The swift fall from grace of Williams is one of
the most bewildering stories in Formula One. It is startling to
remember that in 2003, the legendary British team was happily
competing for both world championships, a certified member of the
"big three". Eight years later and the blue and white cars were
able to scrape together a meagre five points, the worst performance
in the team's history. This heavy decline is rooted in a catalogue
of poor decisions which have brought Williams to the point of
self-destruction.
It could be argued that the team's tendency to act
against its own interests has been apparent for a long time. Three
men have enjoyed a title winning campaign for Williams, and then
ended up leaving Sir Frank's office without a drive at the end of
it. Similar bust-ups have seen Webber, Heidfeld and Hulkenberg exit
Grove on less than amicable terms in recent years. Williams'
philosophy is often that the driver is just an overpaid
employee.
Arguably the primary source of the team's
contemporary troubles lies in its fractious relationship with
former engine supplier BMW. It was a winning partnership, but the
men from Munich wanted a stake in the team, and were turned away.
Accordingly, the Germans upped sticks and bought Sauber. Williams'
factory status and premium powerplant evaporated in an instant, and
since that day they have made do with less impressive customer
packages. Horsepower wasn't the only cost, as the team's
manufacturer subsidies - and sponsors - melted away.
Technically, the team has suffered badly.
Particularly hurtful was the loss of Adrian Newey to McLaren, the
result of another dispute over shares. Perhaps worse was Patrick
Head's semi-retirement, leading to the vast majority of
responsibility - far too much of it - falling to Sam Michael. The
Australian took up the role of Technical Director in 2004, and
presided over the car's design until the spectacular unravelling of
the team's radical 2011 concept, the FW33. Overstretched and under
pressure, Michael resigned.
The tale of Williams' fall is one of complacency,
bad choices and greed. Key partners, staff and drivers were lost in
disputes over money and shares, the board ploughing on in the hope
that a strong team could overcome the loss of any single component.
The decision to take on Kazuki Nakajima in exchange for
underpowered Toyota engines boggles the mind. A spectacular failure
to invest wisely in the future means that Williams have now been
floated on the stock exchange, and are forced to employ pay drivers
rather than world champions.
It isn't all doom and gloom though. It appears
that the dismal 2011 season has galvanised the team. Clinging on to
past success and hoping for happy days to come again is not enough.
The men who established Williams, Sir Frank and Patrick Head, have
become mere figureheads. Savvy businessmen Adam Parr and Toto Wolff
are at the helm, replacing the likes of Sam Michael with a host of
new faces, including controversial former McLaren technical guru
Mike Coughlan. The team has rekindled its historic and highly
successful relationship with Renault, and will field the
championship winning engine in 2012. There are the links with HRT
(increasingly a Williams satellite) and commercial relationships
with Jaguar and Porsche, via the team's investment in hybrid
technology.
Currently, driver line-up is dictated by money -
or lack of it. But with the team announcing solid profits even with
a barren year on track, it may not be long before they are in a
position to decide their own destiny. The team's ambitious attempt
to hire Kimi Raikkonen is indicative of the burning ambition
present in Grove. But is it too little, too late?