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Williams FW21
Williams FW21
Williams FW21
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Williams FW21
The FW21 of Ralf Schumacher at the Williams heritage museum
CategoryFormula One
ConstructorWilliams
DesignersPatrick Head (Technical Director)
Gavin Fisher (Chief Designer)
Brian O'Roake (Chief Composites Engineer)
Mark Tatham (Chief Mechanical Engineer)
Geoff Willis (Head of Aerodynamics)
Jason Somerville (Senior Aerodynamicist)
PredecessorWilliams FW20
SuccessorWilliams FW22
Technical specifications
ChassisCarbon-fibre monocoque
Suspension (front)Williams double wishbone, pushrod
Suspension (rear)Williams double wishbone, pushrod
EngineRenault RS9 (branded as Supertec) FB01 3.0-litre V10 (71°) naturally aspirated mid-engined
TransmissionWilliams 6-speed longitudinal semi-automatic sequential
Power780 hp @ 15,800 rpm[1]
FuelPetrobras
LubricantsCastrol
TyresBridgestone
Competition history
Notable entrantsWinfield Williams
Notable drivers5. Italy Alessandro Zanardi
6. Germany Ralf Schumacher
Debut1999 Australian Grand Prix
Last event1999 Japanese Grand Prix
RacesWinsPodiumsPolesF/Laps
160301
Constructors' Championships0
Drivers' Championships0

The Williams FW21 was the car with which the Williams team competed in the 1999 Formula One World Championship. It was driven by German Ralf Schumacher, who had swapped from Jordan with compatriot Heinz-Harald Frentzen, and Italian Alessandro Zanardi, who had last raced in Formula One in 1994 but had since won the CART championship twice.

Design

[edit]

Engine

[edit]

This was also the team's last season using a Renault engine (badged as a customer Supertec) until one was fitted in the race winning FW34 in 2012; with a new works deal with BMW for the 2000 season.[2][3]

Season summary

[edit]
Alex Zanardi driving the FW21 at the 1999 Canadian Grand Prix

Schumacher had a successful season and was a consistent front-runner with the all-new design of the FW21, scoring points in eleven of the sixteen Grands Prix. The German took three podium finishes across the year, with third place finishes at the Australian and British Grand Prix and a season best second place in Italy. Schumacher also came very close to taking victory at the Nürburgring in the European Grand Prix before a late puncture scuppered his hopes and relegated the German to finishing fourth. Schumacher would go on to finish sixth in the 1999 Drivers' Championship with 35 points.

Zanardi struggled all season with the handling characteristics of the then-recently introduced grooved tyres and failed to score a point. He was dropped at the end of the year in favour of Formula Three driver Jenson Button.

The team resided in fourth place in the Constructors Championship for much of the year, unable to challenge McLaren and Ferrari and being generally outpaced by Jordan. The team eventually fell behind Stewart and finished fifth in the Constructors' Championship with 35 points, all scored by Schumacher and thus Williams ended up with their worst season since 1990.

Livery

[edit]

This was the second and final year for Williams had a sponsorship deal with a cigarette brand Winfield as the team's main sponsor. Williams used 'Winfield' logos, except at the French and British Grands Prix, where it was replaced with "WilliamsF1". In Canada, the kangaroo emblem was replaced with a boomerang-styled emblem. In French, Veltins logo was replaced with "Veltins alkoholfrei" but it was covered up by a barcode for scale models and video games.

The car's livery was primarily red and white, as in 1998, but incorporated blue and yellow elements to reflect the colour scheme of the cartoon character Woody Woodpecker. An emblem depicting him was featured on the nose cone as part of a sponsorship with Universal Studios.

FW21B

[edit]

A "B" spec car was used for testing the BMW V10 engine for their return in 2000 season. Later, the car were run on Michelin tyres, testing them in preparation for their return in the 2001 season.

Complete Formula One results

[edit]

(key) (results in bold indicate pole position, results in italic indicate fastest laps)

Year Team Engine Tyres Drivers 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 Points WCC
1999 Williams Supertec FB01 V10 B AUS BRA SMR MON ESP CAN FRA GBR AUT GER HUN BEL ITA EUR MAL JPN 35 5th
Alessandro Zanardi Ret Ret 11† 8 Ret Ret Ret 11 Ret Ret Ret 8 7 Ret 10 Ret
Ralf Schumacher 3 4 Ret Ret 5 4 4 3 Ret 4 9 5 2 4 Ret 5

Notes:

  • † – Driver did not finish the Grand Prix but was classified, as he completed more than 90% of the race distance.

