World Champions from the UK and their Cars Quiz

Answer: Jenson Button

The BGP001 started life as the Honda RA109, which was Honda Racing's planned car for the 2009 season. In late 2007, Ross Brawn was appointed as Honda's team principal - he quickly determined that the car for 2008 would not be competitive, and that the team should concentrate on designing the 2009 car straight away, as new rules were to be introduced, which meant everyone would be starting from scratch. However, in late 2008, Honda announced it would be pulling out of Formula One, which meant the team would be closed unless a buyer could be found. Brawn engineered a management buyout, forming Brawn GP from Honda Racing, and continuing development on the car. A deal with Mercedes provided engines, and the BGP001 was debuted during testing in Barcelona in March 2009. This period indicated that the BGP001, with its innovative "double diffuser", was significantly faster than every other car on the circuit.

Honda's drivers from 2008, Jenson Button and Rubens Barrichello, remained with the team for 2009, and, at the first race of the year in Australia, occupied the front row of the grid, and finished first and second respectively in the race. Button, who up to then had a single race victory to his name, went on to win six of the first seven races of the 2009 season, with the seventh seeing him finish third. However, after the Turkish Grand Prix, he had just two more podium finishes, although he scored points in all but one race. This saw him ultimately win the drivers' championship by eleven points. The BGP001 was driven to victory in two other races that season by Barrichello, giving it a total of eight victories from the seventeen races held.

Answer: Graham Hill

The P578 was a development of BRM's 1961 car, the P48/57. This had been developed as a result of new rules introduced for the 1961 season, which limited engines to a capacity of 1.5 litres. Although BRM had a 1.5 litre engine in development, it would not be ready for 1961, which led to the team fitting a 4-cylinder Coventry Climax engine to their new chassis. The following year, the new BRM V8 engine was ready, and was installed to the 1961 car, creating the new P578. Although the new engine produced 190bhp, similar to the old engine, it could go up to 11,000 revs, allowing the car to generate more speed than the previous car.

Graham Hill had finished 16th in the 1961 drivers' championship in the P48/57. He stayed with BRM for the 1962 season, although his teammate Tony Brooks elected to retire from the sport and was replaced by Richie Ginther. At the Dutch Grand Prix, the first race of the season, Hill achieved his first Formula One victory. This was the start of a season long battle between Hill and Jim Clark, driving the revolutionary Lotus 25. Although the Lotus was arguably faster, the P578 proved to be more reliable - Hill finished every race that season, winning four, along with two further podium finishes, and only failing to score points once. This reliability, compared to the Lotus, which retired from four of the nine races, saw Hill win his first World Championship by 12 points.

Answer: John Surtees

The Ferrari 158 was the successor to Scuderia Ferrari's 156 F1, and was the first Ferrari to have a monocoque chassis, and the first for a decade to be fitted with a V8 engine. However, Ferrari also developed a second car alongside the 158, using the same monocoque chassis, but paired with a flat-12 engine. Designated as the 1512, Ferrari used both cars during the 1964 season, with the larger 1512 intended for use on the longer and faster circuits, and the 158 for the more twisty circuits. The 158 was the main car during 1964, with the 1512 only making its debut in the penultimate race of the season.

Ferrari's 1964 driver line-up featured John Surtees, who had joined the team the previous season, finishing third, and Lorenzo Bandini. At the start of the season, both drivers struggled, with Bandini retiring in two and Surtees in three of the first four races; however, Surtees finished second in the Dutch Grand Prix, which was the first of six podium finishes for the driver that year, which included wins at both the German and Italian Grand Prix. But, the drivers' championship that year was led from the start by Graham Hill until the final race in Mexico - Hill suffered damage to his car and could only finish 11th, while the other contender, Jim Clark, retired on the penultimate lap. Surtees finished the race in second place, becoming the first man to become world champion in both Formula One and Grand Prix motorcycle racing.

