Patrick Head: A Founder of a Revolution

June 10, 2014 by Jeremy McMullen

At the end of the 2011 season Patrick Head decided it was time to put a halt to his career in Formula One. After more than 30 years with the Williams team, Head had not only managed to make the organization one of the few privateer outfits to ever flourish in Formula One, he had also helped to start a revolution as well.

Perhaps the most sophisticated car ever to race in Formula One arrived on the scene in 1993 and was a direct descendant of another revolutionary design. The car was the FW15, and it, perhaps more than any other design before or since, has caused those within Formula One and the FIA to walk a very fine line between automation and commercialization.

It is hard to imagine the team working at Lola in the early part of the 1970s. After earning a mechanical engineering degree from the University College London in 1970, Head would immediately find work with the chassis manufacturer and would work alongside another notable designer of the future, John Barnard. These two would forge a strong friendship that would last right up and through the years in which they would compete against each other in Formula One.

The move to Lola was much more agreeable to Head than the alternative he had tried. Born in June of 1946, Patrick was a part of a motor racing family. His father raced Jaguar sportscars and motor racing was very much a part of his early education. However, by the time he was of age, Patrick believed the Royal Navy to be his course in life. He would quickly come to find out this not to be true and he would leave the navy to attend university. After periods at Birmingham and Bournemouth, Head would end up at University College London. This, of course, opened the door at Lola.

Unfortunately, the time at Lola would not be a fairytale start for Head and he would quickly look to other pursuits. However, during his time with Lola he would make one very important connection, a connection that would help the man from Farnborough to become one of Formula One's premier technical directors.

Like Barnard, Head would be involved in a number of different projects while he worked at Lola. During this time he would meet and get to know Frank Williams. Williams had start Frank Williams Racing Cars and entered a Brabham Formula One car for Piers Courage in 1969. The future looked promising and bright for Williams' effort following an impressive season in '69. However, following the death of Courage in 1970, the team would flounder, becoming involved in a number of questionable partnerships.

Both Williams and Head would be rather disheartened by the mid-1970s. Head's projects seemed to be going nowhere and Williams was now being forced out of his own team when Walter Wolf restructured the team after becoming the majority shareholder.

In Head, Williams found a man that he could lean upon. In 1977, Williams had moved to Didcot and established Williams Grand Prix Engineering. He needed the right engineer and he would lure Patrick to come and join him at Didcot.

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Starting out from scratch, Williams would be a customer team in 1977. Using a March 761, the team would fail to score a point throughout the whole of the season. The best result over the course of the year would come at the Italian Grand Prix where they car finished 7th.

But while Williams and Head had to make do on the track, Patrick was busily preparing the team's first car for the '78 season. The pairing were promising a lot for the future and managed to sign Alan Jones for the upcoming season. His mount would be the FW06.

The new car struggled over the course of the season. However, it would still prove stronger than the March used the previous year. The FW06 would earn championship points at the South African Grand Prix and would lead to a podium finish in the United States Grand Prix later in the year.

The ground effects era in Formula One was off and running and Head was lagging behind in the race. However, for the upcoming 1979 season, Head would design the FW07. Despite being the team's first ground-effects chassis, unreliability and a lack of outright pace meant the team struggled for points. It wouldn't be until the United States Grand Prix West that Williams scored some points, but it would be a podium result that would lead to another at Monaco and then, finally, the team's first victory in the British Grand Prix. It had been a decade in the making, but a Williams had finally achieved victory, and Patrick Head's abilities as a car designer would be now affirmed.

What nobody realized is that the victory in the British Grand Prix would not only be a great source of relief and of vindication for Head and Williams, it would kick-off a string of victories that would leave Williams as the most dominant team over the last half of the '79 season. Following Clay Regazzoni's victory at Silverstone, his teammate, Alan Jones, would go on to win three straight races and four out of his next five. Jody Scheckter and Ferrari would go on to win the championships, but Jones would finish 3rd in the drivers' standings and Williams would finish an astounding 2nd! It was a remarkable achievement for the team that was only two years old. But Head was just getting started.

