.jpg) Gijs van Lennep in the Iso–Marlboro FW at the1974 Dutch Grand Prix | |||||||||
| Category | Formula One | ||||||||
|---|---|---|---|---|---|---|---|---|---|
| Constructor | Iso–Marlboro/Williams | ||||||||
| Designer(s) | John Clarke | ||||||||
| Predecessor | Iso–Marlboro FX3B | ||||||||
| Successor | Williams FW04 | ||||||||
| Technical specifications[1][2][3] | |||||||||
| Chassis | Aluminiummonocoque, with engine as a fully stressed member. | ||||||||
| Engine | FordCosworth DFV 2,993 cc (182.6 cu in) 90°V8,naturally aspirated,mid-mounted. | ||||||||
| Transmission | Hewland FG 400 5-speedManual. | ||||||||
| Weight | 576 kg (1,269.9 lb) | ||||||||
| Fuel | FINA | ||||||||
| Lubricants | FINA | ||||||||
| Tyres | Firestone (1973–1974) Goodyear (1975) | ||||||||
| Competition history | |||||||||
| Notable entrants | Frank Williams Racing Cars | ||||||||
| Notable drivers |  Arturo Merzario Howden Ganley Jacques Laffite Gijs van Lennep | ||||||||
| Debut | 1973 Spanish Grand Prix | ||||||||
| |||||||||
| n.b. Unless otherwise stated, all data refer to Formula One World Championship Grands Prix only. | |||||||||
TheWilliams FW was aFormula One car used byFrank Williams Racing Cars during the1973,1974 and1975 seasons. It was designed by John Clarke.
The car was initially designated in 1973 as theIso–Marlboro IR and two examples started the season. One was destroyed in an accident at the1973 German Grand Prix, and a replacement was built. WhenMarlboro and Italian sports car manufacturerIso both withdrew their backing before the 1974 season, the two cars were renamed for 1974 as theIso–Marlboro FW. Another example was completed during the 1974 season. These three surviving cars were renamed as Williams cars for 1975, and carried separate designations:FW01,FW02 andFW03, although the cars were of the same type.
As Williams's current chassis, the Iso–Marlboro FX3B, did not conform to 1973's new deformable structure regulations, a new car had to be designed. The result was the IR (the initials standing for Iso Rivolta, although the company had no part in the car's gestation), designed by exMarch engineer John Clarke. Another conventional design, it followed the design thinking of the current trend of F1 cars of a low centre of gravity and wedge shape pioneered by theLotus 72 andMcLaren M23.[4] It featured double wishbone front suspension with upper and lower links at the rear, and outboard springs all round. The fuel tanks were positioned on either side of the cockpit. The car's lines were angular except for the rounded cockpit. Italian engineerGiampaolo Dallara was brought into the team to redesign the rear suspension during the 1973 season.[5]Ron Tauranac also made some development changes later in the season.[6]
The FX3B was used for the first three races of the 1973 season, and had been driven by New ZealanderHowden Ganley and ItalianNanni Galli, althoughJackie Pretorius had filled in at theSouth African Grand Prix when Galli was injured. The new IR appeared at the fourth race of the season, theSpanish Grand Prix, with Ganley and the returning Galli at the wheel. Qualifying on the last two rows of the grid, the Italian finished 11th while Ganley retired when he ran out of fuel.[7] Both drivers retired inBelgium, through an engine failure for Galli and an accident for Ganley when his throttle stuck.[8] Both drivers retired with half-shaft failures at theMonaco Grand Prix, although Ganley had qualified tenth fastest,[9] and after the race Galli left the team and announced his retirement from Formula One.[10]
Tom Belsø replaced Galli inSweden but he only took part in practice (and was slowest) as it appeared no funding was available from his sponsors for the race. Ganley crashed in the warm-up and finished eleventh in the car Belsø had used.[11] The car had received a new cooling system before this race.[12]Henri Pescarolo returned to replace Belsø for theFrench Grand Prix, but retired with overheating problems while Ganley finished 14th.[13]Graham McRae replaced Pescarolo for theBritish Grand Prix, qualifying on the back row, but he retired with a throttle problem on the first lap, while Ganley started 18th and finished ninth.[14]
Williams continued to rent out the second IR to paydrivers, andGijs van Lennep replaced McRae for theDutch Grand Prix. In a race overshadowed by the death ofRoger Williamson, van Lennep finished sixth, two laps down, with Ganley ninth. This race marked the first World Championship point scored by an Iso–Marlboro.[15] Pescarolo returned for theGerman Grand Prix, qualifying 12th and finishing tenth, but Ganley crashed heavily in practice due to brake problems, writing off the chassis.[16] A replacement was quickly built (and given the same chassis number "02"), and Van Lennep returned for theAustrian Grand Prix. The Dutchman put in another good performance finishing ninth, but Ganley was ten laps down and not classified.[17] InItaly, Ganley was eleven laps down and was again not classified, and Van Lennep retired with overheating.[18]
