Team Lotus was the motorsport sister company of English sports car manufacturer Lotus Cars. The team ran cars in many motorsport series, including Formula One, Formula Two, Formula Ford, Formula Junior, IndyCar, sports car racing. More than ten years after its last race, Team Lotus remained one of the most successful racing teams of all time, winning seven Formula One Constructors' titles, six Drivers' Championships, the Indianapolis 500 in the United States between 1962 and 1978. Under the direction of founder and chief designer Colin Chapman, Lotus was responsible for many innovative and experimental developments in critical motorsport, in both technical and commercial arenas; the Lotus name returned to Formula One in 2010 as Tony Fernandes's Lotus Racing team. In 2011, Team Lotus's iconic black-and-gold livery returned to F1 as the livery of the Lotus Renault GP team, sponsored by Lotus Cars, in 2012 the team was re-branded as Lotus F1 Team. Colin Chapman established Lotus Engineering Ltd in 1952 at Hornsey, UK.
Lotus achieved rapid success with the the 1954 Mk 8 sports cars. Team Lotus was split off from Lotus Engineering in 1954. A new Formula Two regulation was announced for 1957, in Britain, several organizers ran races for the new regulations during the course of 1956. Most of the cars entered that year were sports cars, they included a large number of Lotus 11s, the definitive Coventry Climax-powered sports racer, led by the Team Lotus entries for Chapman, driven by Cliff Allison and Reg Bicknell; the following year, the Lotus 12 appeared. Driving one in 1958, Allison won the F2 class in the International Trophy at Silverstone, beating Stuart Lewis-Evans's Cooper; the remarkable Coventry Climax-powered Type 14, the Lotus Cars production version of, the original Lotus Elite, won six class victories, plus the "Index of Performance" several times at the 24 Hours of Le Mans race. As the Coventry Climax engines were enlarged in 1952 to 2.2-litres, Chapman decided to enter Grand Prix racing, running a pair of Lotus 12s at Monaco in 1958 for Graham Hill and Cliff Allison.
These were replaced that year by Lotus 16s. In 1959 – by which time the Coventry Climax engines had been stretched to 2.5-litres – Chapman continued with front-engined F1 cars, but achieved little, so in 1960 Chapman switched to the milestone mid-engined Lotus 18. By the company's success had caused it to expand to such an extent that it had to move to new premises at Cheshunt; the first Formula One victory for Team Lotus came when Innes Ireland won the 1961 United States Grand Prix. A year earlier, Stirling Moss had recorded the first victory for a Lotus car at Monaco in his Lotus 18 entered by the independent Rob Walker Racing Team. There were successes in Formula Junior; the road car business was doing well with the Lotus Seven and the Lotus Elite and this was followed by the Lotus Elan in 1962. More racing success followed with the 26R, the racing version of the Elan, in 1963 with the Lotus Cortina, which Jack Sears drove to the British Saloon Car Championship title, a feat repeated by Jim Clark in 1964 and Alan Mann in the 1965 European Touring car Championship.
In 1963, Clark drove the Lotus 25 to a remarkable seven wins in a season and won the World Championship. The 1964 title was still for the taking by the time of the last race in Mexico but problems with Clark's Lotus and Hill's BRM gave it to Surtees in his Ferrari. However, in 1965, Clark dominated again, six wins in his Lotus 33 gave him the championship. While innovative, Chapman came under criticism for the structural fragility of his designs; the number of top drivers injured or killed in Lotus machinery was considerable – notably Stirling Moss, Alan Stacey, Mike Taylor, Jim Clark, Mike Spence, Bobby Marshman, Graham Hill, Jochen Rindt and Ronnie Peterson. In Dave Friedman's book "Indianapolis Memories 1961–1969", Dan Gurney is quoted as saying, "Did I think the Lotus way of doing things was good? No. We had several structural failures in those cars, but at the time, I felt it was the price you paid for getting something better." When the Formula One engine size increased to three litres in 1966, Lotus was caught unprepared because of the surprising failure of the Coventry Climax 1.5-Litre FWMW Flat-16 project, which prevented Climax from developing a 3-Litre successor.
