KEKE ROSBERG WILLIAMS - FORD
1982 FORMULA 1 WORLD CHAMPION
1982 f1 full season dvd set
enjoy this fantastic season on dvd all over again
2 OPTIONS AVAILABLE
OPTION 1 -16 FULL RACES ON 16 DVDS
OPTION 2 -EXTENDED HIGHLIGHTS PACKAGE DVD SET
SEASON PREVIEW 18 MINS
SOUTH AFRICA 43 MINS
BRAZIL 36 MINS
LONG BEACH/U.S.A 34 MINS
SAN MARINO 31 MINS
BELGIUM 40 MINS
MONACO 30 MINS
DETROIT/U.S.A 41 MINS
CANADA 34 MINS
THE NETHERLANDS 30 MINS
GREAT BRITAIN 1 HOUR 10 MINS (FULL RACE)
FRANCE (PAUL RICARD CIRCUIT) 34 MINS
GERMANY 31 MINS
AUSTRIA 1 HOUR 32 MINS (FULL RACE)
FRANCE (DIJON CIRCUIT)30 MINS
ITALY 41 MINS
LAS VEGAS / U.S.A 34 MINS
1982 Formula One season
The 1982 Formula One season was the 33rd FIA Formula One World Championship season. It commenced on January 23, 1982, and ended on September 25 after sixteen races. The World Drivers' Championship was won by Williams driver Keke Rosberg. Rosberg was the first driver since Mike Hawthorn in the 1958 season
to win the championship after winning only one race. 11 drivers won a
race during the season, none of them more than two times. Scuderia Ferrari won the World Constructors' Championship.
The combination of technical and sporting regulations used during
this season prompted many complaints about safety before and during the
season. The season saw two fatalities and many serious accidents.
Ferrari driver Gilles Villeneuve was killed in an accident during qualifying for the Belgian Grand Prix at Zolder after hitting the March car of Jochen Mass. Italian driver Riccardo Paletti died at the Canadian Grand Prix when his Osella car hit the back of Didier Pironi's
stalled car at the start of the race. Pironi, who had been Villeneuve's
teammate, suffered massive injuries to his legs in another qualifying
accident at the German Grand Prix and never raced in Formula One again.
The season started with a drivers' strike at the first race of the
season. Later in the season, the disagreement between the sport's
governing body and the teams (known as the FISA-FOCA war) re-started and many of the teams boycotted the San Marino Grand Prix.
For the first time since the inception of Formula One, there were no
non-Championship races run during 1982. This situation would become
permanent from 1984 onward. It was also the only season to host three Grands Prix in the same country (United States): the Caesars Palace Grand Prix, Detroit Grand Prix and United States Grand Prix West.
The off season saw rumours of several former champions returning to the sport, but in the end only double world champion Niki Lauda returned to Formula One after an absence of two years to partner John Watson at McLaren. The 1981 drivers' champion Nelson Piquet remained at Brabham, partnered by Riccardo Patrese. The Williams team kept Carlos Reutemann, but their 1980 champion Alan Jones retired and was replaced by Finn Keke Rosberg, who had failed to score a single point the previous year with Fittipaldi Automotive. Ferrari and Renault retained their race-winning line ups of Villeneuve and Didier Pironi and Alain Prost and René Arnoux, respectively.
The two main technological themes of the 1982 season were
turbocharging and ground effect. The large automotive manufacturers
could afford to develop the expensive new technology of turbocharging,
which offered a significant power advantage over naturally aspirated
engines. However, turbocharged engines were heavy and initially
suffered from turbo lag, a delay between the operation of the throttle and the delivery of power. The Renault and Ferrari factory teams, together with the small privateer Toleman team, were the only ones to use turbocharged engines throughout the 1982 season. The other two manufacturer teams used V12 atmospheric engines, which all other things being equal are more powerful than a V8 engine of the same capacity. Alfa Romeo were developing their own turbo engine, but for 1982 they retained what motorsport writer Doug Nye has called the most powerful 3-litre F1 engine seen at that time, with 548 bhp. The French Talbot-Ligier team used Matra's less powerful V12 engine.
Williams' Cosworth DFV-powerd FW08 was the last naturally aspirated car to win the championship until 1989.
Britain's specialist race car manufacturers had been following a
different technical route, using the less powerful but compact,
reliable and widely available Cosworth DFV engine and focussing on the effectiveness of the chassis. The Lotus team had introduced aerodynamic ground effect in 1978, and rapid progress had been made by others like Williams, McLaren and Brabham in exploiting it more and more effectively. The DFV, and the introduction by McLaren and Lotus of cars built largely from carbon-fibre composites,
allowed the teams to create very light cars. Several of the DFV teams
felt that the turbo cars had an "unfair" advantage and sought a further
weight reduction to equalise performance. The Formula One regulations
stated that the weight of the cars must be at least 580 kg including
lubricants and coolants. Working within the letter of the regulations,
some teams fitted their cars with large water tanks, ostensibly for
"water-cooled brakes". In practice, the water was dumped early in the
race, allowing the cars to race as much as 50 kg underweight. The
regulations stated that the water could be topped up again at the end
of the race, before the weight was checked. Brabham however also had a foot in the turbo camp, as they had been developing a car powered by a BMW turbocharged engine since the previous year.