Answer: Mike Hawthorn

The 246 F1 was Ferrari's car developed for the 1958 Formula One season. Although continuing with the then standard front-engine design (mid-engined cars became standard in 1961), the 2.5 litre engine was the first V6 to be used in a Formula One car. Additionally, owing to a change in the rules introduced for that year, it was also the first Ferrari to use commercially available fuel rather than the specially developed, alcohol-based fuels that had been used up to that point.

Mike Hawthorn had a significant history with Ferrari, having spent four of the previous five seasons driving for the team, claiming fourth place in the 1957 drivers' championship. The 1958 season began brightly with Hawthorn finishing third in Argentina and fifth in the Netherlands, either side of having to retire in Monaco. Having missed the Indianapolis 500, he proceeded to take the 246 F1 to second place in five of the next seven races, plus a win at the German Grand Prix, to ultimately take the title, and become the first British driver to win the Formula One Championship, by a single point from his compatriot Stirling Moss. In doing so, he became the last driver to win the title in a front-engined car, and the first to win the title with only a single race victory during the season. However, having been affected by the death of his team-mate Peter Collins at the German Grand Prix that year, Hawthorn elected to retire at the end of the season.

Answer: Jim Clark

The Lotus 25 was developed by Team Lotus designer Colin Chapman using the mechanical elements of the Lotus 24 as a basis. However, unlike the 24, the new 25 featured an aluminium-alloy monocoque chassis, the first Formula One car to use a monocoque. The new chassis was three-times stronger than the conventional chassis used in the Lotus 24, at the same time weighing only half as much. This gave the car significantly improved performance over its rivals, a fact that caused disquiet at a time in Formula One when private teams purchased car chassis from works constructors, with a number of teams having purchased the Lotus 24 chassis. The Lotus 25 made its debut in the 1962 season, taking driver Jim Clark to three race victories and second place in the drivers' championship.

By the start of the 1963 season, Jim Clark had been with Lotus for three years. Reliability issues with the Lotus 25 in 1962 had seen him miss out on the title, and the first race looked to be continuing the trend, as he retired due to a gearbox failure. However, from that point onwards, Clark proved to be imperious in the 25, as the lowest he finished in any of the nine remaining races of the season was third, which included a total of seven victories, then a record for a driver in a single season. Clark's seven victories gave him the maximum possible points score of 54, 25 points more than his closest competitor, at a time when a driver's six best results counted towards the drivers' championship.

Answer: Jackie Stewart

The Matra MS80 was the fourth Formula One car produced by French manufacturer Matra, following on from the MS10/MS11. The car featured two major changes from its predecessor - the fuel, which was previously held in a cell behind the driver, was moved into sidepods located by the driver's legs, while the car was one of the first to feature a rear wing to improve downforce levels. Initially, the car was fitted with a high wing fixed to the suspension, as with other cars, but a number of accidents related to the installation in other teams led to the wing on the MS80 being revised to a much lower installation attached directly to the car.

Jackie Stewart began the 1969 season driving an MS10 at the South African Grand Prix, which he won to take a lead in the championship. His Matra International team introduced the new MS80 at the following race in Spain, which Stewart proceeded to take on a procession - during the next five races, he came first in all but one, retiring from the Monaco Grand Prix due to a halfshaft failure. By the season's halfway point, Stewart had a 28 point lead in the drivers' championship. Although he only won a single race in the second half of the season, retiring twice, Stewart ultimately won the title by 26 points, making Matra the first French manufacturer to provide the mount for a World Champion.

Answer: James Hunt

The McLaren M23D was an evolution of McLaren's original M23 car that was developed for the 1973 Formula One season. A number of new elements were added over the following seasons, including revisions to the bodywork and aerodynamics, wheelbase and gearbox. The M23's most obvious feature was its tall airbox mounted over the engine behind the cockpit. By 1976 this had been banned, and so the M23D that appeared for that year had this deleted, with instead a pair of air scoops either side of the roll bar in its place.

