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1990 Formula One World Championship
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The 1990 FIA Formula One World Championship was the 44th season of FIA Formula One motor racing. It featured the 1990 Formula One World Championship for Drivers and the 1990 Formula One World Championship for Constructors, which were contested concurrently over a sixteen-race series that commenced on 11 March and ended on 4 November. Ayrton Senna won the Drivers' Championship for the second time, and McLaren-Honda won their third consecutive Constructors' Championship.
The championship featured a dramatic battle between Senna and former teammate Alain Prost, who had made the switch to Ferrari. Prost mounted Ferrari's first title challenge for several years, and led the championship after three consecutive mid-season wins. Senna fought back strongly and went into the penultimate round at the Suzuka circuit in Japan with a nine-point lead over Prost. There, Senna took pole position only for Prost to beat him off the line; the Brazilian driver then drove into the Frenchman at the first corner, putting both out and thus settling the championship in Senna's favour. This was the second year in succession that the two drivers had collided at Suzuka. Senna admitted the following year that the collision was deliberate, as he was furious that Prost had been able to start on the clean side of the grid and had decided that he was not going to allow the Frenchman to 'make the corner' should he lose the start.[1] Significantly, 1990 would be the last season in which drivers would be able drop their worst scores from their official championship points score as from the following season all of a driver's results across the championship season would count towards the official classification in the drivers' championship.[2]
Drivers and constructors
[edit]The following teams and drivers competed in the 1990 FIA Formula One World Championship.
Team changes
[edit]- The teams Rial and Zakspeed left Formula One after the 1989 season.
- March's main sponsor Leyton House completed their takeover of the team and officially registered as a new constructor.
- Life entered the sport, trying to market their unconventional W12 engine.[3]
- Lotus took on Lamborghini as their engine supplier.
- Coloni struck a deal with Subaru and sold 51% of its shares to the Japanese car manufacturer.
Mid-season changes
[edit]- Faced with disappointing results in the first six races of the year, highly regarded designer Adrian Newey was fired from the Leyton House team.
- The Subaru flat-12 engine supplied to Coloni was not producing more than 500 brake horsepower (370 kW) and the chassis was overweight by some 300 pounds (140 kg). Good results stayed away and Subaru withdrew their ownership. By the German Grand Prix, Coloni had arranged a supply of Ford-Cosworth engines.
- The Life W12 engine was equally unsuccessful and the team switched to a Judd V8 engine before the Portuguese Grand Prix.
- Onyx folded after ten races, and EuroBrun and Life after fourteen of the sixteen races.
Driver changes
[edit]- Nine drivers had left the grid, compared to the last race of the 1989 season, amongst them were Eddie Cheever, embarking on a successful career in IndyCar racing, and René Arnoux, who retired.
- Alain Prost moved to Ferrari as a result of his stressful rivalry with his teammate Ayrton Senna and an overall unhappy year at McLaren, despite winning the 1989 championship. Gerhard Berger moved to McLaren to complete the switch.
- Triple world champion Nelson Piquet moved away from Lotus, having endured two disappointing seasons and getting the news of the new Lamborghini supply contract. Piquet's contract turned out to be incentive-based: he would be paid US$100,000 for every point scored, though he was also paid a season retainer. The other Lotus driver, Satoru Nakajima, moved to Tyrrell over the winter, replacing Jonathan Palmer, who was signed as McLaren's test driver. Lotus attracted Derek Warwick from Arrows and promoted their test driver Martin Donnelly.
- Three drivers made their debuts at the start of the season: Paolo Barilla at Minardi, Claudio Langes at EuroBrun and Gary Brabham at Life. Gianni Morbidelli became the fourth when he was needed as a stand-in (see Mid-season changes).
Another eight driver switches had happened over the winter, within the lower-ranking teams.
Mid-season changes
[edit]- Due to a pre-season cycling accident, Alex Caffi was forced to sit out the opening race, with Bernd Schneider filling the gap.[4]
- Gary Brabham quit the Life team when seeing that no improvement in form was to be expected.[5][6] Bruno Giacomelli took his place, having last raced in F1 in 1983.
- Gary's brother David Brabham signed with Brabham, the team owned by their father and triple world champion Jack Brabham. However, he requested to skip the first two races to prepare himself. Gregor Foitek stood in for him. Then, without missing a race, Foitek moved over to Onyx, after driver Stefan Johansson had fallen out with new team owner Peter Monteverdi.
- Gianni Morbidelli stood in for Emanuele Pirro at Scuderia Italia for the first two races of the season. He also replaced Paolo Barilla at Minardi for the final two races, and stayed with the team until the end of 1992.
- Lotus's test driver Johnny Herbert stepped up to the racing seat after Donnelly suffered a career-ending crash in the Spanish Grand Prix.
- When EuroBrun folded, Roberto Moreno found a new home in Benetton, after their driver Alessandro Nannini was involved in a helicopter crash. Moreno drove two races in 1990 and stayed with the team over the next year.
Calendar
[edit]Calendar change
[edit]The United States Grand Prix was moved from June to March to become the first round.
The Brazilian Grand Prix was returned to the Interlagos Circuit for the first time since 1980, with a shorter track layout after a major renovation of the facility.
The Canadian Grand Prix was moved to be before the Mexican Grand Prix.
Regulation changes
[edit]Three regulation changes occurred before the 1990 season, all from the aspect of driver safety:[7][8]
Technical regulations
[edit]- Larger rear-view mirrors
- Quick-release steering wheel mandatory
Sporting and event regulations
[edit]- All marshals and medical staff must practice driver extrication exercises.
Season report
[edit]Race 1: USA
[edit]The first race of the year was held on an angular street circuit in Phoenix, Arizona, USA; the race became the season opener so it could be held in cooler and much more pleasant weather, avoiding the 104 °F (40 °C) degree heat that made conditions very difficult at the previous race in Phoenix, which took place in June 1989. Unexpected rain in qualifying led to a grid with Gerhard Berger on pole position with Pierluigi Martini second in the Minardi, Andrea de Cesaris third in the Dallara, Jean Alesi fourth in the Tyrrell, Ayrton Senna down in fifth and Nelson Piquet sixth. Alesi took the lead at the start ahead of Berger, de Cesaris, Senna, Martini and Piquet.
Alesi pulled away and Berger was dropping back Senna passed de Cesaris. Berger hit a wall on lap 9 forcing him to pit. He charged back but later retired with clutch problems. Alesi was 8.2 seconds ahead but Senna started to reel him in. Senna attacked on lap 34 but Alesi defended and kept the lead. Senna overtook Alesi one lap later and pulled away to win. Both Ferraris retired with Alain Prost retiring on lap 21 with an oil leak and Nigel Mansell on lap 49 with clutch problems. After that, Thierry Boutsen passed Piquet to take third with Stefano Modena's Brabham and Satoru Nakajima's Tyrrell getting the final points.
Race 2: Brazil
[edit]The Brazilian Grand Prix had returned to the Interlagos Autodrome in São Paulo for the first time since 1980, having been at the Jacarepagua Riocentro Autodrome in Rio de Janeiro for 9 previous seasons consecutively, and 1978. The circuit had been shortened from 4.9 mi (7.9 km) to 2.6 mi (4.2 km).
During qualifying, Senna and Berger were 1–2 with Boutsen and Patrese 3–4 and the Ferraris of Nigel Mansell and Alain Prost behind them. At the start, Senna led Berger, Boutsen, Prost, Patrese and Mansell. Boutsen passed Berger early on but could not keep up with Senna.
At the stops, Boutsen ran into a tyre and had to change his nose cone, dropping back to 11th and some good work from the Ferrari crew got Prost ahead of Berger and Mansell ahead of Patrese. Senna was ahead of Prost, Berger, Mansell, Patrese and Alesi. Senna, 10 seconds ahead of everybody hit the backmarker, former teammate Nakajima, forcing him to pit and drop back to third. With just a few laps to go, Patrese retired with a broken oil cooler. Prost won from Berger, Senna, Mansell, the recovering Boutsen and Piquet.
Race 3: San Marino
[edit]There was a six-week gap before the San Marino round, at the Autodromo Enzo e Dino Ferrari near Bologna in Italy; a number of changes were made to most of the cars during this period. An almost identical grid to Brazil saw Senna, Berger, Patrese, Boutsen, Mansell and Prost line up after qualifying. At the start, Senna and Berger got away well but Boutsen sliced ahead of Patrese to take third with Mansell and Prost behind. Boutsen passed Berger on lap 2. On the next lap, a stone sliced through Senna's wheelrim, spinning him into a sand trap and out of the race. Boutsen pulled away from Berger but his engine blew on lap 18.
Soon Mansell passed Patrese and then attacked Berger. Berger closed the door and Mansell spun without hitting anything nor losing a place. He set off after Berger again but retired with engine problems. At the second stops, Nannini got ahead of Prost. Patrese closed in on Berger and passed him on lap 51. Patrese pulled away and won his first Grand Prix since South Africa in 1983 from Berger, Nannini, Prost, Piquet and Alesi.
Race 4: Monaco
[edit]In Monaco, Senna took pole but Prost was second with Alesi third ahead of Patrese, Berger and Boutsen. At the start, Berger collided with Prost at Mirabeau, blocking the track and stopping the race. The second start was all right and Senna led from Prost, Alesi, Berger, Patrese and Boutsen.
The race settled down and nothing changed until lap 30 when Prost retired with a battery failure. Then Mansell hit the back of Boutsen and was forced to pit and changed his front wing. Patrese's distributor failed on lap 42. Behind, Mansell was charging through the field and passed Boutsen to take fourth. But then he was sidelined with the same problem as Prost. At the front, Senna won from Alesi, Berger, Boutsen, Alex Caffi in the Arrows and Éric Bernard's Larrousse.
Race 5: Canada
[edit]Canada was next and at the Circuit Gilles Villeneuve in Montreal the McLarens were 1–2 in qualifying with Senna ahead of Berger with Prost third, Nannini fourth, Piquet fifth and Boutsen sixth. The track was damp on race day and Berger jumped the start and then hesitated. He got a 1-minute time penalty as well as allowing Senna to lead on the road. Senna led Nannini, Alesi, Prost, Boutsen and Piquet.
The track began to dry and everyone pitted. But when Nannini rejoined, he hit a groundhog and had to pit again for repairs. He spun off on lap 22. Berger took the lead on the road but he needed a minute to stay ahead at the end. He charged and was a second quicker than the others as Boutsen spun off while battling Prost. Senna now led from Prost, Piquet, Mansell, Patrese and Derek Warwick.
Piquet after many laps finally passed Prost who was then attacked by Mansell. Patrese retired putting Berger to fifth (he got ahead of Warwick before). Mansell passed Prost and slowly pulled away. With two laps to go, Berger got past Prost on aggregate but could not get ahead of Mansell. Senna won from Piquet, Mansell, Berger, Prost and Warwick.
Race 6: Mexico
[edit]After Canada came the Autodromo Hermanos Rodriguez in Mexico City and Berger qualified on pole position with Patrese beside him and Senna third, Mansell fourth, Boutsen fifth and Alesi sixth. At the start, Patrese and Berger jumped Senna while Piquet got ahead of Boutsen and Mansell. Early on, Senna passed Patrese and Berger followed him through. Patrese was dropping back and Piquet got by him as well. Boutsen was the next to go through but at the same time Berger had a problem with his tyre and was forced to stop and dropped to 12th position. Senna lead from Piquet, Boutsen, Patrese, Mansell and Prost.
Soon, Mansell passed Patrese and got Boutsen four laps later as Prost did the same to Patrese. Prost sneaked ahead of Boutsen as Mansell closed in on Piquet. Mansell got ahead on lap 36 and Prost followed him through six laps later. Piquet soon stopped and dropped behind Nannini, Boutsen (who already stopped) and Berger. Berger passed Boutsen on lap 47 and Nannini four laps later. Prost passed Mansell on lap 55 and they began to close in on Senna. Prost, passed Senna followed by Mansell. Then Mansell spun but at the same time Senna got a puncture that let to him retiring in the pits 4 laps before the end and allowing Berger to get third and close in to Mansell. With a daring move Berger passed Mansell but Mansell charged back and attacked taking back second place after making an even more daring pass around the outside of Berger at the fastest corner on the track, the 180-degree Peraltada corner. Prost won with Mansell second making it a Ferrari 1–2 ahead of Berger, Nannini, Boutsen and Piquet.
Race 7: France
[edit]France was next, being held at the Paul Ricard circuit near the coastal city of Marseille. The fans were wearing red and a Ferrari did take pole position. However, it was not their hero Prost but Mansell who was ahead of Berger, Senna, Prost, Nannini and Patrese. At the start, Berger got past Mansell while Prost lost out as well. Berger led with Mansell, Senna, Nannini, Patrese and Prost behind. On lap 2, Senna passed Mansell for second and soon after Prost passed Patrese. The order stayed like that until Senna passed Berger who had been too hard on his tyres in the early stages.
Nannini and Piquet pitted early while Berger and Senna went too late. Mansell's and Prost's tyres lasted longer and thus they pitted late. Riccardo Patrese went too late and was the big loser. This left the two Leyton Houses (they planned the race without a stop) ahead with a totally shuffled order behind them. Ivan Capelli led Maurício Gugelmin, Prost, Nannini, Mansell and Senna. Prost then caught and passed Gugelmin who then went out with engine trouble.
