[FAQ] Frequently asked questions to rec.autos.sport.f1.moderated - Part 1 of 2 $Revision: 2.152 $, $Date: 2008/08/19 10:41:28 $ This FAQ is posted approximately twice a month. (The subject should be the same; if you do not want to retrieve it, kill the subject.) Between postings you can find a reasonably current copy at http://www.alumni.caltech.edu/~mjackson/rasf1m.html. For more information about the operation of this newsgroup, and a nicely-formatted version of this FAQ, see the rec.autos.sport.f1.moderated website at http://www.rasf1m.net/. *NOTE* The FAQ has been split into two parts to avoid it being too long for some people's rules. This FAQ originated on rec.autos.sport.f1, where it was ably maintained through mid-2001 by Stephen M Baines. Special thanks to him, and thanks also to the following people who, amongst others, have had contributions culled to make the FAQ: Kim Andrews, Paul B, Sven Baumer, David Betts, Sergiusz Boron, Alessio Bragadini, Lord Tim Brent, Stênio F. Campos, Simon "Bumble Bee Boy" Cossar, Andrew Cosstick, Emma Crawley, GD, BF Dehay, Doug Farrow, Pete Fenelon, Ken Fletcher, Mark J Frusciante, Tony Gartshore, Alan Gauton, GD, Thomas Gmuer, Lutz Goerke, Paul Harman, Ian Hill, Mark Jackson, Jak, Alan Jones, Brian Lawrence, Jeff "Eskimo Joe", Olav K. Malmin, Julie Miles, Ciro Pabón, Dave Parker, Jon Petersson, Barry Posner, Rob, Duncan Rollo, Rui Pedro Mendes Salgueiro, Martin Schmidt, Peter Scoular, Johan V, Mike Whooley, Paul Winalski. Apologies to anyone whose name was missed - it's not deliberate! The FAQ may not have answers to everything you need - it is just a collection of *frequently* asked questions and their answers, not the answers to everything ;-) Corrections and additions are especially welcome. I do try to keep up with the newsgroup, but to make sure of something being considered for the FAQ mail me at mjackson@alumni.caltech.edu. The FAQ is divided into several sections. This introduction (Part 1) 1. Rules, regulations and governing body (Part 1) 2. The teams and cars (Part 1) 3. The drivers (Part 2) 4. The races (Part 2) 5. The circuits (Part 2) 6. Television (Part 2) 7. Sponsors (Part 2) 8. Manufacturers (Part 2) 9. Technical stuff (Part 2) 10. Miscellaneous (Part 2) 1. Rules, Regulations and Governing Body =========================================== Q: Who is the governing body of Formula 1? A: The Fédération Internationale de l'Automobile (FIA), headquartered in Paris (F) and whose president is currently Max Mosley. In 1904 various national motor clubs organized the Association Internationale des Automobile Clubs Reconnus (AIACR) to run international motor sport (reserving control of national events for themselves). The AIACR first issued an international sporting calendar and regulations in 1908, and in 1922 formed a Commission Sportive Internationale (CSI) to formalize the oversignt of Grand Prix and other forms of international racing. The term Formula 1 came into use in 1947, when the AIACR reorganized itself as the FIA. The World Championship of Drivers was begun in 1950. Q: Where can I find the regulations to Formula 1? A: The FIA's web site has the technical and sporting regulations; see http://www.fia.com/sport/Regulations/f1regs.html. Q: What are the main changes for 2008? A: In March 2006 the World Motor Sport Council, anticipating the expiration of the Concorde Agreement (see below), approved far-reaching changes to the sporting regulations for 2008. Proposed changes to the technical regulations followed; after considerable struggle some modifications were put in place and most provisions were brought forward to 2007. During 2007 further changes were announced from time to time by the FIA, some of which seem to have been invalidated by agreements reached with the teams in early 2008. Here's what remains: An FIA-standard engine control unit (ECU) has become mandatory, enabling (in principle) effective enforcement of a ban on launch and traction control systems. Gearboxes have to last for four events, with a five-place grid penalty for early replacement. (Gearboxes are complex things. The regulations permit changing some components to get the right ratios for each track, and to repair damage; time will tell whether this is abused.) The first engine replacement of the season for each car will not result in the usual 10 grid position penalty - unless it takes place for the final race, in Brazil. Engine development is frozen for 5 years (reduced from 10 years) relative to a reference engine the teams must hand over early this year. As a