as he crashed. Redemption was sweet. 7hen in
Hungary Boutsen delivered a virtuoso performance- in the dry – holding off his friend Senna to lead
from lights to flag and win by 0.288sec. But in
ultimate terms, it was a disappointing campaign,
the team slippingto fourth in the constructors’
standings behind that brash, pesky bunch at
Benetton and still a gaping 64 points short of
champions McLaren. Still, awayfrom the races
significant groundwork was being laid.
)irst, the active ride programme was given
new impetus under an ambitious team led by
promising engineer 3addy /owe, 'ernie having
left for Lotus in 1988. The control systems were
now being designed in-house and with theever-
cheerful Mark Blundell doing most of the leg-work
in the cockpit, progress was made.
Second, in June 1990 Adrian Newey joined
the team, initially as chief aerodynamicist. But
after just one week Head promoted him to chief
designer, clearly recognising the talent he’d
just recruited. Newey had cut histeeth at the
)ittipaldi team in 1 , then progressed to March
for whom he drew the 83G sports car and apair
of potent Indycars. After an educational year
engineering Mario Andretti, March co-founder
Robin Herd gave this bright spark the keys to the
)1 programme, now running under the auspices of
Leyton House. Newey made mistakes during his
time in turquoise, but his 881 was a trueground-
breaker in shrink-wrapped form. Subsequent cars
lost momentum, although ,van &apelli almost
sensationally won the 1990 French GP – but by
then Newey was already hard at work at Williams.
Strip the FW14 of its livery and it would look
for all the world like a Leyton House. The model
marked the first collaboration between the young
visionary andthe fierce engineering logic of the
inspirational Head. Newey relished working for
and with a man he still holds in the highest regard.
But the climb to the su mmit was not yet over,
even if it was begi nning to loominto view –
especially withthe return of the moustache in
‘Red Five’: Mansellwas back. His love affairwith
Fe rrari had proven both predictably passionate
and destructive, quicklyflick ering outin the wake
of AlainProst’s arrival in 1990.Mansell flounced
into retirementafte r droppingout at Silverstone,
as Prostrubbed it in withvictory. Nigelhad
alreadyspoken to Williams about a return, but
Frank was eyeing Senna – until theBrazili an
re-committedto McLaren. Williamsthen ‘signed’
excitingfirebra nd Jean Alesi – only for the French-
Sicilianto make the biggestmista ke of his lifeby
falling for t he lure of Ferrari. Suddenly Williams
needed Mansell, Mansellneeded Williams – and
they soon fell back intothe old routine.
But not before Patrese gave Mansell a bloody
nose. The Italian outqualified the Englishman for
the first seven races of 1991, as Williams ironed
out the unreliability of its new semi-automatic
transmission. Mansell was caught out by it in
the mostcringeworthy fashion in Montrpal. He’d
dominated with a performance that foreshadowed
much that was to come, but chose to showboat
by waving to the crowd at the hairpin. He hadn’t
changed down,revs dropped below 2000rpm, and
the small battery fitted didn’t have enough voltage
to keep the engine running. It stalled in neutral,
with no hope of finding a gear or restarting...
and Nigel’s old nemesis Piquet (of all people!)
swept past to winfor Benetton. Newey, expectant
of his first F1 victory, was distraught, but only
had to wait for the next round in Mexico totaste
champagne. Notably, itwas Patrese who headed
Mansell for a special one-two.
7hereafter, Mansell’s quality shone through and
he won three on the trot, in France, at Silverstone
in front of his increasingly rabid homecrowd, and
at Hockenheim. But Senna’s McLaren had brokenTHE CLIMB TO
THE SUMMIT WAS
NOT YET OVER,
EVEN IF IT WAS
BEGINNING TO
LOOM INTO VIEW
- ESPECIALLY
WITH THE
RETURN OF THE
MOUSTACHE IN
‘RED FIVE’
After a tricky startto 1991, whenPatrese
got the better of him,Mansell gotinto
in stride andtook the battle to Senna,
including thisgreat scrapin SpainAlesi tweaks a cut-out of Mansell at
the 1992 British GP. It was Mansell’s
drive – and possibly title– thatAles i
shunned in 1991 in favour ofFerrarias he crashed. Redemption was sweet. Then in
Hungary Boutsen delivered a virtuoso performance
- in the dry – holding off his friend Senna to lead
from lights to flag and win by 0.288sec. But in
ultimate terms, it was a disappointing campaign,
the team slippingto fourth in the constructors’
standings behind that brash, pesky bunch at
Benetton and still a gaping 64 points short of
champions McLaren. Still, awayfrom the races
significant groundwork was being laid.