Another new driver, the AustralianTim Schenken, replaced van Lennep for theCanadian Grand Prix. The race began in very wet conditions, which caused a number of incidents later in the race, and for the first time in Formula One history asafety car was deployed,[19] although the sport would wait until1993 before giving an official role to these cars. The car in question was aPorsche 914 driven by former Formula One privateerEppie Wietzes.[20] Wietzes failed to pick up the leader, staying in front of Ganley by mistake, which allowed several drivers including eventual winnerPeter Revson to gain a lap on the field.[21] In the subsequent confusion, some believed the leader to be Ganley, and others includingTeam Lotus managerColin Chapman were sure it wasEmerson Fittipaldi. The race order was in chaos, but when the safety car withdrew, Ganley's IR was leading the race. "As they thought I was in front I decided perhaps I'd better try and stay there," said Ganley afterwards, and he led Fittipaldi andJackie Stewart for eight laps.[6][22] After both had passed him, Ganley continued to battle with Stewart,Mike Hailwood, Revson andJames Hunt until the end of the race. Fittipaldi crossed the line but the chequered flag was not waved; instead it was waved at Revson, with Ganley sixth, earning his first and the team's second World Championship point of the season. Schenken finished 14th, five laps down.[23] Lap charts differed, but some (including the team's chart, kept by Ganley's girlfriend) suggested that Ganley had won the race. "I believed I should have finished either first or third," he later said.[24]
Jacky Ickx replaced Schenken for the season-endingUnited States Grand Prix and drove well to finish seventh with Ganley 12th.[25] This was the final race for the car under the IR designation, and it had scored two points, leaving Williams tenth in the Constructors' Championship standings.
After backers Iso and Marlboro left before the 1974 season, the slightly revised car was renamed the Iso–Marlboro FW, and Frank Williams found that he was underfinanced. At first therefore, a single car (chassis "02") was entered for formerFerrari driverArturo Merzario, who had replaced Ganley as the team's number one driver. At the season-openingArgentine Grand Prix, the Italian qualified 13th but retired with overheating problems.[26] InBrazil, Merzario qualified ninth but his engine failed before the start and he had to race in the spare car. He retired after 20 laps with a throttle problem.[27]
At theSouth African Grand Prix, Williams entered a second car (chassis "01") forTom Belsø, who qualified last with Merzario an outstanding third on the grid. The Dane retired on lap 1 with a slipping clutch but Merzario finished sixth, earning the team their first World Championship point of the season.[28] A new third chassis ("03") was completed at this time, allowing for a spare car (usually "01"). InSpain Belsø was slowest in practice and failed to qualify and Merzario started seventh. He raced well and was lying fourth when he went off the track on lap 38; his car went over the barriers, landing among a group of photographers, fortunately with no injuries.[29]
Gijs van Lennep returned for theBelgian Grand Prix, replacing Belsø, but the Dutchman qualified on the back row with Merzario seventh. Van Lennep finished 14th but Merzario retired with a broken driveshaft.[30] The entry for theMonaco Grand Prix was cut back, and only Merzario raced, but he retired after a multiple accident at the start.[31] Before theSwedish Grand Prix, Merzario had broken a finger in a sports car crash, and after a few practice laps, he decided against racing in Sweden. British driverRichard Robarts was scheduled to substitute for him alongside the returning Belsø, but the Dane damaged his car in practice and ultimately raced Robarts' car instead.[32] Belsø qualified 21st and finished eighth, the best result of his career.[33][34]
A disappointing mid-season period followed with a string of non-qualifications for the second FW as the "01" chassis had to be used again due to accidents. Van Lennep returned for theDutch Grand Prix but failed to qualify and Merzario retired with a broken gearbox, having qualified down in 21st.[35] For theFrench Grand Prix,Jean-Pierre Jabouille was brought in to replace the Dutchman but he also failed to qualify (the last appearance for chassis "01"), while Merzario started 15th and finished ninth.[36] Belsø returned again for theBritish Grand Prix, although Jabouille also practiced, but the Dane failed to qualify. Merzario again started 15th but retired when his engine failed.[37]
Subsequently, FrenchmanJacques Laffite took the second Williams seat for the remainder of the season. He qualified the car in 21st place for theGerman Grand Prix with Merzario 16th, although both retired early in the race; Laffite with suspension failure and Merzario with a throttle problem.[38] InAustria, qualifying improved with Merzario ninth and Laffite 12th, but the Italian retired with a fuel system problem and Laffite was unclassified at the end, seventeen laps down.[39]
The team's fortunes turned at theItalian Grand Prix. Although Merzario and Laffite started in the midfield, 15th and 17th respectively, and Laffite retired with an engine failure, Merzario finished fourth, scoring three World Championship points.[40] This ultimately marked the car's best result under any of its three designations. InCanada their form dipped again with both cars qualifying in the lower midfield, and a double retirement. Merzario retired at half-distance with handling problems and the Frenchman was classified 15th after dropping out with a puncture.[41] At the season-endingUnited States Grand Prix, Laffite outqualified Merzario for the first time (11th and 15th), but Laffite retired and Merzario followed him when his onboard fire extinguisher deployed and the engine cut out.[42] This was the last race for the car as an Iso–Marlboro.