Sponsors

[edit]
Brand Country Placed on
Winfield  Australia Rear wing, fin, sidepods, front wing, barge board, nose
Komatsu  Japan Fin
Sonax  Germany Front wing, nosecone
Castrol  United Kingdom Rear wing end plate, nose, side
Auto Motor und Sport  Germany Nose, fin
Veltins  Germany Fin
Magneti Marelli  Italy Wing pillar
Woody Woodpecker  United States Nose cone
Brother  Japan Front wing end pillar
Nortel  Canada Front wing, rear wing end plate, sidepods
Petrobras  Brazil Nose, mirrors

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

Williams FW21

View on Grokipedia
from Grokipedia
The Williams FW21 was a Formula One racing car developed and raced by the Williams team for the 1999 FIA World Championship season. Powered by the customer FB01 3.0-litre —a rebadged version of the previous power unit—the FW21 featured a carbon-fibre composite chassis with and push-rod actuated springs and dampers, marking it as a conventional design amid the era's grooved tyre regulations. Designed by Gavin Fisher following the departure of chief designer , the car represented an interim solution for Williams after the end of their works engine partnership, ahead of a new supplier deal with in 2000. The FW21 was driven by German driver , who joined from , and Italian Alessandro Zanardi, returning to F1 after a stint in racing. Despite its reliable but underpowered engine compared to rivals like Ferrari and Mercedes, the car struggled with overall competitiveness, particularly on the mandatory grooved tyres that reduced grip. Schumacher delivered all of the team's points with three podium finishes—at the Canadian, French, and European Grands Prix—and one fastest lap, while Zanardi scored none amid frequent retirements from accidents and mechanical failures. Williams ultimately finished fifth in the Constructors' Championship with 35 points, behind the dominant Ferrari and teams, Stewart-Ford, and , highlighting a transitional year for the squad as they adapted to new sponsorship from Winfield and a switch to tyres.

Development

Conception and Objectives

Following the dominant era of the mid-1990s, Williams experienced a marked decline after 1997, exacerbated by the departure of key personnel and the loss of their primary engine supplier. Sport's withdrawal from Formula 1 at the end of the 1997 season left the team without a competitive power unit, forcing a transition to rebadged versions of the outgoing V10 engines developed by in 1998 and subsequently by for 1999. This shift, combined with chief designer Newey's move to in late 1997, contributed to a sharp drop in performance, with the team slipping to fourth in the 1998 Constructors' Championship using the FW20 chassis. For the 1999 season, Williams set specific objectives to address the FW20's shortcomings, particularly its inconsistent reliability and suboptimal handling under the new aerodynamic regulations. The FW21 was conceived to enhance overall dependability and drivability, aiming to restore the car to consistent midfield contention rather than challenges, given the dominance of McLaren-Mercedes and Ferrari. These goals reflected a pragmatic approach, prioritizing incremental improvements in a resource-limited environment to avoid the FW20's frequent mechanical failures that had hampered race results in 1998. Key decisions during the FW21's planning included retaining Patrick Head as technical director to provide continuity amid the turmoil, while hiring Gavin Fisher as chief designer to lead the project and inject fresh expertise following Newey's exit. Conception began in late 1998, aligning with the team's efforts to navigate budget constraints that restricted extensive engine evolution and testing. The development also accounted for ongoing 1999 regulations, including refinements to roll hoops, seating, neutral gear requirements, and fuel specifications, while building on the prior year's mandates for narrower car widths (1.8 meters) and grooved tires introduced in 1998 to reduce cornering speeds.

Design Team and Testing

The design of the Williams FW21 was led by chief designer Gavin Fisher, who oversaw the overall project, with Geoff Willis responsible for as head of the department, and Patrick Head providing strategic direction and approval. Development emphasized iterative prototyping and extensive testing at the team's facilities to refine the car's balance and performance, incorporating new production techniques for components like the composite suspension and gearbox while aiming to improve handling over the predecessor FW20. Pre-season testing began with the car's public launch and initial shakedown laps at the on January 25, 1999, where the full Winfield-branded livery was revealed for the first time. Subsequent sessions took place at circuits including and , allowing drivers and Alessandro Zanardi to accumulate mileage—though limited to around 1,500 miles (approximately 2,400 km) by the season start compared to rivals—while evaluating the car's setup and reliability. Adjustments were made during these tests to optimize setup for tires, the team's supplier for 1999, focusing on grip and wear characteristics under grooved regulations.

