Nigel Mansell

2.1. Childhood and Education

Born Nigel Ernest James Mansell on 8 August 1953 in Upton-upon-Severn, Worcestershire, England, his parents, Eric and Joyce Mansell, ran a tea shop. He spent his early childhood there before growing up in Hall Green, Birmingham, where he attended Hall Green Secondary School and later Matthew Boulton College, studying engineering. His early fascination with speed was ignited at the age of seven by his mother's spirited driving on public roads, reportedly at speeds up to 99 mph ^{(160 km/h)} when no speed limits existed. His father's hobby of kart racing also provided Mansell with an early introduction to motorsport.

2.2. Early Racing Career

Mansell embarked on his racing journey at the relatively late age of 15, self-financing his ascent through the ranks. After achieving considerable success in kart racing, he transitioned to the Formula Ford series against his father's disapproval. In 1976, he demonstrated his raw talent by winning six of the nine races he entered, including his debut event at Mallory Park. The following year, 1977, proved pivotal as he dominated the British Formula Ford championship, winning 33 out of 42 races. However, this success was not without severe setbacks: he sustained a broken neck during a qualifying session at Brands Hatch. Doctors grimly informed him he was perilously close to quadriplegia and would be confined for six months, never to drive again. Defying medical advice, Mansell discharged himself from the hospital and returned to racing, remarkably, with his neck still in a cast. This audacious recovery came just weeks after he had resigned from his job as an aerospace engineer at Lucas Engineering and sold most of his personal belongings to fund his Formula Ford ambitions.

Later in 1977, he had an opportunity to race a Lola T570 Formula 3 car at Silverstone Circuit, finishing fourth and solidifying his resolve to advance in motorsport. His Formula 3 career from 1978 to 1980 began promisingly with a pole position and a second-place finish, but his team's commercial deal with Unipart mandated the use of inferior Triumph Dolomite engines compared to the dominant Toyota units. After a challenging season, he joined David Price Racing for 1979, securing a win at Silverstone and finishing eighth in the championship. Another dramatic accident occurred in a collision with Andrea de Cesaris at Oulton Park, resulting in a severe cartwheeling crash that left him with broken vertebrae and another hospitalisation. Despite the repeated serious injuries, his sheer willpower and aggressive driving style caught the attention of Colin Chapman, the owner of Team Lotus. Shortly after his second major accident, Mansell, concealing the full extent of his injuries with painkillers, performed impressively during a tryout at the Paul Ricard circuit, competing against other drivers for a vacant seat. Although the race seat for 1980 eventually went to Elio de Angelis, Mansell was selected to become a test driver for the Norfolk-based Formula One team, marking his entry into the pinnacle of motorsport.

3.1. Lotus Era (1980-1984)

Mansell's journey in Formula One began with Team Lotus in 1980. His exceptional skill as a test driver, including setting the fastest lap at Silverstone in a Lotus car, sufficiently impressed Colin Chapman to grant him three F1 starts in 1980. His debut at the 1980 Austrian Grand Prix was marred by a painful fuel leak in the cockpit, causing first and second-degree burns on his buttocks. Engine failures forced retirements in his first two races, and he failed to qualify for his third at Imola. He even had to surrender his car for team leader Mario Andretti at the final race of the season in the United States after Andretti's car was written off in a start-line accident.

Despite concerns from sponsor David Thieme and speculation that Jean-Pierre Jarier would fill the vacancy, Chapman, impressed by Mansell's fighting spirit during his debut race despite the fuel burns, announced Mansell as a full-time driver for 1981. Mansell's four years as a full-time Lotus driver proved to be a significant struggle due to the team's unreliable cars, and he was consistently out-performed by his more experienced teammate, Elio de Angelis. Out of 59 race starts with Lotus, he only finished 24, achieving a best finish of third place five times, including the 1981 Belgian Grand Prix. In 1982, Mansell considered racing in the 24 Hours of Le Mans for extra income, but Chapman, fearing unnecessary risk, paid Mansell 10.00 K GBP not to participate and extended his contract to the end of 1984 in a deal that made Mansell a millionaire. Mansell developed a close bond with Chapman, who elevated him to equal number one status with de Angelis. Mansell was devastated by Chapman's sudden death in 1982, stating in his autobiography that "The bottom dropped out of my world. Part of me died with him."