They started the season fielding the hastily prepared and uncompetitive two-litre Coventry-Climax FWMV V8 engine, only switching to the BRM H16 in time for the Italian Grand Prix, with the new engine proving to be overweight and unreliable. A switch to the new Ford Cosworth DFV, designed by former Lotus employee Keith Duckworth, in 1967 returned the team to winning form. Although they failed to win the title in 1967, by the end of the season, the Lotus 49 and the DFV engine were mature enough to make the Lotus team dominant again. However, for 1968 Lotus had lost its exclusive right to use the DFV; the season-opening 1968 South African Grand Prix confirmed Lotus's superiority, with Jim Clark and Graham Hill finishing 1–2. It would be Clark's last win. On 7 April 1968, one of the most successful and popular drivers of all time, was killed driving a Lotus 48 at Hockenheim in a non-championship Formula Two event; the season saw the introduction of wings as seen on various cars, including the Chaparral sports car.
Colin Chapman introduced a spoiler on Hill's Lotus 49B at Monaco. Graham Hill won the F1 World Championship in 1968 driving the Lotus 49. Around the same time, Chapman moved Lotus to new premises at Hethel in Norfolk. A new factory was built on the site, the former RAF Hethel bomber base, the old runways were converted into a testing facility; the offices and design studios wer
Jody David Scheckter is a South African former motor racing driver. He competed in Formula One from 1972 to 1980, winning the Drivers' Championship in 1979 with Ferrari. Scheckter was born in East London, Eastern Cape, educated at Selborne College, he ascended to the ranks of Formula One after moving to Britain in 1970. His Formula 1 debut occurred at the US Grand Prix at Watkins Glen in 1972 with McLaren, where he ran as high as third place before spinning and finishing ninth. Becoming a name to watch, he continued his development the following year, winning the 1973 SCCA L&M Championship and racing five times in F1. In France, he won in only his third start in F1 before crashing into Emerson Fittipaldi, the reigning World Champion, who said after the crash about Scheckter: "This madman is a menace to himself and everybody else and does not belong in Formula 1." In his next start, the British Grand Prix at Silverstone, Scheckter's spin triggered a major accident which took nearly a dozen cars out of the race.
The Grand Prix Drivers Association demanded his immediate banishment, only put off when McLaren agreed to rest their driver for four races. Scheckter's McLaren M23 bore the number zero during the Canadian and American Grands Prix of 1973. Scheckter is one of only two F1 drivers to compete under the other being Damon Hill. During the practice for the American event at the Watkins Glen circuit, Frenchman François Cevert, due to be Scheckter's Tyrrell teammate for 1974, was killed in an appalling accident at the fast uphill Esses corners. Scheckter was behind Cevert when he crashed, he stopped his McLaren, got out of his car and attempted to help Cevert out of his destroyed Tyrrell, but the 29-year-old Frenchman had been cut in half by the circuit's poorly installed Armco barriers and was dead. Witnessing Cevert's dreadful accident left an indelible mark on the South African and caused him to abandon his reckless ways, becoming a more mature and calculating driver as a result. Tyrrell in 1974 gave him his first full-time drive in F1.
Jody rewarded them with a third-place finish in the Drivers' Championship and a pair of wins in Sweden and Britain. During the year, he scored points in eight consecutive races, one of the longer scoring streaks of the time. A slight off-year followed, although he did become the only South African to win the South African Grand Prix, but his third year with the team in 1976 gave him another third-place finish in the Drivers' Championship. In that season, Tyrrell introduced the most radical car in F1 history, the innovative six-wheeled Tyrrell P34. Although he went on record as saying the car was "a piece of junk", Scheckter gave the six-wheeler its only win on Sweden's Anderstorp circuit and in his twelve races with the car, he scored points ten times; this included a thrilling race-long battle for the lead in the American Grand Prix between himself and his great friend James Hunt. Scheckter left for Walter Wolf's new team in 1977 and Scheckter gave the team a win in its maiden race, he won twice more with the team and was on the podium, but finished second on points behind a more dominant Niki Lauda.