The FW07 would be revised and updated for the upcoming 1980 season and the changes would be immediately successful as Alan Jones would take the victory in the first race of the season. Sadly, the Australian would suffer a bit of a slump over the next few races but would respond with back-to-back victories in the French and British grand prix. Capped-off with two victories in the last two races of the season and Jones would become Williams' first World Champion driver. The solid performances by Carlos Reutemann meant the team also finished first in the Constructors' Championship as well. The pairing of Williams and Head was proving to be remarkable. But it was Head's attention to innovation that was certainly carrying the team to its new heights.

The new level of success was absolutely profound given that during the 1970s Williams's efforts could have only been described as cut-rate. Still, Frank knew what it took to be successful and Head would be an important key to that equation. Never thinking that designing a racing car would ever become a paying opportunity, Patrick was now well on his way to making more than a living in Formula One. He would now be on the fore-front of innovative change. And a part of that innovative change would come with the updated FW07.

The FW07 was the team's first ground-effect car. However, there would be an important evolution to the 07 that would make a huge difference. Lotus had introduced, or at least did its best to disguise, ground-effect. However, their example, while monumental, would have some minor flaws. Head, with the help of his team, would realize the great weakness was the fact air leaked in to the underside of the car as a result of the skirt along the sidepod losing its seal as the car bounced along. The solution was straightforward. The FW07 would make use of a sliding skirt that could go up and down within the edge of the sidepod as it travelled along over the circuit. This helped to maintain the suction and normalized the ground-effect enabling Williams to achieve even greater performance. This revelation resulted in a 2nd place in the Constructors' championship in 1979 followed on by two-straight championships in 1980 and 1981.

It had been 100 races before Williams had won a grand prix. However, in the 35 starts that followed, the team had scored 14 victories and enjoyed two World Championships. Head certainly found he could make a living designing Formula One cars.

The C and D models of the FW07 would race up into the 1982 season. Initially, the car had made use of front wings. However, Head and his team had gotten the notion of the sliding skirts down to such an art that the wings weren't necessary. However, the banning of ground-effects skirts would bring the wings back and would force Head to find ways to claw the lost performance back.

In an attempt to reduce drag and increase handling performance, Head and his team would experiment with a six-wheeled example of the FW07 known as the 'D'. Tested one time, it would form the foundation of the FW08B the team would try to use in 1982. Williams had to suffer for a while as the team would be unable to procure a competitive turbo-powered engine. To compensate, Head would design the six-wheeler. However, unlike the Tyrrell that had made an appearance a few years before, Patrick's design would cut down the size of the rear tire thereby reducing drag significantly. It would be incredibly fast and, as a result, would lead the rule makers within Formula One to define a Formula One car to be just four wheels and two of which can be driven. This would be just one of a number of revolutions Head could have started but, alas, would be prevented from doing so.

The FW08 would have much in common with its predecessor when it came to overall look and aesthetics. The nose would be a bit more squared-off and the sidepods would end up greatly reduced in length with the 'C' derivative. However, against the growing number of turbo-powered cars, the FW08 would perform surprisingly well. In 1982, before the turbo-powered cars really began to take over, Keke Rosberg would take the FW08 to a victory in the Swiss Grand Prix and five other podium finishes to secure his World Championship and second for Williams in just three years. However, as a team, Williams would only manage to finish 4th. It was obvious the team needed to move toward turbo power.

The 'C' variant of the FW08 would have to make do for the vast majority of the 1983 season and Rosberg would perform surprisingly well in the chassis earning a victory on the streets of Monaco. However, at the end of that season Head would introduce an entirely new chassis with a very important partner.

Honda had agreed to supply Williams with its 1.5-liter V6 turbo engines, and thus would begin a truly iconic era for Williams. However, the first foray into turbo power for Head would not be all that successful. Though Rosberg would provide the team some highlights, the FW09 was not ideally-suited for the 850bhp from the produced by the Honda engine. Lag would be terrible and the design of the car not only made it a handful when the power kicked it, the design, with its boxy nose and overall design, also suffered from terrible drag at high speeds. Despite having cleaner aerodynamics, Head's design wasn't as good as it needed to be. This would all change with the FW10.