For the 1982 season, the Fédération Internationale de l'Automobile
(FIA), motorsport's world governing body, abandoned the previous year's
minimum ride height rule. This resulted in cars with very hard
suspension - almost immovable - to keep the rigid skirts at the side of
the car in position and sealing the low pressure area under the cars.
The cars depended entirely on their aerodynamic downforce and became
extremely unpleasant to drive—1978 world champion Mario Andretti cited them as one of the reasons he left F1 at the end of 1981—and caused several of the drivers medical problems.
- Sporting Regulations
The new rules for the season included an increase in the number of
cars permitted to enter a Grand Prix from 30 to 34, and the number of
starters from 24 to 26. To avoid having all 34 cars on the track at one
time, a pre-qualifying session was introduced in which the three teams
with the poorest record in the previous year would compete to be
allowed into qualification proper. Three companies, Goodyear, Michelin and Avon
supplied tyres, including special qualifying tyres, which provided much
increased levels of grip during the qualification sessions that
determined the starting order for the race. For the first time the
number of tyres permitted for qualification was limited, creating a
situation which Villeneuve thought "...unnecessarily dangerous. If I
have only two chances to set a time, I need a clear track, OK? If it
isn't clear, if there's someone in my way, I just have to hope he's
looking in his mirrors — I mean, I can't lift, because this is my last
The Formula One Constructors Association
(FOCA) and FISA had been in dispute over the control of the sport since
1979. The worst period of the disagreement (known as the FISA-FOCA war) had ended in 1981 with the signing of the Concorde Agreement.
FOCA consisted of the major British teams, while the manufacturer teams
(Renault, Ferrari, Alfa-Romeo and Talbot-Ligier), together with Italian
team Osella and Toleman were aligned with FISA. The 1982 season had an unusually large number of teams representing major motor manufacturers, with Alfa Romeo and Talbot represented as well as Renault and Ferrari.
The early races of the season were disrupted by politics. At the first race of the season, the South African Grand Prix,
Niki Lauda led a drivers' strike against the "superlicenses", required
for participation in the championship, which included clauses that
Lauda believed would unfairly tie drivers to their teams. Most of the
drivers locked themselves in a conference room overnight before
agreement was reached that the relevant clauses could be re-visited and
the race was reinstated. The six factory turbocharged cars, including
the Brabham-BMWs on this occasion, had their inherent power advantage
exaggerated by the low air density at the high altitude Kyalami circuit
and took the first six places on the grid. Alain Prost won the race in
his Renault. Despite the pre-race agreement, the race stewards issued a
statement during the race indicating that the licenses of those drivers
who had taken part in the strike were suspended.
The striking drivers were eventually fined $5,000 each and given a
one race ban, suspended for six months, but the process of reaching
this compromise position took several weeks and contributed to the
cancellation of that year's Argentine Grand Prix, due to be the second
race of the year. The Brazilian and United States West
Grands Prix were both won by DFV-powered cars, and both results were
protested by the Ferrari and Renault teams, on the grounds that the
leading DFV teams were competing with underweight cars thanks to their
water cooled brakes. The stewards in Brazil ruled that the Piquet's
winning Brabham and Rosberg's Williams were illegal, but their
counterparts in the US rejected the same claim against Niki Lauda's
McLaren and Rosberg, although they did uphold the Tyrrell team's protest against Ferrari's use of two rear wings and disqualified Villeneuve. The appeal process meant that the result of the protest would not be known for another month.
On 19 April, the FIA tribunal found in favour of Ferrari and
Renault's protest of the Brazilian Grand Prix result. Piquet and
Rosberg were disqualified and Prost was awarded the win. The other
finishers, including some who had also been racing underweight, but had
not been protested, were moved up the results accordingly. Results from
the US Grand Prix West were unchanged. This gave Prost the lead in the
world championship, with 18 points to Lauda's 12 and Rosberg and
Watson's 8. The tribunal also ruled that after future races, all cars
must be weighed before liquids were topped up. The FOCA teams
considered that this ruling amounted to a change in the regulations of
the sport, and requested a postponement of the next race on the
calendar until July to allow consideration of its effects. The race
organisers refused to delay the race, which went ahead without the
majority of the FOCA teams.
Villeneuve and Pironi
In the race, both Renault cars broke down, leaving the Ferraris
running alone in front, with Gilles Villeneuve ahead of Didier Pironi.
Near the end of the race, the Ferrari team ordered the drivers to slow
down to conserve fuel and reduce the risk of mechanical failure.