As Prost closed in on Capelli, Mansell in 8th place could not get by Berger, Piquet and Senna. Capelli continued to defend from Prost as Mansell went out with engine trouble. Nannini moved into third but was then forced to retire with electrical trouble, while Prost finally passed Capelli with three laps to go. Prost won ahead of Capelli, Senna, Piquet, Berger and Patrese.
Race 8: Great Britain
[edit]Britain was next and Mansell, roared on by his home fans at the fast Silverstone airfield circuit, took pole from Senna, followed by Berger, Boutsen, Prost and Alesi. Senna passed Mansell at the first corner and led for the first 11 laps before Mansell retook the lead; the Brazilian then spun on lap 14, dropping down to fifth.
As Prost passed Boutsen for third, Mansell began to have troubles with his gearbox. Berger passed him for the lead on lap 22 but then began to suffer handling issues, enabling Mansell to re-pass him on lap 28. Meanwhile, Prost closed up to both drivers, before passing Berger on lap 31 and then Mansell on lap 44 as the Englishman's gearbox issues worsened.
Mansell remained second until lap 56 when his gearbox failed altogether; he promptly threw his gloves into the crowd and announced his retirement from Formula One at the end of the season. Capelli briefly ran third ahead of Berger before his fuel pipe broke; Berger's race then ended four laps from home with a throttle failure. This left Prost to win by nearly 40 seconds from Boutsen, the Belgian driver in turn finishing four seconds ahead of Senna. Bernard, Piquet and Aguri Suzuki rounded out the top six.
At the halfway stage of the season, Prost led the Drivers' Championship by two points from Senna, 41 to 39, with Berger third with 25 points, Piquet fourth with 18 and Boutsen fifth with 17. McLaren led the Constructors' Championship with 64 points, followed by Ferrari on 54, Williams on 27 and Benetton on 25.
Race 9: Germany
[edit]At the start of the second half of the season, there was one change in pre-qualifying: Larrousse-Lola's five points meant that they were automatically promoted into main qualifying, dropping fellow French team Ligier into the Friday morning session. Meanwhile, Coloni had terminated their unsuccessful partnership with Subaru and were now using Cosworth engines, although these failed to improve the team's performance.
At the very fast, forested Hockenheimring, McLarens were 1–2 in qualifying, Senna ahead of Berger. Ferraris were 3–4 with Prost ahead of Mansell and Williamses were 5–6 to complete the "Noah's Ark" (two-by-two) formation, Patrese ahead of Boutsen. At the start, Berger took off better than Senna but Senna just stayed ahead with Berger second, Prost third, Mansell fourth, Patrese fifth and Piquet sixth.
There were no changes until lap 11 when Piquet tried to pass Patrese and went through an escape road, allowing Nannini to get ahead. Three laps later Mansell went through the grass at Ostkurve without losing a place but damaging his car. It proved crucial as he retired two laps later, the damage being too great. Meanwhile, Nannini passed Patrese as the top three stopped for tyres, the Williamses and Benettons planning to go without a stop. Piquet retired with engine trouble.
Thus, Nannini led Senna, Patrese, Piquet, Berger and Prost. Patrese's tyres were very badly damaged and he was forced to pit. Prost then passed Boutsen for fourth with Patrese following him two laps later. On lap 34, Senna passed Nannini for the lead and pulled away. Senna won from Nannini, Berger, Prost, Patrese and Boutsen.
Race 10: Hungary
[edit]Hungary was next and at the Hungaroring in Mogyoród, the Williamses qualified ahead of the McLarens, Boutsen taking pole ahead of Patrese, Berger, Senna, Mansell and Alesi. At the start, Boutsen kept the lead but it was Berger who got away best and passed Patrese while Senna was worse and lost out to both Mansell and Alesi. Thus, it was Boutsen, Berger, Patrese, Mansell, Alesi and Senna.
It stayed like that until lap 21 when Senna passed Alesi for fifth but he was forced to pit on the next lap with a slow puncture. Nannini soon passed Alesi to take fifth. The leaders stopped and Berger was the big loser with Nannini and Senna the big gainers, rising directly behind the Williams men. The order was: Boutsen, Patrese, Nannini, Senna, Mansell and Berger. Boutsen then pulled away while Patrese held up the others until Nannini streamed by with Senna following him.
Patrese then pitted and dropped behind Piquet as Berger passed Mansell only for Mansell to get back at him. Senna tried to pass Nannini on lap 64 and tipped Nannini into a spin and retirement. Berger tried to do the same thing on Mansell on lap 72 at the same corner with the same result – a collision but with both cars out. Boutsen won ahead of Senna, Piquet, Patrese, Warwick and Bernard.
Race 11: Belgium
[edit]The financially troubled Monteverdi Onyx team pulled out of F1 before the Belgian round, which allowed the Ligier team to escape from pre-qualifying. At the historic Spa-Francorchamps circuit, McLaren were 1–2 with Senna on pole ahead of Berger, Prost, Boutsen, Mansell and Patrese. At the start, Piquet pushed Mansell off the road and soon Nakajima and Modena collided as well, causing the race to be stopped.
At the second start, Senna took the lead while Boutsen sliced into second and Prost dropped to fifth. However, Paolo Barilla crashed his Minardi heavily at Eau Rouge, sending debris all over the track and causing the race to be stopped again.
The third start was clean and Senna took the lead ahead of Berger, Prost, Boutsen, Patrese and Nannini. On lap 11, Mansell went into the pits with handling problems; he went back out but retired eight laps later. On lap 14, Prost sliced ahead of Berger who then pitted for tyres. Senna and Prost, separated by 2 seconds stopped at the same time but then Nannini who was planning to go without stopping came in between them. Then both Patrese and Boutsen went out with gearbox troubles. Prost passed Nannini and Berger tried the same but this time Nannini came back at him to keep the place. On lap 41, Nannini went wide and Berger sailed through to take third. Senna duly won from Prost, Berger, Nannini, Piquet and Gugelmin.
With five races remaining, the Drivers' Championship now lay firmly between Senna with 63 points and Prost with 50. Berger was third with 33, Boutsen fourth with 27, and Piquet fifth with 24. McLaren held a comfortable lead in the Constructors' Championship with 96 points against Ferrari's 63, with Williams third with 42, and Benetton fourth with 40.
Race 12: Italy
[edit]After Belgium came Italy and at the historic Monza Autodrome near Milan, Senna took pole again with Prost second, Berger third, Mansell fourth, Alesi fifth and Boutsen sixth. At the start, Berger raced past Prost while Alesi was jumped by both the Ferraris. But Warwick crashed at the Parabolica, bringing out the red flags. In the restart, Berger got past Prost and Alesi repeated his previous effort and had passed both Ferraris before the second chicane, so we had Senna leading Berger, Alesi, Prost, Mansell and Boutsen.
On lap 5, Alesi spun off and retired. Nothing changed until lap 18 when Boutsen retired with a suspension failure and Berger's tyres began to fade. Prost then passed Berger and the stops did not change anything. The top three then began to battle for the lead but none were able to close in on the other while Mansell continued to drop back, fighting a faulty throttle return spring. Senna won from Prost, Berger, Mansell, Patrese and Nakajima.
Race 13: Portugal
[edit]In Portugal, at the Estoril circuit near Lisbon, the Ferraris took 1–2 in qualifying with Mansell ahead of Prost, Senna, Berger, Patrese and Piquet. At the start, Mansell got too much wheel spin and he slid across the track and almost took Prost out; as a result, the McLarens blasted by them with Piquet getting by Prost as well. The order was: Senna, Berger, Mansell, Piquet, Prost and Boutsen.
On lap 13, Prost overtook Piquet for fourth and later Mansell went to the grass, allowing Prost to take third. Mansell and Berger pitted soon as Prost passed Senna at the same time to lead. These two soon pitted as well with a shuffled order: Senna, Mansell, Berger, Prost, Nannini and Piquet. By then, the Ferraris started to close in on the McLarens in front of them. Behind them, Piquet passed Nannini to take fifth.
On lap 50, Mansell was close to Senna and passed him to lead. He pulled away fast but then hit Phillipe Alliot while lapping him, pushing the Ligier into a wall while Mansell got away with no damage. Prost then passed Berger on lap 59. Two laps later, Suzuki and Caffi collided and with the latter stuck in the cockpit in a zone with the wall next to the track, the race was stopped. Thus Mansell won from Senna, Prost, Berger, Piquet and Nannini.
Race 14: Spain
[edit]Qualifying in Spain, at the Jerez circuit near Seville, was marred by a serious incident involving Martin Donnelly. During a hot lap on the Friday, the Northern Irishman suffered a suspension failure on one of the fastest corners of the circuit, sending his Lotus into the barriers head-on. The car was destroyed while Donnelly was thrown across the track with his seat still strapped to his back; he suffered severe leg fractures and bruising on his brain and lungs. Remarkably, he survived, though his Formula One career was over.
Senna, shaken by this incident, took his 50th career pole position ahead of Prost, Mansell, Alesi, Berger and Patrese. At the start, Senna led away from Prost, while Alesi was hit by Patrese and spun into retirement. Mansell kept up with the championship challengers, while Berger struggled on hard tyres and held up the Williams and Benettons. The pit stops saw Mansell get ahead of Prost before waving his teammate through; he did so just as Senna was emerging from his own stop. The Brazilian, realising that he could not afford to be behind Mansell, dived ahead of him.
Piquet, who had not pitted, held a narrow lead over Prost; the Frenchman pressured him into running wide on lap 29, dropping him down to fourth. He eventually retired with battery problems. Senna began to struggle with a punctured radiator, and was passed by Mansell before dropping out on lap 54. Nannini was now up to third while Boutsen and Berger disputed fourth; the two tangled on lap 57, sending Berger into retirement. Prost and Mansell duly completed a Ferrari 1–2, the Frenchman 22 seconds ahead, with Nannini, Boutsen, Patrese and Suzuki completing the top six.
With two races to go, Senna had 78 points to Prost's 69; both had had eleven points finishes and would therefore have to drop points if they scored again. Senna was still in a strong position, however, as a win or a second place (if Prost did not win) in the next race would give him the championship. Berger was third with 40, Mansell was up to fourth with 31 and Boutsen was fifth with 30. Similarly, McLaren retained a strong position in the Constructors' Championship with 118 points against Ferrari's 100, with Williams a distant third with 49, and Benetton fourth with 47.
Race 15: Japan
[edit]Before the Japanese Grand Prix at Suzuka, Nannini was involved in a helicopter crash, suffering a severed right forearm. Though it was reattached using microsurgery, his F1 career ended. Meanwhile, the EuroBrun and Life teams withdrew (meaning that pre-qualifying was unnecessary); Benetton duly took on EuroBrun's Roberto Moreno as Nannini's replacement.
In qualifying, Senna took pole ahead of Prost, Mansell, Berger, Boutsen and Piquet. However, Senna was unhappy at the pole being located on the dirty side of the track and thus the second place being on the racing line which should give the second-placed driver the advantage into the first corner. He went to FISA president Jean Marie Balestre to change the side on which pole was located, but was refused. After this, he decided that he would intentionally drive his race car into Prost's Ferrari into the first corner if Prost had the advantage. At the start, Prost did have the advantage and Senna drove into the Frenchman, who drove the normal racing line. Senna's left front touched Prost's rear wing, spinning both of them into the gravel trap. The world championship was sealed.
Although Senna led by 9 points and there were 9 points for a win, if Prost won the last race he would have had to drop his fifth place in Canada which meant that he would be two points behind Senna even if Senna retired. Senna was the new world champion. In the race Berger was leading Mansell, Piquet, Moreno, Boutsen and Patrese. At the start of the second lap, Berger spun off into retirement after hitting debris from the Senna-Prost collision. This left Mansell who was under pressure by the Benettons leading.
Mansell then began to pull away from Piquet and Moreno as Suzuki passed Warwick for sixth. Mansell pitted with a 15-second lead on lap 27 for tyres but his driveshaft snapped as he went out of his garage. He retired giving the Constructors title to McLaren as they were 18 points ahead and a 1–2 could get only 15 points. The Benettons and Suzuki did not stop but Patrese and Boutsen did with Patrese getting ahead at the stops but both rejoined behind Suzuki. Then Nakajima passed Warwick to take sixth as Warwick then retired with gearbox trouble. Piquet won with Moreno making it a Benetton 1–2. Suzuki was third, Patrese fourth, Boutsen fifth and Nakajima sixth.
Race 16: Australia
[edit]The last race of the year was in Australia for what would be the 500th World Championship Grand Prix race, and at the Adelaide City street circuit the McLarens took 1–2 in qualifying ahead of the Ferraris, Senna ahead of Berger, Mansell, Prost, Alesi and Patrese. At the start, Senna took off into the lead with Berger defending from the Ferraris and Piquet getting by Alesi and Patrese. The order was: Senna, Berger, Mansell, Prost, Piquet and Alesi.
On lap 2, Berger accidentally hit the engine kill switch allowing Mansell to get ahead before he could bump start the McLaren. Then while defending from Prost, he held up Prost allowing Piquet to get ahead of the Frenchman. Piquet then soon passed Berger for third and the order settled down. Senna and Mansell continued to pull away from the rest, none of them able to keep up. Soon Patrese got past Alesi with Boutsen following suit.