A seventh-place finish with the team in 1978 followed and he left the team after the season to join Ferrari to partner Gilles Villeneuve in the team's ground effect 312T4 car. Critics felt he would not get along well with the domineering management at Ferrari, but he far surpassed expectations and helped give F1's most recognisable team another Constructors' Championship, while Scheckter's consistent finishes, with three wins among them, gave him the Drivers' Championship in 1979. However, he struggled badly in his 1980 title defence failing to qualify for one race. After managing only two points, Scheckter announced his retirement from the sport. Scheckter was the last driver to win a Drivers' Championship for Ferrari until Michael Schumacher twenty-one years in 2000. In 1981 CBS Sports hired Scheckter as a Pit reporter for its F1 coverage. Scheckter was brought in by ABC's Wide World Of Sports as a Pit reporter for the 1983 Monaco Grand Prix. Scheckter was a guest commentator for ITV during the 1999 San Marino Grand Prix, replacing Martin Brundle.
In 1981, Scheckter won the World Superstars competition in Florida. He defeated athletes such as Russ Francis, Renaldo Nehemiah, Peter Mueller, Rick Barry, Gaétan Boucher and Andy Ripley. In 1983 he was inducted into the International Jewish Sports Hall of Fame. After Scheckter's retirement, he founded FATS Inc, a company which built firearms training simulators for military, law enforcement and security organisations; the sale of the company provided funds to allow Scheckter to help the racing careers of his sons Tomas and Toby. Tomas raced in the Indy Racing League. Scheckter's brother, Ian raced in F1 for a few years. In 2004 Scheckter was reunited with his championship-winning Ferrari at the South African two-seater F1x2 Charity Grand Prix at Kyalami in South Africa. Scheckter now spends his time as a biodynamic farmer, having bought Laverstoke Park Farm, near Overton, Hampshire, 40 miles west of London; as an organic farming expert, Scheckter was featured in 2005 on the Visionhealth DVD and TV documentaries "Asthma: An Integrated Approach", "Arthritis: An Integrated Approach" and "Diabetes: An Integrated Approach".
On 20 November 2011, he appeared on the Countryfile television show to make a case for organic food. Laverstoke Park Farm was featured on BBC's "Escape To the Country" where Jody showed viewers how Buffalo Mozzarella was made. In December 2009, Scheckter announced his intention to produce a biodynamic sparkling wine by 2012. In 2015 the farm was the setting for ITV's Sugar Free Farm where a group
1979 Formula One season
The 1979 Formula One season was the 33rd season of FIA Formula One motor racing. It featured the 1979 World Championship of F1 Drivers and the 1979 International Cup for F1 Constructors which were contested concurrently over a fifteen-round series which commenced on 21 January 1979, ended on 7 October; the season included three non-championship Formula One races. Jody Scheckter of Scuderia Ferrari won the 1979 World Championship of F1 Drivers while Scuderia Ferrari won 1979 International Cup for F1 Constructors. Gilles Villeneuve made it a 1–2 for Ferrari in the championship, concluding a successful second half of the 1970s for Ferrari. Alan Jones finished the season for Williams, finishing third in the championship and with teammate Clay Regazzoni scoring Williams's first Grand Prix win as a constructor. Scheckter's title was Ferrari's last drivers' title for 21 years, before Michael Schumacher won five consecutive titles for the team between 2000 and 2004; as of 2018, this is the only season the championship was won by a driver not from Europe, America, or Oceania countries.
