F1 2002: TEAM INFO GUIDE

by

Wolf Feather/Jamie Stafford
FEATHER7@IX.NETCOM.COM




Initial Version Completed: October 7, 2002
FINAL VERSION Completed:   February 17, 2002

====================================
====================================
====================================

CONTENTS
Spacing and Length
Permissions
Introduction
Team Information
   Arrows
   BAR
   Ferrari
   Jaguar
   Jordan
   McLaren
   Minardi
   Renault
   Sauber
   Toyota
   Williams
Contact

====================================

SPACING AND LENGTH
For optimum readability, this driving guide should be
viewed/printed using a monowidth font, such as Courier.
Check for appropriate font setting by making sure the numbers
and letters below line up:

1234567890123456789012345678901234567890123456789012
ABCDEFGHIJKLMNOPQRSTUVWXYZabcdefghijklmnopqrstuvwxyz

This guide is over ***80 pages long*** in the Macintosh
version of Microsoft Word 98 using single-spaced Courier 12
font.

====================================

PERMISSIONS
This guide may ONLY be posted on FeatherGuides, GameFAQs.com,
PSXCodez.com, F1Gamers, Cheatcc.com, Absolute-
PlayStation.com, InsidePS2Games.com, RedCoupe, gamesover.com,
CheatPlanet.com, The Cheat Empire, a2zweblinks.com, Gameguru,
GameReactors.com, cheatingplanet.com, vgstrategies.com,
CheatHeaven, IGN, hellzgate, Games Domain, RobsGaming.com,
ps2fantasy.com, and neoseeker.com.

Permission is granted to download and print one copy of this
game guide for personal use.

====================================
====================================
====================================

INTRODUCTION
This guide is designed to provide readers with information
about the various racing teams included in F1 2002.  While
the information contained in this guide is not necessarily
meant to assist with gameplay, it may be useful information
to some readers.

====================================
====================================
====================================

TEAM INFORMATION
This section will present each team alphabetically and some
team information.  Information is taken from the teams'
official Web sites; some information is extremely brief,
while other teams present essentially a book full of
information.

Arrows
   Full Team Name: Arrows Grand Prix International, Ltd.
   Web Site: http://www.arrows.com/
   Sponsors and Partners: Orange, Red Bull, Lost Boys,
      Bridgestone, Cosworth, Paul Costelloe
   Whilst working for the Shadow team in 1977, and frustrated
   by on-track results, Alan Rees, Jackie Oliver, Dave Wass
   and Tony Southgate decided to start their own Grand Prix
   team. On November 28th, after months of initial
   preparation, Alan Rees arrived at their new factory in
   Milton Keynes ready to face a big challenge. There wasn't
   even a telephone in the new place, but as soon as one was
   installed the next day it began to ring. People wanted to
   be part of the Arrows dream. The equipment arrived on
   December 5th and by January 28th, 1978, the first car (the
   FA1) was ready to be unveiled to the press at a snowy
   Silverstone. Ricardo Patrese was the team's first and only
   driver at that time.

   The car made it's debut at the 1978 Brazilian Grand Prix
   where Patrese qualified in 18th position, 2.7 seconds
   behind pole sitter Ronnie Peterson in the Lotus. He stayed
   out of trouble and finished 10th, four laps down on the
   winner, Carlos Reutemann. The next Grand Prix took place a
   month later in South Africa giving the team more time to
   prepare. Patrese wowed everyone with his pace, starting
   from seventh position (0.87 sec. behind Nikki Lauda in his
   Brabham) and taking the lead halfway through the race.
   Unfortunately his Ford engine gave up 14 laps before the
   finish, taking with it Arrows' hopes for an early win.
   There was also trouble brewing away from the track.

   When the new Shadow car was shown to the press, it was
   noticed that it looked exactly like the Arrows car. As
   most of the Arrows team-members were former Shadow
   employees, Shadow accused the Arrows team of plagiarism
   and sued. The High Court in London ruled in favour of
   Shadow, stating the Arrows FA1 was a copy of the Shadow,
   and Arrows was forced to build a new car. In a record
   breaking time of just four weeks, the new car was built
   and ready to race but there were still problems on the
   horizon

   During the Italian Grand Prix that year there was a 10-car
   pile-up on the first lap of the race. Patrese was later
   accused of causing the accident as he hit the McLaren of
   James Hunt that in turn hit the Lotos of Ronnie Peterson,
   sending him into the barriers. Peterson was to later die
   from his injuries and Patrese was suspended for the next
   race because he was held indirectly responsible. Patrese
   lived with this accusation for many years before he was
   finally cleared of any blame.

   By the end of the debut season, Arrows had accumulated 11
   World Championship points and had beaten their old team,
   Shadow, in the Constructors' Championship.

   In 1979, Arrows fielded two cars in the World Championship
   and Patrese was joined by Jochen Mass. It wasn't until the
   last race of the year that they were able to score points
   but the next year, 1980, would see the cars competing more
   strongly. At the United States Grand Prix at Long Beach,
   Patrese finished second, behind Nelson Piquet, and by the
   end of the year the team had amassed enough points to take
   seventh place in the Constructors' Championship, equal to
   McLaren and ahead of Ferrari.

   In 1979, Arrows fielded two cars in the World Championship
   and Patrese was joined by Jochen Mass. It wasn't until the
   last race of the year that they were able to score points
   but the next year, 1980, would see the cars competing more
   strongly. At the United States Grand Prix at Long Beach,
   Patrese finished second, behind Nelson Piquet, and by the
   end of the year the team had amassed enough points to take
   seventh place in the Constructors' Championship, equal to
   McLaren and ahead of Ferrari.

   In 1980, Tony Southgate left the team and David Wass
   assumed the mantle of Chief Designer. At the 1981 San
   Marino Grand Prix the team came tantalisingly close to its
   first win but Patrese had to settle for second place, just
   4.5 seconds behind Piquet. New driver, Siegfried Stohr,
   who replaced Mass was unable to score any points so he too
   was replaced, this time by Jacques Villeneuve, the brother
   of Gilles. Patrese scored all 10 points the team achieved
   that year but then left the Arrows at the end of 1981 to
   join the Brabham team.

   The 1982 season started badly for Arrows with Mauro Baldi
   and Brian Henton unable to even qualify for the first
   Grand Prix and, after five races, Henton was replaced by
   Marc Surer. By the end of the season Arrows had only
   scored five points. This was not good enough for the team
   and plans were put in place to build for the future. Tough
   seasons in 1983 and 1984 followed but, by the beginning of
   1985, Arrows had a stronger car, an engine supplied by BMW
   and a solid driver line-up in Gerhard Berger and Thierry
   Boutsen. This combination gave Arrows 14 points that year
   and it looked like the team was on its way up.

   The 1982 season started badly for Arrows with Mauro Baldi
   and Brian Henton unable to even qualify for the first
   Grand Prix and, after five races, Henton was replaced by
   Marc Surer. By the end of the season Arrows had only
   scored five points. This was not good enough for the team
   and plans were put in place to build for the future. Tough
   seasons in 1983 and 1984 followed but, by the beginning of
   1985, Arrows had a stronger car, an engine supplied by BMW
   and a solid driver line-up in Gerhard Berger and Thierry
   Boutsen. This combination gave Arrows 14 points that year
   and it looked like the team was on its way up .

   The 1982 season started badly for Arrows with Mauro Baldi
   and Brian Henton unable to even qualify for the first
   Grand Prix and, after five races, Henton was replaced by
   Marc Surer. By the end of the season Arrows had only
   scored five points. This was not good enough for the team
   and plans were put in place to build for the future. Tough
   seasons in 1983 and 1984 followed but, by the beginning of
   1985, Arrows had a stronger car, an engine supplied by BMW
   and a solid driver line-up in Gerhard Berger and Thierry
   Boutsen. This combination gave Arrows 14 points that year
   and it looked like the team was on its way up.

   The 1982 season started badly for Arrows with Mauro Baldi
   and Brian Henton unable to even qualify for the first
   Grand Prix and, after five races, Henton was replaced by
   Marc Surer. By the end of the season Arrows had only
   scored five points. This was not good enough for the team
   and plans were put in place to build for the future. Tough
   seasons in 1983 and 1984 followed but, by the beginning of
   1985, Arrows had a stronger car, an engine supplied by BMW
   and a solid driver line-up in Gerhard Berger and Thierry
   Boutsen. This combination gave Arrows 14 points that year
   and it looked like the team was on its way up.

   Berger departed for Benetton in 1986 and his replacement,
   Christian Danner, scored the teams' only point that year.
   This was a big disappointment for Arrows but the arrival
   of new designer, Ross Brawn, produced a car that helped
   its drivers Eddie Cheever and Derek Warwick to pick up 11
   points. In 1987 the team was even stronger and often on
   the pace with the powerful factory-backed teams, finishing
   sixth in the Constructors? Championship. More good fortune
   was on the way.

   Berger departed for Benetton in 1986 and his replacement,
   Christian Danner, scored the teams' only point that year.
   This was a big disappointment for Arrows but the arrival
   of new designer, Ross Brawn, produced a car that helped
   its drivers Eddie Cheever and Derek Warwick to pick up 11
   points. In 1987 the team was even stronger and often on
   the pace with the powerful factory-backed teams, finishing
   sixth in the Constructors' Championship. More good fortune
   was on the way.

   With a more or less unchanged car in 1988, Arrows took
   fourth place in the Constructors' Championship. The team
   continued its good form in 1989. A long pit-stop in Brazil
   scuppered Warwick's chance of taking Arrows' first win but
   a podium finish for Cheever in Detroit did much to
   motivate the team.

   The team continued its good form in 1989. A long pit-stop
   in Brazil scuppered Warwick's chance of taking Arrows'
   first win but a podium finish for Cheever in Detroit did
   much to motivate the team. At the end of 1989 the Arrows
   team needed an injection of cash if it was to continue in
   Formula One and it was at this point that the Japanese
   Footwork Corporation bought a major share of Arrows,
   splitting the directorship of the team between Jackie
   Oliver, Alan Rees and Mr. Nagata from Footwork.

   The 1990 season began with two new drivers, Alex Caffi and
   Michele Alboreto, and a new engine from Porsche but again
   the results just wouldn't come their way. In 1991, the
   team was renamed 'Footwork' but the change of name didn't
   produce a change of fortune and the struggle continued. It
   wasn't until 1992, when Footwork teamed up with Mugen,
   that the results changed. Alboreto scored six points that
   year, taking seventh place for the team in the
   Constructors' Championship.