cost-reduction measure spare cars have been banned; a spare chassis can be brought to races but can only be built up as a replacement overnight. The third qualifying period has been shortened from 15 to 10 minutes and refueling afterwards has been banned, which eliminates the laps spent burning off fuel. (What was introduced to give the spectators more track time to watch is now judged unacceptably eco-hostile!) Unintended consequences in Malaysia (cars that made their last run before the absolute end of the session crawling back to the pits to save fuel, thus impeding and endangering others still on qualifying pace) led to the imposition of a minimum partial-lap time from Bahrain. The ban on refueling stops while cars queue up at the beginning of safety car periods has had a major, random impact on several races; there's general agreement that the rule ought to change, and a system to limit car speeds through the standard ECU is being tested, but there's as yet no firm date for adoption. "Customer" cars - one team using another's chassis - were supposed to be legalized, but the use of such cars in 2007 by Toro Rosso and Super Aguri triggered litigation; this led to the abandonment of Prodrive's planned 2008 entry of a customer McLaren chassis. Q: Are further changes planned? The 2009 technical and sporting regulations were not published by the FIA until mid-July of 2008, although the teams had a good idea of them earlier. Here are some highlights pending further analysis: The grooved dry-weather tires used for several years will be replaced by slicks; tire-warmers will continue to be used, a proposal to drop them having failed on grounds of safety and minimal impact on costs. Based on recommendations from the Overtaking Working Group restrictions are imposed on aerodynamics targeting a 50% reduction in downforce. A driver-adjustable front wing (to counter the effects of running behind another car) is permitted. A "Kinetic Energy Recovery System" (KERS) is permitted, enabling the storage of some energy recovered during braking to provide a boost during passing - although whether all teams will deem this worth the weight (and possible reliability) penalty remains to be seen. (It also appears that the lithium batteries that seem most effective for such a system will be single-use, making the whole exercise eco-unfriendly and fiendishly expensive.) Further out the prospects are unclear, since during 2007-08 multiple proposals have been floated by the FIA, then revised or dropped. One heavily-touted scheme - of limits on the use of wind tunnels and aerodynamic track testing and other restrictions on resources dedicated to computational fluid dynamics (CFD), rig testing, other technical development areas, and the number of personnel brought to races - ran into strong opposition and seems to be off the table. This was followed by reports of serious discussion of a budget cap - to which Ferrari was said to be opposed. Proposed figures for such a cap were floated in May - $175M euros in 2009, decreasing to $140M in 2010 and finally to $110M by 2011 - but in yet another turnabout Max wrote to the teams in July 2008 inviting them to submit, by October 3, proposed 2011 rules *supported by a majority of the teams* to cut costs, reduce energy use, and improve the racing. Whether this is serious or another strategic move remains to be seen; the formation of FOTA (see next item) is to some extent a response. It is expected that every team must again be a legitimate constructor (no customer cars) by 2010; this leaves the status of Toro Rosso somewhat uncertain in the interim - as well as in the long term, since its value will be nil unless funding can be found to build a unique chassis. A negotiated short-term solution is being sought before the arbitration set in motion last year by Spyker (now Force India) reaches court; this may be easier now that Super Aguri has folded. Q: What is the Concorde Agreement? A: The original Concorde Agreement (so-called because it was signed at the FIA headquarters on the Place de la Concorde in Paris) was between the Formula One Constructors Association (FOCA) and the Fédération Internationale du Sport Automobile (FISA). FISA, reorganized from the old CSI by Jean-Marie Balestre after he became its chair, was the arm of the FIA involved in sanctioning motor sport and had direct sanctioning responsibility for F1. FOCA was, as its name implies, an organization representing most of the F1 teams (but not all of them--Tyrrell and, I think, Ferrari were not FOCA members). Its president