and won two races and finished 10 times on the podium. In 1991, Mansell won five races, which helped the team to score 125 points and finish second in the championship.
2011 Spanish Grand Prix – Sunday Circuit de Catalunya, Barcelona, Spain 22nd May 2011 Pastor Maldonado, Williams FW33 Cosworth. World Copyright:Steven Tee/LAT Photographic ref: Digital Image _A8C3628
The following three years were full of victories and trophies for Williams. Three years, three world titles. In 1992, Mansell won the drivers’ championship with the Renault-powered FW14B. Ten wins, twenty podiums, and fifteen poles for Nigel Mansell and Riccardo Partese. The two drivers collected 164 points combined and Williams finished at the highest position in the championship. At the Portuguese Grand Prix, Mansell claimed Williams’ 50th pole. In 1993, it was Alain Prost’s turn to claim the championship with the FW15C, whilst his team-mate, Damon Hill finished third in the championship. Ten wins and 22 podiums were enough for Williams to secure the constructors’ title.
Three drivers drove the Renault V10 powered FW16 in 1994. Hill, Coulthard, and Mansell but none manage to win the drivers’ world title. Despite that, Williams won its third consecutive world title by collecting 118 points and scoring seven wins.
A battle for the drivers’ title took place in 1996, between the two Williams’ drivers Damon Hill and Jacques Villeneuve. At the final race in Japan, Damon took the chequered flag and the world title. It was a dominant season for Williams as they won twelve of the sixteen races and the FW18 collected 175 points and finished way ahead of their main rival Ferrari in the constructors’ standings.
The next season, Williams won three of the four opening races, Villeneuve beat Michael Schumacher and celebrated his first world title. The FW19 was unbeatable, participated in 17 Grands Prix and won eight of them, it was Williams’ ninth and final title.
The fallen of the empire
After the world title in the constructors’ championship in 1997, Williams did not manage to finish on the highest place on the board again. The team won some crucial races, finished two times as a runner-up and five times in the third place.
In 1998, Williams announced that BMW will be their engine supplier since 2000 as Renault decided to withdraw from Formula 1. At that year the FW20 ran with Mecachrome V10 engine, Jacques Villeneuve and Heinz-Harald Frentzen finished three times on the podium and Williams collected 38 points in total. These points were enough to secure them the third place.
In BMW’s debut as an engine supplier, Ralf Schumacher and Jenson Button scored 36 points combined. Schumacher took three podiums and the FW22 and finished fifth in the drivers’ championship. The following year was even better for the team and for BMW, nine podium finishes and four victories for Schumacher and Juan Pablo Montoya. Williams finished third with 80 points almost double than previous’ season.
Williams reacted positively in the new regulations in 2003, the FW25 was very competitive but still, that was not enough and the team did not manage to beat Ferrari, hence they finished second with 144 points.
The following years were very tough for Williams, the team was not very competitive and even Montoya’s victory in the Brazilian Grand Prix in 2004 was not enough to change the fact that Williams was not as competitive as they used to be. In 2006, BMW departure and Williams raced with Cosworth V8. At that season, Nico Rosberg replaced Nick Heidfeld and became Mark Webber’s new team-mate.
Rubens Barrichello, one of the most experienced drivers on the grid, joined Williams in 2010 alongside the new GP2 champion Nico Hulkenberg. After two low seasons, Williams presented a more competitive car in 2011, the FW34. Pasto Maldonado took the one and only victory of that season at the Spanish Grand Prix.
The introduction of the new hybrid 1.6-litre turbo charged V6 power unit, allowed Williams to score points in the first half of the 2014 season. After two years of absence, the team returned to podium finishes at the Austrian Grand Prix. The Mercedes-powered FW36 collected 320 points and finished 3rd in the constructors’ championship.
Last season Valtteri Bottas with his FW38, secured Williams one and only podium finish in Canada. It was an emotional season, as Massa announced his retirement at the Italian Grand Prix. At the season-finale, Williams, lost the fourth place from Force India, hence they finished 5th with 138 points.
The rookie Lance Stroll will race alongside the ex-retired driver Felipe Massa this season and Williams aims to be more competitive than last year in order to return to the podium finishes.
History has special significance in the world of Formula One.