   The 1990 season began with two new drivers, Alex Caffi and
   Michele Alboreto, and a new engine from Porsche but again
   the results just wouldn't come their way. In 1991, the
   team was renamed 'Footwork' but the change of name didn't
   produce a change of fortune and the struggle continued. It
   wasn't until 1992, when Footwork teamed up with Mugen,
   that the results changed. Alboreto scored six points that
   ear, taking seventh place for the team in the
   Constructors' Championship.

   The 1990 season began with two new drivers, Alex Caffi and
   Michele Alboreto, and a new engine from Porsche but again
   the results just wouldn't come their way. In 1991, the
   team was renamed 'Footwork' but the change of name didn?t
   produce a change of fortune and the struggle continued. It
   wasn't until 1992, when Footwork teamed up with Mugen,
   that the results changed. Alboreto scored six points that
   year, taking seventh place for the team in the
   Constructors' Championship.

   Another tough season followed in 1993 because, although
   the Footwork Mugens, now driven by Derek Warwick and Aguri
   Suzuki, were qualifying higher up the grid, the race
   results were poor and only 4 points were scored.

   Footwork reduced its involvement in the team at this point
   so in early 1994 it was renamed 'Arrows Grand Prix
   International'. Warwick and Suzuki were replaced by F3000
   Champion Christian Fittipaldi and Gianni Morbidelli who
   together brought in nine points for the team that year.
   Fittipaldi headed off to the American Indycar series at
   the end of the year but a replacement was quickly found in
   Taki Inoue, a Japanese driver.

   A shortage of funds in 1995 forced Arrows to take on
   drivers who brought sponsorship money with them. Inoue
   didn't make the grade on the track but as he brought
   finance it was Morbidelli who the team had to begrudgingly
   let go. Max Papis arrived to take his place but for the
   last three races Morbidelli returned and duly rewarded the
   team for having faith in him by finishing on the podium in
   Australia!

   In March 1996, the Arrows team was bought by TWR Group
   owner, Tom Walkinshaw, who moved the entire operation to
   new headquarters in Leafield, Oxfordshire. Walkinshaw's
   dream was to turn Arrows into a top-line team. He set
   about his task and hired two promising young drivers, Jos
   Verstappen and Riccardo Rosset. The team proved itself to
   be fast in qualifying but needed to start producing strong
   race results so Arrows needed a driver with a proven
   record.

   Walkinshaw pulled off the coup of the year and signed
   newly-crowned F1 World Champion Damon Hill for the 1997
   season. With the new Yamaha engine and Bridgestone tyres,
   the team had a fighting chance and, at the Hungarian Grand
   Prix, the moment they had all been waiting for arrived -
   almost. Hill had put in a stunning performance and was
   leading the race when, on the penultimate lap, he slowed
   dramatically. Hydraulic problems had finally beaten him
   and on the very last lap Jacques Villeneuve got past to
   take the chequered flag. Although delighted with second
   place, the team was greatly disappointed after getting so
   close to a victory.

   In 1998, John Barnard, the famed ex-Ferrari designer
   joined the team along with two new drivers, Mika Salo and
   Pedro Diniz. Together they scored six points that season.
   A lack of money for testing and development meant that the
   black-liveried A19 quickly fell of the pace. The Hart
   designed Arrows V10 which the team built in the absence of
   a factory deal couldn't match the power of Mercedes,
   Renault, Ferrari and the like so did not allow the team to
   exploit the car. Apart from a great drive by Salo to claim
   fourth in Monaco, the year was disappointing. Barnard
   departed, replaced by Mike Coughlan who designed the A20
   for the 1999 season.

   Pedro de la Rosa and Tora Tagaki took the driver's seats
   in 1999 and, in his debut race, Pedro finished in sixth
   place, taking one World Championship point. Unfortunately
   this was to be the only point Arrows collected in 1999. At
   the beginning of the same season, the Arrows team needed
   another injection of cash and it was Nigerian Prince Ado
   Ibrahim Malik who offered the rescue package. In return
   for becoming a co-director with Walkinshaw, Malik sourced
   a 45% buyout of the team from Morgan Grenfell. However,
   Malik's continued failure to source sponsorship money was
   resulted in his departure at the end of that season.

   It was time to move onwards and upwards. Pedro de la Rosa
   was re-signed for 2000 and was joined by Jos Verstappen.
   In March 2000, telecommunications giant, Orange, joined
   Arrows as title sponsor. The increased investment, in
   addition to a new management structure, aided the team's
   ability to develop and create greater security for the all
   new OrangeArrows Team. The A21 chassis, powered by a
   Supertec V10 engine proved to be a strong combination and
   Vertappen and de la Rosa were both able to fight with the
   front-runners. Finishing seventh in the Constructors'
   Championship was a great result for the team and this
   impressive performance was duly awarded when Arrows was
   voted 'Most Improved Team of the Year, 2000' in a public
   opinion vote.

   In 2001, Arrows looked to build on its strong results from
   the previous year. Powered by a new Asiatech engine
   package, and with fresh faces in the race team and design
   office, the team was confident of success. Early signs
   were indeed positive, with the A22 proving its reliability
   in Australia, and Jos Verstappen giving possibly the drive
   of the season in rain-soaked Malaysia, which left the team
   desperately unlucky not have finished in the points.
   Despite other strong efforts, notably in Canada and
   Germany, the team's best result came in Austria, where a
   consistent drive by Verstappen saw him bring home a
   valuable point, in what otherwise proved to be a tough
   season for Arrows.

BAR (British American Racing)
   Full Team Name: British American Racing Honda
   Web Site: http://www.britishamericanracing.com/
   Sponsors and Partners: Lucky Strike, Honda, Tiscali,
      Intercond, smugone.com, Sonax, Bridgestone, EDS,
      Koni Racing, Acorn, OZ Racing, Barco, Cartwright,
      PerkinElmer, Lincoln Electric, Sandvik Coromant,
      CRP Technology, DeVilbiss Automotive Refinishing,
      AMIK, Acer, NTT DoCoMo, Bottaro
   British American Racing (B.A.R) was formed in November
   1997 by Craig Pollock, Reynard Racing Cars and British
   American Tobacco. British American Racing purchased
   Tyrrell Racing shortly afterwards and moved to a state-of
   the-art 86,000 square foot headquarters in Brackley, near
   Northampton (UK). The facility boasts some of the most up
   to-date, technologically advanced engineering machinery
   available, including a purpose-built wind tunnel.

   B.A.R was launched to the world's media on 2 December
   1997. Jacques Villeneuve, the reigning Formula One World
   Champion, signed to drive for the fledgling team in July
   1998; Ricardo Zonta joined three months later and the
   inaugural driver line-up was complete. With everything in
   place, B.A.R staged its first team launch at Brackley in
   January 1999 - only 14 months after it was founded. The
   team competed in its first-ever Formula One race in
   Melbourne, Australia on 7 March 1999.

   Lessons learnt from a tough first season were put to good
   effect. The new Honda-powered BAR002 came 4th and 6th on
   its first competitive outing in 2000 and went on to finish
   the season equal on points with fourth-placed Benetton.
   British American Racing had finally arrived.

   However, after such a successful second year, Lucky Strike
   B.A.R Honda was unable to continue the momentum into 2001
   and the year petered out into mediocrity. Jacques
   Villeneuve had been joined by the highly experienced and
   versatile Olivier Panis to form one of the best driver
   line-ups in Formula One. However, despite grabbing the
   team's first podiums in Spain and Germany, not even the
   mercurial French-Canadian was able to really conquer a
   hard-to-handle car.

   2002 would have to be a completely fresh start and an all
   new car - the BAR004 - was only the tip of the iceberg.
   Honda designed a completely new engine - the RA002E - and
   announced that it has reached agreement for a new three
   year partnership with the team. In practical terms that
   means Honda is stepping up its involvement in the chassis
   programme and clearly focusing its resources on Formula
   One to underline its determination to win the World
   Championship.

   More good news emerged in the form of an additional
   commitment from technical partner Bridgestone. The Japanes
   tyre giant announced that it has also laid the foundations
   for a long-term partnership with Lucky Strike B.A.R Honda.

   Finally and perhaps of most significance, the team
   revealed that David Richards, founder of Prodrive, would
   take over the reins as Team Principal, following the
   departure of Craig Pollock.

   David Richards' first task was to make a detailed and
   extensive review of the team. As a result of this study a
   new structure was implemented to give clearer lines of
   reporting, more focused accountability and an overall
   leaner organisation. Malcolm Oastler and Andy Green both
   left the team and there was a reduction of some15% of the
   workforce at the Brackley based team.

   Richards commented: 'I have the greatest respect for the
   people who created this team, and the dedication they have
   shown to the task, but at the end of the day the
   organisation has not delivered. I know that Malcolm and
   Andy recognise that the results have been below their
   expectations and I appreciate their disappointment and
   thank them for their efforts.'

   'We need to build a team with a very clear structure, with
   the very best people and give them the responsibility to
   deliver against precisely determined goals. As I have said
   from the beginning, B.A.R has many extremely talented
   people and what we are now doing is giving them the
   framework within which they can fulfil their true
   potential.'

   Following the restructure, the new management team has
   immediately set about the task of turning B.A.R into a
   future World Championship contender, although they are
   under no illusions that it will take a couple of years
   before all the ingredients are in place to challenge the
   top 3 teams.

   Realistically, 2002 has been all about laying a
   foundation, paving the way for the achievement of solid
   longer-term objectives. A great deal of hard work lies
   ahead and B.A.R will rely heavily on the excellent
   relationship it has with its partners Honda and
   Bridgestone to achieve its ambitions.

   With this in mind B.A.R signed Jenson Button in July in a
   four-year deal. 2003 looks like being a very interesting
   year indeed.

Ferrari
   Full Team Name: Scuderia Ferrari
   Web Site: http://www.shellmotorsport.com/
      ferrari/index.html
   Sponsors and Partners: Shell
   Scuderia Ferrari, formed in 1929 in Modena, has stamped
   it's charismatic identity on the history of the Formula
   One World Championship, the legend and achievements of
   it's scarlet racing cars standing above all others.

   Motor racing's most successful team, with countless
   sportscar wins and an unrivalled 113 Grand Prix victories
   to its credit, out of 586 Grand Prix starts the stable of
   the prancing horse is also its most historic, exuding
   boundless emotion. Ferrari has contested every World
   Championship since the title was inaugurated in 1950, and
   employed the talents of some of the sport's most colourful
   and talented personalities.