The Williams team had scored four World Championship points, earning them tenth place in the Constructors' Championship for the second season running.
The three remaining FW chassis were renamed the Williams FW for 1975, and revised by Ray Stokoe, but by now the design was becoming outdated. They were resdesignated the FW01, FW02 and FW03 despite being of the same type. The oldest car, the FW01 (original IR chassis "01") continued to be used only as a spare car, and the FW02 (IR chassis "02") was only used for the first three races of the season. The team used the slightly newer FW03 throughout 1975 while they worked on a replacement, theFW04, which was ready for theSpanish Grand Prix. Williams was operating on a low budget and was occasionally even forced to buy used tyres from other teams.[43] Both Merzario and Laffite stayed with the team for 1975.
Williams began the season with Laffite driving the FW02 and Merzario in the FW03. They qualified for the season-openingArgentine Grand Prix in 17th and 20th respectively, and Laffite retired from the race with a broken gearbox. Merzario finished eleven laps down and was not classified.[44] InBrazil, Merzario started 11th but retired from the race with a fuel system problem, while Laffite started 19th and finished 11th.[45] In the final World Championship race for the FW02, theSouth African Grand Prix, Laffite started 23rd and was unclassified at the end of the race, nine laps down. Merzario qualified the FW03 in 15th place but retired with engine failure.[46]
Two non-championship races took place at this time; firstly the1975 Race of Champions, in which Williams entered the FW02 forMaurizio Flammini, who crashed it in practice and did not start the race. Merzario drove the FW03 to seventh place.[47] At the1975 BRDC International Trophy, Merzario drove the FW03 but failed to start after engine problems.[48]
At theSpanish Grand Prix, the young British driverTony Brise replaced Laffite who was driving inFormula Two that day. Brise drove the FW03, outqualified Merzario who drove the new FW04 (18th and 25th), and went on to finish seventh in the race. Merzario withdrew from the race protesting that the barriers were not bolted together properly. LaterRolf Stommelen's rear wing failed and he crashed into the crowd, killing five people.[49] InMonaco, the grid was cut to just 18 cars after the accident in Spain, and Merzario failed to qualify the FW03 in 20th place.[50] At theBelgian Grand Prix Merzario retired the FW03 with clutch failure on lap 2, and he subsequently left the team.[51] InSweden, Laffite was also absent, driving in Formula Two again, soDamien Magee was brought in to drive the FW03. He qualified 22nd and finished 14th whileIan Scheckter crashed out in the FW04.[52]
Scheckter took over from Magee in the FW03 for theDutch Grand Prix while Laffite drove the FW04 for the rest of the season. Scheckter qualified 19th and finished 12th.[53] The FW03 was subsequently driven by a string of drivers on one-race deals, and results were poor.François Migault qualified down in 24th for his home race inFrance but failed to start after engine trouble.[54]Jean-Pierre Jabouille was entered in the FW03 for theBritish Grand Prix but did not drive after Williams ran short of engines,[55] andIan Ashley crashed the FW03 heavily during practice for theGerman Grand Prix and suffered serious ankle injuries which led to him not starting. Laffite secured a surprise second place in the FW04, bringing a much-needed financial boost to the team.[56]
With the FW03 repaired,Jo Vonlanthen was signed to drive inAustria, and he qualified down in 28th position. He retired from the race with engine failure.[57] Vonlanthen also drove the FW03 in the non-championshipSwiss Grand Prix, starting on the back row and finishing unclassified, nine laps down.[58]Renzo Zorzi replaced him for theItalian Grand Prix, qualifying 22nd and finishing 14th.[59] The FW03 was finally retired before the season-endingUS Grand Prix, as a second FW04 had been built, although both cars failed to start.[60]
Williams finished the season in ninth place in the Constructors' Championship with six points, although all had been scored by the new FW04.