The following drivers and constructors contested the 1979 World Championship of F1 Drivers and the 1979 International Cup for F1 Constructors. Several high-profile changes happened among the leading teams for this season, as the death of Swedish driver Ronnie Peterson the previous September precipitated a merry-go-round of some of the most regarded drivers on the grid; the dominant Lotus team signed Carlos Reutemann from Ferrari to replace Peterson. Ferrari took on Jody Scheckter to fill the gap, the Wolf team hired James Hunt in his place. McLaren replaced Hunt with fellow British contender John Watson, whose place at Brabham was taken by the regarded but inexperienced Nelson Piquet, who had competed at the last race of the previous season in Canada. Like in previous years, the opening race of the season was in Argentina at the Buenos Aires circuit located on the outskirts of the capital city. Most people expected the Lotus cars driven by defending champion Mario Andretti, his new teammate Carlos Reutemann to dominate but, to many people's surprise, it was the Ligier team that dominated qualifying, with Jacques Laffite on pole ahead of Patrick Depailler, leaving home favorite Reutemann to qualify third.
Laffite led at the start with Depailler following, but the two men starting on the third row, John Watson in the McLaren collided with Jody Scheckter's Ferrari at the fast first 2 corners, creating chaos behind. Four other cars were collected and the race was red-flagged, aside from Piquet's injury, no one else was injured; the race restarted after the mess was cleared, this time Depailler set off into the lead with Jean-Pierre Jarier's Tyrrell and Watson following him. But soon Laffite was up to second, a few laps he took the lead from Depailler; the Ligiers drove away, whereas Jarier struggled and dropped down the order with engine troubles, leaving Watson third before he was passed by a recovering Reutemann. Laffite went on and won comfortably, but teammate Depailler suffered a misfire and dropped to fourth, leaving Reutemann second and Watson third; the drivers stayed in South America for the second round, held in Brazil, returning to the 5-mile Interlagos circuit in São Paulo. The Ligiers were in top form again, Laffite taking pole comfortably with Depailler alongside, with the Lotuses led by Reutemann on the second row.
This time, Laffite was able to lead right from the first corner with Reutemann taking second from Depailler, but Depailler regained the place soon after and Andretti passed his teammate to take third. Andretti however soon retired with a misfire, so Reutemann was back in third. Laffite dominated as he had in Buenos Aires, completing his clean sweep of the South American segment of this Formula One season, although he was pushed by Depailler all the way – Depailler finished 2nd to Laffite to complete a 1–2 for Ligier and Reutemann completing the podium. There was a four-week break between South African GPs. At the high-altitude Kyalami circuit between Johannesburg and Pretoria, Ferrari debuted their new ground-effect 312T4 to replace the 312T3 at this race, used for the South American rounds. Jean-Pierre Jabouille took pole in the turbocharged Renault and home hero Jody Scheckter put his Ferrari second on grid, just in front of teammate Gilles Villeneuve, the Ligiers were only on the third row.
Jabouille led at the start with Villeneuve and Scheckter following, but Villeneuve took the lead on second lap before the race was stopped by a rainshower. When the race restarted, most drivers were on wets. Villeneuve led at the restart and built up a gap, but the track dried and he had to pit for slicks along with most of the field; this left Scheckter leading comfortably, he looked well set for a home win until he had to pit for new tyres, handing the lead back to Villeneuve and in behind, Patrick Tambay ran third in his McLaren, until he was passed by Jarier. It was Villeneuve who won the race with Scheckter close behind, Jarier taking the final spot on the podium. Five weeks after the South African race, the field went to the United States to compete at the gruelling Long Beach street circuit near Los Angeles, California. Qualifying saw Villeneuve taking his first career pole position with Reutemann alongside him on the front row ahead of Scheckter. Before the race started, Reutemann
French Grand Prix
The French Grand Prix known as the Grand Prix de l'ACF, is an auto race held as part of the Fédération Internationale de l'Automobile's annual Formula One World Championship. It is one of the oldest motor races in the world as well as the first "Grand Prix", it ceased shortly after its centenary in 2008 with 86 races having been held, due to unfavourable financial circumstances and venues. The race returned to the Formula One calendar in 2018 with Circuit Paul Ricard hosting the race. Unusually for a race of such longevity, the location of the Grand Prix has moved with 16 different venues having been used over its life, a number only eclipsed by the 23 venues used for the Australian Grand Prix since its 1928 start, it is one of four races to have been held as part of the three distinct Grand Prix championships. The Grand Prix de l'ACF was tremendously influential in the early years of Grand Prix racing, leading the establishment of the rules and regulations of racing as well as setting trends in the evolution of racing.