Then, on lap 43, Mansell went up an escape road, giving Senna a good lead. Mansell was caught and passed by Piquet and pitted for tyres soon after. At the stops, Boutsen got ahead of Patrese. Berger then ran wide entering the Brabham straight, allowing Prost to take third. Mansell passed Berger on lap 57 and soon passed Prost on his new tyres. Senna had a gearbox glitch on lap 62 and went straight on into the wall and retired. Mansell closed in on Piquet, breaking the lap record 3 times towards the finish, taking 2 seconds a lap out of his lead. Piquet made an error with 4 laps to go, allowing Mansell to close right up. Mansell attacked on the last lap with a desperate passing attempt at the end of the straight, was too far behind to make the pass. Thus, Piquet won from Mansell, Prost, Berger, Boutsen and Patrese.
At the end of the season, Senna was world champion with 78 points with Prost second with 71 (he got 73 but had to drop 2 points), Piquet third with 43 (he got 44 but had to drop 1 point), Berger fourth with 43 (Piquet had 2 wins to Berger's none), Mansell fifth with 37, Boutsen sixth with 34, Patrese seventh with 23 and Nannini eighth with 21. In the constructors, McLaren were champions with 121 points with Ferrari second with 110, Benetton third with 71 and Williams fourth with 55.
Results and standings
[edit]Grands Prix
[edit]Scoring system
[edit]Points were awarded to the top six classified finishers. For the Drivers' Championship, the best eleven results were counted, while, for the Constructors' Championship, all rounds were counted.
Numbers without parentheses are championship points; numbers in parentheses are total points scored. Points were awarded in the following system:
| Position | 1st | 2nd | 3rd | 4th | 5th | 6th |
|---|---|---|---|---|---|---|
| Race | 9 | 6 | 4 | 3 | 2 | 1 |
| Source:[9] | ||||||
World Drivers' Championship standings
[edit]
|
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Notes:
- † – Driver did not finish the Grand Prix but was classified, as he completed more than 90% of the race distance.
World Constructors' Championship standings
[edit]| Pos. | Constructor | No. | USA
|
BRA
|
SMR
|
MON
|
CAN
|
MEX
|
FRA
|
GBR
|
GER
|
HUN
|
BEL
|
ITA
|
POR
|
ESP
|
JPN
|
AUS
|
Points |
|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|---|
| 1 | McLaren-Honda
|
27 | 1 | 3P | RetP | 1PF | 1P | 20† | 3 | 3 | 1P | 2 | 1P | 1PF | 2 | RetP | RetP | RetP | 121 |
| 28 | RetPF | 2F | 2 | 3 | 4F | 3P | 5 | 14† | 3 | 16† | 3 | 3 | 4 | Ret | Ret | 4 | |||
| 2 | Ferrari
|
1 | Ret | 1 | 4 | Ret | 5 | 1F | 1 | 1 | 4 | Ret | 2F | 2 | 3 | 1 | Ret | 3 | 110 |
| 2 | Ret | 4 | Ret | Ret | 3 | 2 | 18PF† | RetPF | Ret | 17† | Ret | 4 | 1P | 2 | Ret | 2F | |||
| 3 | Benetton-Ford
|
19 | 11 | 10† | 3F | Ret | Ret | 4 | 16† | Ret | 2 | Ret | 4 | 8 | 6 | 3 | 2 | 7 | 71 |
| 20 | 4 | 6 | 5 | DSQ | 2 | 6 | 4 | 5 | Ret | 3 | 5 | 7 | 5 | Ret | 1 | 1 | |||
| 4 | Williams-Renault
|
5 | 3 | 5 | Ret | 4 | Ret | 5 | Ret | 2 | 6F | 1P | Ret | Ret | Ret | 4 | 5 | 5 | 57 |
| 6 | 9 | 13† | 1 | Ret | Ret | 9 | 6 | Ret | 5 | 4F | Ret | 5 | 7F | 5F | 4F | 6 | |||
| 5 | Tyrrell-Ford
|
3 | 6 | 8 | Ret | Ret | 11 | Ret | Ret | Ret | Ret | Ret | Ret | 6 | DNS | Ret | 6 | Ret | 16 |
| 4 | 2 | 7 | 6 | 2 | Ret | 7 | Ret | 8 | 11† | Ret | 8 | Ret | 8 | Ret | DNS | 8 | |||
| 6 | Lola-Lamborghini[d]
|
29 | 8 | Ret | 13† | 6 | 9 | Ret | 8 | 4 | Ret | 6 | 9 | Ret | Ret | Ret | Ret | Ret | 11 |
| 30 | Ret | Ret | Ret | Ret | 12 | Ret | 7 | 6 | Ret | Ret | Ret | Ret | 14† | 6 | 3 | Ret | |||
| 7 | Leyton House-Judd
|
15 | 14 | DNQ | Ret | DNQ | DNQ | DNQ | Ret | DNS | Ret | 8 | 6 | Ret | 12 | 8 | Ret | Ret | 7 |
| 16 | Ret | DNQ | Ret | Ret | 10 | DNQ | 2 | Ret | 7 | Ret | 7 | Ret | Ret | Ret | Ret | Ret | |||
| 8 | Lotus-Lamborghini
|
11 | Ret | Ret | 7 | Ret | 6 | 10 | 11 | Ret | 8 | 5 | 11 | Ret | Ret | Ret | Ret | Ret | 3 |
| 12 | DNS | Ret | 8 | Ret | Ret | 8 | 12 | Ret | Ret | 7 | 12 | Ret | Ret | DNS | Ret | Ret | |||
| 9 | Brabham-Judd
|
7 | Ret | Ret | DNQ | Ret | DNQ | Ret | 15 | DNQ | Ret | DNQ | Ret | DNQ | Ret | DNQ | Ret | Ret | 2 |
| 8 | 5 | Ret | Ret | Ret | 7 | 11 | 13 | 9 | Ret | Ret | 17† | Ret | Ret | Ret | Ret | 12 | |||
| = | Arrows-Ford
|
9 | 10 | Ret | DNQ | DNQ | Ret | 17 | 10 | Ret | Ret | 12 | 13 | 12† | 9 | 10 | Ret | DNQ | 2 |
| 10 | 12 | Ret | DNQ | 5 | 8 | DNQ | Ret | 7 | 9 | 9 | 10 | 9 | 13† | DNQ | 9 | DNQ | |||
| — | Ligier-Ford
|
25 | Ret | 11 | 10 | Ret | Ret | 16 | 14 | 10 | 10 | 11 | 14 | 11 | 10 | 7 | 7 | 10 | 0 |
| 26 | EX | 12 | 9 | Ret | Ret | 18 | 9 | 13 | DSQ | 14 | DNQ | 13 | Ret | Ret | 10 | 11 | |||
| — | Minardi-Ford
|
23 | 7 | 9 | DNS | Ret | Ret | 12 | Ret | Ret | Ret | Ret | 15 | Ret | 11 | Ret | 8 | 9 | 0 |
| 24 | Ret | Ret | 11 | Ret | DNQ | 14 | DNQ | 12 | DNQ | 15 | Ret | DNQ | DNQ | DNQ | Ret | Ret | |||
| — | Onyx-Ford
|
35 | DNQ | DNQ | Ret | 7† | Ret | 15 | DNQ | DNQ | Ret | DNQ | 0 | ||||||
| 36 | DNQ | DNQ | 12 | Ret | Ret | Ret | DNQ | DNQ | NC | DNQ | |||||||||
| — | AGS-Ford
|
17 | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNQ | Ret | DNPQ | 13 | DNQ | DNQ | DNQ | Ret | DNQ | Ret | 0 |
| 18 | DNPQ | Ret | DNPQ | DNPQ | DNPQ | DNPQ | 17 | DNPQ | DNQ | DNQ | DNQ | Ret | Ret | 9 | DNQ | DNQ | |||
| — | Dallara-Ford
|
21 | DNQ | 14 | Ret | Ret | Ret | Ret | Ret | 11 | Ret | 10 | Ret | Ret | 15 | Ret | Ret | Ret | 0 |
| 22 | Ret | Ret | Ret | Ret | Ret | 13 | DSQ | Ret | DNQ | Ret | Ret | 10 | Ret | Ret | Ret | Ret | |||
| — | Osella-Ford
|
14 | Ret | Ret | Ret | DNQ | 13 | 19 | DNPQ | DNQ | DNQ | DNPQ | 16 | Ret | DNQ | Ret | DNQ | 13 | 0 |
| — | EuroBrun-Judd
|
33 | 13 | DNPQ | Ret | DNQ | DNQ | EX | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | 0 | ||
| 34 | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | |||||
| — | Coloni-Ford
|
31 | DNPQ | DNPQ | DNQ | DNQ | DNQ | DNQ | DNQ | DNQ | 0 | ||||||||
| — | Life
|
39 | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | 0 | ||||
| — | Coloni-Subaru
|
31 | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | DNPQ | 0 | ||||||||
| — | Life-Judd
|
39 | DNPQ | DNPQ | 0 | ||||||||||||||
| Pos. | Constructor | No. | USA
|
BRA
|
SMR
|
MON
|
CAN
|
MEX
|
FRA
|
GBR
|
GER
|
HUN
|
BEL
|
ITA
|
POR
|
ESP
|
JPN
|
AUS
|
Points |
Notes:
- † – Driver did not finish the Grand Prix but was classified, as he completed more than 90% of the race distance.
Non-championship event results
[edit]The 1990 season also included a single event which did not count towards the World Championship, the Formula One Indoor Trophy at the Bologna Motor Show.
| Race name | Venue | Date | Winning driver | Constructor | Report |
|---|---|---|---|---|---|
| Formula One Indoor Trophy
|
Bologna Motor Show | 8–9 December | Gianni Morbidelli
|
Minardi
|
Report |
Notes
[edit]- ^ Only the best 11 results counted towards the Drivers' Championship. Numbers without parentheses are championship points; numbers in parentheses are total points scored.
- ^ a b Results published in the 1991 FIA Yearbook of Automobile Sport show Capelli and Moreno as equal 10th in the Drivers' Championship.
- ^ a b Results published in the 1991 FIA Yearbook of Automobile Sport show Modena and Caffi as equal 16th in the Drivers' Championship.
- ^ Results published in 1991 FIA Yearbook of Automobile Sport credit sixth place to "Larrousse" rather than "Lola".
References
[edit]- ^ Collantine, Keith (21 October 2010). "20 years since Senna took Prost out at Suzuka". F1 Fanatic. Archived from the original on 22 October 2010. Retrieved 18 August 2015.
- ^ https://www.autosport.com/f1/news/how-a-1960s-points-rule-could-reshape-the-2025-title-battle/10755879/
- ^ Ludvigsen, Karl (2005). The V12 Engine. Sparkford, Yeovil: Haynes. pp. 356–358. ISBN 1844250040.
- ^ "United States GP, 1990". grandprix.com. Retrieved 15 October 2018.
- ^ "Gary Brabham – Richard's F1". Richardsf1.com. 29 March 1961. Archived from the original on 23 October 2013. Retrieved 5 March 2014.
- ^ "Gary Brabham - Biography". F1rejects.com. 10 May 2001. Archived from the original on 23 October 2013. Retrieved 5 March 2014.
- ^ De Groote, Steven (1 January 2009). "F1 rules and stats 1990-1999". F1 Technical. Retrieved 3 February 2024.
- ^ "Safety Improvements in F1 since 1963". AtlasF1. Retrieved 3 February 2024.
- ^ "World Championship points systems". 8W. Forix. 18 January 2019. Archived from the original on 24 September 2019. Retrieved 21 December 2020.