Design

Chassis and Aerodynamics

The Williams FW21 utilized a carbon-fibre composite for its construction, serving as the primary structural element and providing rigidity while minimizing weight. This design adhered to the 1999 FIA technical regulations, which mandated a minimum weight of kg for the complete car including the driver. The dimensions followed the era's standards, with a of 3050 mm, front track width of 1460 mm, and rear track width of 1400 mm, optimized for stability and compliance with narrowed track rules introduced in 1998. Aerodynamically, the FW21 employed a high-downforce configuration to maximize grip on circuits, featuring revised front and rear wings for enhanced generation and an underbody diffuser adapted to work with the mandatory grooved tires that reduced overall grip but promoted closer . The diffuser and sidepod designs channeled beneath the car to generate additional while managing the challenges posed by the tires' reduced . The suspension system consisted of a double wishbone arrangement at both the front and rear, actuated via pushrods leading to inboard springs and dampers, complemented by anti-roll bars to control body roll and maintain tire contact. This setup aimed to deliver precise handling feedback, with the inboard components allowing for better packaging and adjustability. Weight distribution was targeted at a 45/55 front-to-rear bias, typical for mid-engined F1 cars to optimize traction under acceleration. However, the chassis encountered stiffness-related challenges that contributed to handling imbalances, affecting the car's balance during cornering and requiring ongoing setup adjustments throughout the season.

Engine and Drivetrain

The Williams FW21 featured the FB01, a 71° with a 3.0-liter displacement, naturally aspirated configuration, delivering 780 hp at 15,800 rpm and 680 Nm of torque at 14,000 rpm. This power unit, derived from the previous RS9 and rebranded after Renault's withdrawal from direct engine supply, emphasized high-revving performance typical of late-1990s V10 designs, with a focus on balancing power output against the era's reliability demands. The incorporated a Williams/Xtrac 6-speed semi-automatic sequential gearbox, paired with a and to optimize power transfer to the rear wheels. This setup allowed for rapid shifts under race conditions, contributing to the car's overall responsiveness despite the customer engine's competitive disadvantages. Integrating the high-revving V10 into the required careful mounting to minimize vibrations and maintain structural integrity, while the cooling was engineered to dissipate heat efficiently without compromising aerodynamic profiles. was a key consideration for race strategy and with refueling allowed under the 1999 FIA regulations. Performance metrics reflected these attributes, with an excellent reliability profile that saw the majority of race starts completed without mechanical failure.

Livery and Sponsorship

Livery

The livery of the Williams FW21 for the 1999 season was predominantly white with bold red accents, including the distinctive red Winfield bullseye logo prominently displayed on the . Blue and yellow elements were incorporated into the design to align with the color scheme of the mascot emblem featured on the nose, as part of a sponsorship agreement with Universal Studios. Gold highlights also appeared in select areas, maintaining continuity with the prior year's scheme while enhancing the overall visual impact on the car's carbon fiber bodywork. This design evolved from the FW20's introduced in 1998, adopting a brighter shade of red and expanding the white surfaces for better on-track visibility and aesthetic simplicity. The character, serving as Williams' mascot since 1998, added a playful, cartoonish element that broadened the team's appeal in the European market through its association with the popular Universal Studios franchise. Mid-season variations included minor adjustments to emphasize non-tobacco sponsors, such as in the and French Grands Prix, where tobacco advertising restrictions necessitated the removal or replacement of Winfield logos to comply with local regulations. The livery's color palette was also reflected in the drivers' helmets, with and Alessandro Zanardi incorporating complementary red, white, blue, and yellow motifs to create a cohesive team identity.

Sponsors

The Williams FW21 was supported by Winfield cigarettes as its primary title sponsor for the 1999 season, providing approximately £15 million in funding and featuring the brand's logo prominently on the car's bodywork, driver suits, and team apparel. This deal marked the second year of Winfield's partnership with the team, following the end of Rothmans' sponsorship in 1997, and emphasized the brand's visibility to maximize exposure in key markets. Secondary sponsors included for , along with and Brother, with their logos placed on various areas of the FW21 to complement the main branding. These partnerships contributed to the team's overall commercial strategy, which sought to diversify beyond tobacco reliance after amid tightening European regulations on cigarette advertising, such as France's broadcast ban and the impending EU directive. Financially, Williams operated on a total budget of approximately £50 million for 1999, with sponsorships covering a significant portion of costs and directly influencing the allocation of space to high-value partners like Winfield. This funding model supported development and operations but highlighted the team's vulnerability to regulatory changes in sponsorship, prompting early efforts toward broader commercial diversification.

