After a strong 1979 season in which Williams proved to have a highly competitive car at the highest level, the team’s technical director, Patrick Head, along with aerodynamics chief Frank Dernie and designer Neil Oatley, updates the already competitive FW07 to its “B” version for 1980.
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| WILLIAMS FW07B, Alan Jones Montréal, Canadian GP 1980 |
The modifications made by the three engineers are mostly aesthetic and mainly concern the rear bodywork. The previous version's two fins in front of the rear wheels are now gone, replaced with a rounded edge, giving the car a less angular and more refined look. The mechanical components remain virtually unchanged, but the team sees a driver change, as Australian Alan Jones remains while Argentine Carlos Reutemann joins as his teammate. The two work in harmony, significantly enhancing the FW07B’s performance by helping the engineers refine its setup and strengthen the suspension, which was necessary due to the increased downforce resulting from Dernie’s meticulous aerodynamic work.
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| WILLIAMS FW07B, Carlos Reutemann Montecarlo, Monaco GP 1980 |
The FW07B becomes so efficient at generating aerodynamic load with its ground-effect design that, on most circuits, the small front wings are no longer necessary, and the rear wing is reduced to a minimum. This allows the car to achieve the highest top speed among its competitors. This advantage is further amplified by the Ford-Cosworth DFV engine, which is specially prepared for Williams by engine tuner John Judd. Previously, Williams had already used upgraded DFVs assigned to top-tier constructors capable of challenging Renault and Ferrari engines. The DFV used by Williams undergoes modifications in Judd’s workshop in Rugby, featuring an advanced camshaft and cylinder head design that allows for higher RPMs, delivering 510 hp at 11,400 rpm compared to the standard DFV’s 490 hp at 10,800 rpm. Another significant advantage of the Ford engine is its fuel efficiency, enabling Williams to use a 175-liter fuel tank compared to Renault’s 215 liters and Ferrari’s 205 liters, giving the car a major power-to-weight advantage.
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| WILLIAMS FW07B, Alan Jones Brands Hatch, British GP 1980 |
The 1980 season sees the Grove-based team enter as the favorite. After winning one race and securing a third-place finish in the first two Grands Prix of the season, followed by two consecutive retirements, the path to the championship for Alan Jones becomes a mere formality. Only the growing competitiveness of Nelson Piquet’s Brabham keeps the title fight open until the end, but the Australian ultimately secures the championship. Thanks to the FW07B, Williams wins its first Constructors' Championship with 120 points, achieving six victories, six second-place finishes, and six third-place finishes, along with three pole positions and five fastest laps in the race.
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| WILLIAMS FW07, Rupert Keegan Zandvoort, Dutch GP 1980 |
At the British Grand Prix at Brands Hatch, two additional Williams FW07s are entered: one by the private Brands Hatch Racing team, driven by South African Desiré Wilson, and the other by RAM Racing, assigned to Rupert Keegan. While Wilson fails to pass pre-qualifying, Keegan manages to finish in an honorable eleventh place. Wilson does not participate in any further races, while RAM Racing continues until the end of the season with little success. In the final two races of the season, the team even enters a second FW07, driven by Kevin Cogan at the Canadian Grand Prix and Geoff Lees at the United States Grand Prix at Watkins Glen.
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