Villeneuve thought this meant that Pironi was supposed to stay in
second place, but Pironi did not see it this way and passed Villeneuve
on the last lap for the win. Villeneuve was irate, and swore he would
never speak to Pironi again.
Two weeks later, Villeneuve died after an accident during the final qualifying session for the Belgian Grand Prix at Zolder. Some suggest that he was specifically aiming to beat Pironi's time, but according to Ferrari race engineer Mauro Forghieri the Canadian, although driving quickly, was returning to the pits when the accident occurred.
Villeneuve caught Jochen Mass travelling much more slowly through the
left-handed bend and moved to the right to pass him at the same instant
that Mass also moved right to let Villeneuve through on the racing line.
The two collided and Villeneuve was thrown out of his disintegrating
car. Although he was immediately flown by helicopter to a nearby
hospital, he died of a fractured neck at 9:12 that evening. Ferrari withdrew from the race, and John Watson won for McLaren after Rosberg spun off the track in the final laps.
The next race in Monaco was an instant classic. The Renaults led
from the start, with Arnoux ahead of Prost. Arnoux spun out of the race
at about half distance, leaving Prost with a dominating lead. However,
in the final laps rain began to fall on the track, leading to absolute
chaos. Keke Rosberg, Michele Alboreto, Alain Prost, and Derek Daly (Williams)
all crashed while in potential race-winning positions in the final
laps. Patrese spun and stalled the lead away, while Pironi, Andrea de Cesaris (Alfa Romeo),
and Daly (who managed to keep running despite his crash) all had their
cars stop with mechanical failures while leading or going to take the
lead on the last lap. Amid the chaos, Patrese managed to bump-start his
car by coasting down a hill and finish his last lap to take his first
Watson won again at Detroit, before tragedy struck again in Canada.
Pironi qualified on pole, but stalled at the start. His stationary car
was hit by the Osella of young Italian Riccardo Paletti,
who was killed in the impact and resultant fire. Piquet won the
re-started race. Pironi came back to take a dominant victory in
Holland, where Arnoux was lucky to escape uninjured from a massive
crash after his Renault's throttle stuck open.
"...there was heavy rain; as I buttoned up against the elements I
chanced to look across to the end of the straight leading into the
There was a car—a Ferrari— in the air, 20 feet or so from the ground,
its nose pointing skyward. It came down tail first, then began
somersaulting, coming to rest finally at the trackside." Journalist Nigel Roebuck describing Pironi's career-ending crash at the 1982 German Grand Prix
—Roebuck (1999) pp.209–210
Lauda won in Britain, but the real star of the race was Derek Warwick, who hustled the unfancied Toleman
into second place late in the race and was closing on Lauda before the
car broke down. The next race at Le Castellet's Circuit Paul Ricard saw
Frenchman Arnoux take victory in his French Renault, which was popular
with the crowd but not with the team, as Arnoux was supposed to give
the win to teammate Prost to help the latter's championship cause. As
it was, Pironi seemed poised to run away with the title, but his quest
was ended prematurely at the next race in Germany. During a wet
qualifying session, Pironi plowed into the back of Prost's Renault. The
Ferrari was launched into the air in an eerily similar accident to the
one that killed Villeneuve. Fortunately, Pironi was not thrown from the
car, but he suffered career-ending leg injuries. Ferrari chose to
compete in the next day's race, and Patrick Tambay (who Ferrari had
picked to replace Villeneuve) took a somber win after Piquet crashed
out of the lead while lapping Eliseo Salazar (Piquet famously punched Salazar for his trouble).
Elio De Angelis scored his first win in Austria, as Rosberg's
last-lap lunge for the win came up 0.050 seconds short. However,
Rosberg was not to be denied at the next race, a second French round in
named the 'Grand Prix of Switzerland' (because motor racing was
prohibited in Switzerland at the time, many Swiss automobile clubs
raced in Dijon). After toiling in the mid-field for the first half of
the race, the Finn went on a charge and was on Prost's tail on the
penultimate lap. Rosberg passed Prost on the last lap and held the lead
for the remainder of it.
Suddenly, Rosberg (who had scored zero points the previous season)
was leading the championship. He duly held onto that lead in Italy
(where Arnoux beat the two Ferraris) and in the final round at Las
Vegas (where Alboreto took an unlikely win) to become the first Finnish
Drivers and constructors
- Note—the 1982 Argentine Grand Prix, set for March 7, was canceled.  This was possibly due to the FISA-FOCA war.
1982 Constructors Championship final standings
1982 Drivers Championship final standings
Non-classified finish (NC)
|Purple||Did not finish (Ret)|
|Red||Did not qualify (DNQ)|
Did not pre-qualify (DNPQ)
|White||Did not start (DNS)|
|Race cancelled (C)|
|Light blue||Practiced only (PO)|
|Friday test driver (TD)|
(from 2003 onwards)
|Blank||Did not practice (DNP)|
|Did not arrive (DNA)|
|Withdrew entry before the event (WD)|