1999 Season

Drivers and Line-up

The Williams FW21 was driven throughout the 1999 season by in the #6 car and Alessandro Zanardi in the #5 car, marking the first full-season pairing for both within the team. , a promising talent who had finished sixth in the 1998 Drivers' Championship with , was signed by Williams in a direct swap with teammate to leverage his proven pace and consistency in midfield battles, while also appealing to the German market through his nationality and emerging reputation. Alessandro Zanardi, returning to F1 after dominating with back-to-back championships in 1997 and 1998, during which he secured 12 of his 15 career wins, was recruited to inject star power and publicity, as Williams sought to capitalize on his American success to revitalize the team's image amid declining competitiveness. Each driver received dedicated support from the engineering staff, including race engineers who facilitated detailed debriefs and setup adjustments based on on-track feedback, particularly regarding the FW21's twitchy handling in low-speed corners that both noted as a challenge early in the season. No changes occurred to the line-up during the season, with both completing all 16 races; however, Zanardi's two-year contract—securing his place through 2000—was terminated early after the season due to performance disparities with , despite mid-season rumors of potential replacement.

Season Highlights

The Williams FW21 showed early promise in the 1999 Formula One season, securing a podium finish for in his debut race at the Australian Grand Prix, where he crossed the line third behind and . This result highlighted the car's potential despite its limitations, but the team faced immediate challenges with reliability, as retired on lap 20 due to an accident. The season's opening rounds suggested competitiveness in the midfield, yet mechanical issues plagued the outfit throughout, contributing to frequent retirements for both drivers. Mid-season delivered further highlights amid ongoing struggles, with claiming another podium at the , finishing third after a rain-affected race that saw victorious. At the Canadian Grand Prix, delivered a strong performance to end fourth, demonstrating the FW21's straight-line speed on Montreal's long straights, though Zanardi's race ended prematurely with a gearbox failure after starting 12th. The engine, rebadged from , proved underpowered compared to rivals like Ferrari and Mercedes, limiting the car's ability to challenge for higher positions consistently. Zanardi, transitioning from dominance, struggled with adaptation to F1's demands, scoring zero points across 16 starts despite finishes as high as seventh () and eighth (, ), and often qualifying outside the top 10, which strained team dynamics early on. The at marked the FW21's strongest showing, where secured second place behind and set the fastest lap of 1:25.579 on lap 48, earning six points and briefly lifting team spirits. However, the exemplified the season's chaos, with multiple high-profile retirements including Mika Häkkinen's crash; retired on lap 28 due to engine failure, while Zanardi finished 11th after a steady but unremarkable run. Strategy missteps, such as suboptimal timing in variable conditions, compounded issues in races like Britain, where quicker decisions might have elevated positions further. As the season progressed, initial optimism faded into consistent midfield battles, with 's five fourth-place finishes providing steady points but no additional podiums after . Mechanical woes, including differential and electronics failures, led to 14 retirements across the duo, eroding morale and underscoring the FW21's reliability shortcomings against more robust rivals. Zanardi's lack of points amplified internal pressures, as the team grappled with his adaptation challenges and the car's inherent deficits, ultimately settling for fifth in the Constructors' Championship with 35 points—all from .

Post-season Developments

FW21B Variant

The FW21B was a post-season development of the Williams FW21 , adapted primarily as a mule car to test the for the team's 2000 program. This involved swapping the power unit from the 1999 specification for the prototype BMW engine to assess integration, reliability, and performance within the existing structure. The variant's first on-track appearance occurred in late 1999 at the Jerez circuit in , marking the initial evaluation of the new under real-world conditions. In addition to engine development, the FW21B served Michelin in compatibility testing for their tires, as the manufacturer prepared for a return to F1 grand prix racing in 2001 by basing their test operations at the Williams . Modifications allowed the to accommodate the French tires, with sessions commencing in early 2000 at facilities including the BMW-owned Miramas track and , where data on grip, wear, and wet-weather performance was gathered over multiple four-day runs. These tests covered over 1,000 km in initial phases alone, contributing to iterative refinements in tire compounds and setup. The FW21B saw extensive usage throughout 2000, driven exclusively by test drivers such as Jörg Müller, , , Darren Manning, and , who accumulated thousands of kilometers evaluating both the BMW powertrain and Michelin rubber. No competitive race entries were made with the variant, which remained a non-racing development platform to bridge the transition from the 1999 Supertec setup to the full BMW integration in the subsequent FW22 chassis.