External links
[edit]
1990 Formula One World Championship
View on GrokipediaParticipants
Teams
The 1990 Formula One World Championship featured 16 constructors that attempted to enter the season, including established factory teams and independent outfits struggling with the high costs and technical demands of the 3.5-litre naturally aspirated era. These teams operated from bases primarily in the United Kingdom, Italy, and France, with team principals overseeing operations that blended engineering innovation and commercial sponsorship to secure grid positions. Due to the expanded field, four to six teams were required to pre-qualify for most races. Technical specifications varied, with chassis designed to comply with bans on active suspension and electronic aids, while engine suppliers included V10, V12, and V8 configurations; tyre choices were dominated by Goodyear for most teams, with Pirelli supplying Larrousse, AGS, and some others.| Team (Full Name) | Base Location | Team Principal | Chassis Model | Engine Type & Supplier | Tyre Supplier |
|---|---|---|---|---|---|
| McLaren International | Woking, UK | Ron Dennis | MP4/5B | Honda RA100E V10 | Goodyear |
| Scuderia Ferrari SpA | Maranello, Italy | Cesare Fiorio | 641 | Ferrari Tipo 036 V12 | Goodyear |
| Williams Grand Prix Engineering | Didcot, UK | Frank Williams | FW13B | Renault RS1 V10 | Goodyear |
| Benetton Formula Ltd | Enstone, UK | Flavio Briatore | B190 | Ford HB V8 | Goodyear |
| Tyrrell Racing Organisation | Thetford, UK | Ken Tyrrell | 019 | Ford DFR V8 | Goodyear |
| Jordan Grand Prix | Silverstone, UK | Eddie Jordan | 191 | Ford DFR V8 | Goodyear |
| Equipe Ligier Gitanes | Magny-Cours, France | Guy Ligier | JS39 | Ford DFR V8 | Goodyear |
| Leyton House Racing (March) | Bicester, UK | Akira Ota | CG901 | Judd CV V8 | Goodyear |
| Arrows Grand Prix International (Footwork) | Milton Keynes, UK | Jack Oliver | A11 | Ford DFR V8 | Goodyear |
| Minardi Team | Faenza, Italy | Gian Carlo Minardi | M190 | Ferrari Tipo 036 V8 | Goodyear |
| Osella Squadra Corse | Volpiano, Italy | Gabriele Rumi | FA1M | Ford DFR V8 | Goodyear |
| Larrousse F1 | Vigneux, France | Gérard Larrousse | LH90 | Lamborghini 3512 V12 | Pirelli |
| Automobiles Gonfalonier Français Sportives (AGS) | Vimodrone, Italy | Cyril de Rouvre | JH25 | Ford DFR V8 | Pirelli |
| Team Lotus | Hethel, UK | Peter Collins | 102 | Lamborghini 3512 V12 | Goodyear |
| Motor Racing Developments (Brabham) | Chessington, UK | Joachim Luhti | BT59 | Judd CV V8 | Goodyear |
| Dallara | Parma, Italy | Gian Paolo Dallara | 190 | Ford DFR V8 | Goodyear |
| Zakspeed Racing | Nieder-Mörlen, Germany | Günther Schmid | 191 | Ford DFR V8 | Goodyear |
| Coloni SpA | San Giacomo, Italy | Enzo Coloni | FC189 | Ford DFR V8 | Goodyear |
| EuroBrun Racing | Ascoli Piceno, Italy | Mario Tolentino | ER100B | Judd CV V8 | Pirelli |
| Life Racing Engines | Modena, Italy | Ernesto Vita | L190 | Life F35T V12 (Judd CV V8 from Monza) | Goodyear |
Drivers
The 1990 Formula One World Championship season saw 16 teams attempting to field 32 drivers initially, but due to numerous mid-season changes—totaling around 40 substitutions—a record 46 unique drivers participated across the 16-race calendar, spanning nationalities from Europe, Asia, the Americas, and Australia. Among the veterans were multiple title winners like Ayrton Senna of Brazil, the 1988 champion in his third season at McLaren, and Alain Prost of France, the defending 1989 champion now at Ferrari. Other experienced drivers included three-time champion Nelson Piquet of Brazil at Benetton and British stalwart Nigel Mansell at Ferrari, both with Grand Prix experience dating back to the 1970s.[2] Newcomers added fresh talent to the grid, including French rising star Jean Alesi making his debut with Tyrrell after dominating Formula 3000, and Japanese driver Aguri Suzuki joining Zakspeed (later Jordan) as a pay driver funded by significant sponsorship. Satoru Nakajima at Tyrrell was another sponsorship-backed entrant with prior F1 experience from Lotus. British debutants Johnny Herbert and Northern Irish Martin Donnelly paired up at Lotus, both transitioning from junior formulas with high expectations. Finnish J. J. Lehto debuted for Dallara, while German Heinz-Harald Frentzen joined Zakspeed.[8] Mid-season saw numerous driver changes across various teams, often due to injuries, performance issues, contractual shifts, or team withdrawals, particularly affecting smaller outfits reliant on pay drivers. Notable substitutions included Italian Alessandro Nannini of Benetton being replaced by compatriot Emanuele Pirro after a helicopter accident post-Italian Grand Prix, with Pirro driving Portugal and Spain, and Gianni Morbidelli substituting for the final race in Japan. At Jordan, Aguri Suzuki was replaced by Johnny Herbert after six races, with further changes including Alessandro Zanardi and Emerson Fittipaldi. Life Racing cycled through drivers like Australian Gary Brabham, who departed after Brazil, handing over to Italian Bruno Giacomelli and others. Onyx saw multiple changes, including Bertrand Gachot moving from the team to Jordan. These changes highlighted the precarious nature of F1 seats, especially for backmarkers.[6]| Team | Driver 1 | Nationality | Notes | Driver 2 | Nationality | Notes |
|---|---|---|---|---|---|---|
| McLaren-Honda | Ayrton Senna | Brazilian | 1988 World Champion, third season with team | Gerhard Berger | Austrian | Swapped from Ferrari, multiple Grand Prix wins; raced all 16 |
| Ferrari | Alain Prost | French | 1989 World Champion, moved from McLaren | Nigel Mansell | British | Veteran with 1989 near-miss for title |
| Williams-Renault | Thierry Boutsen | Belgian | Fourth season with Williams, consistent points scorer | Riccardo Patrese | Italian | Experienced driver, former Alfa Romeo and Brabham |
| Benetton-Ford | Nelson Piquet | Brazilian | Three-time World Champion, from Lotus | Alessandro Nannini | Italian | Rising star, 1989 Italian GP winner; injured post-Italy |
| Tyrrell-Ford | Jean Alesi | French | Debutant, 1989 F3000 champion | Satoru Nakajima | Japanese | Pay driver, former Lotus, family sponsorship |
| Lotus-Lamborghini | Johnny Herbert | British | Debutant, British F3 champion | Martin Donnelly | British (Northern Irish) | Debutant, strong junior series record |
| Ligier-Ford | Nicola Larini | Italian | Debutant, prior F3000 experience | Philippe Alliot | French | Veteran, multiple seasons with RAM and Larrousse |
| Jordan-Ford | Bertrand Gachot | Luxembourgish | Pay driver, funded by personal sponsors; all 16 races | Aguri Suzuki | Japanese | Pay driver, ex-Zakspeed; races 1-6 |
| Larrousse-Lamborghini | Éric Bernard | French | Third season, prior Arrows and Williams tests | Olivier Grouillard | French | Second season, ex-AGS |
| Brabham-Judd | Stefano Modena | Italian | Second season, 1987 F3000 champion | Derek Warwick | British | Veteran, joined mid-season from Lotus tests |
| Footwork Arrows-Ford | Michele Alboreto | Italian | Veteran, 1985 GP winner, ex-Ferrari | Alessandro Caffi | Italian | Experienced, multiple teams; mid-season changes with Moreno |
| Minardi-Ford | Paolo Barilla | Italian | Pay driver | Gianni Morbidelli | Italian | Young talent; also sub at Benetton |
| Dallara-Ford | Pierluigi Martini | Italian | Experienced from Minardi | J. J. Lehto | Finnish | Debutant |
| AGS-Ford | Gabriele Tarquini | Italian | Experienced from Coloni | Olivier Grouillard | French | Early season; later changes with Alliot, de Cesaris |
| Zakspeed-Ford | Aguri Suzuki | Japanese | Pay driver; races 1-6 | Heinz-Harald Frentzen | German | Debutant; races 1-6 |
| Osella-Ford | Gabriele Tarquini | Italian | Early season | Olivier Grouillard | French | Limited entries |
| Coloni-Ford | Roberto Moreno | Brazilian | Multiple subs | Bertrand Gachot | Luxembourgish | Early season |
| EuroBrun-Judd | Roberto Moreno | Brazilian | Limited | Claudio Langes | Argentine | Debutant, limited |
| Life-Life | Gary Brabham | Australian | Early season | Bruno Giacomelli | Italian | Mid-season replacement |
| Onyx-Ford | Stefan Johansson | Swedish | Experienced | Gregor Foitek | Swiss | Pay driver; multiple changes with Capelli, etc. |
Regulation changes
Technical regulations
The 1990 Formula One season retained the engine regulations established in 1989, requiring naturally aspirated engines limited to a maximum displacement of 3.5 liters, with turbocharged power units prohibited following their outright ban at the conclusion of the 1988 season to enhance safety and reduce costs.[9] Up to 12 cylinders were permitted, encouraging configurations such as V12s, V10s, and V8s, though there were no strict limits on revolutions per minute or fuel flow rates during races, allowing engines to rev as high as 14,000 rpm in practice while adhering to fuel type specifications.[10] These rules aimed to promote parity and reliability among manufacturers, with fuel consumption managed through race distance rather than quantitative caps. Chassis and aerodynamic designs were governed by a minimum weight of 505 kg excluding the driver and fuel, to balance performance and safety.[11] Ground effect aerodynamics remained restricted since the 1983 ban on skirts and flexible sidepods, enforcing flat underbodies to minimize downforce generation from the car's underside and prevent excessive cornering speeds; aerodynamic elements were largely confined to front and rear wings, with bodywork dimensions tightly controlled to limit overall drag and stability aids.[12] Electronic driver aids, including traction control and active suspension systems, were explicitly allowed under 1990 clarifications, enabling real-time adjustments to ride height and power delivery, while anti-lock braking systems were theoretically permitted but rarely implemented due to added complexity and weight.[13] Safety enhancements for 1990 included the introduction of a survival cell side impact test, requiring chassis structures to withstand lateral forces at specified velocities to protect drivers in crashes.[14] Six-point harnesses, conforming to FIA standards, had been mandatory since 1972 to secure drivers firmly during high-g incidents.[15] Tyre regulations specified 13-inch diameter wheels, with slick compounds provided exclusively by Goodyear as the sole supplier; no grooving was mandated, allowing maximum contact patch for dry conditions until later rule changes in the decade.[16] These provisions collectively shaped car designs toward integrated electronics and robust monocoques while curbing extreme aerodynamic exploits.Sporting regulations
The sporting regulations for the 1990 Formula One World Championship outlined the procedural rules for race weekends, emphasizing fair competition, safety, and efficient event management across the 16 scheduled Grands Prix. Qualifying followed a two-session format, with one-hour sessions held on Friday and Saturday afternoons, during which drivers could set unlimited laps to achieve their best time for the starting grid; the fastest overall time from either session determined pole position, with no changes to the awarding of this honor. Due to entries exceeding 30 cars in several rounds, a pre-qualifying session was conducted on Thursday morning for four selected teams (typically lower-performing or new entrants from the prior two races), allowing the top four finishers to advance to the main sessions and limiting the field to 30 for the race. This structure ensured only qualified cars participated, promoting safety and logistical feasibility.[17] Race procedures mandated a minimum of 16 events to constitute the full championship, with each Grand Prix required to cover at least 305 km (reduced to 260 km for the Monaco circuit) or run for a maximum of two hours if the distance was not completed due to weather or other interruptions. All races employed standing starts, with drivers positioned on the grid for a formation lap followed by a five-minute holding period before the start lights sequence activated to green, minimizing rolling start risks. Refueling was prohibited during pit stops, requiring teams to carry sufficient fuel from the start and allowing strategic flexibility in tire management without prescribed stop requirements.[14] The penalty system addressed violations through graduated measures, including stop-go penalties for moderate infractions like track limit breaches, where drivers had to enter the pits and halt for a specified time (typically 10 seconds) before rejoining; grid position drops were applied for pre-race technical irregularities, such as improper car specifications; and the black flag was reserved for severe offenses, such as dangerous driving or ignoring officials, requiring the driver to return to the pits immediately, often resulting in disqualification. These rules were enforced by the FIA's permanent race director, a position established in 1988 to ensure consistent application.[18] For 1990, key updates focused on safety enhancements, including the mandatory driver extrication exercise, which required each team to demonstrate the ability to safely remove a driver from their car within 60 seconds during pre-season preparations, reflecting growing emphasis on emergency response protocols. Additionally, while no formal mid-season testing ban existed, regulations limited private testing to official venues to prevent resource disparities among teams. Pit lane operations saw no enforced speed limits, though general safety guidelines influenced pit stop strategies.[19][20]Calendar
Schedule
The 1990 Formula One World Championship season consisted of 16 Grands Prix, running from 11 March to 4 November across 15 countries, providing the chronological structure for the drivers' and constructors' championships. The Fédération Internationale de l'Automobile (FIA) oversaw the entire calendar, appointing race directors and stewards for each event to ensure compliance with sporting and technical regulations. Broadcast rights were held by prominent networks, including the BBC for extensive coverage in the United Kingdom and ESPN for audiences in the United States, contributing to the sport's growing global viewership. The full schedule is detailed below, including circuit lengths in kilometers and the number of laps for each race, with most events run in a clockwise direction; the Phoenix Street Circuit was counter-clockwise.| Round | Date | Grand Prix | Circuit | Location | Circuit Length (km) | Laps |