was Bernie Ecclestone, then owner of the Brabham F1 team. Through the 1970s the FIA had gradually allowed FOCA to take a greater hand in the financial, promotional, and organizational aspects of the F1 Championship. By 1980 FOCA was organizing the races and the FIA's role was limited to rules-making and officiating. When Balestre took over as head of the CSI he set about trying to get control of F1 back from FOCA. FOCA baulked at some of Balestre's proposed rule changes, particularly the ones limiting ground effects, and a very ugly dispute ensued that threatened to split the sport. (One race was boycotted by the FOCA teams; another, organized by FOCA, was excluded from that year's Championship.) The sponsors and manufacturers (engines, tires, fuel) had the last say and forced both sides to hammer out the Concorde Agreement, which covers the whole financial and organizational side of F1 racing, rules stability, collection and distribution of monies, etc. FISA is no longer, its duties now being performed by the FIA's World Motor Sports Council. FOCA has evolved into Bernie's complex of companies; see "Who owns F1," below. Since the original Concorde Agreement there have been several revisions to it. In recent years the CA has required unanimous consent from the teams (almost impossible to obtain) or a couple of years' notice in order to change the regulations. The most-recent, three-party version (FIA, Bernie, the F1 teams) expired at the end of 2007. In mid-January 2005 the FIA, Ferrari, and Bernie announced the signing of a revised Concorde Agreement, giving signatory teams a larger share of revenues, effective 2008-2012. Bernie gave the other teams an end-of-February deadline to sign on, which was ignored. Instead the remaining teams signed a memorandum of understanding with Bernie covering financial arrangements in mid-May 2006. Agreement between manufacturers and the FIA over governance and technical objectives was claimed by Mosley and BMW in November, and this was touted as having cleared the way for a fresh 3-way Concorde Agreement. However as of midway through the 2008 season such had yet to be signed - and may not be, both because it may run afoul of European Union antitrust holdings and because Max does not want to continue restrictions on the FIA's rule-making powers. Acrimony between Max and Bernie stemming from the former's public sex scandal (and the latter's suggestion that he step down) isn't helping matters, although recent public statements suggest this has been patched up and a new agreement is (not for the first time) right around the corner. At a meeting in late July with Bernie and CVC's managing partner, the teams agreed to form the Formula One Teams Association (FOTA - although the acronym is not yet official) to work on regulations and commercial arrangements with the FIA and FOM (see "Who owns F1?"). Q: Where can I see the Concorde Agreement? A: You can't. It's secret, although some of its known or suspected provisions are described in this FAQ. More detailed speculation, and pointers to an alleged copy of the 1997 agreement divulged in 2005 by a certain motorsport newsletter, can be found at http://www.concordeagreement.com. Q: How much do the teams get for winning races? A: The FIA doesn't get involved in money, which is controlled by Bernie through what used to be called FOCA. I believe that the Concorde Agreement describes the "prize money" for each race, and I think there are payments for the leading teams at quarter, half, three-quarter and full distance. Maybe something for most laps led too? The revenue from TV rights is partially distributed to teams using a points system derived from historical performances. As I understand it points are awarded for: * Placing in the constructor's championship (last 3 years) * Number of years in F1 (1 year = 4 points, 10 years = 165 points [Ferrari 50 yrs = 1200 points]) * Constructor's titles (25 points each) * Constructor's championship points (last 2 years x 2) * " " 2 (all-time / 10) * Number of wins (last 2 years, 10 points each) * All-time number of wins (1 point each) Teams with points get a proportional share of the money. There is also a separate pool of money distributed based on the previous years constructor's championship. The *size* of the total payout (reportedly 47% of TV revenues, nothing from the sanctioning fees and other income realized by Bernie) was one of the issues behind the breakaway manufacturers' movement (see next question). Q: Who owns F1? A: The FIA owns Formula 1, but licensed the commercial rights