Following Chapman's death, relations at Lotus became strained under replacement team principal Peter Warr, who held a low regard for Mansell's abilities. Warr's analysis of the 1982 season explicitly favored de Angelis, citing superior qualifying performance and points tally. For 1983, de Angelis was re-established as the clear number one, receiving exclusive use of the quick but unreliable Renault turbo-charged Lotus 93T. Mansell did not get a turbocharged car until the ninth round, the 1983 British Grand Prix at Silverstone, where he impressively climbed from 16th to fourth in the hastily designed Lotus 94T. Despite their tumultuous relationship and Mansell's lack of consistent results, Lotus's sponsors, John Player Special, preferred a British driver, ensuring Mansell stayed with the team for 1984.

In 1984, Mansell achieved his first top 10 championship finish (10th) and secured his first career pole position at the 1984 Dallas Grand Prix, but still finished behind de Angelis in the championship. At the 1984 Monaco Grand Prix, Mansell famously overtook Alain Prost for the lead in a wet race before crashing out on lap 15 after losing control on slippery painted lines. His enduring image from that year came at the 1984 Dallas Grand Prix, one of the hottest races on record, where he collapsed from exhaustion after pushing his car to the finish line following a transmission failure on the final lap, salvaging a sixth-place finish. Mansell claimed that his final race with Lotus, the 1984 Portuguese Grand Prix, was deliberately compromised by Warr's refusal to provide the requested brake pads, leading to brake failure while he was in second position. Upon Mansell's departure, Warr famously vowed, "He'll never win a Grand Prix as long as I have a hole in my arse," a prediction Mansell would spectacularly disprove. Lotus ultimately announced the recruitment of Ayrton Senna for 1985, leaving Mansell to seek a new team. After initially declining, he eventually accepted an offer from Williams.

3.2. Williams Era (1985-1988)

Nigel Mansell's period with Williams was a defining chapter of his career, marked by intense rivalries and a relentless pursuit of the championship.

In 1985, Frank Williams hired Mansell to drive alongside Keke Rosberg. Despite an initial apprehension from Rosberg due to a previous on-track clash, the two drivers developed a strong working and personal relationship. Mansell was given the number 5 on his car, which became iconic, famously changed to red from the 1985 Canadian Grand Prix onwards for better distinction from Rosberg's car, giving birth to the enduring "Red 5" moniker, largely popularized by commentator Murray Walker. Initially, 1985 seemed to offer similar struggles, but as the Honda engines became more competitive mid-season, Mansell's pace improved. During practice for the 1985 French Grand Prix, he suffered a concussion in Formula One's then-highest speed crash, losing control at over 200 mph ^{(322 km/h)} in his Williams FW10 and missing the race. However, he soon achieved second place at the 1985 Belgian Grand Prix and secured his first Grand Prix victory in his 72nd start at the 1985 European Grand Prix at Brands Hatch. This was followed by a second consecutive win at the 1985 South African Grand Prix in Kyalami, firmly establishing him as a Formula One star.

Entering 1986, the Williams-Honda team, with their potent Williams FW11, had a car capable of winning regularly. Mansell gained newfound confidence but faced a formidable new teammate in two-time World Champion Nelson Piquet. Piquet's arrival intensified an already competitive environment, with the Brazilian publicly describing Mansell as "an uneducated blockhead" and criticizing his wife, Roseanne, remarks Piquet later retracted after threats of legal action. Mansell won five Grands Prix in 1986, including a thrilling second-place finish to Ayrton Senna at the 1986 Spanish Grand Prix by a mere 0.014 seconds. The championship battle came down to the wire at the 1986 Australian Grand Prix in Adelaide, with Mansell, Piquet, and Alain Prost all in contention. While holding the third-place position that would guarantee him the title, Mansell's left-rear tyre spectacularly exploded on the main straight with only 19 laps remaining. He skillfully wrestled the car to a safe halt, but the incident cost him the championship, finishing as runner-up to Prost. Mansell later stated that had he crashed, the race likely would have been red-flagged, and he would have secured the title based on his position at the stoppage. For his efforts, he was voted the BBC Sports Personality of the Year. Off-track, 1986 was challenging as Frank Williams' horrific road accident left him tetraplegic, creating tension within the team, particularly with engine supplier Honda, who saw Piquet as their favored driver.