   Journeyman racing driver Enzo Ferrari was manager of the
   most successful of the many private teams racing Alfa
   Romeos in the 1930s, using the emotive cavallino rampante
   (prancing horse) emblem for his Modena-based team; the
   heraldic gift was presented by the Italian World War One
   flying ace Francesco Baracca's family. Ferrari eventually
   became Alfa Romeo's factory sporting director before
   resigning and setting up his own team in 1940; and with
   the designer GioacchinoColombo, the first racing car to
   carry the Ferrari name on it's engine, the 125S, was
   created. It competed in that year's Mille Miglia race.

   After World War Two, Ferrari was amongst those leading the
   revival of motor racing in Europe. Based in the Modena
   suburb of Maranello, the new marque initially enjoyed
   success in sportscar racing, scoring its debut race win in
   1947. The first Formula One design followed in 1948,
   penned by the gifted former Alfa designer, Aurelio
   Lampredi.

   The advent of the new World Championship saw Ferrari
   developing its V12 engine - a configuration that was to
   become synonymous with his name - the marque claiming its
   first Grand Prix win in 1951 with the Shell fuel and
   lubricated 4.5-litre 375. This set the stage for Ferrari's
   domination of the 1952 season, when Alberto Ascari won the
   first of his back-to-back world titles in Formula Two
   machinery (as set out by new regualtions). The unrivalled
   talent of Juan Manual Fangio was dominant at this time,
   and the World Championship crown did not return to
   Maranello until the Argentinean joined Ferrari in 1956.

   The final World Championship achieved by a front-engined
   car was to be Ferrari's honour in 1958. Fittingly,
   Britain's Mike Hawthorn claimed the title at the wheel of
   a car named after Ferrari's son, Dino, who had succumbed
   to leukaemia two years earlier. The following season's
   rear-engine revolution left Ferrari trailing the British
   teams, as Enzo was reluctant for change. However, in 1961,
   Ferrari's new designer Carlo Chiti created the famous
   (rear-engined) 156 shark nose which carried American Phil
   Hill to the World title in convincing style.

   John Surtees, a World Champion on two wheels, piloted the
   first monocoque-chassis Ferrari to the World title in
   1964, and just missed out on another crown in 1966, the
   debut season of the three-litre formula.

   1968 saw Grand Prix cars radically change in their
   appearance, when Ferrari introduced the use of ground
   effect rear wings. However, the late 1960s proved to be
   somewhat of a dry spell for the team.

   An all-new flat (boxer) 12 engine, designed by Mauro
   Forghieri put the prancing horse back in contention for
   the 1970 World Championships. With the support of it's new
   partner Fiat, Ferrari opened its own test facility at
   Fiorano in 1972, replicating sections of the world's most
   demanding circuits and featuring speed sensors and
   television cameras covering every metre of track. The end
   of the 1973 season saw the arrival of Luca di Montezemolo
   as racing director, and he persuaded the commendatore to
   hire the young Austrian driver Niki Lauda from the
   struggling BRM team. This partnership was to herald the
   full-scale revival of the marque's fortunes.

   Ferrari and Lauda dominated the 1975 season, claiming the
   Driver's title, and di Montezemolo moved on to other
   responsibilities within Fiat. 1976 started where the
   previous season left off, with Lauda convincingly
   dominating the championship. However, his near-fatal
   accident at the Nurburgring put him out of action for
   several months, and despite his heroic comeback at Monza,
   he relinquished the crown to James Hunt. The following
   year, he re-claimed the title.

   Lauda left Ferrari before the end of the year, and was
   replaced by the young Canadian, Gilles Villeneuve. Ferrari
   remained competitive throughout the end of the decade, and
   South African Jody Scheckter clinched the 1979 World crown
   (Ferrari's last) in his first season with the team.

   The face of Grand Prix racing changed yet again with teams
   embracing the turbo-charged engine and a ground-effect
   design philosophy that was to prove ultimately fatal.
   Ferrari was slow to embrace turbos, not fielding its first
   turbocharged mount until the 1981 season. British designer
   Harvey Postlethwaite replaced Forghieri in 1982, and his
   designs propelled the team to the brink of the
   championship, only for fate to cruelly strike down their
   drivers, Gilles Villeneuve and Frenchman Didier Pironi.
   The team managed to gather their emotions and won
   consecutive Constructors' titles. The pace of technical
   development stepped up a gear in 1986 with the opening of
   a wind tunnel and the appointment of design innovator John
   Barnard, from Mclaren, as technical director.

   At a dinner in 1987, the ailing Enzo Ferrari poignantly
   announced: 'I'm coming up to the finishing line,' and just
   a few weeks after a Papal visit to Maranello, he passed
   away on 14 August 1988 in Modena at the age of 90. The
   racing gods smiled on his emotional legacy when the
   scarlet cars scored a famous one-two in the Italian Grand
   Prix a month later.

   Barnard's first design for the marque featured a
   revolutionary semi-automatic gearbox and the car won on
   its debut in 1989. His temporary departure at the end of
   that season affected the team's planning for the 1990
   campaign, and Alain Prost narrowly failed to win the
   championship when he was punted off the track by Ayrton
   Senna at Suzuka. Barnard's return in 1992, along with the
   appointment of Montezemolo as company president and
   Frenchman Jean Todt as racing director, restored the
   team's momentum.

   The 1994 and 1995 seasons saw steady development of the
   team's performance with Gerhard Berger and Jean Alesi
   bringing the prancing horse back to the brink of success.
   The addition of the then World Champion Michael Schumacher
   - and Shell fuel and lubricants for the first time since
   1973 - to the marque's 1996 package saw Ferrari achieve
   three inspired victories in Spain, Belgium and Italy.

   With the new development V10 in the 1999 F399, and the
   unrivalled support of Shell, the famous stable of the
   prancing horse took the Constructors' Championship and
   narrowly missed out on the Drivers' Championship. However,
   the team returned with a vengeance in 2000 to win the
   Drivers' and the Constructors' Championship once again for
   the legendary marque.

Jaguar
   Full Team Name: Jaguar Racing
   Web Site: http://www.jaguar-racing.com/
   Sponsors and Partners: HSBC, Beck's, AT&T, EDS, DuPont,
      HP, Michelin, Castrol, Lear, 3D Systems, Aqua-Pura,
      Rolex, s.Olivier, Volvo Trucks
   Jaguar Racing extends a long and distinguished motorsport
   tradition with its entry into the 2002 Formula One World
   Championship. The company has been involved in motorsport
   since it was founded in 1922. Seven times it has won the
   world's toughest endurance race at Le Mans, been World
   Sports Car Champions three times and in 1956 won both Le
   Mans and the Monte Carlo Rally in the same year.

   The roll call of drivers who have raced Jaguars during the
   past 50 years reads like a Who's Who of motorsport. In the
   Fifties, Mike Hawthorn, Paul Frere, Duncan Hamilton and
   Stirling Moss were regulars with the Jaguar team. Jackie
   Stewart (and brother Jimmy), Sir Jack Brabham, Briggs
   Cuningham and Graham Hill all drove Jaguars during
   successful racing careers. In more recent times, Martin
   Brundle, Tom Walkinshaw, Derek Warwick, Patrick Tambay,
   John Watson, Eddie Cheever and Jan Lammers all drove for
   Jaguar.

   The lessons learned on the race tracks will benefit the
   Company's customers around the world as Jaguar prepares to
   expand its model range. This will extend the appeal of the
   marque to new sectors of the premium car market.

Jordan
   Full Team Name: Jordan Grand Prix
   Web Site: http://www.f1jordan.com/
   Sponsors and Partners: Deutsche Post, Benson & Hedges,
      Damovo, Brother, Imation Corp., Hewlett-Packard,
      Virgin Mobile, Liqui Molly, MasterCard, Puma,
      Infineon, vielife, Powermarque, Sparco, Grundig,
      Laurent-Perrier, Honda, Bridgestone, Celerant
      Consulting, Schroth, Touchpaper, Imasaf, KPMG,
      Attenda, Tridion, Bang New Media
   Founded in 1991 by flamboyant Irishman Eddie Jordan
   Jordan Grand Prix has brought colour and a sense of humour
   to Formula One. In just over a decade in the sport, the
   team has also produced impressive results, notably three
   race wins, a further fourteen podiums, plus six front rows
   in qualifying.

   In 1998 the team broke the top four strangle-hold of
   Ferrari, Williams, McLaren and Benetton which had stood
   since 1989; in 1999 Jordan went one better - beating two
   former world champions, Williams and Benetton, to leave
   only the might of Ferrari and McLaren un-challenged. In
   2000, Jordan was the only team to join McLaren and Ferrari
   on the front row of the grid, but the team suffered
   reliability problems which, allied to much bad luck, saw
   it slip to sixth in the Championship. 2001 saw Jordan
   begin a long-term partnership with Honda Motor Company and
   move up to fifth in the World Championship.

   Jordan Grand Prix is based in England at a purpose built
   factory opposite Silverstone circuit in Northamptonshire
   which in 2001 expanded to house ever growing departments
   and staff numbers. The team's wind tunnel is housed in
   nearby Brackley, five miles from Jordan's headquarters.
   From just 43 employees in its first season, the team has
   grown to employ just over 200 staff whilst its budgets
   have increased 600 percent over the last decade. A new
   state of the art factory, adjacent to the current site, is
   scheduled for occupation in time for the 2004 season.

   Jordan enjoys financial backing from sponsors Deutsche
   Post and Benson and Hedges with a further twenty sponsors,
   plus equity investment from investment bank Warburg,
   Pincus*. In addition, from the start of the of the 2001
   season, the team has enjoyed competing with Honda works
   engines and now enters its second year of a long-term
   partnership with Honda in 2002. This support enables
   Jordan to invest in the very latest technologies necessary
   to become a powerful force within Formula One.

   For the 2002 season, Jordan will fight for the World
   Championship with Italy's Giancarlo Fisichella, who
   returns to Jordan on a three year deal after a four year
   absence, and 2001 British F3 Champion and Japan's young
   talent, Takuma Sato. Sato's initial two year contract
   alongside Fisichella gives Jordan vital continuity and a
   dynamic and strong long-term driver line up which will be
   key in the team's development with Honda.

   In 2002, Jordan announced a new racing team name and logo:
   DHL Jordan Honda.