Head would stick with the overall design of the FW09 when planning for the FW10. However, the Honda turbo engine would be an absolute revelation, but not straightaway. Nigel Mansell would come to the team and he would take to the wheel of the FW09 and would find the turbo lag just terrible. He would kindly suggest using smaller turbos so there would be less drop-off in the performance and it would literally transform the FW10 into Williams' next great car. With the FW10B, which mainly just had a better packaged rear end, the FW10 chassis would go on to win the last three races of the 1985. Of course, the highlight of these three victories would be the win scored by Nigel Mansell at Brands Hatch.

The 10B would make its first appearance of the season at Brands Hatch for what was the European Grand Prix of 1985. Qualifying would be an epic sight with Aryton Senna taking the pole over Nelson Piquet in the Brabham by just nine-hundredths of a second. However, it would be during the race when things would really heat up.

Involved in a marvelous scrap with Senna, Keke Rosberg would find the Brazilian questionably shut the door on him leaving the Williams with a punctured tire. The Williams driver would make it back to the pits and would promptly come back out onto the circuit right ahead of Senna and the new 2nd place man, Nigel Mansell. Through some clever simultaneous maneuvers, Rosberg would keep the door shut on Senna and Mansell would sneak through into the lead. It would be all that Nigel needed as he would go on to win the race, the first in his Formula One career and the first of what would end up being two-straight that season.

As a result of the FW10B, Williams would come on strong in the very late stages of the '85 season making it possible for the team to secure 3rd in the Constructors' Championship. But if the FW10 was a good car then Head's next effort would be infinitely better.

The 1986 season would be the best of times and the worst of times for Williams and Head. With the held of Frank Dernie, Head would be hard at work during the 1985 season building the follow-on to the FW10. However, the FW11 wouldn't just be an evolution of its predecessor. It would become a true icon of the turbo-era in Formula One and a car that was on the leading-edge of technology.

Honda would make improvements to its V6 turbo. In race configuration the engine would produce around 800bhp. However, in qualifying trim, the 1986 engine would produce somewhere in the range of 1300bhp!

Having all that power to utilize, Head and his team would work together to design and build a much more aerodynamically efficient machine. The narrow nose and clean lines of the car were its trademark and helped to not only make it incredibly fast, but also, the most fuel-efficient of all the turbo-powered cars.

The greatest concern for the team would not be the performance of the FW11 at the start of the '86 season. It would be whether or not Frank Williams would fully recover from a terrible road accident he suffered on his way back to the airport in Nice, France after a testing session at Paul Ricard.

Williams would survive but would have months of heavy rehabilitation ahead of him. As a result, Head would not only carry on in his normal capacity but would also assume many of Frank's functions as well. It would all go off without too much in the way of trouble. The pairing of Nelson Piquet and Nigel Mansell would prove indomitable. Between them there would be nine victories out of sixteen races. Piquet would win the title and Williams would end up the constructors' champions for '86. It would be a fitting tribute to the man busy at home trying to recover from terrible injuries that would leave him quadriplegic.

The FW11 was already going to be competitive again in 1987. However, Head would not sit idly by. The majority of the short-comings suffered by the FW11 fell into the category of unreliability, not a problem with the car's design. Therefore, there would be little in the way of changes made to the outside of the car. However, there would be some minor tweaking within and this included an updated version of Honda's turbo.

Again in the hands of Piquet and Mansell, the FW11B would be just as good as its predecessor scoring three victories in the first seven races and then six in the final nine. Both championships would be secured by Williams, but it would be the model 11B that would make its appearance toward the end of the season that would set the stage for the awesome FW15 half a dozen years later.

Active suspension had already made an appearance in Formula One and was a protected technology. However, reactive suspension was something new, at least in name, and would be employed by Head on the 11B. Technology, like active suspension, ideally-suited Patrick. While aerodynamics would be very important to him, technology hidden under the car's bodywork was certainly more of his forte and the second evolution of the 11B would employ a good deal of it.

While the 11B would not only carry an elegant and clean, the underside of the car would be on the cutting-edge with active suspension and the work carried on with Honda. The car would be powerful and very successful and this would be very important given that the team would still be recovering from Williams' terrible accident.