The power of original organiser, the Automobile Club de France, established France as the home of motor racing organisation. Grand Prix motor racing originated in France and the French Grand Prix, open to international competition, is the oldest Grand Prix race, first run on 26 June 1906 under the auspices of the Automobile Club de France in Sarthe, with a starting field of 32 automobiles; the Grand Prix name referred to the prize of 45,000 French francs to the race winner. The franc was pegged to the gold at 0.290 grams per franc, which meant that the prize was worth 13 kg of gold, or €191,000 adjusted for inflation. The earliest French Grands Prix were held on circuits consisting of public roads near towns through France, they were held at different towns each year, such as Le Mans, Amiens, Lyon and Tours. Dieppe in particular was an dangerous circuit – 9 people in total were killed at the three French Grands Prix held at the 79 km circuit; the 1906 race was the first Grand Prix, an event that originated from the Gordon Bennett Cup races that had started in 1899.
This race was run on a 66-mile closed public road circuit starting at the western French town of Le Mans, through a series of villages and back again to Le Mans. Hungarian Ferenc Szisz won this long 12‑hour race on a Renault from Italian Felice Nazzaro in a Fiat, where laps on this circuit took around an hour and the horse carriage road surface was made of dirt; the 1908 race saw Mercedes humiliating the French organizers and finishing 1-2-3 at the lethal circuit at Dieppe, where no less than 4 people were killed during the weekend. The 1913 race was won by Georges Boillot on a one-off 19-mile circuit near Amiens in northern France. Amiens was another deadly circuit – it had a 7.1 mile straight and 5 people were killed during its use during pre-race testing and the race weekend itself. The 1914 race, run on a 24‑mile circuit near Lyon is the most legendary Grand Prix of the pre‑WWI racing era; this was a hard-fought battle between the German Mercedes. Although the Peugeots were fast and Boillot ended up leading for 12 of the 20 laps the Dunlop tyres they used wore out badly compared to the Continentials that the Mercedes cars were using.
Boillot's four-minute lead was wiped out by Christian Lautenschlager in a Mercedes while Boillot stopped an incredible eight times for tyres. Although Boillot drove hard to try to catch Lautenschlager, he had to retire on the last lap due to engine failure, for the second time in 6 years Mercedes finished 1–2–3. Thanks to World War I and the amount of damage it did to France, the Grand Prix was not brought back until 1921, that race was won by American Jimmy Murphy with a Duesenberg at the Sarthe circuit on Le Mans, the now legendary circuit's first year of operation. Bugatti made its debut at the 1922 race at an 8.3‑mile off-public road circuit near Strasbourg near the French-German border –, close to Bugatti's headquarters in Molsheim. It rained, the muddy circuit was in a dreadful condition; this race became a duel between Bugatti and Fiat – and Felice Nazzaro won in a Fiat, although his nephew and fellow competitor Biagio Nazzaro was killed after the axle on his Fiat broke, threw a wheel and hit a tree.