Transition to 2000

The experience with the FW21 underscored the competitive disadvantages posed by the Supertec FB01 engine, a rebadged and outdated Renault V10 from 1997 that handicapped the team's performance throughout 1999 by lacking the power and development potential of rival units. This limitation prompted Williams to prioritize engine power in their strategic planning, culminating in the activation of their long-planned partnership with BMW, which supplied V10 engines starting in 2000 and marked a significant upgrade in propulsion technology. In response to Alessandro Zanardi's disappointing 1999 season, where he failed to score any points despite his success, Williams opted not to retain the Italian driver and instead signed 19-year-old British rookie as his replacement, while retaining for continuity. This lineup change aimed to inject fresh talent and leverage Schumacher's growing experience to better exploit the upcoming power unit. The BMW partnership extended beyond engines to include a commercial agreement that bolstered Williams' financial stability, securing additional sponsorship investments and providing a stronger foundation for development amid the transition away from . Although no major new technical hires were announced immediately following the 1999 season, the collaboration enhanced for car development, allowing the team to focus on integrating the new engine supplier effectively. Testing with the FW21B variant, conducted from late September 1999, played a crucial role by providing essential data on engine integration and performance, directly informing the design of the 2000 FW22 chassis and signifying the definitive end of the era. These sessions yielded promising results in power delivery, setting the stage for improved competitiveness in the following year.

Results

Championship Standings

In the 1999 Drivers' Championship, secured 6th place with 35 points for Williams, achieved through consistent top-six finishes including three podiums, while teammate Alessandro Zanardi failed to score any points across 16 races and thus finished unclassified. All of Williams' drivers' points derived solely from Schumacher's efforts, underscoring the FW21's competitive but limited potential in qualifying and race pace. Williams finished 5th in the Constructors' Championship with 35 points, one point behind Stewart in 4th (36 points) and 26 points ahead of Benetton in 6th (16 points), but a distant 93 points behind leaders Ferrari (128 points). This mid-field result reflected the FW21's strengths in balance and reliability but was constrained by the engine's power deficit of approximately 50-60 horsepower relative to top teams like Ferrari and . Points in the 1999 season were allocated under the FIA's awarding 10 points for 1st place, 6 for 2nd, 4 for 3rd, 3 for 4th, 2 for 5th, and 1 for 6th, with Schumacher's tally built from multiple such finishes rather than victories. The wide gap to the championship frontrunners highlighted Williams' challenges in power delivery, preventing higher placements despite occasional strong showings like Schumacher's in .

Race-by-Race Results

The race-by-race results for the Williams FW21 in the are presented below, detailing each driver's qualifying position (which matched the grid position in all cases, with no penalties altering starts), finishing position, points scored, and status (including DNF reasons where applicable).
Grand PrixDriverQualifying/GridFinishing PositionPointsStatus/DNF Reason
Alessandro Zanardi15Ret0Accident
83rd4Finished
Alessandro Zanardi16Ret0Differential
114th3Finished
Alessandro Zanardi1011th0Runway exit
9Ret0Engine
Alessandro Zanardi118th0Finished
16Ret0Accident
Alessandro Zanardi17Ret0Gearbox
105th2Finished
Alessandro Zanardi12Ret0Gearbox
134th3Finished
Alessandro Zanardi15Ret0Engine
164th3Finished
Alessandro Zanardi1311th0Finished
83rd4Finished
Alessandro Zanardi14Ret0Out of fuel
8Ret0Spin
Alessandro Zanardi14Ret0Differential
114th3Finished
Alessandro Zanardi15Ret0Differential
169th0Finished
Alessandro Zanardi88th0Finished
55th2Finished
Alessandro Zanardi47th0Finished
52nd6Finished
Alessandro Zanardi18Ret0Spin
44th3Finished
Alessandro Zanardi1610th0Finished
8Ret0Spin
Alessandro Zanardi16Ret0Electronics
95th2Finished
Summary: Across 16 races and 32 starts, the FW21 achieved 3 podium finishes and 1 fastest lap, with 14 retirements.

References

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