Nonetheless, the 11B would go on to score nine victories out of sixteen races and would give Nelson Piquet the Drivers' Championship and Williams its second back-to-back Constructors' title as well.

Sadly, the 1988 season would see Honda depart for McLaren leaving Williams to run a normally-aspirated 3.5-liter Judd V8. Against the all-conquering McLaren MP4/4, the Williams would have very little success. However, Nigel Mansell would manage to pull out a couple of 2nd place results in the FW12 before Renault came on-board for the next nine seasons.

The Renault engine would help Williams claw back some of the success it had lost when Honda departed the team. Patrick's work building the FW12 and FW13 would result in a couple of victories in both 1989 and 1990 and would set the stage for the most advanced car in Formula One's history.

By the end of the 1990 season, it would be widely regarded that the FW13B was, in fact, the fastest car on the grid. Complete with its oval-shaped airbox and low sidepods, the FW13 had suffered some teething problems. However, Head and his team would keep working and would introduce the 13B which would have revised sidepods and suspension upgrades. Suddenly, the Williams was incredible fast and had a lot of potential. What most would consider to be the weakest link to the car was the driver capable of making the most of what was available.

Nigel Mansell would decide to drive for Williams once again after having retired from driving at Ferrari. In early tests Mansell would make the FW13B even faster when he suggested some changes to the car's suspension. However, with the team's next lineup of cars, such concerns would be considered truly out-dated.

Adrian Newey had joined Williams from March and Leyton House. He had caught the eye of Head and Williams as a result of building neat and aerodynamic machines on a very limited budget. Newey would set to work in mid-1990 on the new FW14 while Head and the rest of the team focused on newer technology. Head would develop a new semi-automatic gearbox for the car while Newey would incorporate his concept of the nose and wing working as one. The raised nose and splitter feeding air to the radiators along with clean sidepods and a revised airbox would be all a part of Newey's design. Complete with the semi-automatic gearbox and the RS3 Renault engine, the FW14 would again be the fastest car throughout the balance of the 1991 season. Nigel Mansell would contend for the championship that year but would come up short as a result of reliability problems and misfortunes on the track. The team would end the season 2nd in the Constructors' title for 1991, but would thoroughly dominate it for the next couple of seasons.

The FW14 would be a stroke of genius. The 14B would be beyond imagining. Head's work on the technology front would be combined almost seamlessly with Newey's design in the FW14B. Refinements with the troublesome gearbox would be done. But in addition, Head would incorporate traction control and active suspension that would enable the car to roll into corners and maintain an ideal ride height all throughout a lap of any circuit.

The new, but old, technology would use computers to create an obvious difference. Not only would the FW14B be the quickest car around a circuit, the technology would be obvious to onlookers as well. While sparks would be flying off of wings and the undersides of other cars, the Williams scooted along effortlessly. The result would be five victories in the first five races of the season and four one-two finishes out of those first five. Combined with five more victories and a number of other podium finishes and Nigel Mansell would romp home to his first World Championship with five rounds still remaining on the season and Williams would utterly dominate the Constructors' title winning by more than 60 points over McLaren-Honda.

But even if the FW14B did take both titles in 1992 there were still greater heights to which Head and his team could reach. And, as a result, Williams, and the other teams, would find out that the sky wasn't the limit.

To win both championships is not enough in Formula One. A dynasty is the goal. And, what is good one year needs to be vastly improved upon for the next. The FW14B was already a complex machine. To improve upon it, which success in Formula One demands, Head and his team were going to have to employ even more complicated systems into a car barely large enough for what it already had installed. To say the systems would be complex would be an understatement. Whether or not it would work would be the real form of wonder.

The car would be the FW15C. The first example of the FW15 would be built in 1992 and would be considered too big and heavy. It was very much a test-bed for all of the complex systems Head envisaged. New regulations introduced rather late led to the rather hastily-built FW15B. This car would take part in testing at the start of the 1993 season, but it would not be the ultimate version that would uphold the Williams name over the course of the season. This final evolution would be the remarkable and incredible FW15C.

The FW15C would be an all-new design believe it or not. Head and Newey would work close together on the design in order to provide an aerodynamically-clean design bristling with all the latest and greatest possible underneath the skin. A narrower nose and much more tightly wrapped rear end and engine cover would all help conceal the incredible technology underneath.