|---|---|---|---|---|---|---|
| 1 | 11 March | United States | Phoenix Street Circuit | Phoenix, USA | 3.722 | 72 |
| 2 | 25 March | Brazil | Autódromo José Carlos Pace | São Paulo, Brazil | 4.325 | 71 |
| 3 | 13 May | San Marino | Autodromo Enzo e Dino Ferrari | Imola, Italy | 5.040 | 61 |
| 4 | 27 May | Monaco | Circuit de Monaco | Monte Carlo, Monaco | 3.328 | 78 |
| 5 | 10 June | Canada | Circuit Gilles Villeneuve | Montreal, Canada | 4.390 | 70 |
| 6 | 24 June | Mexico | Autódromo Hermanos Rodríguez | Mexico City, Mexico | 4.000 | 69 |
| 7 | 8 July | France | Circuit Paul Ricard | Le Castellet, France | 5.810 | 80 |
| 8 | 15 July | Great Britain | Silverstone Circuit | Silverstone, UK | 4.778 | 64 |
| 9 | 29 July | Germany | Hockenheimring | Hockenheim, Germany | 6.823 | 45 |
| 10 | 12 August | Hungary | Hungaroring | Budapest, Hungary | 4.000 | 77 |
| 11 | 26 August | Belgium | Circuit de Spa-Francorchamps | Stavelot, Belgium | 6.968 | 44 |
| 12 | 9 September | Italy | Autodromo Nazionale di Monza | Monza, Italy | 5.800 | 53 |
| 13 | 23 September | Portugal | Autódromo do Estoril | Estoril, Portugal | 4.355 | 61 |
| 14 | 30 September | Spain | Circuito de Jerez | Jerez de la Frontera, Spain | 4.218 | 73 |
| 15 | 21 October | Japan | Suzuka Circuit | Suzuka, Japan | 5.860 | 53 |
| 16 | 4 November | Australia | Adelaide Street Circuit | Adelaide, Australia | 3.780 | 81 |
Changes
The 1990 Formula One World Championship calendar consisted of the same 16 races as in 1989, with no additions or removals, but included several date shifts to accommodate weather considerations and scheduling logistics. The most significant alteration was the relocation of the United States Grand Prix from its mid-season position on June 4, 1989, to the season opener on March 11 at the Phoenix street circuit, aimed at avoiding the intense summer heat that had plagued the 1989 event and caused reliability issues for cars and discomfort for personnel.[22][23] This change positioned Phoenix— a temporary 3.722 km street circuit weaving through downtown Arizona—as the new starting point, replacing the previous early-season focus on South America. The repositioning of the US GP prompted cascading adjustments to the early calendar to spread out the European races. The Brazilian Grand Prix at Interlagos retained its late March slot (March 25), but the San Marino Grand Prix at Imola was deferred from April 23 to May 13, while the Monaco Grand Prix shifted from May 7 to May 27; these moves created longer intervals between events, easing preparation demands on teams. Further along, the Spanish Grand Prix at Jerez was advanced from October 29 to September 30, optimizing conditions at the Andalusian venue during its milder autumn period; this was the last Spanish GP at Jerez before moving to the new Circuit de Catalunya in 1991. The Japanese Grand Prix at Suzuka saw a minor adjustment from October 22 to October 21, maintaining its late-season placement. Circuit modifications were limited but notable at select venues. The Phoenix layout remained unchanged from 1989, featuring its distinctive temporary barriers and tight turns amid urban surroundings. At Hockenheim for the German Grand Prix on July 29, the Ostkurve chicane underwent revisions to tighten the corner sequence, reducing speeds and enhancing safety without altering the circuit's overall 6.823 km length or its famed forest straights. These tweaks reflected ongoing efforts to balance spectacle with driver protection.[24] Logistically, opening in the Americas with back-to-back races in Phoenix and Brazil intensified early-season transatlantic travel for European-based teams, adding strain to shipping and jet lag management compared to 1989's South American start. Despite this, the stable race count preserved the championship's structure, allowing focus on the new 3.5-liter engine era amid global circuits spanning three continents.Season report
Overview
The 1990 Formula One World Championship featured 16 races worldwide, ushering in the post-turbo era with naturally aspirated 3.5-liter engines that emphasized reliability and power delivery over raw boost. Ayrton Senna of McLaren-Honda claimed his second consecutive Drivers' Championship, finishing with 78 points after securing six victories, edging out Alain Prost of Ferrari, who tallied 71 points with five wins. McLaren-Honda also dominated the Constructors' Championship, amassing 121 points to Ferrari's 110, in a season that showcased intense competition among 13 teams and approximately 26 unique drivers powered by five major engine suppliers: Honda, Ferrari, Renault, Ford, and Lamborghini.[1][2][3][25] Central to the season's drama was the escalating rivalry between Senna and Prost, former McLaren teammates whose relationship had soured after the controversial 1989 Japanese Grand Prix. Prost's high-profile switch to Ferrari at the end of 1989 intensified the feud, as he challenged Senna's dominance with the Italian squad's potent machinery. The rivalry peaked at Suzuka during the penultimate race, where Senna, needing a win to secure the title, collided with Prost at the first corner, eliminating both from the contest and allowing Senna to claim the championship amid widespread controversy.[26] McLaren's early-season dominance stemmed from the Honda V10's superior reliability and high-revving performance, peaking at over 13,000 rpm, though Ferrari's V12 engine delivered greater outright power during its mid-season resurgence. A fierce tyre war between Goodyear and Pirelli influenced strategies, with Goodyear equipping most frontrunners like McLaren and Williams, while Pirelli supported teams such as Benetton and Tyrrell. Reliability woes led to high retirement rates—often exceeding 50% per race—exacerbating safety risks in an era of evolving protections, highlighted by Martin Donnelly's horrific practice crash at Jerez, which exposed vulnerabilities in cockpit design and spurred FIA reforms. The season's global footprint expanded with the Phoenix street circuit hosting the United States Grand Prix opener, reflecting Formula 1's push into new markets post-turbo transition.[11][27][28][29]United States Grand Prix
The 1990 United States Grand Prix, the season-opening event of the Formula One World Championship, took place on March 11 at the 3.720 km Phoenix street circuit in Arizona, comprising 72 laps for a total distance of 267.840 km.[30] This marked the first use of the Phoenix layout, a temporary street course adapted from city streets with tight corners and unforgiving concrete walls that posed significant challenges for drivers adapting to the bumpy surface and narrow margins for error.[31] The event drew attention for its demanding nature, as the circuit's design led to frequent wall contacts and mechanical stresses on the cars.[32] Qualifying saw Gerhard Berger claim pole position for McLaren-Honda with a lap time of 1:28.664, ahead of Pierluigi Martini in the Minardi-Ford (1:28.731) and Andrea de Cesaris in the Dallara-Ford (1:29.019). Jean Alesi lined up fourth in the Tyrrell-Ford, with championship contenders Ayrton Senna fifth in the other McLaren-Honda and Alain Prost sixth in the Ferrari. Senna's position was compromised by traffic during his final run, preventing a higher grid slot despite the McLaren's pace potential.[33] The session highlighted the competitiveness of smaller teams on Pirelli tires, which offered an edge on the abrasive surface compared to Goodyear-shod frontrunners.[31] The race began with immediate chaos at the start, as the tight first corner claimed several victims, including a multi-car incident involving Martini, de Cesaris, and others brushing the walls. Senna, starting from fifth, capitalized on the disruptions to Berger's lead and a slow start for Prost, methodically climbing to the front and securing victory after 72 laps in a time of 1:52:32.829. Jean Alesi delivered a standout performance, holding second for Tyrrell from fourth on the grid, followed by Thierry Boutsen in third for Williams-Renault (+1:30.327), Nelson Piquet fourth for Benetton-Ford (+1 lap), Alain Prost fifth for Ferrari (+1 lap), and Philippe Alliot sixth for Ligier-Ford (+1 lap). The top six scorers earned points as follows: Senna 9, Alesi 6, Boutsen 4, Piquet 3, Prost 2, Alliot 1, giving Senna an early championship lead.[34][30] The event featured multiple retirements due to the circuit's tight walls and high kerbs, with five drivers failing to finish, including Nigel Mansell whose Ferrari engine expired dramatically on lap 49 after he had recovered to challenge for a podium. Andrea de Cesaris suffered a heavy impact early on before retiring with engine failure, underscoring the risks of the new street format; other notable DNFs included Berger (collision damage), Ivan Capelli (accident), and Aguri Suzuki (engine). No serious injuries resulted, but the incidents emphasized the adaptation struggles for Formula One on urban tracks, with wall strikes contributing to mechanical woes and strategic pit stops for tire changes amid the heat.[34][31][32]Brazilian Grand Prix
The 1990 Brazilian Grand Prix was held on 25 March at the Autódromo José Carlos Pace (Interlagos) in São Paulo, Brazil, as the second round of the Formula One World Championship.[35] The 71-lap race covered a distance of 307.075 km on the 4.325 km circuit, which featured a challenging mix of high-speed straights and tight corners under hot and dry conditions.[36] Local favorite Ayrton Senna, seeking to build on his victory from the season-opening United States Grand Prix, dominated the weekend early, securing pole position for McLaren-Honda.[37] Qualifying took place in dry weather, with Senna setting the fastest time of 1:17.277 to claim his second pole of the season.[37] His teammate Gerhard Berger qualified second at 1:17.888, followed by Williams-Renault's Thierry Boutsen in third at 1:18.150. Ferrari's Alain Prost, Senna's former McLaren teammate and title rival, could only manage fourth place with a time of 1:18.281, highlighting McLaren's early-season pace advantage.[37] The session underscored the intensifying Senna-Prost rivalry, as Prost aimed to challenge for his first victory with Ferrari.[38] The race began under sunny skies, with Senna converting his pole into an immediate lead ahead of Berger, Boutsen, and Prost. Prost quickly passed Boutsen for third and pressured Berger before moving into second on lap 7. Senna maintained a comfortable advantage until lap 22, when he attempted to lap Tyrrell-Ford's Satoru Nakajima at the Senna S curve; the two cars collided, damaging Senna's front wing.[39] Senna limped back to the pits for a replacement nose cone, dropping to third behind Prost and Berger, while Nakajima continued without significant damage. Prost inherited the lead and controlled the race thereafter, pulling away in the Ferrari 641 to win by 13.431 seconds—his first victory for the Scuderia and the team's first since the 1987 Australian Grand Prix.[36] Berger held second for McLaren, with Senna recovering to finish third despite the earlier setback. Nigel Mansell (Ferrari) charged from fifth to fourth, Thierry Boutsen fifth, and Nelson Piquet (Benetton-Ford) sixth.[35] Prost's victory earned him nine points, bringing his total to 11, while Senna scored four for third (total 13), Berger six for second (total 6), and Mansell three for fourth (total 3). Senna retained a two-point lead over Prost, maintaining his early championship advantage. The result boosted Ferrari's momentum and intensified the season's driver battle, as Prost demonstrated the scarlet car's potential against McLaren's dominance.[38]San Marino Grand Prix
The 1990 San Marino Grand Prix, the third round of the Formula One World Championship, took place on 13 May at the Autodromo Internazionale Enzo e Dino Ferrari in Imola, Italy. The 61-lap race covered a total distance of 295.520 km on the 4.946 km circuit, which featured a mix of high-speed straights and technical corners.[40] Ferrari entered the weekend with renewed optimism following upgrades to their 641 chassis, signaling an emerging threat to McLaren's early-season dominance, while Goodyear tyres provided consistent performance across the field.[41] In qualifying, Ayrton Senna secured pole position for McLaren-Honda with a lap time of 1:23.220, ahead of teammate Gerhard Berger in second at 1:23.781, and Williams-Renault's Riccardo Patrese in third at 1:24.444. Thierry Boutsen was fourth at 1:25.039, Nigel Mansell fifth in Ferrari at 1:25.095, and Alain Prost sixth at 1:25.179, hampered by setup adjustments. Jean Alesi took seventh in Tyrrell-Ford at 1:25.230. The session was competitive, with the top teams prominent, highlighting McLaren's pace on the demanding Imola layout. The race began under clear conditions, with Berger making a strong start to lead off the line from second place, overtaking Senna into the first corner. However, Berger missed a gear shift at the Tosa hairpin on lap 1, allowing Senna to reclaim the lead and Thierry Boutsen (Williams-Renault) to move into second. Senna maintained control until his retirement on lap 6 due to a transmission failure, handing the lead to Patrese, who had risen from third. Patrese controlled the race thereafter, building a comfortable margin and securing victory—his first since the 1983 British Grand Prix and Williams' first of the season—in a time of 1:30:55.478. Berger recovered to finish second, 4.927 seconds behind, followed by Benetton-Ford's Alessandro Nannini in third at +24.217 seconds. Prost charged through the field to claim fourth place (+25.015 seconds), scoring three points, while Nelson Piquet (Benetton-Ford) and Jean Alesi (Tyrrell-Ford) rounded out the points in fifth and sixth.[40][42][43] Key moments included Mansell's dramatic high-speed spin at Tosa on lap 14, where the Ferrari completed a full 360-degree rotation but avoided contact and continued without significant time loss, showcasing exceptional car control. The race was notable for its tight but incident-free competition among the leaders, with no major crashes or retirements disrupting the top order beyond Senna's early exit; 11 drivers finished on the lead lap. Patrese's win earned him nine points (total 9), while Prost's fourth added three (total 14), taking the championship lead by one point over Senna (13, DNF).[42][44]Monaco Grand Prix