The 1923 race at another one-off circuit near Tours featured another new Bugatti – the Type 32. This car was unkindly dubbed the "Tank", owing to its streamlined shape and short wheelbase; this car was fast on the straights of this high-speed public road circuit – but it handled badly and was outpaced by Briton Henry Seagrave in a Sunbeam. Seagrave won the race, the Sunbeam would be the last British car to win an official Grand Prix until Stirling Moss's victory with a Vanwall at the 1957 British Grand Prix; the 1924 race was held again at Lyon, but this time on a shortened 14‑mile variant of the circuit used in 1914. Two of the most successful Grand Prix cars of all time, the Bugatti Type 35 and the Alfa Romeo P2 both made their debuts at this race; the Bugattis, with their advanced alloy wheels suffered tyre failure, Italian Giuseppe Campari won his Alfa P2. In 1925, the first permanent autodrome in France was built, it was called Autodrome de Linas-Montlhéry, located 20 miles south of the centre of the French capital of Paris.
Walter Wolf is a Canadian oil-drilling equipment supplier who in the early 1970s made a fortune from the North Sea oil business and decided to join the world of Formula One motor racing. Wolf was born in Austria, his mother was a Slovene from Lower Styria. After the Anschluss, the family moved to the Kingdom of Yugoslavia. Wolf spent his childhood in Slovenia. After his father returned from a Soviet military internment camp in 1951, the family moved to Wuppertal in West Germany. In 1958, they moved to Canada. In Canada, Wolf became a renowned businessman. At first his funds helped prop up Frank Williams' fledgling F1 team before Williams left in 1977 to form Williams Grand Prix Engineering team. Wolf's team continued as Walter Wolf Racing and before being wound up in 1979 managed to win three F1 Grands Prix. In 1993 Wolf helped finance the unsuccessful American fire apparatus company Firewolf Industries, housed in a former Piper Aircraft factory building near Lakeland, Florida, US; the actor and vintage car collector L. Christian Mixon worked as a sales manager for this company in 1993.
Walter Wolf was inducted into the Canadian Motorsport Hall of Fame in 1998. In 2008, he was involved in the so-called Patria affair, a corruption scandal involving the Finnish company Patria; the Finnish broadcasting company YLE's investigative program MOT made claims that he was a mediator in the paying of bribes to Slovenian government officials, including Prime Minister Janez Janša. Both Wolf and Janša rejected all accusations as being untrue. Finnish police issued an arrest warrant against him; the Croatian tobacco company Adris grupa markets one of its cigarette brands as "Walter Wolf". Walter Wolf Countach
Keijo Erik Rosberg, known as "Keke", is a Finnish former racing driver and winner of the 1982 Formula One World Championship. He was the first Finnish driver to compete in the series, he is the father of retired Formula One driver and 2016 Formula One world champion Nico Rosberg. Rosberg was born on 6 December 1948 in Solna, Stockholm County in Sweden, where his father studied veterinary science. Rosberg's father Lars Rosberg and mother Lea Lautala were both natives of Finland; the family moved back to Finland in the spring of 1950 settling in Lapinjärvi and moving to Hamina and Iisalmi. Rosberg had a late start to his F1 career, debuting at the age of 29 after stints in Formula Vee, Formula Atlantic and its antipodean counterpart Formula Pacific and Formula Two "feeder" series to Formula One, his first Formula One drive was with the Theodore team during the 1978 season. He caught the attention of the Formula One paddock with a superb drive in the non-Championship BRDC International Trophy at Silverstone in just his second race with the team, emerging victorious after many of the big names had been caught out by a tremendous downpour.