Drivers Alain Prost and Damon Hill would find they had a car capable of just about anything imaginable. A semi-automatic gearbox would be just the beginning. Traction contron, active suspension, anti-lock brakes, telemetry, power-steering and a number of other little electronic tweaks would inspire Prost to call the car a 'little Airbus', and he would be remarkably correct.

Over the course of the '93 season the FW15C would be the lowest-flying aircraft in the world scoring ten victories out of sixteen races. The car would earn Prost his fourth World Championship and would give Williams another back-to-back World Championship. However, the car would also go on to set the limits within Formula One for the decades to come. The heights had been reached in the minds of those within the governing body and the result would be tragic in a number of ways.

The 1994 season would see many of the driver aids banned. Cars needed to be much more conventional. This would hurt Head and his team the most as they had been on the cutting-edge of marrying technology and aerospace. The FW15 was inherently instable, just like the best fighters in the world. The FW16 would be just as unstable without the help of traction control and other such technology to help. Ultimately, the only solution from such an equation was tragedy and that would be served up at Imola when Aryton Senna lost his life behind the wheel of the Williams.

Despite the terrible tragedy, Head and his team would continue development of the FW16 and would ultimately come away with their third-straight Constructors' title and would keep alive a period of Williams dominance.

The loss from the electronic aids would send Head and his team in search of other means by which they could achieve stability, but also, speed and agility. Renault continued to supply the team with the best engines in the paddock and Head and Newey continued to design and build cars that could make the most of it.

The FW17 family of designs would actually kick-off a design foundation that would continue to be a part of Williams for the six seasons, and ultimately, much longer than that. The raised nose would be raised even more. The driver position was much more prone than ever before and the rear of the car would get tighter and tighter to enable as much air as possible to flow over the rear diffuser. The addition of driver's head protection in 1996 would lead to a foundational design that would be immediately recognizable and seen in every follow-on Williams design for the next few years.

The FW18 and FW19 would give Williams yet another back-to-back World Championship for constructors. Damon Hill and Jacques Villeneuve would also earn back-to-back Drivers' Championships for the team. But, sadly, this would be the last time Williams would achieve a World Championship in either category, a fact that still holds true to this very day.

BMW power would come online at the beginning of the new millennium and would provide Williams its latest sustained level of success. Armed with arguably the most powerful engine in Formula One, Head and his team would design and build some cars that would have very clean aerodynamic lines and that would also share a good deal in common with designs from the 1996 season and onwards. The most successful during this early 2000s period would be the FW24 and the FW25. Drivers Juan Pablo Montoya and Ralf Schumacher would all come through to take a couple of victories each and a number of podiums to help Williams finish runner-up in the Constructors' battle in 2002 and 2003. The team's last victory for nearly a decade would come in 2004 when Montoya won the Brazilian Grand Prix in the FW26.

In spite of the struggles on the grand prix tracks of the world, Williams continued to expand and become a major player in the foundations of new technologies, and Patrick Head would be right there in the midst of it all. As a result, Head would decide to step aside from his role within the grand prix team in order to head up Williams' efforts in hybrid technology. Though a subsidiary of the F1 team, Williams Hybrid Power Limited is not directly involved with the grand prix effort but does have interests in racing, particularly endurance sportscar racing. Many teams, including the all-conquering Audi R18, use a flywheel developed by Williams and Head.

Head is inextricably-linked with Williams. To say 'Williams' is to say 'Head'. Therefore, the success of other racing endeavors, such as the MG Metro developed for the World Rally Championship in 1986, the dominant years of the Renault Laguna in the British Touring Car Championship and even the BMW V12 LMR that won the 1999 24 Hours of Le Mans all belong to Head because they belong to Williams.

In the 1970s a partnership would be struck that would serve as a benchmark in Formula One and motorsports for decades to come. A man that was once disillusioned and out of options would rise to power and would immediately set his sights on changing the Formula One world around him.

Patrick Head's time in Formula One was always one of innovation and revolution. And he, perhaps more than anyone else, is responsible for the coup of technology that has come to dominate the landscape of Formula One.

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