James Hunt had been recruited by McLaren to replace Emerson Fittipaldi for the 1976 season. An inauspicious start saw him retire from two of the first three races, either side of a second place finish at the South African Grand Prix, ahead of his team mate Jochen Mass. However, although Hunt won in Spain, two further retirements and a fifth place finish left him in fourth place in the drivers' championship by the halfway point of the season. From the French Grand Prix onwards, Hunt went on a charge through the remainder of the season, winning five more races. Finishing third at the final race in Japan was enough to give Hunt the title by a single point.

Answer: Lewis Hamilton

The McLaren MP4-23 was McLaren's design for the 2008 season. Owing to new regulations introduced for that year banning the technology, the MP4-23 was the first McLaren in seven years not to feature traction control, while the car had a revised airbox that deleted the winglets that were present on its predecessor, and a new rear wing with a different profile. The car was debuted during testing sessions held in Spain during January and February 2008, by the end of which the car was at the top of the time listings, running consistently faster than its rivals.

The 2008 season was the second in Formula One for Lewis Hamilton, having made his debut with McLaren the previous year, when he finished as runner-up in the drivers' championship. The season started with victory at the first race in Australia; however, it proved not to be a procession, as it was another five races before he tasted victory again. The season became an ultimately two-way fight for the drivers' championship, with Hamilton and Ferrari driver Felipe Massa going head-to-head throughout the season. The title ultimately went down to the final race of the season in Brazil - Hamilton was in sixth place going into the final corner of the race, with Massa already having won the race. This would have seen Massa win the title, but Hamilton was able to take a place just before the line to finish the race in fifth, which led to his winning the title by a single point.

Answer: Nigel Mansell

The Williams FW14B was an evolution of the original FW14. The FW14 had been introduced in 1991 as a brand new design to the underachieving cars of previous years - the car featured an advanced aerodynamic design from newly recruited aerodynamicist Adrian Newey, as well as a range of elements, including traction control and semi-automatic transmission, which made it the most technologically advanced car on the Formula One grid. However, the new elements affected reliability, and led to further development being undertaken. The following year, advancements were made to the aerodynamics, the brakes and the transmission, as well as a new active suspension system, that led to the introduction of the FW14B. The superiority of the original FW14 during the second half of 1991 was then taken into the new 1992 season.

Williams had retained their driver line-up from the 1991 season, with Nigel Mansell and Riccardo Patrese occupying the two seats. Between them, the pair had won seven races during the 1991 season, finishing second and third respectively in the drivers' championship. The dominance of the car they had been provided with was immediately shown in 1992 when Mansell won the first five races, with Patrese second at four. Mansell ultimately won a then record nine races that season, never finishing a race outside the top two (he ultimately retired from four races), and secured the drivers' championship at the Hungarian Grand Prix with five races to go, to become the first British winner of the drivers' championship in sixteen years.

Answer: Damon Hill

The FW18 was Williams' design for the 1996 season. An evolution of the previous year's FW17, which was regarded as the best car in that year's field, the most notable variation in the FW18 was the lower driving position, which came as a result of new regulations related to driver protection. This lowered the car's centre of gravity, which provided improved handling. Combined with the aerodynamic superiority of the design over its competitors, and the improved reliability that the car displayed, this made it the best car of that year's field.

Damon Hill was going into his fourth year with Williams in 1996. Having started out as the number two driver to first Alain Prost in 1993, and then Ayrton Senna in 1994, he was by this point the team's lead, having finished as runner-up in the drivers' championship in both 1994 and 1995. In 1996 he was joined at Williams by Jacques Villeneuve, who had moved from the IndyCar championship. The combination of Hill and the FW18 proved incredibly successful during 1996 - he qualified on the front row of every race, gaining pole position nine times, with Villeneuve also starting at the front on three occasions. Hill ultimately won eight races in 1996 which, combined with a pair of second places (both behind his team-mate), saw him win the drivers' championship by 19 points. In doing so, he emulated his father Graham Hill in becoming world champion, the first father and son to achieve this feat.