Rosberg was not able to qualify for a race afterwards, was signed by another uncompetitive team, ATS, for three races after the Theodore team scrapped its unreliable car design. He returned to Theodore after they acquired chassis from the Wolf Formula One team, but these were uncompetitive and Rosberg returned to ATS to end the season, he next emerged with the Wolf team, midway through the 1979 season. However, the team was having difficulty staying solvent, Rosberg had problems in finishing races. Rosberg soon had to change teams again when Wolf left Formula One, signed with Fittipaldi Automotive which had bought the remains of Walter Wolf's squad, he secured his first two point-scoring results in the 1980 season, including a sensational podium at the season-opening race at Buenos Aires, but the uncompetitiveness of the Fittipaldi car meant that Rosberg failed to finish or qualify. 1981 was worse. Despite this, Williams was interested in Rosberg, with the retirement of 1980 World Champion Alan Jones leaving a seat open for the 1982 season.
Given a competitive car, Rosberg had a successful year. He scored points and earned his first victory in the Swiss Grand Prix at Dijon-Prenois late that year. Rosberg's first memorable season came in a year. With Ferrari's season marred by the death of Gilles Villeneuve at Zolder, the career-ending injuries to Didier Pironi at Hockenheim and the turbocharged Brabham-BMW and Renault cars suffering from poor reliability, consistency won Rosberg the Drivers' Championship, despite his Williams FW07C using the aspirated Ford DFY V8 engine, considered outdated and out-matched against the vastly more powerful turbo cars. Rosberg won the championship with a five-point gap to Didier Pironi, with the latter missing the last four races of the championship due to injuries sustained at the German Grand Prix. Rosberg's 1982 Championship proved to be the last World Championship win for the old Cosworth DFV engine, introduced to F1 by Lotus in 1967. Rosberg's post-championship years would be hamstrung by both uncompetitive chassis from Williams, the powerful but unreliable Honda turbo engine.
For his title defense in 1983, Rosberg was again using the reliable Ford DFY V8. However, by this time, Renault and BMW had got their act together and the reliability of their turbo engines was starting to match their speed and power output. Rosberg still put his Williams FW08 on pole for the opening race of the season in Brazil, won both the non-championship Race of Champions at Brands Hatch and in Monaco thanks to a clever choice of slicks at the start when all others started on wets, but it was obvious that without a turbo charged engine, results would be scarce. To that end, Frank Williams concluded a deal to run the Honda V6 turbo engine in his cars. Honda had come back into Formula One that year with the Spirit team and results had been slow with unreliability, but they were enthusiastic about joining Williams who had a reputation as a Championship-winning team. Rosberg and teammate Jacques Laffite first got their Honda turbos in the season ending South African Grand Prix at Kyalami and the new Williams FW09 was on the pace.
Rosberg finished in 5th place to give him 5th place in the championship. During the year, Rosberg earned the title "King of the atmospherics". Despite good power from the Honda engines and Rosberg struggled in 1984 due to the FW09B chassis not being rigid enough to handle the power delivery of the 850 bhp V6; the Finn managed to tame both the car and engine long enough to win the Dallas Grand Prix, but his only other podium for the year was a second at the season opener in Brazil. After a frustrating year he finished the championship in eighth place with 20.5 points. In November 1984 following the F1 season, along with fellow F1 drivers Niki Lauda, Andrea de Cesaris and François Hesnault, travelled to Australia fo
Williams Grand Prix Engineering
Williams Grand Prix Engineering Limited racing in Formula One as ROKiT Williams Racing, is a British Formula One motor racing team and constructor. It was founded by team owner Sir Frank Williams and automotive engineer Sir Patrick Head, it is still run by Williams; the team was formed in 1977 after Frank Williams's two earlier unsuccessful F1 operations: Frank Williams Racing Cars and Wolf–Williams Racing. All of Williams F1 chassis are called "FW" a number, the FW being the initials of team owner, Frank Williams; the team's first race was the 1977 Spanish Grand Prix, where the new team ran a March chassis for Patrick Nève. Williams started manufacturing its own cars the following year, Switzerland's Clay Regazzoni won Williams's first race at the 1979 British Grand Prix. At the 1997 British Grand Prix, Canadian Jacques Villeneuve scored the team's 100th race victory, making Williams one of only three teams in Formula One, alongside Ferrari and fellow British team McLaren, to win 100 races.
