After astonishing the Formula 1 world with the “space-age” FW14B, the Williams team arrived at the start of the 1993 season with the new FW15C. The first version of the FW15 was actually ready as early as August 1992 and was designed to more logically incorporate all the electronic systems installed on the FW14B. The original FW14 had in fact been conceived as a traditional car, onto which various electronic systems were gradually added, systems that hadn’t been part of the initial design, resulting in a rather heavy and disorganized electronics package. Despite this, the exceptional performance of the car led Williams engineers to finish the 1992 season with the FW14B, postponing the debut of the new FW15 to 1993.
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| WILLIAMS FW15C, Alain Prost Monza, Italian GP 1993 |
However, changes in the technical regulations, which included a narrower front track and reduced rear tire width as well as some modifications to the front and rear wings, rendered much of Williams’ previous work obsolete. The engineers therefore updated the FW15 to a “B” version just for early-season testing. The definitive FW15C project was developed entirely by Adrian Newey, under the technical direction of the ever-present Patrick Head, with Paddy Lowe still in charge of electronics, Eghbal Hamidy as chief aerodynamicist, and Bernard Dudot overseeing the development of the Renault RS5 V10 engine, which again powered the Grove-based cars that season. Newey’s updates made the FW15 a much-improved car compared to its predecessor, with a narrower nose, a more elegant air intake and engine cover, and carefully sculpted sidepods. Another innovation was the rear wing used on high-downforce circuits, featuring an additional element in front of and above the main profile. To understand the attention to detail Newey put into his cars, consider that the chassis of the two cars were custom-built to the measurements of the drivers, returning three-time World Champion Alain Prost and British driver Damon Hill, who was 15 cm taller than the Frenchman.
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| WILLIAMS FW15C, Damon Hill Hungaroring, Hungarian GP 1993 |
The new FW15C had a far more advanced aerodynamic design than its predecessor, and when combined with the power of the French V10—which in this season reached a remarkable 780 hp, it delivered the highest top speed among the 1993 cars. However, the true strength of the new Williams lay in its electronic aids, making the FW15C the most technologically sophisticated F1 car of all time. That season saw the introduction of additional electronic controls such as traction control and launch control, alongside the already proven hydropneumatic active suspension system and ABS. The gearbox, still a Williams construction, became fully automatic this season, allowing the driver to choose a mode via a steering wheel button where gear changes were handled entirely automatically, without using the paddle shifters. The system would revert to semi-automatic mode once a paddle was used again. Even the clutch release at the start was managed by an electronic control unit, a standard feature in modern F1 but a complete innovation in 1993. During the season, a CVT (continuously variable transmission) system was even tested, allowing the engine to run at a constant RPM while the transmission managed the car’s speed. However, it was never used in races, as it was immediately banned by the FIA. Another electronic innovation concerned the suspension: using a steering wheel control, the rear ride height could be adjusted on the fly, significantly reducing downforce from the diffuser and increasing top speed. Even the engine control unit could be manipulated by the driver to temporarily increase RPM by about 300, useful for overtaking. The Williams FW15C was also the first F1 car to feature fully drive-by-wire steering, without mechanical or hydraulic links between the controls and mechanical components.
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| WILLIAMS FW15C, Damon Hill Catalunya-Barcelona, Spanish GP 1993 |
With such a car, it was no surprise that Williams repeated the total dominance shown the previous season. Alain Prost claimed his fourth World Championship with 7 wins, 3 second places, and 2 third places, while the still-green Damon Hill achieved 3 wins, 4 second places, and 3 thirds, finishing third in the standings behind Ayrton Senna, who managed to compete with the two Williams drivers despite a less competitive McLaren. With 168 points, Williams easily secured the Constructors' Championship, its sixth title and second in a row, even though a delayed entry had initially jeopardized the team’s participation. The issue was resolved at the last minute thanks to an exemption granted by FISA President Max Mosley. The electronic sophistication of the FW15C reached such a level that the FIA decided to ban many of these "driver aids" immediately after the British Grand Prix, approving the so-called “Weikershof Protocol,” which postponed the ban to the start of the 1994 season.
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| WILLIAMS FW15C, Alain Prost Donington Park, European GP 1993 |
At the beginning of 1994, following Prost’s final retirement, who had never fully embraced the FW15C, preferring more traditional cars, the FW15 in its “D” version, stripped of electronic aids, was used in pre-season testing by new arrival Senna and Hill. Despite posting good lap times, the car proved difficult to drive and unpredictable in its reactions.
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