  * Jordan Grand Prix was the first Formula One team to
    acquire equity investment from a financial institution.
    The deal was announced in November 1998.

McLaren
   Full Team Name: McLaren International
   Web Site: http://www.mclaren.com/
   Sponsors and Partners: West, Mercedes, Mobil1, Michelin,
      BAE Systems, BS Catia, Computer Associates, Loctite,
      Siemens Mobile, Sun Microsystems, BOSS, SAP, Schuco,
      Warsteiner, Advanced Composites Group, Canon,
      Charmilles, Enkei, GS Battery, Kenwood, Mazak Machine
      Tools, Sports Marketing Surveys, Tag Heuer, Targetti
      Lightning, T-Mobil
   Over the next few weeks, we will take you through a
   complete history of the McLaren team, from the first ever
   Grand Prix car produced and driven by Bruce McLaren in
   1966 right through to the present day. In the first part
   of our series we look at how it all began and take you
   through to 1970.

   When Bruce McLaren died in a testing accident at Goodwood
   in 1970 at the young age of 33, he had already established
   a rich heritage which he was to leave to the World of
   motor racing. His team had been phenomenally successful in
   various forms of racing, he had been successful as a
   driver, and he had been much admired as a person and
   greatly loved in the sport.

   That heritage has survived throughout the years. Teddy
   Mayer ran the team for a decade after McLaren's death, Ron
   Dennis then took it over and in the last 20 years, the re
   named McLaren International has enjoyed incredible
   success, run with an attention to detail that the founder
   would have appreciated.

   McLaren's early links with Ford, for instance, are
   mirrored by those currently with Mercedes. To move into
   Grand Prix racing, McLaren established his team under the
   flight path at Colnbrook, near Heathrow. Entering the new
   Millenium, McLaren International's new Paragon Centre on
   the outskirts of Woking in Surrey is establishing new
   standards for racing and performance car construction.

   But it all began on the other side of the world. Bruce
   McLaren was born in Auckland, New Zealand on August 30,
   1937. His father, Leslie, ran a garage and having raced
   motorcycles, moved to racing cars after the war.

   Bruce McLaren himself had an extraordinary childhood; aged
   nine, he contracted Perthe's disease which affects the
   hip. After a month in hospital, he spent three years in a
   home for crippled children, his legs in plaster casts,
   lying in traction, immobile for months on end. Later he
   would be allowed a wheelchair but at one time there were
   fears that he would never walk again. He did so, of
   course, but with a limp; his left leg was 1 1/2 inches
   shorter than his right. All this time, however, he studied
   and was able to graduate to an engineering course at
   Seddon Memorial Technical College. But he was already
   intrigued by motor sport. His father bought an 750 cc
   Austin Ulster Seven but it scared him rigid. Bruce,
   however, persuaded his father that he should race it and
   an early rival was one Phil Kerr, who was to become a
   mainstay in the McLaren team.

   When the Austin was sold(it is now in Woking) Bruce raced
   his father's Austin Healey 100 in 1956/7, but when this
   expired, McLaren managed to buy a bob tailed centre seat
   Cooper, previous raced by Jack Brabham.

   All this time, Bruce was still a student but managed a
   kind of correspondence course with Brabham in England to
   sort out the car. Brabham then suggested bringing a pair
   of Formula Two Coopers to New Zealand for the winter and
   that Bruce would drive one of them. There was a fair
   amount of success, and Bruce went on to become New
   Zealand's first 'Driver to Europe' in 1958.

   McLaren sold his own car and instead bought a new Cooper
   when he arrived in England. It was the start of his
   international career, and he learned about European racing
   as he trailed the little Formula Two car from race to
   race. But it was finishing fifth overall and first in
   Formula Two in the German Grand Prix at the Nurburgring
   that really established him. He took a 1960cc Formula Two
   car home to New Zealand and won his national championship
   that winter.

   For 1959, McLaren was signed as a Cooper Formula One
   driver which he would remain for the next six years. His
   teammate was Jack Brabham and in that first year, he won
   the final Grand Prix of the year at Sebring. He was the
   youngest ever winner of a Grand Prix at 22, and his
   teammate won the World Championship.

   Bruce became engaged to Patty Broad that winter, and would
   marry her the following year. On his return to Europe, he
   was Brabham's teammate again, and once again, the Aussie
   won the World Championship. McLaren actually led the
   championship for a race and won in Argentina. He was
   second to Brabham in the championship.

   Brabham now left the team, leaving McLaren as team leader,
   but new engine regulations cost the team dearly in 1961.
   It was better in 1962 when McLaren was allowed some say in
   the design process and he won at Monaco, finishing third
   in the championship. The following year, however, was very
   difficult. Patty McLaren was injured in a water skiing
   accident, John Cooper was badly injured in a road
   accident, Bruce himself was thrown out of his
   uncompetitive car at the Nurburgring and was knocked out.
   McLaren began to look for alternatives.

   As usual, McLaren wanted to take a car down to New Zealand
   to race in the Tasman series, but his suggestion to slim
   down a pair of Coopers for himself and American Timmy
   Mayer, fell on deaf ears at Cooper. So late in 1963, Bruce
   McLaren and Mayer's brother Teddy registered the name
   Bruce McLaren Motor Racing Ltd was registered. The series
   was a success in that Bruce won the championship, but
   tragic because Mayer was killed. It had sewn the seeds,
   however. He would say that there was nothing like
   designing, building, running and racing your own cars. It
   was full circle. While he would continue as a Cooper
   Formula One driver for another two seasons scoring 13pts
   in 1964 and 10 the following year his own company was
   being established.

   While Formula One remained the major series, big banger
   sports cars were also fashionable on either side of the
   Atlantic. Bruce, via Mayer, bought the ex Mecom/Penske
   Zerez Special and raced it in Europe. That spawned the
   idea of their own car, the McLaren M1, and that was put
   into production by Peter Agg's Lambretta Trojan Group in
   Rye, Sussex. They would make and sell 200 McLarens during
   the next ten years. McLaren was also involved in the
   development of Ford's GT cars.

   McLaren was still Cooper's number one driver in 1965, but
   Charles Cooper died and son John sold the team to the
   Chipstead Motor Group. McLaren, helped by a former
   Concorde senior scientific officer called Robin Herd,
   began to seek other areas than sports cars

   McLaren's first ever Grand Prix car, the McLaren Ford M2B
   appeared at Monaco for the first Grand Prix for the new
   three litre Formula on May 22, powered by a slimmed down
   but still capacious Ford Indy V8. It was the Mallite
   monocoque successor to Robin Herd's M2A test car. It
   qualified tenth of sixteen runners, but completed just
   nine laps before retiring with an oil leak. Two non starts
   in Belgium and Holland sandwiched a sixth place at Brands
   Hatch for the British Grand Prix with the weak Serenessima
   V8 engine. The team, however, was waiting for the return
   of the Ford V8, and they did the last two races of the
   year, McLaren taking fifth Watkins Glen, but the engine's
   swansong resulted in retirement. Chris Amon, who should
   also have raced for the team, never did so. However, in
   its first year, McLaren's Formula One team attempted six
   out of nine races, raced in four of them, and scored
   points in two. At the same time, the team was also busy in
   the British Group 7 sports car series while McLaren and
   Amon won Le Mans in a 7.0 Ford GT Mark 2.

   For their second year, McLaren decided to race just one
   car in Formula One with the team boss in the cockpit.
   Initially, they would have a 2.1 BRM engine available, but
   a 3.0 V12 unit was on its way. So Robin Herd adapted the
   M4A, initially a Formula 2/3 car, to be used with the
   smaller engine, this being called the M4B.

   McLaren did just two Grands Prix in this car, it being
   tailormade for the twists and turns of Monaco where he
   finished a fine fourth, although second was on the cards
   until a pit stop. But he crashed on lap two due to an oil
   slick in the Dutch Grand Prix and that was the end of the
   M4B effort.

   Instead, McLaren subsequently raced an Eagle in France,
   Britain and Germany, although without any success,
   certainly not that enjoyed by Gurney in the preceding
   Belgian Grand Prix which he won.

   McLaren then did the remaining four races in the
   championship in Herd's M5A with its BRM V12 engine, but
   while he finished the first of those races in seventh
   place, he failed to finish the remaining three although he
   qualified in the top ten each time and on the front row at
   Monza.

   Greater success was enjoyed by the orange M6As in CanAm
   racing where McLaren and Deny Hulme won five out of six
   races and Bruce became champion. (Hulme was Formula One
   World Champion for Brabham). The boss also did a few
   Formula Two races too... All this while running a
   successful customer side, although the cars were produced
   by Trojan.

   Partly thanks to Goodyear and Gulf Oil, Denny Hulme signed
   up with McLaren to make a formidable Kiwi combination in
   1968. The pairing of Formula One World Champion and CanAm
   champion racing together in both series was a powerful
   one. But McLaren, like Lotus and Matra, also had the
   benefit of the new DFV engine which gave some sixty bhp
   more than the BRMs. Once again, the chassis design was
   mainly by Robin Herd, before he left for Cosworth.

   However, the first race of the season was some four and a
   half months before the second, so Hulme only raced a BRM
   engined M5A in South Africa where he finished fifth. Next
   up came two non championship races in England, ideal tests
   for the new Cosworth powered M7A and it performed
   magnificently: victory for McLaren in the Race of
   Champions at Brands Hatch, for Hulme at the International
   Trophy at Silverstone, with McLaren second.

   The rest of the season went pretty well too, although
   Lotus with Hill and Matra with Stewart just had the edge
   on the McLarens, although all three were using the same
   DFV engines. McLaren won a Grand Prix for the first time
   using his own car in Belgium, while Hulme won in Italy and
   Canada, leading home McLaren in the team's first one two
   at Mont Tremblant. But in the final race of the season,
   Hulme crashed due to a broken damper and was beaten into
   third in the Drivers' title, although McLaren were just 13
   points behind winners Lotus in the Constructors' thanks to
   super reliability.

   In CanAm, works and customer cars dominated with Hulme
   winning the title this time and McLaren 11 points behind
   in second.

   McLaren's record just got better and better, even though
   they were still using the M7s from the previous year and
   were somewhat distracted by going down the fashionable,
   but ultimately fruitless, four wheel drive road with the
   M9A. It was also the era of high wings, until they were
   banned, so aerodynamics were somewhat varied. Nearly all
   the opposition were running dominant DFVs, apart from BRM
   and Ferrari.