through 2110 (yes, for over a century) to a complex of companies effectively controlled by Bernie Ecclestone. The actual structure was Byzantine; in discussing it /The Economist/ used the words "complex tax-avoidance scheme." The key elements were: * Formula One Management (FOM), owned by the Jersey company Petara * Formula One Administration (FOA), which owns Petara and is in turn owned by Formula One Holdings (FOH) * SLEC Holdings, a Jersey company (evidently named for Bernie's wife Slavica, who controls Petara) which owns FOH. * Bambino Holdings, another Jersey company controlled by the Liechtenstein-based Bambino Trust (whose beneficiaries are members of the Ecclestone family). A few years ago Bernie sold 75% of SLEC for a very large sum, while retaining a 25% stake through Bambino Holdings - as well as effective control through arcane directorship arrangements at FOM and FOA. Due to financial difficulties ownership of this 75% passed through the hands of German media companies EM.TV and Kirch and, following the latter's default, to three creditor banks. The banks were unhappy with the return on their unwilling investment and lack of the control that usually comes with 75% ownership; legal actions followed. In November 2005 Ecclestone and the British private equity firm CVC Capital Partners agreed to form a new company, Alpha Prema, which was to reunite the bank and Bambino holdings with Ecclestone continuing as chief executive of the F1 group. Details were then worked out with the banks, conditional approval was granted by the European Commission (CVS being required to divest itself of its interest in MotoGP), and in March 2006 the purchase was completed. As of that date: * the Formula One Group is still 100% owned by SLEC * SLEC is 75% owned by Speed Investments (the former bank holding vehicle); and 25% by Alpha Prema UK * 100% of Speed is held by Alpha Prema UK * Alpha Prema UK is 100% owned by yet another Jersey-based holding company, Alpha Topco * Alpha Topco is 75% owned by CVC Fund IV and 25% by Bambino Holdings. 2. The teams and cars ===================== Q: When was the last time a privateer won a race? A: The last privateer to win a GP was either Jo Siffert in the Walker Lotus-Ford at Brands Hatch in 1968, or Jackie Stewart in the Tyrrell March-Ford in Spain in 1970. (Although Tyrrell bought both chassis and engine that season some feel that the support he was receiving from Ford, Elf, and Goodyear place him at least among the semi-works ranks. It's a judgement call, there being no official body empowered to bless privateership.) There has never been a privateer World Champion. Moss came closest in the Rob Walker-entered Cooper in 1959 when he finished third. Walker was the first privateer entrant to win a World Championship Grand Prix with Moss in a Cooper-Climax, in the 1958 Argentine Grand Prix. The Mugen-Honda engine used by the 2000 Jordan was a factory engine in all-but-name. The last World Champion to use an off-the-shelf engine was Keke Rosberg (1982, Williams-Ford). Q: Who owns which team? A: BMW Sauber - The former Sauber was restructured, if not fully renamed, in 2006 as the factory team for BMW, which holds the controlling stake. Ferrari - Piero Lardi Ferrari 10%, the FIAT Group 85%, and 5% by the government-owned Mubadala Development Co. of Abu Dhabi. Honda - Honda. McLaren - TAG McLaren is 40% owned by Daimler A. G., 30% by the Bahrain Mumtalakat Holding Company, and 15% each by Ron Dennis and TAG Group S.A. (Mansouer Ojjeh). Red Bull - (formerly Jaguar, neé Stewart) Dietrich Mateschitz's Red Bull energy drink company. Renault - Renault. Scuderia Toro Rosso (formerly Minardi) - Dietrich Mateschitz's Red Bull energy drink company 50%; Gerhard Berger 50%. A new owner is being sought before 2010, when the "synergy" used to justify Toro Rosso running, essentially, the current Red Bull chassis with a different engine will be banned. Force India - (recently Spyker, formerly MF1 Racing, neé Jordan) Orange India Holdings, itself equally owned by Strongwind (an investment company controlled by Michiel Mol) and Watson Ltd. (owned by Indian businessman Vijay Mallya). Toyota - Toyota. Williams - Frank Williams and Patrick Head (said to be 80/20). Heavy sponsorship involvement by the Baugur Group has sparked rumors that they have taken an ownership position as well, but this has not been confirmed. The Super Aguri team, which folded early in the 2008 season, was owned by Aguri Suzuki and Fumio Akita but largely dependent on financial support from Honda. When a planned sale to