First, the active ride programme was given
new impetus under an ambitious team led by
promising engineer Paddy Lowe, Dernie having
left for Lotus in 1988. The control systems were
now being designed in-house and with theever-
cheerful Mark Blundell doing most of the leg-work
in the cockpit, progress was made.
Second, in June 1990 Adrian Newey joined
the team, initially as chief aerodynamicist. But
after just one week Head promoted him to chief
designer, clearly recognising the talent he’d
just recruited. Newey had cut histeeth at the
Fittipaldi team in 1979, then progressed to March
for whom he drew the 83G sports car and apair
of potent Indycars. After an educational year
engineering Mario Andretti, March co-founder
Robin Herd gave this bright spark the keys to the
F1 programme, now running under the auspices of
Leyton House. Newey made mistakes during his
time in turquoise, but his 881 was a trueground-
breaker in shrink-wrapped form. Subsequent cars
lost momentum, although Ivan Capelli almost
sensationally won the 1990 French GP – but by
then Newey was already hard at work at Williams.
Strip the FW14 of its livery and it would look
for all the world like a Leyton House. The model
marked the first collaboration between the young
visionary andthe fierce engineering logic of the
inspirational Head. Newey relished working for
and with a man he still holds in the highest regard.
But the climb to the su mmit was not yet over,
even if it was begi nning to loominto view –
especially withthe return of the moustache in
‘Red Five’: Mansellwas back. His love affairwith
Fe rrari had proven both predictably passionate
and destructive, quicklyflick ering outin the wake
of AlainProst’s arrival in 1990.Mansell flounced
into retirementafte r droppingout at Silverstone,
as Prostrubbed it in withvictory. Nigelhad
alreadyspoken to Williams about a return, but
Frank was eyeing Senna – until theBrazili an
re-committedto McLaren. Williamsthen ‘signed’
excitingfirebra nd Jean Alesi – only for the French-
Sicilianto make the biggestmista ke of his lifeby
falling for t he lure of Ferrari. Suddenly Williams
needed Mansell, Mansellneeded Williams – and
they soon fell back intothe old routine.
But not before Patrese gave Mansell a bloody
nose. The Italian outqualified the Englishman for
the first seven races of 1991, as Williams ironed
out the unreliability of its new semi-automatic
transmission. Mansell was caught out by it in
the mostcringeworthy fashion in Montréal. He’d
dominated with a performance that foreshadowed
much that was to come, but chose to showboat
by waving to the crowd at the hairpin. He hadn’t
changed down,revs dropped below 2000rpm, and
the small battery fitted didn’t have enough voltage
to keep the engine running. It stalled in neutral,
with no hope of finding a gear or restarting...
and Nigel’s old nemesis Piquet (of all people!)
swept past to winfor Benetton. Newey, expectant
of his first F1 victory, was distraught, but only
had to wait for the next round in Mexico totaste
champagne. Notably, itwas Patrese who headed
Mansell for a special one-two.
Thereafter, Mansell’s quality shone through and
he won three on the trot, in France, at Silverstone
in front of his increasingly rabid homecrowd, and
at Hockenheim. But Senna’s McLaren had brokenTHE CLIMB TO
THE SUMMIT WAS
NOT YET OVER,
EVEN IF IT WAS
BEGINNING TO
LOOM INTO VIEW
- ESPECIALLY
WITH THE
RETURN OF THE
MOUSTACHE IN
‘RED FIVE’
After a tricky startto 1991, whenPatrese
got the better of him,Mansell gotinto
in stride andtook the battle to Senna,
including thisgreat scrapin SpainAlesi tweaks a cut-out of Mansell at
the 1992 British GP. It was Mansell’s
drive – and possibly title– thatAles i
shunned in 1991 in favour ofFerrari