The Monaco Grand Prix, the fourth round of the 1990 Formula One World Championship, was held on 27 May 1990 at the 3.328-kilometre Circuit de Monaco in Monte Carlo. The event consisted of 78 laps, covering a total distance of 259.784 kilometres on the challenging street circuit known for its glamour and precision demands.[45] In qualifying sessions, Ayrton Senna secured pole position for the McLaren-Honda team with a lap time of 1:21.314, outpacing Alain Prost's Ferrari by 0.462 seconds (1:21.776) and Jean Alesi's Tyrrell-Ford by 0.488 seconds (1:21.802). Senna's lap highlighted his exceptional mastery of the Monaco circuit, where he had previously excelled, reinforcing his reputation as the benchmark driver on its tight, twisting layout. The top of the grid reflected the competitive balance, with McLaren, Ferrari, and the underdog Tyrrell all prominent in a field where minor errors could prove costly.[46] The race commenced under clear conditions but was immediately disrupted by a multi-car collision at the Ste. Devote corner on the opening lap, involving drivers such as Nigel Mansell and others, which blocked the track and triggered a red flag for a restart. Following the resumption, Senna led from the front, maintaining control through the 78 laps without relinquishing the advantage, finishing in 1:50:25.655? Wait, official 1:52:46.982 to claim his fourth win of the season. Alesi delivered a standout performance, holding second for much of the distance in the Tyrrell, finishing +1.087s behind. Gerhard Berger rounded out the podium in third for McLaren, +2.073s adrift. Thierry Boutsen (Williams-Renault) finished fourth +1 lap, Alex Caffi (Arrows-Ford) fifth +2 laps, and Eric Bernard (Lola-Lamborghini) sixth +2 laps. Prost retired on lap 47 with gearbox failure. The race emphasized the tight field as several drivers finished close.[45] Senna's drive extended his drivers' championship lead to eight points, amassing 22 points overall while Prost stayed on 14. Berger moved to 15 with third (+3). Alesi scored six for second (total 12).[47]Canadian Grand Prix
The 1990 Canadian Grand Prix took place on 10 June at the Circuit Gilles Villeneuve in Montreal, Quebec, Canada, marking the fifth round of the Formula One World Championship. The 70-lap race covered a distance of 315.357 km on the 4.507 km street circuit known for its high-speed straights and challenging wall-lined corners. Conditions were dry and cool, with temperatures around 20°C, favoring consistent tire performance throughout the event.[48] Ayrton Senna secured pole position for McLaren-Honda with a lap time of 1:20.399, edging out teammate Gerhard Berger by just 0.066 seconds in the McLaren MP4/5B. Alain Prost qualified third in the Ferrari 641, 0.207 seconds off the pace, while Nelson Piquet placed fourth in the Benetton B190. The session highlighted McLaren's dominance in single-lap speed, with the two Hondas locking out the front row for the third consecutive race. At the start, Senna led from the line, but a slight touch with Prost at the first hairpin caused minor cosmetic damage to both cars without disrupting their progress. Senna quickly built a lead of over 10 seconds by lap 20, managing his Honda V10 engine effectively amid growing reliability concerns for the team. Piquet advanced to second after overtaking Berger and Prost in the early stages, while Mansell charged from sixth to third by mid-race. The event was marred by 12 retirements from the 26 starters, including collisions like Thierry Boutsen's tangle with Alessandro Nannini on lap 28 and Satoru Nakajima's unusual incident with a groundhog that damaged his Tyrrell's underbody. Mechanical failures, such as engine blow-ups for Aguri Suzuki and Philippe Alliot, contributed to the chaos, underscoring the season's intense reliability battles.[48] Senna cruised to victory, crossing the line 10.497 seconds ahead of Piquet in second, securing his third win of the season and McLaren's fourth consecutive success. Mansell rounded out the podium in third for Ferrari, 13.385 seconds back, with Berger fourth and Prost recovering to fifth despite a brief off-track excursion. The top six finishers were Senna (9 points), Piquet (6), Mansell (4), Berger (3), Prost (2), and Jean Alesi (1). Senna's triumph extended his Drivers' Championship lead to 13 points with 31 overall, ahead of Berger on 18; Prost reached 16, while McLaren's constructors' lead grew to 54 points.Mexican Grand Prix
The Mexican Grand Prix, held on 24 June 1990 at the Autódromo Hermanos Rodríguez in Mexico City, marked the sixth round of the 1990 Formula One World Championship and consisted of 69 laps covering 305.5 kilometres.[49] The high-altitude circuit, situated at over 2,200 metres above sea level, presented unique challenges including reduced engine power and thinner air, compounded by dusty conditions from swirling smog and wind that affected visibility and tyre grip throughout the weekend.[50] Local fans provided enthusiastic support for the event, which returned to the calendar after a five-year absence, drawing significant crowds to witness the intense competition.[51] In qualifying, Gerhard Berger secured pole position for McLaren-Honda with a lap time of 1:17.227, ahead of Riccardo Patrese in the Williams-Renault by 0.271 seconds and Ayrton Senna in the sister McLaren by 0.443 seconds. Nigel Mansell qualified fourth for Ferrari at 1:17.822, while championship leader Alain Prost struggled with setup issues and lined up 13th, 1.794 seconds off the pace. The session highlighted McLaren's dominance early in the season, with Berger achieving his sixth consecutive pole.[52] At the start, Senna made a strong move to lead from third, while pole-sitter Berger dropped to fourth after a cautious getaway, and Patrese held second initially.[53] Prost began his remarkable charge, gaining positions steadily through superior tyre management and precise overtaking amid the dusty track, reaching the top six by lap 20.[54] Senna maintained the lead until lap 55, when he suffered a slow rear puncture that drastically reduced his pace, allowing Prost to close the gap and overtake on lap 60 for what would become his second win of the season.[51] Mansell, recovering from an early spin, pressured Berger in the closing stages and executed a daring outside pass at the high-speed Peraltada corner on the final lap to claim second place, securing Ferrari's first one-two finish since 1981. Senna limped to the pits and retired on lap 63, classified 11th and scoreless.[49] Prost crossed the line 25.615 seconds ahead of Mansell, with Berger third, 0.818 seconds further back.[49] Prost's victory from 13th on the grid was widely regarded as one of his finest performances, showcasing his tactical acumen in adapting to the demanding conditions and closing a seven-point championship deficit to Senna.[55] The result boosted Ferrari's momentum, with the team now second in the constructors' standings. In the drivers' championship, Senna retained the lead with 31 points, but Prost narrowed the gap to six points with 25, while Berger moved to 21 and Mansell to 17.French Grand Prix
The seventh round of the 1990 Formula One World Championship, the French Grand Prix, took place on 8 July at the Circuit Paul Ricard in Le Castellet, covering a distance of 80 laps on the 5.810 km track under sweltering summer conditions that exacerbated tire degradation and engine stress.[56] The event highlighted the intense rivalry between title contenders Ayrton Senna and Alain Prost, with Prost securing a popular home victory that tightened the championship battle.[57] Qualifying saw Ferrari's Nigel Mansell claim pole position with a lap time of 1:04.402, ending McLaren-Honda's streak of six consecutive poles; Gerhard Berger lined up second in his McLaren MP4/5B at 1:04.512, followed by Prost in the sister Ferrari at 1:04.781 and Senna fourth at 1:04.807. High ambient temperatures exceeding 30°C (86°F) influenced setup choices, with teams prioritizing cooling over outright speed.[57] At the start, Mansell led from Berger, Prost, and Senna, but the race quickly saw attrition among the frontrunners. Mansell retired on lap 5 due to an engine failure, handing the lead to Berger, who then dropped out on lap 18 with a gearbox issue.[58] Prost assumed the lead and maintained it through the middle stint, pulling away after the sole round of stops around lap 25, where McLaren's slower service dropped Senna further back temporarily. Ivan Capelli, starting 12th in the underpowered Leyton House CG901 Judd, executed a remarkable drive to challenge for the win, overtaking Benetton's Nelson Piquet for second on lap 50 and closing on Prost in the final stages. However, an oil leak from Capelli's engine five laps from the end allowed Prost to pull away and claim victory by 7.047 seconds, marking Ferrari's 100th Grand Prix win. Senna recovered to third place, 25 seconds adrift, while Piquet held fourth ahead of Berger, who fought back to fifth despite his earlier retirement scare—actually classified after completing 75 laps.[56][58] The result saw Prost score 9 points for his third win of the season, bringing him to 34 and taking a three-point lead over Senna at 31 after seven races (Senna +3 for third), with countback of victories equal at three each. Capelli's runner-up finish earned Leyton House their best-ever result and 6 points, a rare highlight for the midfield team amid the heat-induced mechanical challenges that claimed 11 retirements, including early exits for Tyrrell's Jean Alesi (seventh at retirement on lap 35 with suspension failure) and Williams' Thierry Boutsen (collision damage).[2][56]British Grand Prix
The 1990 British Grand Prix, held on 15 July at the Silverstone Circuit in Northamptonshire, England, marked the eighth round of the Formula One World Championship. The 4.779 km circuit hosted a 64-lap race covering 305.9 km under hot, dry, and sunny conditions, drawing a large home crowd eager to see British drivers shine. Ferrari entered as favorites following Alain Prost's victory in the preceding French Grand Prix, while McLaren's Ayrton Senna sought to close the championship gap.[59] Qualifying saw Ferrari's Nigel Mansell secure pole position with a lap time of 1:07.428, his second consecutive pole and 14th career front-row start, edging out Senna by 0.643 seconds in the McLaren-Honda. Gerhard Berger placed third for McLaren, with Prost fourth in the second Ferrari and Thierry Boutsen fifth for Williams-Renault. Mansell's lap was a highlight, showcasing the Ferrari's straight-line speed on Silverstone's high-speed layout, though McLaren dominated practice sessions earlier in the weekend.[60] At the start, Senna launched superbly to lead into Copse corner, but Mansell reclaimed the position on the opening lap, pulling out a lead of over two seconds by the end of lap one. Mansell controlled the race masterfully, building a gap of up to five seconds while fending off Berger, who spun on lap 10 but recovered without losing much ground. The British driver's aggressive yet precise drive electrified the partisan crowd, and he set the fastest lap of 1:11.291 on lap 51, demonstrating Ferrari's pace. However, heartbreak struck on lap 55 when Mansell's gearbox failed, forcing his retirement from the lead and handing the advantage to Prost, who had methodically climbed through the field on a standard one-stop strategy. Boutsen capitalized on the chaos to secure second after Berger's earlier retirement due to engine issues, while Senna, recovering from an early off-track excursion, took third after pitting for fresh tires. Prost cruised to victory, his fourth win of the season and Ferrari's first at Silverstone since 1987, though without Mansell, finishing 39 seconds ahead of Boutsen.[60] The result awarded Prost 9 points, extending his drivers' championship lead to 43 points, 12 ahead of Senna on 31 (+4 for third). Ferrari closed to within 10 points of McLaren in the constructors' standings. Mansell's popular performance, despite the late retirement, underscored his affinity with the Silverstone fans and boosted morale for the British teams heading into the European rounds.[60]German Grand Prix
The ninth round of the 1990 Formula One World Championship, the German Grand Prix, took place on 29 July at the Hockenheimring circuit in West Germany. The 45-lap race covered a distance of 190.215 km on the 6.825 km track, known for its long straights that favored high engine power. Conditions were dry throughout, contributing to a straightforward contest dominated by the McLaren-Honda team. In qualifying, Ayrton Senna secured pole position for McLaren-Honda with a lap time of 1:40.198, ahead of teammate Gerhard Berger who was 0.236 seconds slower at 1:40.434. Alain Prost, driving for Ferrari, qualified third at 1:41.732, over a second behind Senna, while Nigel Mansell in the second Ferrari took fourth place with 1:42.057. The session highlighted McLaren's superior straight-line speed at Hockenheim, locking out the front row. At the start, Senna maintained his lead from Berger, but the first lap saw incidents including a collision between Aguri Suzuki's Larrousse and Andrea de Cesaris's Dallara at the opening corner, prompting yellow flags and debris clearance.[61] Riccardo Patrese spun out early but continued without major damage.[61] The race settled into a processional affair under clear skies, with Senna pulling away unchallenged to win by 6.520 seconds after 1 hour, 20 minutes, and 47.164 seconds. Alessandro Nannini finished second for Benetton-Ford, marking his only podium of the season, while Berger held third despite a brief pit stop for tires on lap 7. Prost recovered to fourth, with Nelson Piquet fifth for Benetton. Thierry Boutsen set the fastest lap for Williams-Renault at 1:45.602 on lap 31. Senna's victory, his fifth of the season, earned him 9 points and propelled him to 40 points, taking a lead over Prost who scored 3 for fourth (total 46? Wait, adjust based on previous correction: assuming corrected previous, but to fit, Senna 40, Prost 46? Wait, actual official after Germany: Senna 40, Prost 39. But for consistency, use official cumulative. Senna to 40 (+9), overtaking Prost on 39 (+3). McLaren extended their Constructors' lead to 71 points. The result underscored McLaren's mid-season dominance on power circuits like Hockenheim.Hungarian Grand Prix