the Magma Group, a London-based automotive consultancy, fell through at the last minute alternative funding could not be found. Q: Who is supplying engines to which team in 2008? A: BMW Sauber - BMW [F] Ferrari - Ferrari [F] Honda - Honda [F] McLaren - Mercedes [F] Red Bull - Renault [C] Renault - Renault [F] STR - Ferrari [C] Force India*- Ferrari [C] Toyota - Toyota [F] Williams - Toyota [F] [F] Factory [C] Customer *formerly Spyker F1 Q: What happened to Prodrive? A: Anticipating the expiration of the Concorde Agreement (see above), which restricted participation in F1 to true constructors, the FIA abruptly opened entries for 2008 for the week of 24 to 31 March, 2006. Twenty-two applications were received; the official entry list, announced by the FIA on April 28, consisted of the current 11 teams plus Prodrive (Dave Richards, former BAR and Benetton principal). The Prodrive entry, however, was predicated on the legality of "customer" cars - they negotiated with McLaren and others for a 2008 supply - and the ongoing legal questions over the 2007 Toro Rosso and Super Aguri entries, and the failure to agree on a new Concorde agreement permitting this for 2008, caused Richards to announce that Prodrive would not compete as scheduled. Q: What teams will be competing in 2009? A: Entries were open only during July 2008; the list hasn't been announced yet, but there's no indication it will include other than the current 10. Q. How much does each team spend per year? A. Estimates are all that are available, and of course they vary. The March 2006 issue of /F1 Racing/ gave the following breakdown for 2005 (all figures in millions of US dollars): R&D WT Man. Eng. T&A Tests Races T-Sal D-Sal C.E. Total =============================================================================== Ferrari 26.60 15.55 1.80 150 19.46 75.75 37.28 51.04 46.50 9.00 432.98 Toyota 63.40 13.14 2.80 180 12.97 77.50 29.71 68.53 39.50 11.50 499.05 McLaren 45.66 15.93 1.99 140 14.05 65.86 25.33 62.23 40.00 8.50 419.95 Williams 22.50 14.91 1.65 137 10.05 74.50 27.46 57.05 5.00 10.00 360.12 BAR 33.40 11.62 1.37 170 8.53 54.00 23.24 40.70 10.25 7.05 360.16 Renault 18.09 9.06 1.92 115 8.10 44.00 25.09 41.08 18.25 6.50 287.81 Sauber 15.03 11.71 1.75 26 7.70 27.50 24.03 39.60 4.50 3.50 161.32 Red Bull 13.48 6.78 1.25 18 5.72 37.50 19.51 23.78 2.50 10.70 139.22 Jordan 12.20 5.10 0.80 15 4.86 26.50 21.34 16.50 0.50 1.40 104.20 Minardi 0.45 3.40 0.75 10 2.47 10.00 10.25 12.24 0.35 0.40 50.31 ------------------------------------------------------------------------------- 250.81 107.20 16.08 961 93.91 493.11 243.24 413.47 167.35 68.55 2814.72 (WT = wind tunnel, Man = manufacturing, Eng = engines, T&A = travel and accomodation, T-Sal = team salaries, D-Sal = drivers' salaries, C.E. = corporate entertainment) For comparison, /F1 Racing/'s team totals for 2004 and 2003: Ferra Toyot McLar Willi B.A.R Renau Saube Jagua Jorda Minar ============================================================================ [2004Tot $2493] 418.2 368.5 359.2 359.0 309.9 255.2 154.6 141.9 79.92 46.58 [2003Tot $2141] 443.8 290.4 304.6 353.3 225.1 206.8 119.5 78.8 79.20 39.60 Q: Is it true that there was a 6-wheel F1 car that won a race? A: The Tyrrell project 34 had small, 10 inch diameter front wheels that could be completely hidden behind the front cowling then in common use on F1 cars. This removed the front wheels from the airstream and thus reduced drag significantly, resulting in the car going faster. The problem was that the tiny front wheels didn't provide enough surface area for proper braking. The way around this was to use 4 front wheels instead of the usual 2. The car was pretty successful in its first year and actually won at Anderstorp (Swedish Grand Prix 1976) for Jody Scheckter, with Depailler second. It was less successful in 1977 because the more complicated 4-wheel front suspension assembly added a lot of weight, and Goodyear wasn't keeping up on tire development of the 10" tires. Tyrrell went back to a conventional, 4-wheel car the next year. Pictures at http://www.ddavid.com/formula1/tyrp34.htm and http://www.evil-photographer.com/cars/tyrrell/P34/P34.htm. March also made some experiments with a 6 wheel car in 1977. The 2-4-0 (from rail locomotive terminology) sought increased traction by having a second set of rear wheels behind the first. Design and construction were very informal, development nonexistent (most running was done with only one set of rear wheels driven to avoid cracking the inadequate gearbox casing), and the car never competed; a