   Tyres, reliability, rule changes, 11 CanAm races and the
   four wheel drive programme all took their toll on the
   straightforward Grand Prix campaign. McLaren got onto the
   rostrum three times during the year but Hulme had a very
   poor second half of the second, only alleviated by victory
   in the final round of the series in Mexico, as Goodyear's
   latest tyres began to overcome Firestone and Dunlop's
   early season form. Even so, the team sunk to fourth in the
   championship.

   But the team's orange M8Bs won every round of that busy
   CanAm series, lead by Bruce McLaren himself while Peter
   Gethin dominated the Formula 5000 championship in Church
   Farm Racing's M10A. It may not have been a good year in
   Grand Prix racing, but there was plenty to shout about
   elsewhere.

   The death of Bruce McLaren while testing the team's latest
   CanAm challenger at Goodwood not surprisingly overshadowed
   the entire year. It was going to be a busy one. Not only
   was there a Grand Prix programme with the evolutionary DFV
   powered M14As, but also a parallel programme with Alfa
   Romeo powered M14Ds, principally for Andrea de Adamich. On
   top of that, there was still the CanAm programme, and
   McLaren had decided, the previous year, that they would
   tackle the Indy 500. They had moved to new premises at
   Colnbrook, near Heathrow, and now numbered 50 people.
   Hulme finished second in the first Grand Prix of the year,
   and McLaren was similarly placed in the second. Hulme
   finished fourth in Monaco, and although the Alfa Romeo
   programme suffered from inconsistent engines, things were
   looking good otherwise.

   But then Hulme was badly burnt in an Indy practice fire,
   and days later, McLaren was killed. It was a cruel blow.
   Perhaps Hulme, shouldering team leader status, came back
   to racing too early, but it would take some time for his
   burns to heal. Peter Gethin, again successful in Formula
   5000, became his teammate in Grand Prix racing and in
   CanAm. But in a year that Lotus replaced their 49 with a
   72, and when Ferrari began to make a comeback, it was no
   surprise that McLaren didn't win a single race, and
   remained at fourth equal in the championship. However,
   Hulme won the CanAm title again from customer Lothar
   Motschenbacher with Gethin third. Peter Revson finished
   second at Indy.

   Not surprisingly, the team was still in the process of
   rebuilding as 1971 started. Gordon Coppuck was
   concentrating on the design of the team's IndyCar
   challenger, while Ralph Bellamy joined from Brabham for a
   year to design the factory's Formula One M19A. It featured
   rising rate suspension which initially seemed a good idea.
   Elsewhere, the management of the team passed to Phil Kerr
   and American Teddy Mayer who had both been Bruce McLaren's
   right hand men in various departments.

   Hulme lead the first race of the year at Kyalami until a
   bolt fell out of the rear suspension but thereafter, the
   team was in trouble, partially due to tyre vibration and
   understeer. Bruce McLaren's engineering ability was sorely
   missed. Mark Donohue became a semi works driver in his
   Penske entered machine to try and solve the problem,
   bumping Gethin out of the team to BRM, with whom he won
   the Italian Grand Prix that year.

   Donohue's third place in Canada was the highlight in a
   year dominated by Jackie Stewart and Tyrrell, while
   McLaren scored just ten points, including Donohue's four.
   But McLaren again won the CanAm series with the M8F, Hulme
   ahead of Revson. The American again finished second at
   Indy.

   McLaren's commitments can be typified by the weekend of
   May 19, 1972. That weekend, Hulme won the Oulton Park Gold
   Cup in the Formula One M19A, Jody Scheckter won the last
   Crystal Palace Formula Two race in McLaren's stillborn F2
   production car, the M21, and Mark Donohue won the Indy 500
   in Penske Racing's M16B. A fine McLaren weekend. For the
   record, McLaren were finally beaten the CanAm championship
   that year, after five consecutive victories, while their
   F5000 involvement was petering out.

   But a new era was dawning. The team had full sponsorship
   from Yardley and this year ran the previous year's M19s
   but with changes to wings and tyres. They now had rising
   rate front suspension, and constant rear suspension.

   The season started well, with Hulme second in Argentina
   and then first in South Africa where Revson was third. But
   Emerson Fittipaldi and Jackie Stewart made sure that they
   had little subsequent success, although Hulme and Revson
   were second and third in Austria, Hulme was third in
   Italy, Revson finished ahead of Hulme and behind Stewart
   in Canada and Hulme finished third in the USA. So
   Fittipaldi won the championship from Stewart, while Hulme
   was definitely best of the rest in third and Revson was
   fifth. After his Formula Two promise, Jody Scheckter was
   given his Formula One debut in the American Grand Prix
   where he finished ninth.

   At the end of the previous year, Teddy Mayer and Phil Kerr
   had announced that McLaren would no longer be involved in
   CanAm, so now the concentration was on Formula One and
   IndyCar racing. Changes in regulations meant that the
   elderly M19s would become obsolete by the European season,
   but Hulme finished fifth in Argentina in his, and then
   third in Brazil, while Revson finished second in South
   Africa where Scheckter qualified third and was heading for
   fourth until his engine failed.

   And if that promise wasn't enough, the writing was already
   on the wall for McLaren: Gordon Coppuck's M23, complete
   with obligatory deformable structure, allowed Denny Hulme
   to start from pole on its debut in South Africa and once
   again lead, only to be delayed again, this time by a
   puncture. It looked good.

   And it was good. The M23s usually started from the front
   three rows and were usually in the points. Hulme scored
   the first win of the year at Anderstorp and Revson won at
   Silverstone, a race indelibly engraved in the memory of
   motor sport for young teammate Scheckter's first lap
   accident which eliminated nine cars. Hulme was third.

   Stewart and Peterson often traded wins, but there was
   usually a McLaren in the points. Jacky Ickx did one race
   thanks to his Nurburgring knowledge and finished third
   behind the Tyrrells. Revson was eventually awarded a
   chaotic Canadian Grand Prix, but in spite of a promising
   season, the pair had to give best in the Drivers'
   championship to the Tyrrell and Lotus drivers. McLaren
   were similarly placed in the Constructors' series.

   A new era for McLaren, and a partnership that would last
   for many years: Marlboro Team Texaco was born, managed by
   Teddy Mayer, while Yardley's involvement was slightly
   reduced to one car run by Phil Kerr, principally for Mika
   Hailwood. Leading the team was 1972 World Champion Emerson
   Fittipaldi while the evergreen Denny Hulme stayed with
   McLaren for his seventh but final year.

   It was a thrilling championship. Hulme won in Argentina,
   beating Ferrari's Niki Lauda and Clay Regazzoni.
   Fittipaldi won at home in Brazil, while Hailwood was
   highest placed finisher in South Africa. Lauda,
   Fittipaldi, Peterson(Lotus) and Scheckter(Tyrrell) won the
   next four races; it was that open. Regazzoni and
   Reutemann(Brabham) also won.

   Going into the final round of the championship, McLaren
   led Ferrari 70 pts to 64, while Fittipaldi and Regazzoni
   were tied on 52 points. Scheckter still had a mathematical
   chance with 45 points. He qualified best, on row three,
   with Fittipaldi behind him and Regazzoni a row further
   back. Hulme's engine expired on lap five and he flew out
   of the circuit and Formula One before the race had
   finished.

   With Regazzoni's Ferrari handling appallingly, Fittipaldi
   knew he just had to shadow Scheckter to the flag, but the
   Tyrrell succumbed to a fuel pick up problem, and
   Fittipaldi finished fourth, securing the Drivers' title
   and the Constructors' too, a great day for McLaren.

   Sadly, the Yardley team didn't fare so well, with Hailwood
   crashing at the Nurburgring and breaking his leg, which
   ended his career. David Hobbs and Jochen Mass replaced
   him, but at the end of the year, Hailwood retired, Yardley
   quit and Phil Kerr followed Hulme home to New Zealand.

   But making it a better year, Johnny Rutherford took his
   M16C/D from 25th on the grid to victory at Indy, while he
   won another three IndyCar races during the year, narrowily
   failing to win the IndyCar championship.

   Pat McLaren, Teddy Mayer and Tyler Alexander remained the
   directors of McLaren at the end of the victorious season,
   but Alastair Caldwell remained to manage the Formula One
   team. Also largely unaltered was Gordon Coppuck's M23, now
   entering its third season. However, Fittipaldi had a new
   teammate in Jochen Mass.

   Fittipaldi started the season with victory over James
   Hunt(Hesketh) in Argentina and second to compatriot Carlos
   Pace(Brabham) at home in Brazil Mass was third. Mass
   salvaged a win from the Montjuich disaster but then Niki
   Lauda took over in the Ferrari with four wins in five
   races. McLaren's pair scored second in Monaco(Fittipaldi),
   and after a couple of non finishes, third and fourth in
   France. Fittipaldi won at Silverstone, Mass was fourth in
   the soaking Austrian GP, Fittipaldi second to Regazzoni at
   Monza, before harrying Lauda to the flag in Watkins Glen,
   with Jochen third.

   There were suggestions that Fittipaldi had been driving to
   score points. He lead the sixth most number of laps, and
   in the end, he was 19.5 pts behind Lauda in the drivers'
   series. Mass was seventh equal while McLaren were third in
   the series, a point behind Brabham. Perhaps they could
   have done better, but the M23 was an old car by now. At
   Indy, Johnny Rutherford finished second in the rain
   shortened race, driving Coppuck's John Barnard modified
   M16E.

   Two sets of circumstances combined to see James Hunt
   replace Emerson Fittipaldi for 1976. Hesketh, for whom
   Hunt had driven for the previous two years, pulled out of
   Formula One, due to lack of sponsorship. And Fittipaldi
   went off to drive for brother Wilson's team. Suddenly Hunt
   was team leader of McLaren, Mass staying on as his
   teammate.

   The tool for the year was intended to be Coppuck's M26,
   but it still wasn't ready, so M23s, lightened by 13.6
   kilos were used initially, and became the favoured car for
   the year.

   And what a year! Ferrari won the first three races, Hunt
   the fourth, disqualified, and then reinstated. Lauda then
   won another two, Hunt came back to win in France and then
   in Britain, only to be disqualified, eventually, after an
   extraordinary race in which he was allowed to restarted in
   the spare car.