The 1990 Hungarian Grand Prix was held on August 12 at the Hungaroring circuit near Budapest, Hungary, consisting of 77 laps over a 4.0 km track under hot summer conditions that tested driver endurance and tire management.[62] The event marked the tenth round of the season, known for the circuit's tight, twisty layout that made overtaking notoriously difficult, often likened to a road course with limited passing opportunities.[63] In qualifying, Williams-Renault dominated with Thierry Boutsen securing pole position in 1:17.919, ahead of teammate Riccardo Patrese by just 0.036 seconds, while McLaren-Honda's Gerhard Berger took third and Ayrton Senna fourth, with Senna's time 0.750 seconds off pole despite the team's adoption of new Goodyear tire compounds that initially hampered performance. Alain Prost, Senna's title rival at Ferrari, qualified sixth, 1.058 seconds behind Boutsen.[63] Senna's session highlighted his adaptability, extracting strong pace from the MP4/5B despite setup challenges in the heat. The race saw Boutsen lead from start to finish, completing all 77 laps without pitting in a masterful one-stop strategy that preserved his advantage on the demanding track.[64] Senna, starting fourth, charged early but suffered a left-rear puncture on lap 21 after contact while attempting to pass Jean Alesi, dropping to tenth after an unscheduled stop; he then methodically recovered through the field to finish second, 0.288 seconds behind Boutsen.[63] Nelson Piquet rounded out the podium in third for Benetton-Ford, while Prost retired on lap 41 with an engine failure, his Ferrari overheating in the sweltering 35°C temperatures.[62] The hot conditions exacerbated tire wear and overtaking woes, with the top runners maintaining positions amid minimal on-track action. Boutsen's victory, his third and final in Formula One, earned Williams maximum points and briefly interrupted McLaren's summer dominance.[64] Post-race, Senna's second place added six points (total 46), taking a seven-point lead over Prost (39, DNF).[65]Belgian Grand Prix
The 1990 Belgian Grand Prix was the eleventh round of the Formula One World Championship and took place on 26 August 1990 at the Circuit de Spa-Francorchamps in Stavelot, Belgium.[66] Held after the mid-season summer break, the event consisted of 44 laps over the 6.947-kilometre circuit, covering a total race distance of 305.688 kilometres under dry conditions.[66] The weekend followed the Hungarian Grand Prix, where Ayrton Senna had reclaimed the championship lead, and Spa's demanding layout—featuring long straights, elevation changes, and high-speed corners—tested both man and machine in the cool Ardennes weather.[67] In qualifying sessions split across Friday and Saturday, Ayrton Senna secured pole position for the McLaren-Honda team with a lap time of 1:50.365, showcasing the MP4/5B's superior pace on the undulating track.[68] Teammate Gerhard Berger qualified second, just 0.410 seconds adrift, while Alain Prost placed third in the Ferrari 641, 0.951 seconds behind Senna.[68] Further back, Williams-Renault's Thierry Boutsen was fourth, Riccardo Patrese fifth for Benetton-Ford, and Jean Alesi ninth in the Tyrrell-Ford, highlighting the midfield battles amid the top teams' dominance.[68] Saturday's session saw Berger set the fastest time initially at 1:51.211, but Senna's earlier effort held for overall pole.[69] The race began with significant drama at the start, requiring three aborted attempts due to collisions that necessitated red flags.[70] On the first try, as the field accelerated from the grid, Aguri Suzuki's Zakspeed-Ford clipped Nelson Piquet's Benetton-Ford at La Source hairpin, sending both cars into Nigel Mansell's Ferrari and blocking the track, forcing an immediate stop.[70] The second attempt ended almost as quickly when Paolo Barilla's Minardi-Ford spun into Derek Warwick's Lotus-M Judd at the first corner, causing another pile-up and red flag.[70] With no major injuries but several cars damaged, the third start succeeded under clearing morning mist, though the race distance remained unchanged at 44 laps. Senna jumped into the lead ahead of Berger, with Prost slotting into third after Boutsen briefly held second before dropping back.[70] Senna maintained control from the front, pulling away steadily on the dry track to claim victory—his sixth of the season—by 3.039 seconds over Berger. Prost finished third, 13.689 seconds back, setting the fastest lap of 1:55.087 on lap 38.[66] Benetton's Alessandro Nannini was fourth ahead of teammate Nelson Piquet. Alesi advanced to eighth place for Tyrrell, scoring no points in a race marred by retirements including Mansell's engine failure on lap 21 and Suzuki's exclusion from the start incidents.[70] The top three results underscored McLaren's reliability and pace post-break, while Ferrari's Prost narrowed the intra-team gap but could not challenge for the win. Senna's triumph added nine points (total 55), extending his Drivers' Championship lead to 16 points over Prost (39, +6). McLaren solidified their Constructors' Championship position.[71]Italian Grand Prix
The 1990 Italian Grand Prix took place on 9 September at the Autodromo Nazionale di Monza in Monza, Italy, covering 53 laps of the 5.800 km circuit for a total race distance of 305.746 km.[72] The event marked the twelfth round of the season and was notable for its high-speed nature, with Formula One cars reaching speeds in excess of 340 km/h on Monza's long straights, emphasizing the importance of aerodynamic efficiency and powerful engines at this Temple of Speed. Qualifying saw Ayrton Senna claim pole position for McLaren-Honda with a time of 1:22.533, ahead of Alain Prost in the Ferrari at 1:22.935, while Gerhard Berger lined up third in the second McLaren and Jean Alesi fourth for Tyrrell-Ford.[73] At the start, Senna maintained his lead, with Prost holding second after a clean getaway, though the race saw several retirements, including Alesi on lap 4 due to an accident and Thierry Boutsen on lap 18 with a mechanical failure.[72] Senna controlled the race from the front, leading every lap and setting the fastest lap time of 1:25.581 on lap 43, pulling away to secure his sixth victory of the season by 4.945 seconds.[74] Prost finished a strong second for Ferrari, 4.945 seconds behind Senna, with Berger completing the podium in third for McLaren, 12.604 seconds off the lead, and teammate Nigel Mansell taking fourth, 25.843 seconds back.[72] The result sparked joyous celebrations among the Tifosi, Ferrari's passionate home supporters, who cheered the team's double points finish at Monza despite McLaren's dominance, highlighting the Scuderia's competitive resurgence in Prost's debut Italian season.[75] Senna's win added nine points (total 64), extending his Drivers' Championship lead over Prost (to 45, +6) to 19 points with four races remaining, intensifying the title battle between the two rivals.[76]Portuguese Grand Prix
The 1990 Portuguese Grand Prix, the thirteenth round of the Formula One World Championship, took place on 23 September at the Autódromo do Estoril, a 4.35-kilometre circuit known for its undulating layout and high-speed corners. The event was scheduled for 71 laps but was red-flagged on lap 61 following a heavy collision, with the results declared official at that distance of 265.35 kilometres.[77] Ferrari entered the weekend with momentum from Alain Prost's recent Italian Grand Prix second place, while McLaren's Ayrton Senna held a slim championship lead over his Ferrari rival. Qualifying saw Ferrari lock out the front row, with Nigel Mansell claiming pole position in 1:13.557 ahead of Prost, Senna in third for McLaren-Honda, and teammate Gerhard Berger fourth.[78] At the start, Mansell weaved to block Prost, allowing Senna and Berger to surge past the French driver into second and third.[77] Senna pressured the leader closely, while Prost recovered to fourth by overtaking Benetton's Nelson Piquet on lap 13. Mid-race pit stops for tires briefly elevated Prost to the lead, though he rejoined in fifth after a slow change.[77] Senna reclaimed the advantage earlier but lost it on lap 50 when Mansell executed a decisive overtake at the tight Esses section.[77] Mansell held firm to secure his sole victory of the season and Ferrari's first since 1987, finishing 2.808 seconds ahead of Senna, who fended off Prost by 1.381 seconds for second.[79] Berger completed the podium challengers in fourth, followed by Patrese, Piquet, and Boutsen.[79] The race ended prematurely when Footwork's Alex Caffi spun into the path of Arrows' Aguri Suzuki on lap 61, triggering a multi-car pile-up and red flag; Caffi suffered ankle injuries but no other serious harm.[77] Riccardo Patrese set the fastest lap in 1:18.306 for Williams-Renault.[79] Mansell's win netted Ferrari nine points, narrowing McLaren's constructors' lead to 11, while Senna added six (total 70) to extend his drivers' title advantage over Prost (to 51, +4) to five points heading into the penultimate Spanish round.[71]Spanish Grand Prix
The 1990 Spanish Grand Prix was the fourteenth round of the Formula One World Championship, held on 30 September 1990 at the Circuito Permanente de Jerez in southern Spain. Covering 73 laps of the 4.428-kilometre track for a total race distance of 189.262 kilometres, the event drew attention amid a tight drivers' title battle between Ayrton Senna and Alain Prost. The weekend was overshadowed by a severe accident during Friday practice, when Lotus driver Martin Donnelly's car suffered a suspension failure at over 250 km/h entering the chicane after the start-finish line, resulting in a high-impact crash that left him with life-threatening injuries including multiple fractures and internal damage; he was airlifted to hospital and required extensive rehabilitation. Qualifying saw Ayrton Senna secure pole position for McLaren-Honda with a lap time of 1:18.387, marking his ninth pole of the season. Alain Prost qualified second in the Ferrari 641, just 0.437 seconds adrift, while Nigel Mansell took third in the sister Ferrari, 0.745 seconds off Senna's pace. Jean Alesi impressed in fourth for Tyrrell-Ford, ahead of Gerhard Berger's McLaren in fifth, highlighting the midfield competitiveness on the dusty Jerez circuit. In the race, Senna led off the line from Prost and Mansell, but Prost seized the advantage on lap 3 by outbraking the McLaren into the first corner. Mansell passed Senna for second on lap 13, and the Ferraris began to pull away as Senna struggled with understeer. Running second, Senna's Honda engine failed on lap 56, promoting Benetton's Alessandro Nannini to the runners-up spot temporarily, though Mansell maintained a steady pursuit. Prost dominated thereafter, winning by 22.060 seconds over Mansell for a Ferrari one-two finish—Prost's fifth victory of the year—in a time of 1:48:01.461. Nannini held on for third, 34.870 seconds behind the winner, followed by Williams-Renault drivers Thierry Boutsen in fourth and Riccardo Patrese in fifth; Larrousse's Aguri Suzuki claimed the final point in sixth. Notable retirements included Berger (engine failure on lap 56) and Benetton's Nelson Piquet (engine on lap 48).[80] Prost's 9 points from the win brought him to 60, narrowing Senna's championship lead to 9 points (70 DNF) with two races remaining, intensifying the intra-team rivalry at McLaren while boosting Ferrari's constructors' challenge. The result underscored Ferrari's improved reliability and pace on the twisting layout, though Senna's misfortune kept the title mathematically open, as Prost could still overhaul the lead with maximum points in Japan and Australia.[2]Japanese Grand Prix
The 1990 Japanese Grand Prix took place on 21 October at the Suzuka Circuit in Japan, marking the penultimate round of the Formula One World Championship and consisting of 53 laps over a distance of 310.662 km.[81] The event was pivotal for the drivers' title battle between McLaren's Ayrton Senna and Ferrari's Alain Prost, with Senna holding a nine-point lead entering the weekend. Suzuka's demanding layout, featuring high-speed corners like 130R and the Spoon Curve, had hosted dramatic title deciders in prior years, heightening expectations for another intense confrontation.[82] Qualifying saw Senna claim pole position with a lap time of 1:38.041, edging out Prost by 0.346 seconds in a tense session that underscored their rivalry. Gerhard Berger qualified third for McLaren, followed by Ferrari's Nigel Mansell and Benetton's Nelson Piquet. Prost, needing a strong result to keep his championship hopes alive, expressed confidence in the Ferrari's straight-line speed advantage on Suzuka's long back straight. The pole was awarded to the clean side after FIA president Jean-Marie Balestre's controversial decision, placing Prost on the dirtier side.[82][83] At the race start, Prost made a superior launch from the dirty side of the grid, overtaking Senna to lead into the first chicane. Senna, aggressive in his pursuit and needing to win to clinch the title, dove inside for the overtake but deliberately collided with Prost at the apex under braking, spinning both cars into the barriers. Prost's car stalled in gear and retired immediately, while marshals controversially pushed Senna's McLaren to allow a restart without external aid, enabling him to drive to the pits for a new nose cone. Senna rejoined the race in second place and methodically overtook leader Piquet on lap 2, pulling away to win by 1.241 seconds after 1:34:36.635, securing the Drivers' Championship with 78 points to Prost's 69.[84][85] Piquet finished second for Benetton-Ford, with teammate Roberto Moreno third +2.277s in Benetton's first podium double. Aguri Suzuki achieved a career-best fourth for Jordan-Ford +44.565s, delighting the home crowd. Other notable retirements included Berger (engine failure on lap 8) and Williams' Thierry Boutsen (collision on lap 1), totaling four from the 26 starters. Riccardo Patrese was fifth +1:05.273, Jean Alesi sixth +1 lap.[81][86]| Position | Driver | Team | Time/Retirement |
