Complete calendar with 16 races
The 1987 Formula 1 season witnessed Williams-Honda's overwhelming technical dominance, as Nelson Piquet claimed his third and final World Championship while teammate Nigel Mansell came agonizingly close to matching him despite winning more races. The year marked the zenith of the turbo era's power and represented the final season before regulations would fundamentally reshape Formula 1's technical landscape, making it a fitting crescendo for forced induction's golden age.
Williams's FW11B represented the ultimate evolution of the turbo-era ground-effect car. Patrick Head's refined design combined with Honda's brutally powerful 1.5-liter V6 turbo - now producing up to 1,000 horsepower in race trim and approaching 1,400 bhp in qualifying boost - created Formula 1's most dominant package. The team won nine of 16 races, with Piquet and Mansell combining for 10 pole positions. Honda's active suspension system, developed in partnership with Lotus, gave Williams a decisive handling advantage that complemented their power superiority. The combination proved virtually unbeatable when reliability cooperated.
Mansell's season unfolded as a masterclass in speed undermined by cruel fortune. The Briton won six races - San Marino, France, Britain, Austria, Spain, and Mexico - showcasing breathtaking pace and aggressive racing that made him the public's overwhelming favorite. His victories at Silverstone and Brands Hatch triggered unprecedented scenes of patriotic fervor, with thousands of British fans celebrating their hero. However, a massive practice crash in qualifying at Suzuka left him concussed and unable to start the race, costing him crucial points. The Japanese Grand Prix absence proved decisive in the championship mathematics.
Piquet's third title was built on tactical intelligence and exploiting opportunities when Mansell's aggression or fortune failed him. The Brazilian won three races - Germany, Hungary, and the critical Italian Grand Prix at Monza - and crucially scored points when Mansell suffered retirements or setbacks. His 73-point championship total, just 12 clear of Mansell's 61, reflected a season where consistency trumped outright speed. At 35 years old, Piquet demonstrated that experience and racecraft could overcome a younger teammate's pace advantage. His relationship with Mansell deteriorated completely, with both drivers barely concealing their mutual contempt.
Ayrton Senna's final season with Lotus brought two brilliant victories - Monaco and Detroit - that showcased his genius in machinery no longer competitive for championships. The Lotus 99T's Honda engine matched Williams for power, but the chassis lacked the refinement of the FW11B. Senna's third-place championship finish with 57 points masked his frustration at Lotus's inability to provide a title-winning car. His Monaco masterclass, where he controlled the race in torrential rain, reinforced his reputation as the sport's fastest driver in any conditions. However, Lotus's infrastructure problems and Honda's preference for Williams prompted Senna to sign with McLaren for 1988, setting up the sport's next great rivalry.
Alain Prost endured a difficult transitional year as McLaren prepared for their Honda partnership. The MP4/3's TAG-Porsche engine was now outmatched by Honda's power, relegating Prost to best-of-the-rest status. His three victories - Brazil, Belgium, and Portugal - demonstrated that the Frenchman remained capable of extracting maximum results from imperfect machinery. Fourth place in the championship with 46 points represented McLaren's holding pattern before the Honda engines arrived in 1988. The team's TAG partnership ended after four years and three titles, with both parties understanding that the competitive landscape had shifted decisively toward Honda power.
The season marked Gerhard Berger's emergence as a frontline talent, the Austrian winning consecutive races at Japan and Australia for Ferrari. His performances rejuvenated the Scuderia after years of disappointment and earned him a McLaren seat alongside Senna for 1990. Michele Alboreto struggled with Ferrari's development direction, highlighting the team's ongoing struggles to match Williams-Honda's resources.
Tragedy cast a shadow over the season's achievements when Elio de Angelis was killed during testing at Paul Ricard. The Italian driver's Brabham crashed at high speed in an area with minimal marshaling, and he died from smoke inhalation before adequate rescue arrived. His death prompted serious examination of testing safety protocols and circuit medical facilities, leading to improved standards that would benefit future generations. De Angelis's loss robbed Formula 1 of a intelligent, well-liked competitor who had won two races and represented the sport with dignity.
The tire war between Goodyear and Pirelli added strategic complexity, with each manufacturer optimizing for different circuit characteristics. Goodyear's superior resources generally prevailed, but Pirelli's occasional flashes of brilliance kept both companies pushing development. The battle foreshadowed the single-supplier era that would eventually emerge as costs spiraled beyond sustainable levels.
Regulatory changes loomed large over the season. FISA announced that 1988 would be the final year for turbocharged engines before naturally aspirated 3.5-liter V8s and V10s would become mandatory in 1989. Teams began planning for the transition, with some focusing on extracting maximum performance from their turbos while others diverted resources to atmospheric development. The announcement marked the beginning of the end for the turbo era's spectacular but expensive arms race.
Piquet's third championship completed a remarkable career arc, establishing him alongside Fangio, Brabham, Stewart, and Lauda as a three-time World Champion. His tactical mastery and adaptability across different technical regulations - ground effect, turbo power, and various team environments - demonstrated why he ranks among Formula 1's all-time greats. However, the manner of his victory, achieved partly through Mansell's misfortune, left questions about who was truly the faster driver. Williams's dominance represented the final flowering of the turbo era, as regulations and competitive pressures would soon force dramatic changes to Formula 1's technical philosophy.