   Hunt won in Germany too, but his chief rival, Lauda, was
   desperately injured in a fiery crash. While Hunt went on
   to finish fourth in Austria and first in Holland, Lauda
   fought back from the brink of death to line up at Monza,
   finishing a courageous fourth. Victories for Hunt in
   Canada and Watkins Glen saw Hunt trail Lauda by three
   points as they came into the final race, after a season of
   protests and controversy.

   It was raining hard as the cars lined up for the Japanese
   Grand Prix at Fuji, drivers having discussed whether they
   should race or not. Lauda pitted after just one lap, Hunt
   lead. The Austrian had trouble seeing in the rain, due to
   his fire ravaged eyebrows. He reluctantly but responsibly
   pulled out.

   Hunt, however, had to finish third or higher. But his left
   rear tyre was punctured, and steadily he dropped back,
   eventually having to pit. Furious, he rejoined fifth, with
   just three laps to go. On new tyres, he passed Alan Jones
   and Regazzoni easily, now third. He took the chequered
   flag, but scarcely realised that he was third, refusing to
   believe it for several minutes after he'd come into the
   pits.

   James Hunt was World Champion by a point, Jochen Mass was
   ninth, and McLaren were second in the Constructors'
   championship, nine points behind Ferrari.

   And to cap it all, Johnny Rutherford had won Indy for
   McLaren for the second time in three years; even numbered
   years were favourite for McLarens at Indy.

   A minute gap between the end of one season and the
   beginning of the next of just 75 days meant that McLaren
   quite understandably retained their M23s for 1977 while
   working on Coppuck's M26. Initially, it looked good. Hunt
   was on pole for the Argentina Grand Prix and for Brazil,
   finishing second in the latter. He was on pole again in
   South Africa, beating teammate Jochen Mass to finish
   fourth.

   But at Long Beach, he was only eighth and again on row
   four in Spain. Teammate Mass finished ahead of him on both
   occasions. Hunt qualified the M26 third in Anderstorp, but
   Mass finished second to Laffite. The M23 sometimes seemed
   better, sometimes the M26. Hunt scored his first win of
   the season at home in the latter. Meanwhile Lauda, Laffite
   and Andretti were also potential winners.

   It wasn't until Monza that McLaren were in the points
   again. In spite of Hunt's pole position, Mass finished
   fourth, but Hunt won at Watkins Glen in the now improving
   M26. He was branded the bad boy after thumping a marshal
   in Canada, only to return to glory in Japan with victory.
   But Lauda had had his revenge, Hunt was only fifth with
   Mass sixth in the championship. At least McLaren was third
   in the Constructors' series.

   Elsewhere, McLaren were once again involved with Johnny
   Rutherford and various customers in IndyCar racing but not
   with the success gained before.

   Hunt had a new teammate in Patrick Tambay, while Formula
   One was undergoing a change. Renault had introduced their
   turbo car the previous year although that wasn't the major
   technical trend. Former McLaren designer Ralph Bellamy and
   Colin Chapman had come up with the Lotus 78/79 ground
   effect cars, and it would be this innovation which would
   prove difficult for other teams to match in the coming
   years.

   Hunt and Tambay would continue to use the M26 in 1978 but
   they would be largely outclassed by Lotus in particular,
   but also Ferrari with the 312T3 and Brabham with their
   Alfa Romeo powered BT46s but principally, the Lotuses.

   Hunt scored fourth with the tried and tested M26 at the
   first race in Argentina, then fifth in Spain, while Tambay
   was fourth in Sweden. Hunt was third at Ricard and Tambay
   fifth in Monza but the team was back in eighth place at
   the end of the year.

   Some blame rested with Hunt, that he didn't seem to have
   the determination and fire of old. He had been ditched by
   the team and Ronnie Peterson signed for the following
   year, but the Swede tragically lost his life after a
   startline accident at Monza.

   Meanwhile, McLaren's proven old M23s were much in favour,
   being run in the British Formula One championship and
   appearing in various privateer hands at various Grands
   Prix. In America, Johnny Rutherford was still winning for
   the McLaren team in IndyCar racing, and there were
   privateer successes as well.

   John Watson was signed to replace James Hunt for 1979,
   while Gordon Coppuck came up with his own copy of the
   previous year's all conquering ground effect Lotus. This
   was the M28 but to get the same ground effect figures as
   Lotus, the car had grown huge side pods in which to
   accommodate underwings. It made for a big car which was
   slow on the straights. It also sufferes structurally, due
   to problems with the bonding.

   The M28 was raced for the first half of the season, and
   Watson scored an impressive third in Argentina, partially
   thanks to excellent Goodyear tyres, which masked the
   technical problems. Watson finished fourth in Monaco out
   of six finishers.

   However, as early as May 1, a decision had been taken to
   develop a new, compact replacement for the M28, known as
   the M29. This was more of a Williams copy than a Lotus,
   said Coppuck. In its first race, the British Grand Prix,
   Watson finished fourth and finished fifth at Hockenheim.
   Sixths in Canada and America followed, before the season
   fizzled out.

   Meanwhile, the American campaign was also coming to a
   halt. There were top three finishes in the States, but by
   the end of the season, the team had been wound up. McLaren
   now only raced in Formula One.

   However, there was just one ray of sunlight in the future.
   In November of that year, the team tested an interim M29
   with new underwings. Potential drivers for the following
   season were also on hand, including one Alain Prost. His
   opening laps were quicker than Watson's. He was quickly
   signed for 1980...

   Alain Prost's initial promise was borne out throughout the
   first half of the season, with the Frenchman usually
   outqualifying his teammate. He scored a point in his first
   ever Grand Prix in Argentina, and went on to finish fifth
   in Brazil. Two mechanical breakages in South Africa
   resulted in a broken wrist which kept him out of Long
   Beach. Stand in Stephen South failed to qualify but Watson
   finished an encouraging fourth.

   Belgium offered little respite, and they hit rock bottom
   in Monaco where Watson failed to qualify, and Prost went
   out at the first corner. Prost qualified seventh in France
   and Watson finished in the same position while Prost was
   sixth at Brands Hatch.

   But by this stage, there were developments on two fronts.
   A new, M30 was on the stocks, designed by Gordon Coppuck
   and 50 per cent stiffer. Prost took his model to sixth on
   its debut in Holland.

   But more importantly, there were changes afoot for the
   team as a whole. Formula Two team owner Ron Dennis and
   Marlboro representatives had already approached Mayer a
   year before, suggesting a merger. Now Marlboro, for whom
   Dennis's Project Four team was running a BMW M1 in the
   Procar series, told Mayer that he had better merge because
   they were no longer competitive on their own. Mayer was
   wise enough to heed the advice.

   Part of the deal was that Dennis would bring his own
   designer, John Barnard, and Gordon Coppuck would have to
   leave. The merger, announced in September of 1980, saw
   Dennis and Mayer as joint Managing Directors of McLaren
   International. Mayer was also Chairman while Tyler
   Alexander, one of the McLaren's early members, and Barnard
   would both be Directors.

   By this stage, Watson had rediscovered his old fire, and
   with Barnard's input, his M29 and the M30 were to score
   points. Watson was a competitive fourth in Canada but
   Prost suffered another breakage at Watkins Glen and was
   once again injured, unable to start the race. It had been
   a poor season, but the dawn of a new era.

   In spite of the promise of the new team, and John
   Barnard's forthcoming carbon fibre monocoque for the first
   MP4(Marlboro Project Four), Alain Prost found a way out of
   his contract to leave the team to drive for Renault, his
   national team. Watson hung onto his seat, and was
   partnered by Marlboro's Italian hope, de Cesaris.

   The team started the year with old M29s, now in F
   configuration and it wasn't until the third race in
   Argentina that Watson got his MP4. Two races later, he
   qualified fifth and two races after that, finished third
   in the queue behind Villeneuve in Spain. At Dijon, he was
   on the front row of the grid and finished second, and at
   Silverstone, he won! All this was against a background of
   technical chicanery to get around new rules to combat
   ground effect, and Formula One politics pitching governing
   body FISA against the teams.

   There was another point for Watson in Hockenheim and
   Austria, while he was second in Canada. But the MP4 was
   prone to porpoising, and it didn't make a driver's task
   easy. De Cesaris's season was remembered as being a
   succession of accidents, earning him the nickname de
   Crasheris, while Watson had a big accident at Monza from
   which he was lucky to walk away uninjured. De Cesaris was
   sure not to keep his seat, but Watson's win and subsequent
   form ensured that he kept his. Before the end of the year,
   it was announced that he would be partnered the following
   season by his old Brabham teammate, Niki Lauda, who was
   emerging from retirement.

   Barnard only slightly modified his MP4 for its
   transformation to B specification. The chassis had lasted
   well, so Barnard tried to slim down the monocoques, modify
   the suspension and increase stiffness throughout. Set up
   on Michelin's tyre proved crucial and the team worked hard
   in both their own local wind tunnel in Feltham and that of
   Michelin. Carbon fibre brake discs were also tried during
   the year.

   The season started remarkably well, with Lauda fourth and
   Watson sixth, both in the points. Watson picked up second
   in Brazil after the disqualifications of Piquet and
   Rosberg. Proving that he'd lost none of his magic, Lauda
   won at Long Beach while it was Watson's turn at the tragic
   Belgian Grand Prix, with Lauda third. However, the
   Austrian was disqualified for being underweight. Watson
   was a point behind leader Prost in the Drivers'
   championship, and McLaren led the Constructors'.

   After a disappointing Monaco, Watson sensationally won the
   inaugural Detroit Grand Prix from 17th on the grid,
   partially helped by a stoppage which allowed him to fit
   harder Michelins to iron out understeer. He scythed
   through the field, past his teammate who then spun, but
   Watson and McLaren now led their championships.

   Watson was third in Canada a week later, while Lauda was
   then fourth in Holland, and then won at Brands Hatch.
   McLaren still led the Constructors' but Watson was now
   second in the Drivers' series to Pironi. After the turbo
   Renaults and Ferraris dominated at Ricard, Pironi was
   badly injured in Germany and Lauda also suffered wrist
   injury when he spun off, and would miss the race. Watson's
   suspension broke and he spun out of third. Lauda scored an
   unexciting fifth in Austria, but Rosberg's close second  \
   elevated him to championship leader, a position reinforced
   by victory at Dijon where Watson damaged a skirt and
   dropped to 13th.

   Lauda scored points at Dijon, and Watson scored in Monza,
   his first points in three months which just kept his hopes
   alive but even a fine second in Las Vegas wasn't enough,
   and Rosberg won the title by five points and Ferrari had a
   similar margin in the Constructors'.