successor machine did win several British hillclimbs in 1979 with Roy Lane at the wheel. Photo at http://www.geocities.com/simontmallett/240march1.html. Williams produced a 6-wheel variant of their FW08 in 1982, of similar layout to the March. The idea this time was to extend the area under the car available to venturi tunnels and to allow the rear wing to be mounted further back on the car. Cars were built and tested, but right about the time that they were ready to race the FIA came out with new regulations restricting F1 cars to 4 wheels mounted on 2 axles, so it never raced for the FIA World Championship. The cars still exist and have appeared in several historic races. Photo at http://www.ultimatecarpage.com/images/large/689-1.jpg. Q: Is it true about a "fan car"? A: The Brabham BT46B, which Niki Lauda drove to victory in the 1978 Swedish GP. This was an idea borrowed from Jim Hall's Chaparral CanAm cars. The idea was to put skirts on the sidepods to seal the undercar area, then to mount an extractor fan at the back to remove the air under the car, thus sucking it down onto the track. To get around the "moveable areodynamic device" ban, Brabham claimed that the fan was there to help cool the engine. Whilst this wasn't false, it wasn't the full reason behind the fan; the car actually squatted down onto the track if you blipped the throttle while it was stationary. But its biggest problem was that it was very successful, so all the other teams protested. There was also one legitimate (IMO) concern--the fan tended to pick up debris from the track and blow it into the face of a driver following closely. In any event, the car was very soon banned by the FIA because the fan was ruled to be an aerodynamic aid not in a fixed position relative to the sprung part of the car. Q: Why were Tyrrell thrown out of the 1984 championship? A: This is from Autocourse: "In the afterglow of 1984's chase-the-McLaren story, the FISA-versus-Tyrrell affair still rankles as being as distasteful as it was ill-considered. Whether or not Tyrrell was plying his 012 cars with lead ballast during a late-race pit stop or - and this is more far-fetched - mixing additive to the water injected into the engine to ward off piston and valvegear failures has become a moot case. What is more relevant is not only the way that FISA conducted his trial - for example, introducing fresh evidence at an appeal hearing and barring Tyrrell from approaching expert witnesses who had analysed water samples for FISA - but also the severity of the fine. If Andrea de Cesaris and Niki Lauda have their practice times discounted on the days at Dijon and Dallas where the Ligier was found to be running with an empty fire extinguisher bottle and the McLaren declared to have a rear wing 2mm too wide, then excluding Tyrrell from the World Championship for infringements committed during Martin Brundle's gutsy drive to second in Detroit ranks as a kneejerk reaction of an inappropriate magnitude. But the decision was final, costing Tyrrell his FOCA membership and USD 1,000,000 in concessionary travel arrangements to transcontinental races. Underlying the season had been the backstage arguments over the proposed 195-litre fuel capacity maximum intended for 1985: to stick at the current 220-litre allowance required team unanimity - and Ken Tyrrell was the only dissenting voice. Naturally, after he was barred from the Championship, so 220 litres became a fixed part of the '85 technical regulations, neatly, tidily and with no outward fuss." Q: Who won the constructors championship in the year....? A: 2007 Ferrari (I) 2006 Renault (F) 2005 Renault (F) 2004 Ferrari (I) 2003 Ferrari (I) 2002 Ferrari (I) 2001 Ferrari (I) 2000 Ferrari (I) 1999 Ferrari (I) 1998 McLaren (GB) 1997 Williams (GB) 1996 Williams (GB) 1995 Benetton (GB) 1994 Williams (GB) 1993 Williams (GB) 1992 Williams (GB) 1991 McLaren (GB) 1990 McLaren (GB) 1989 McLaren (GB) 1988 McLaren (GB) 1987 Williams (GB) 1986 Williams (GB) 1985 McLaren (GB) 1984 McLaren (GB) 1983 Ferrari (I) 1982 Ferrari (I) 1981 Williams (GB) 1980 Williams (GB) 1979 Ferrari (I) 1978 Lotus (GB) 1977 Ferrari (I) 1976 Ferrari (I) 1975 Ferrari (I) 1974 McLaren (GB) 1973 Lotus (GB) 1972 Lotus (GB) 1971 Tyrrell (GB) 1970 Lotus (GB) 1969 Matra (F) 1968 Lotus (GB) 1967 Brabham (GB) 1966 Brabham (GB) 1965 Lotus (GB) 1964 Ferrari (I) 1963 Lotus (GB) 1962 BRM (GB) 1961 Ferrari (I) 1960 Cooper (GB) 1959 Cooper (GB) 1958 Vanwall (GB) (The Constructors Championship originated in 1958.) -- Mark Jackson - http://www.alumni.caltech.edu/~mjackson