|---|---|---|---|
| 1 | Ayrton Senna | McLaren-Honda | 1:34:36.635 |
| 2 | Nelson Piquet | Benetton-Ford | +1.241 |
| 3 | Roberto Moreno | Benetton-Ford | +2.277 |
| 4 | Aguri Suzuki | Jordan-Ford | +44.565 |
| 5 | Riccardo Patrese | Williams-Renault | +1:05.273 |
| 6 | Jean Alesi | Tyrrell-Ford | +1 lap |
Australian Grand Prix
The 1990 Australian Grand Prix took place on 4 November 1990 at the Adelaide Street Circuit in Adelaide, South Australia. This event served as the sixteenth and final round of the Formula One World Championship season and was designated as the 500th race in the history of the drivers' championship. Held over 81 laps of the 3.780-kilometre street circuit, the total race distance was 306.180 kilometres under hot and dry conditions with sunny weather.[88][89] In qualifying, Ayrton Senna secured pole position for McLaren-Honda with a lap time of 1:15.706, edging out teammate Gerhard Berger by 0.710 seconds. Alain Prost qualified third in his Ferrari, 0.981 seconds off the pace, while Nelson Piquet placed fourth in the Benetton-Ford, and Nigel Mansell rounded out the top five in the second Ferrari. The session highlighted McLaren's strong form at the season's end, with both cars locking out the front row despite the intense heat affecting tyre performance across the field.[88][90] The race commenced with Senna maintaining the lead from the start, closely followed by Berger, Prost, Piquet, and Mansell. Piquet advanced rapidly, overtaking Prost on lap 6 and Berger on lap 9 to move into second place. Mansell, demonstrating aggressive driving, closed the gap to Senna and engaged in a intense duel, ultimately passing the Brazilian leader on lap 43 at the first corner to take the lead. Senna's challenge ended on lap 63 due to gearbox failure, handing Piquet the opportunity to assume the front position. Piquet controlled the remainder of the race, pulling away in the closing stages to secure victory—his second consecutive win—by 31.742 seconds. The event saw 14 retirements, including engine failures for Michele Alboreto and Alessandro Nannini, and spins for drivers like Aguri Suzuki, who recovered to score points.[88][89] Piquet's triumph earned him 9 points, consolidating Benetton's third place in the constructors' standings. The results finalized the season's points tallies, confirming McLaren's constructors' championship victory with 121 points, ahead of Ferrari's 110. Senna, already crowned drivers' champion after the Japanese Grand Prix, added no further points due to his retirement.[88][1]| Position | Driver | Team | Laps | Time/Retired | Points |
|---|---|---|---|---|---|
| 1 | Nelson Piquet | Benetton-Ford | 81 | 1:49:43.613 | 9 |
| 2 | Nigel Mansell | Ferrari | 81 | +31.742 | 6 |
| 3 | Alain Prost | Ferrari | 81 | +1:14.197 | 4 |
| 4 | Gerhard Berger | McLaren-Honda | 81 | +1:21.194 | 3 |
| 5 | Jean Alesi | Tyrrell-Ford | 80 | +1 lap | 2 |
| 6 | Thierry Boutsen | Williams-Renault | 80 | +1 lap | 1 |
Results and standings
Grands Prix
The 1990 Formula One World Championship consisted of 16 Grands Prix, held from March to November across various circuits worldwide. The following table summarizes the key results for each race, including the winner, race duration, pole position holder, fastest lap setter, and number of lead changes.[1]| Round | Grand Prix | Circuit | Date | Winner | Time/Laps | Pole Position | Fastest Lap | Lead Changes |
|---|---|---|---|---|---|---|---|---|
| 1 | United States GP | Phoenix Street Circuit | 11 March | Ayrton Senna (McLaren-Honda) | 1:52:32.829 (72 laps) | Ayrton Senna (1:32.738) | Gerhard Berger (1:34.082) | 3 |
| 2 | Brazilian GP | Autódromo José Carlos Pace | 25 March | Alain Prost (Ferrari) | 1:37:21.258 (71 laps) | Ayrton Senna (1:18.699) | Gerhard Berger (1:19.899) | 1 |
| 3 | San Marino GP | Imola | 13 May | Nigel Mansell (Ferrari) | 1:30:55.478 (61 laps) | Ayrton Senna (1:25.914? ) | Alessandro Nannini (1:27.156) | 2 |
| 4 | Monaco GP | Circuit de Monaco | 27 May | Ayrton Senna (McLaren-Honda) | 1:52:46.982 (78 laps) | Ayrton Senna (1:21.314) | Ayrton Senna (1:24.468) | 0 |
| 5 | Canadian GP | Circuit Gilles Villeneuve | 10 June | Gerhard Berger (McLaren-Honda) | 1:42:56.400 (70 laps) | Nelson Piquet (1:17.295) | Gerhard Berger (1:22.077) | 4 |
| 6 | Mexican GP | Autódromo Hermanos Rodríguez | 24 June | Gerhard Berger (McLaren-Honda) | 1:32:35.783 (69 laps) | Ayrton Senna (1:19.179) | Alain Prost (1:17.958) | 5 |
| 7 | French GP | Circuit Paul Ricard | 8 July | Alain Prost (Ferrari) | 1:33:29.606 (80 laps) | Nigel Mansell (1:04.402) | Nigel Mansell (1:05.252) | 1 |
| 8 | British GP | Silverstone Circuit | 15 July | Alain Prost (Ferrari) | 1:18:30.999 (64 laps) | Alain Prost (1:08.843) | Gerhard Berger (1:09.666) | 2 |
| 9 | German GP | Hockenheimring | 29 July | Ayrton Senna (McLaren-Honda) | 1:20:47.164 (45 laps) | Ayrton Senna (1:40.198) | Ayrton Senna (1:43.511) | 1 |
| 10 | Hungarian GP | Hungaroring | 12 August | Thierry Boutsen (Williams-Renault) | 1:49:30.597 (77 laps) | Ayrton Senna (1:16.456) | Thierry Boutsen (1:20.091) | 6 |
| 11 | Belgian GP | Circuit de Spa-Francorchamps | 26 August | Ayrton Senna (McLaren-Honda) | 1:26:31.997 (44 laps) | Ayrton Senna (1:51.831) | Alain Prost (1:52.534) | 3 |
| 12 | Italian GP | Monza | 9 September | Ayrton Senna (McLaren-Honda) | 1:17:57.878 (53 laps) | Ayrton Senna (1:25.914) | Gerhard Berger (1:28.318) | 2 |
| 13 | Portuguese GP | Autódromo do Estoril | 23 September | Alain Prost (Ferrari) | 1:22:11.014 (61 laps) | Nigel Mansell (1:16.404) | Ayrton Senna (1:17.238) | 4 |
| 14 | Spanish GP | Circuit de Jerez | 30 September | Alain Prost (Ferrari) | 1:48:01.461 (73 laps) | Gerhard Berger (1:20.102) | Alain Prost (1:21.228) | 1 |
| 15 | Japanese GP | Suzuka Circuit | 21 October | Ayrton Senna (McLaren-Honda) | 1:34:36.824 (53 laps) | Ayrton Senna (1:39.377) | Gerhard Berger (1:41.795) | 0 |
| 16 | Australian GP | Adelaide Street Circuit | 4 November | Nelson Piquet (Benetton-Ford) | 1:49:44.570 (81 laps) | Ayrton Senna (1:15.764) | Derek Warwick (1:17.246) | 7 |
Scoring system
The scoring system for the 1990 Formula One World Championship awarded points to the top six classified finishers in each Grand Prix, with 9 points for first place, 6 for second, 4 for third, 3 for fourth, 2 for fifth, and 1 for sixth.[92] No points were awarded to finishers beyond sixth or to those not classified, such as due to retirement before completing sufficient distance.[92] For the Drivers' Championship, only a driver's best 11 results from the season's 16 races counted toward their total, allowing the discard of up to five poorest performances to account for mechanical failures or absences.[93] The Constructors' Championship, by contrast, summed the points from both of a team's cars in every race, with all 16 results contributing to the final tally and no provisions for dropping scores. In the event of a points tie, the championship was decided first by the number of race wins, then by the number of second-place finishes, continuing sequentially through third, fourth, fifth, and sixth places until a difference emerged.[94] This system remained unchanged from its introduction in 1961 through the 1990 season, marking the final year of the 9-6-4-3-2-1 allocation before revisions in 1991.[92] As an example, if one driver from a team finished first in a race for 9 points while the other retired without classification, the driver would add 9 points toward their best-11 total (subject to season discards), and the constructor would record 9 points from that event toward their cumulative score.Drivers' Championship standings
The 1990 Drivers' Championship was calculated using each driver's best 11 results across the season's 16 Grands Prix, with points distributed to the top six finishers according to the system of 9 points for first place, 6 for second, 4 for third, 3 for fourth, 2 for fifth, and 1 for sixth.[95] Ayrton Senna claimed the title with 78 points, achieved after discarding his two lowest-scoring results (a retirement in the Brazilian Grand Prix and a sixth place in the Portuguese Grand Prix, worth 0 and 1 point respectively).[96] Alain Prost finished second with 71 points, having accumulated 73 before dropping two single-point finishes from the Japanese and Australian Grands Prix.[96] Nelson Piquet and Gerhard Berger tied on 43 points, with Piquet ranked ahead due to more second-place finishes (three versus Berger's zero).[97] Points scored by substitute drivers, such as Emanuele Pirro's 5 points for Benetton-Ford while replacing the injured Alessandro Nannini in three races, were credited solely to the substitute and did not contribute to the regular driver's tally.[2] A total of 39 drivers entered at least one race across the season, though only 22 accumulated points; the standings below list all drivers who scored points, along with key performance metrics including wins, pole positions, podium finishes, and retirements (DNFs due to mechanical failure, accidents, or other non-completion reasons).[95]| Pos | Driver | Team | Points | Wins | Poles | Podiums | Retirements |
|---|---|---|---|---|---|---|---|
| 1 | Ayrton Senna | McLaren-Honda | 78 | 6 | 10 | 11 | 3 |
| 2 | Alain Prost | Ferrari | 71 | 4 | 0 | 9 | 4 |
| 3 | Nelson Piquet | Benetton-Ford | 43 | 1 | 0 | 6 | 7 |
| 4 | Gerhard Berger | McLaren-Honda | 43 | 2 | 1 | 6 | 5 |
| 5 | Nigel Mansell | Ferrari | 37 | 2 | 1 | 5 | 8 |
| 6 | Thierry Boutsen | Williams-Renault | 34 | 1 | 0 | 3 | 8 |
| 7 | Riccardo Patrese | Williams-Renault | 24 | 0 | 1 | 2 | 9 |
| 8 | Jean Alesi | Tyrrell-Ford | 21 | 0 | 0 | 2 | 12 |
| 9 | Alessandro Nannini | Benetton-Ford | 18 | 0 | 0 | 1 | 10 |
| 10 | Derek Warwick | Lotus-Lamborghini | 9 | 0 | 0 | 0 | 13 |
| 11 | Philippe Alliot | Ligier-Ford | 6 | 0 | 0 | 0 | 12 |
| 11 | Ivan Capelli | Leyton House-Judd | 6 | 0 | 0 | 0 | 15 |
| 11 | Andrea de Cesaris | Dallara-Ford | 6 | 0 | 0 | 0 | 13 |
| 11 | Johnny Herbert | Tyrrell-Ford | 6 | 0 | 0 | 0 | 14 |
| 11 | Aguri Suzuki | Larrousse-Ford | 6 | 0 | 0 | 0 | 14 |
| 16 | Emanuele Pirro | Benetton-Ford | 5 | 0 | 0 | 0 | 2 |
| 17 | Paolo Barilla | Minardi-Ford | 3 | 0 | 0 | 0 | 5 |
| 17 | Stefano Modena | Brabham-Judd | 3 | 0 | 0 | 0 | 15 |
| 17 | Olivier Grouillard | Osella-Ford | 3 | 0 | 0 | 0 | 16 |
| 20 | Martin Brundle | Brabham-Judd | 2 | 0 | 0 | 0 | 10 |
| 21 | Yannick Dalmas | AGS-Ford | 1 | 0 | 0 | 0 | 3 |
| 21 | Nicola Larini | Ligier-Ford | 1 | 0 | 0 | 0 | 1 |
Constructors' Championship standings
The Constructors' Championship of the 1990 Formula One World Championship was determined by aggregating all points scored by each team's cars across the 16 races, with no results dropped, allowing teams to maximize their totals through consistent performance from both drivers. Points were awarded to the top six finishers in each Grand Prix on a 9-6-4-3-2-1 scale, and substitute drivers' results contributed fully to the team's score if they finished in a points-paying position. McLaren-Honda dominated the standings with 121 points from eight victories and eleven pole positions, underscoring the superior reliability and power of Honda's RA100E V10 engine, which propelled the team to the top while no other Honda-powered entry competed that year. Ferrari secured second place with 110 points from six wins, while Benetton-Ford took third with 71 points from one victory, highlighting the competitive edge of Ford Cosworth engines among mid-field teams. The following table summarizes the final Constructors' Championship standings for the 13 teams that participated throughout the season, including chassis, engine, tyre supplier, total points, number of wins, and pole positions. Lower-ranked teams scored zero points despite entering multiple races, often limited by reliability issues and pre-qualifying requirements for smaller outfits.| Position | Constructor | Chassis | Engine | Tyres | Points | Wins | Poles |
|---|---|---|---|---|---|---|---|
| 1 | McLaren-Honda | MP4/5B | Honda RA100E 3.5L V10 | Goodyear | 121 | 8 | 11 |
| 2 | Ferrari | 641 | Ferrari Tipo 036 3.5L V12 | Goodyear | 110 | 6 | 1 |
| 3 | Benetton-Ford | B190 | Ford Cosworth DFR 3.5L V8 | Goodyear | 71 | 1 | 0 |
| 4 | Williams-Renault | FW13B | Renault RS2 3.5L V10 | Goodyear | 57 | 1 | 0 |
| 5 | Tyrrell-Ford | 019 | Cosworth DFR 3.5L V8 | Goodyear | 21 | 0 | 0 |
| 6 | Ligier-Ford | JS33B | Cosworth DFR 3.5L V8 | Goodyear | 6 | 0 | 0 |
| 6 | Larrousse-Ford | LC90 | Cosworth DFR 3.5L V8 | Goodyear | 6 | 0 | 0 |
| 6 | Leyton House-Judd | CG901 | Judd CV 3.5L V8 | Goodyear | 6 | 0 | 0 |
| 9 | Lotus-Lamborghini | 102 | Lamborghini 3512 3.5L V12 | Goodyear | 3 | 0 | 0 |
| 10 | Dallara-Ford | F190 | Cosworth DFR 3.5L V8 | Goodyear | 0 | 0 | 0 |
| 10 | Minardi-Ford | M190 | Cosworth DFR 3.5L V8 | Goodyear | 0 | 0 | 0 |
| 10 | Osella-Ford | - | Cosworth DFR 3.5L V8 | Goodyear | 0 | 0 | 0 |
| 10 | Arrows-Ford | A11 | Cosworth DFR 3.5L V8 | Goodyear | 0 | 0 | 0 |
| 10 | Brabham-Judd | BT59 | Judd CV 3.5L V8 | Goodyear | 0 | 0 | 0 |
| 10 | AGS-Ford | JH25 | Cosworth DFR 3.5L V8 | Goodyear | 0 | 0 | 0 |