   Late in 1982, two things happened which were crucial to
   McLaren. The first was that Teddy Mayer and fellow
   director Tyler Alexander left the team, feeling that they
   were no longer required in the new structure, leaving
   Dennis and Barnard to run the show. Secondly, the second
   phase of an agreement with Porsche to build turbocharged
   V6 engines financed by Akram Ojjeh's Techniques d'Avant
   Garde or TAG was signed. Ojjeh's son Mansour formed a
   company jointly with Ron Dennis and McLaren for the
   purpose.

   The emphasis of the season was weighted towards running
   this engine, particularly when new regulations came into
   effect banning ground effect and calling for cars to run
   flat bottoms. This effectively robbed cars of their
   downforce, and larger front and rear wings would be needed
   to compensate for this loss. However, they would be used
   at the expense of drag, which would handicap the less
   powerful Cosworth runners in comparison to the turbo
   powered entrants. Another handicap was that tyres
   developed for turbo runners weren't necessarily suitable\
   for those running normally aspirated engines...

   So McLaren were looking at several disadvantages during
   the year. The cars were modified for the new aerodynamic
   regulations but they had to bear in mind the forthcoming
   engine. Often they won the Cosworth battle during the
   year, and sensationally, won the second race of the season
   at Long Beach, with Watson and Lauda completing a McLaren
   one two from 22nd and 23rd on the grid! Equally poor
   qualifying at Monaco, however, resulted in neither of them
   starting the race at all.

   Lauda ran the TAG engine in Holland for the first time and
   both drivers had them for the final three races of the
   year. Qualifying positions improved, but neither driver
   finished, as the team began the steep turbo learning curve
   already experienced by other teams and drivers.

   After several seasons of preparation, McLaren now had all
   the weapons that they needed. Barnard changed his chassis
   little, but it did feature new rear suspension. The engine
   development continued during the winter and Alain Prost
   returned to McLaren after being sent on his way by
   Renault, with whom he had gained valuable turbo
   experience. McLaren may have been among the last to join
   the turbo brigade, but they had prepared the ground well.

   They hit the ground running. Alain Prost won the first
   race of the year in Brazil, Niki Lauda led his teammate
   home in the second and while they may not have featured in
   the third, they won the next three between them. At
   season's end, they had won 12 races between them,
   clinching the Constructors' championship by a massive 86
   points, more than that scored by second placed Ferrari.
   Their matched pair of drivers were separated by just half
   a point, Lauda pipping Prost.

   It was a phenomenal demonstration and a warning to all. If
   this was the way McLaren were heading, then rivals would
   have to match this effort. Having said that, Porsche
   certainly had their problems with the engine, although
   rarely in races. And McLaren worked carefully on fine
   tuning brake cooling throughout the year, and had just one
   problem with Prost's front wheel working loose at Dijon.
   Otherwise, it was a pretty remarkable year.

   After the victorious and dominant 1984 season, McLaren
   were quite rightly the team in everyone's sights in 1985.
   Most elements in the team were largely unchanged, apart
   from the departure of Michelin. To keep abreast of the
   competition, John Barnard introduced new bodywork, new
   rear suspension, new front uprights and new wings.

   On the engine side, there weren't huge changes, although
   Barnard was highly complimentary about Bosch's Motronic
   electronic management system, while mirror image KKK
   turbochargers were custom made for TAG's V6 instead of the
   previous identical models.

   Three wins by Alain Prost in the first four races - if one
   includes the chaotic San Marino Grand Prix from which he
   was subsequently disqualified - suggested that McLaren
   hadn't lost their touch although Lauda could only claim a
   single fourth place, two mechanical retirements and a spin
   on oil. A further string of retirements followed, while
   Prost won at Silverstone, was second in Germany, won again
   in Austria, and then harried his teammate all the way to
   the line in Zandvoort as Lauda regained form. However, a
   wrist injury suffered two races later in Belgium merely
   served to confirm his decision to retire from the sport.
   Replaced by John Watson for the next race, he retired
   after a year that reaped only 14 points and which Ron
   Dennis described as 'unlucky'

   Prost had clinched the title by round 14 of the sixteen
   races and McLaren were Constructors' champions again,
   although this time only eight points ahead of Ferrari.

   It is often said that this was a season that Williams
   Honda lost rather than McLaren won. Piquet and Mansell
   both had a chance, yet Prost pinched the title in the last
   round at Adelaide, when Mansell suffered a tyre
   delamination, and when Prost himself thought he was going
   to run out of fuel. Praise was fullsome for the Frenchman
   who won his second world title back to back, and McLaren
   won their third consecutive Constructors' title.

   John Barnard, who was to leave McLaren for Ferrari during
   the summer, made detailed modifications to the MP4/2Bs
   that were to become 2Cs, particularly given the new 195
   litre fuel tank restrictions. There was a six-speed
   gearbox but apart from the latest version of Bosch's
   Motronic engine management system, the engines were little
   changed.

   One small headache was new recruit Rosberg's press on
   style of driving, so different to Prost's and previous
   teammate Lauda's. It was only after Monaco that the Finn's
   set up was changed.

   After both engines failed in Brazil, Prost was third in
   Spain, then won at Imola and at Monaco. A point in Belgium
   (in spite of a remarkably bent engine mounting), then
   second in Canada kept their hopes alive, but then Williams
   seemed to gain the upper hand with better fuel
   consumption. Only late in the season did Prost reassert
   the team's position with a win in Austria, second in
   Portugal and Mexico and the crucial win in Australia. But
   once again he had lost his teammate and now the technical
   director had gone too. McLaren were going to have to
   regroup.

   Something old, something new: TAG's legendary engine was
   getting long in the tooth; Stefan Johansson arrived to
   partner Alain Prost, and Steve Nichols became Formula One
   project leader following John Barnard's departure the
   previous year. He had worked on the car and with Barnard,
   and now estimated what needed to be left and what changed.
   The suspension was left, as was the gearbox, but a new
   monocoque was designed, with new aerodynamics and a small
   housing for the smaller fuel tank.

   Meanwhile Porsche raised the compression ratio of the TAG
   engine three times in order to improve fuel efficiency but
   then engine development failed to reap rewards and a
   misfire set in. Alain Prost won in Brazil, Johansson was
   third there and fourth at Imola. The pair were first and
   second at Spa but a couple of thirds were the only reward
   from the next four races. The increase in power had in
   turn resulted in an increase in weight, upsetting the
   engine's balance, causing vibration. In Germany, Prost was
   heading for victory until an alternator belt broke five
   laps from home. It was a curious failure as the belt
   hadn't broken in 100,000 miles of racing, and had then
   broken several times.

   Another lean spell ensued as Honda dominated and active
   suspension became the fashion, but Prost was back on top
   in Portugal and second in Jerez, before sinking into
   oblivion again with only Johansson's third in Suzuka as
   reward.

   Sadly, Johansson was to be elbowed by a dream team in
   1988; Dennis has succeeded not only in attracting Ayrton
   Senna, but also Honda...

   In theory, this was a transitional year for Formula One,
   as the turbo boost was lowered from four bar to 2.8 to
   give the advantage to normally aspirated engines in
   preparation for a turbo ban and fuel capacity lowered from
   195 to 150 litres. In practice, it allowed McLaren, Honda,
   Alain Prost and Ayrton Senna to rewrite the record books
   as they totally dominated the year.

   The statistics are simple: McLaren won 15 out of 16 races,
   Senna winning eight(he was disqualified from the first
   race in Brazil), Prost seven. Senna therefore won the
   championship by three points; both drivers had double the
   points of third placed Gerhard Berger. Similarly, McLaren
   scored three times as many points as the second team in
   the Constructors' championship, winning with 199 points to
   Ferrari's 65. Senna started the first six races from pole
   position, and added another seven before the end of the
   year. It was a magnificent, mind numbing performance by
   team and drivers; scarcely exciting, but mightily
   impressive in its perfection.

   The drivers did occasionally clash, particularly when
   Senna chopped Prost at Jerez, and both were beyond the
   limit at Monza, where Senna's audacity in lapping Jean
   Louis Schlesser's Williams resulted in retirement. He also
   lost concentration at Monaco and ended up in the barrier.
   Prost, once again, revealed his dislike of wet conditions.

   Steve Nichols once again led the design team which had to
   cope with new cockpit regulations as well as the smaller
   fuel tank, so much of the car was new, which made it even
   more deserving. Honda reliability was exceptional and
   overall reliability was phenomenal, all contributing to a
   record breaking season. They deserved everything they got.

   While Steve Nichols's MP4/4 design had been winning the
   final championship of the turbo era, Neil Oatley had been
   hard at work on McLaren's first chassis for the return to
   normally aspirated, but now 3.5 litre engines. Although
   the end result was the same - McLaren winning both
   Constructors' and Drivers' Championships - there was no
   surprise that they didn't quite enjoy the domination of
   1988.

   However, a McLaren led every race but Portugal (where
   Senna started from pole), and he and Prost won ten of the
   16 races, Prost with four to Senna's six, although it was
   the Frenchman who claimed the Drivers' title with just
   three retirements to the Brazilian's nine non-scores.

   But that just tells half the story. It was a year in which
   Prost became increasingly paranoid about his teammate.
   They fell out at Imola, when Prost felt that Senna had
   breached a no passing agreement. Prost went further at
   Monaco where Senna scored a superb victory, apparently
   without second gear. At Monza Prost accused Honda of
   favouring Senna and would then reveal that he was leaving
   the team. Earlier in the year, he had written off a
   monocoque at Phoenix, the first such accident he'd had in
   five and a half years with the team. Three races later, he
   and Senna collided at the Suzuka chicane, and even though
   neither of them scored points in the last two races, the
   championships still went to McLaren.

   Against this intensely political background, McLaren and
   Honda provided the best combination for the best two, if
   different, drivers in the field. Oatley's design still
   followed similar lines to those before, but weight shaving
   continued throughout the year, although it also suffered a
   handling imbalance. The team also introduced a complete
   new rear end, based around a transverse gearbox, midway
   through the season.

   Honda, meanwhile, made a phenomenal effort, with five
   different specifications of engine for various conditions,
   circuits and situations. They reaped their reward, but
   there was a human cost. And it was interesting that Senna
   suffered more mechanical failures than Prost...