Williams won nine Constructors' Championships between 1980 and 1997. This stood as a record until Ferrari surpassed it in 2000. Drivers for Williams have included Australia's Alan Jones; each of these drivers, with the exception of Senna and Button, have captured one Drivers' title with the team. Of those who have won the championship with Williams, only Jones and Villeneuve defended their title while still with the team. Piquet moved to Lotus after winning the 1987 championship, Mansell moved to the American-based Indy Cars after winning the 1992 championship, Prost retired from racing after his 4th World Championship in 1993, while Hill moved to Arrows after winning in 1996. No driver who has won a drivers' title with Williams has managed to win a title again. Williams have worked with many engine manufacturers, most with Renault, winning five of their nine Constructors' titles with the French company. Along with Ferrari, McLaren and Renault, Williams is one of a group of five teams that won every Constructors' Championship between 1979 and 2008 and every Drivers' Championship from 1984 to 2008.
Williams F1 has business interests beyond Formula One racing. Based in Grove, Oxfordshire, UK, Williams has established Williams Advanced Engineering and Williams Hybrid Power which take technology developed for Formula One and adapt it for commercial applications. In April 2014, Williams Hybrid Power were sold to GKN. Williams Advanced Engineering had a technology centre in Qatar until it was closed in 2014. Frank Williams started the current Williams team in 1977 after his previous outfit, Frank Williams Racing Cars, failed to achieve the success he desired. Despite the promise of a new owner, Canadian millionaire Walter Wolf, the team's rebranding as Wolf–Williams Racing in 1976, the cars were not competitive. Williams left the rechristened Walter Wolf Racing and moved to Didcot to rebuild his team as "Williams Grand Prix Engineering". Frank recruited young engineer Patrick Head to work for the team, creating the "Williams–Head" partnership. Reuters reported on 20 November 2009 that Williams and Patrick Head had sold a minority stake in the team to an investment company led by Austrian Toto Wolff who said that it was purely a commercial decision.
In February 2011, Williams F1 announced plans to raise capital through an initial public offering on the Frankfurt Stock Exchange in March 2011, with Sir Frank Williams remaining the majority shareholder and team principal after the IPO. As of December 2017, ownership is as follows: Frank Williams. Williams entered a custom March 761 for the 1977 season. Lone driver Patrick Nève appeared at 11 races that year, starting with the Spanish Grand Prix; the new team failed to score a point. For the 1978 season, Patrick Head designed his first Williams car: the FW06. Williams signed Australian Alan Jones, who had won the Austrian Grand Prix the previous season for a devastated Shadow team following the death of their lead driver, Tom Pryce. Jones's first race for the team was the Argentine Grand Prix where he qualified the lone Williams car in 14th position, but retired after 36 laps with a fuel system failure; the team scored its first championship points two rounds at the South African Grand Prix when Jones finished fourth.
Williams managed their first podium position at the United States Grand Prix, where the Australian came second, some 20 seconds behind the Ferrari of future Williams driver Carlos Reutemann. Williams ended the season in tenth place in the Constructors' Championship, with a respectable 16 points, while Alan Jones finished 12th in the Drivers' Championship. Towards the end of 1978 Frank Williams recruited Frank Dernie to join Patrick Head in the design office. Head designed the FW07 for the 1979 season with Frank Dernie picking up the aerodynamic development and skirt design; this was the team's first ground effect car, a technology first introduced by Colin Chapman and Team Lotus. Williams obtained membership of the Formula One Constructors' Association which expressed a preference for teams to run two cars, so Jones was partnered by Swiss driver Clay Regazzoni, it was not until the seventh round of the championship, the Monaco Grand Prix, that they achieved a points-scoring position. Regazzoni came close to taking the team's first win but finished second, less than a second behind race winner Jody Scheckter.
The next round at Dijon is remembered for