In 1976 Frank Williams sold the FW03 toLoris Kessel, who heavily revised the car and renamed it the Apollon. Kessel entered this car in the1976 Italian Grand Prix but did not run, and at the1977 Italian Grand Prix he was over six seconds short of qualifying for the race before crashing in the last qualifying session.[61]
(key)
| Year | Entrant | Chassis | Engine | Tyres | Drivers | 1 | 2 | 3 | 4 | 5 | 6 | 7 | 8 | 9 | 10 | 11 | 12 | 13 | 14 | 15 | WCC | Points |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1973 | Frank Williams Racing Cars | Iso–Marlboro IR | FordCosworth DFV 3.0V8 | F | ARG | BRA | RSA | ESP | BEL | MON | SWE | FRA | GBR | NED | GER | AUT | ITA | CAN | USA | 10th | 2 | |
| Howden Ganley | Ret | Ret | Ret | 11 | 14 | 9 | 9 | DNS | NC | NC | 6 | 12 | ||||||||||
| Nanni Galli | 11 | Ret | Ret | |||||||||||||||||||
| Tom Belsø | DNS | |||||||||||||||||||||
| Henri Pescarolo | Ret | 10 | ||||||||||||||||||||
| Graham McRae | Ret | |||||||||||||||||||||
| Gijs van Lennep | 6 | 9 | Ret | |||||||||||||||||||
| Tim Schenken | 14 | |||||||||||||||||||||
| Jacky Ickx | 7 | |||||||||||||||||||||
| 1974 | Frank Williams Racing Cars | Iso–Marlboro FW | FordCosworth DFV 3.0V8 | F | ARG | BRA | RSA | ESP | BEL | MON | SWE | NED | FRA | GBR | GER | AUT | ITA | CAN | USA | 10th | 4 | |
| Arturo Merzario | Ret | Ret | 6 | Ret | Ret | Ret | Ret | 9 | Ret | Ret | Ret | 4 | Ret | Ret | ||||||||
| Richard Robarts | DNS | |||||||||||||||||||||
| Tom Belsø | Ret | DNQ | 8 | DNQ | ||||||||||||||||||
| Gijs van Lennep | 14 | DNQ | ||||||||||||||||||||
| Jean-Pierre Jabouille | DNQ | |||||||||||||||||||||
| Jacques Laffite | Ret | NC | Ret | 15 | Ret | |||||||||||||||||
| 1975 | Frank Williams Racing Cars | Williams FW02 | FordCosworth DFV 3.0V8 | G | ARG | BRA | RSA | ESP | MON | BEL | SWE | NED | FRA | GBR | GER | AUT | ITA | USA | 9th | 6* | ||
| Jacques Laffite | Ret | 11 | NC | |||||||||||||||||||
| Williams FW03 | Arturo Merzario | NC | Ret | Ret | DNQ | Ret | ||||||||||||||||
| Tony Brise | 7 | |||||||||||||||||||||
| Damien Magee | 14 | |||||||||||||||||||||
| Ian Scheckter | 12 | |||||||||||||||||||||
| François Migault | DNS | |||||||||||||||||||||
| Ian Ashley | DNS | |||||||||||||||||||||
| Jo Vonlanthen | Ret | |||||||||||||||||||||
| Renzo Zorzi | 14 |
* All points scored by theWilliams FW04
(key) (Races inbold indicate pole position)(Races initalics indicate fastest lap)
| Year | Entrant | Chassis | Engine | Driver | Tyres | 1 | 2 | 3 |
|---|---|---|---|---|---|---|---|---|
| 1974 | Frank Williams Racing Cars | Iso–Marlboro FW | FordCosworth DFV 3.0V8 | F | PRE | ROC | INT | |
| Arturo Merzario | 3 | |||||||
| 1975 | Frank Williams Racing Cars | Williams FW02 | FordCosworth DFV 3.0V8 | G | ROC | INT | SUI | |
| Maurizio Flammini | DNS | |||||||
| Williams FW03 | Arturo Merzario | 7 | DNS | |||||
| Jo Vonlanthen | NC |
|