   Prost's defection to Ferrari also saw Steve Nichols leave
   McLaren, but Neil Oatley's design from the previous season
   had been successful and he was entrusted with what became
   a B version of the same car. It incorporated different
   front suspension, revisions to the six speed transverse
   gearbox, aerodynamic profile changes and a multi-arch
   diffuser which was ultimately discarded.

   Senna's new teammate, Gerhard Berger, didn't fit into this
   new design, however, in spite of initial changes to the
   car, and it was no surprise that Gerhard was somewhat
   downhearted until further changes almost resolved the
   problem at mid season.

   Senna, meanwhile, was leading from the front. Indeed, he
   led every race of the season apart from Hungary where he
   harried Thierry Boutsen to the flag, and Suzuka, where he
   punted Prost off at the first corner to claim the
   championship.

   Against a continued backdrop of acrimony with the
   governing body from the previous year, McLaren claimed the
   first race at Phoenix, in spite of the late completion of
   their cars. Berger set pole position but Senna would be on
   pole for the next four and then Berger. In all, Senna
   started from pole ten times during the year.

   But Prost at Ferrari proved a formidable opponent with
   team-mate Mansell, and Williams's pairing of Boutsen and
   Patrese also had their fair share of success. Honda again
   supplied McLaren with a variety of engines which often
   suffered power loss during the year, while McLaren
   themselves suffered a drop in performance mid season.
   Typically, they reacted well and returned to claim both
   titles, only the second time that the Constructors' series
   had been won three times in a row.

   For the fourth time in as many years and the third time
   with Honda McLaren had a different engine specification to
   use. Otherwise, things were pretty much the same, apart
   from Henri Durand helping chief designer Neil Oatley on
   the aerodynamics side of the latest car.

   The new engine and its thirst not surprisingly, demanded
   several changes to the car's layout. Front suspension was
   changed twice during the year, while both the gearbox and
   the chassis itself were changed, the former being operated
   by automatically and the latter being more rigid.
   Aerodynamics were also changed.

   Honda's decision to go to V12 configuration did result in
   a greater thirst in comparison to the V10s of the
   opposition, but it was also tricky for the team's own TAG
   engine management system to keep abreast of development
   both in fuel and engine terms. This resulted in Senna
   running out of fuel twice during the season, at
   Silverstone and then two weeks later in Hockenheim.

   But the season had started brilliantly with a quartet of
   victories, including an emotional if troubled win at home
   at Interlagos. One retirement and two thirds to Williamses
   were followed by those two retirements, but Senna came
   back superbly with a flag to flag win in Budapest and then
   leading home a great one two in Spa, in spite of gearbox
   problems as in Brazil. The subsequent two second places
   should have been enough to clinch the championship, but
   for previous problems, but a generous second to teammate
   Berger in Suzuka was sufficient to clinch the title with
   the seventh win of the year in Australia the icing on the
   cake. It was Senna's third title, McLaren's fourth in
   succession.

   This was to be fifth and last season with Honda, and the
   third and final season that Gerhard Berger would drive for
   the team. Nevertheless, with Ayrton Senna still with the
   team and Honda, there were still expectations of huge
   promise. The team started with the previous year's MP4/6
   until it was suddenly realised that perhaps the new car
   was going to be introduced as soon as possible, and it was
   used from Brazil onwards.

   Once again, the new car was the work of the team lead by
   Neil Oatley with several new features, fly by wire
   throttle being one of them, and a new method of making the
   monocoques. The gearbox was still transverse, but once
   again, revised.

   However, there were several shortcomings. The car was
   unpredictable in fast corners, while the latest Honda was
   scarcely more powerful than its precedessor and certainly
   just as thirsty, which of course, meant a weight penalty.
   In the days of ever more sophisticated V10s, this was a
   considerable handicap.

   Both drivers were in the points in the first race, Berger
   in the second and both retired their new cars in the
   third. Senna won Monaco, Berger won in Canada and then
   after two disappointments, Senna finished second in
   Germany and then won in Hungary and in Italy, now with
   active suspension. Berger won in Australia, his swansong
   with McLaren.

   But in spite of three wins, Senna and his teammate were
   fourth and fifth respectively in the championship, and
   McLaren 65 points behind winners Williams in the
   Constructors' series, now faced with a search for a power
   unit.

   Having tested him a year or so before, Ron Dennis signed
   reigning IndyCar champion Michael Andretti for the 1993
   season, even though Dennis hadn't revealed the source of
   the team's power unit, perhaps because it wasn't finalised
   until November of the previous year. It turned out to be a
   McLaren financed development of Ford's HB engine. However,
   it was a version behind that of Benetton until
   Silverstone, which was a disadvantage.

   What they lacked in straight horsepower, however, they
   hoped to pick up with mechanical sophistication, and that
   involved TAG's electronics, the light and economical
   engine, loads of electronic trickery including, of course,
   very advanced active suspension and traction control.

   In spite of a fine second to Prost at Kyalami, two superb
   races in the wet one at home and the legendary Donington
   victory and his sixth victory at Monaco, there was some
   doubt as to Senna's commitment and it became increasingly
   clear that he would turn his back on the team that had
   brought him three World Championships at the end of the
   season.

   While Prost and Hill made hay for Williams, Senna suffered
   few mechanical problems, although there was a third
   consecutive fuel related retirement at Silverstone. The
   year ended with two victories at Suzuka and then Adelaide,
   which was Senna's last and which promoted McLaren as the
   most successful Grand Prix team of all time. But they
   scored exactly half the points scored by winners Williams,
   although Senna was only 23 points behind World Champion
   Prost.

   But McLaren was pretty much a one driver team this year. A
   late regulation change meant that Andretti didn't have the
   laps available for him to learn circuits and he never
   really embraced the European Grand Prix way of life. His
   best race might have been at Imola before he went off, but
   after finishing third at Monza, he returned to the USA, to
   be replaced by Mika Hakkinen who promptly out qualified
   Senna in Portugal. That, in itself, signified the end of
   one era, the beginning of a new one.

   The only question mark over McLaren's long term future was
   its engine, and in 1993, the team began a long term
   partnership with Peugeot except it lasted a year. It
   wasn't an entirely disastrous year but inevitably,
   Peugeot's arrival, the loss of Senna, new regulations, new
   drivers was going to take time to get used to.

   The new MP4/9 chassis was based on the Ford chassis from
   the previous year with slightly different aerodynamics and
   the facility to use a hand operated clutch for the first
   time. A fully automatic upchange facility in the gearbox
   was outlawed. The team also ran power steering for the
   first time, although the drivers preferred conventional
   steering on the faster circuits.

   The main problem was handling on slow corners, although a
   revised underbody and new rear wing made things better
   after the Hungarian Grand Prix. There were rule changes
   with the banning of traction control and other driver
   aids, and more after the death of Ayrton Senna.

   Peugeot's new engine made several steps forward during the
   year, but it had been difficult to define the cooling for
   the engine prior to running it, and then when it did run,
   it was in fairly cool conditions. However, when races were
   run in hot conditions, there were problems.

   Hakkinen was very highly motivated, scoring his first
   rostrum position in that devastating San Marino Grand
   Prix, with more consecutive thirds in Belgium, Italy,
   Portugal and Jerez, the downside being his accident in
   Hockenheim for which he was banned for race, his place
   being taken by Philippe Alliot.

   But the fact remains that for the first time in its
   existence, McLaren International did not win a race.
   Before the end of the season, the long term relationship
   with Peugeot had been terminated and a new one signed with
   Mercedes Benz.

   This was a year of ups and downs as McLaren coped with new
   drivers, a new engine partner, new regulations and new
   ideas.

   First of all, they were using their fourth different
   engine in as many years. And perhaps reviving a precedent,
   Ron Dennis insisted on engine design changes to
   accommodate new regulations, just as John Barnard had done
   with Porsche. But the Ilmor designed Mercedes engine was
   smaller than the previous year's Peugeot, so it wasn't too
   much of a problem for Neil Oatley's design team. The new
   car featured McLaren's first high nose and a wing atop the
   engine cover.

   Meanwhile sponsors Marlboro insisted on high profile name
   and after he'd been turned down by Williams, Nigel Mansell
   was signed. But the MP4/10 not only suffered a major
   imbalance in testing, both drivers also found it lacked
   room.

   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: http://www.minardi.it/
   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: http://www.renaultf1.com/
   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: http://www.sauber.ch/
   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: http://www.toyota-f1.com/
   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: http://www.bmw.williamsf1.com/
   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.

   By the close of the season, it was McLaren and Ferrari
   challenging for the Championships whilst the 'Winfield
   WilliamsF1 Team' found itself in the fight for third
   place. Continual developments to the FW20 gave the team
   the push it needed and third place in the Constructors'
   Championship was duly secured. 1999 looked set to be
   another tough year for the team but there would be a few
   changes

   A completely new driver line-up brought reigning CART
   Champion Alex Zanardi and Ralf Schumacher to the team in
   1999. Zanardi had a difficult season. Coming from the CART
   series to the modern Formula One threw the Italian onto a
   very steep learning curve. The advent of grooved tyres and
   narrow track cars in 1998 had forced the drivers to change
   their technique to control these new machines. Zanardi had
   to catch up with the learning process fast.

   Bad luck dogged his early season but the turning point
   came at the Belgian Grand Prix when he was finally on the
   pace. A strong performance at the next race in Italy
   looked like the tables were turning but further
   disappointments, ending with an electrical problem on the
   first lap of the last race in Japan, finished off a
   miserable season for the Italian...

   Schumacher though was to become the star of the year,
   putting in stunning performances, regularly scoring points
   and, at the European Grand Prix, his finest moment almost
   came but he was robbed of victory by a puncture. His
   strong racing skills earned him sixth position in the
   Drivers' World Championship and fifth place in the
   Constructors' Championship for the team.

   With the start of the new millennium, a new era began for
   WilliamsF1. After almost two years of backstage work, BMW
   returned to the Formula One arena with the WilliamsF1
   team. The partnership, planned for five years, got off to
   a very promising start in 2000 with the BMW WilliamsF1
   Team taking third place in the Formula One Constructors'
   World Championship.

====================================
====================================
====================================

CONTACT
For rants, raves, etc., contact me at FEATHER7@IX.NETCOM.COM;
also, if you have enjoyed this guide and feel that it has
been helpful to you, I would certainly appreciate a small
donation via PayPal (http://www.paypal.com/) using the above
e-mail address.

To find the latest version of this and all my other
PSX/PS2/DC/Mac game guides, visit FeatherGuides at
http://feathersites.angelcities.com/

====================================
====================================
====================================