Six more victories followed in 1987. His most memorable win was at the 1987 British Grand Prix at Silverstone, where he overcame a 28-second deficit over 30 laps to sensationally beat Piquet, his car running out of fuel on the cool-down lap. A serious qualifying accident at Suzuka Circuit for the 1987 Japanese Grand Prix severely injured Mansell's back with a spinal concussion, forcing him to miss the final two races. This allowed Piquet to secure his third championship. Piquet famously dubbed his victory over Mansell "a win of intelligence over stupidity," implying Mansell's aggressive style often led to trouble, contrasting with Piquet's more consistent, percentage-driving approach.

In 1988, Mansell assumed the role of the team's first driver, having won more races than any other driver in the preceding two seasons. However, Williams lost their Honda turbo engines to McLaren, resorting to a naturally aspirated Judd V8 engine. The season was disastrous, compounded by the team's experimental and unreliable active suspension system, which struggled with the Judd's 600 bhp compared to the Honda turbo's estimated 1000 bhp. Mansell only completed two of the 14 races he entered, both resulting in second-place finishes, including a dramatic turn at the 1988 British Grand Prix where the team swiftly reverted to a passive suspension setup overnight. He also contracted chickenpox that summer, and after a competitive but ill-advised drive in the hot 1988 Hungarian Grand Prix, the illness worsened, causing him to miss the Belgian and Italian Grands Prix. Before the Italian Grand Prix, Mansell announced his departure from Williams to join Ferrari for 1989.

3.3. Ferrari Era (1989-1990)

Nigel Mansell's tenure with Scuderia Ferrari marked a significant and emotionally charged chapter in his Formula One career.

In preparation for the 1989 season, Mansell was personally selected by Enzo Ferrari shortly before Ferrari's death in August 1988, an honor Mansell considered "one of the greatest in my entire career." Enzo Ferrari even gifted Mansell a 1989 Ferrari F40. In Italy, Mansell quickly became a fan favorite among the Tifosi, who affectionately nicknamed him "il leone" (the lion) for his fearless and audacious driving style. The 1989 season was transformative for F1, with the banning of turbo engines and the pioneering introduction of Ferrari's electronically controlled semi-automatic transmission. Mansell, initially viewing 1989 as a development year for a championship challenge in 1990, secured an unexpected victory in his debut race with Ferrari at the 1989 Brazilian Grand Prix in Rio de Janeiro, a track he disliked and the home race of his rival Piquet. He humorously admitted booking an early flight home, anticipating the new electronic gearbox would fail early. This victory made him the first driver to win a race with a semi-automatic gearbox and the first to win on his Ferrari debut since Mario Andretti in 1971. He remained the last to do so until Kimi Räikkönen in 2007.

The remainder of 1989 was characterized by persistent gearbox and reliability problems, which led to numerous retirements. Mansell also faced controversies, including a disqualification at the 1989 Canadian Grand Prix and a black-flagged incident at the 1989 Portuguese Grand Prix for reversing in the pit lane, resulting in a ban for the subsequent Spanish Grand Prix. Despite these challenges, he finished fourth in the Championship, highlighted by a second Ferrari win at the tight Hungaroring for the 1989 Hungarian Grand Prix. Starting 12th, Mansell, who had focused on race setup over qualifying, spectacularly charged through the field, culminating in a sensational pass on McLaren-Honda's Ayrton Senna on lap 58 to take a lead he would not relinquish.

A tough 1990 season followed, with Mansell's car suffering from continued reliability issues, leading to seven retirements. He was partnered with reigning World Champion Alain Prost, who quickly established himself as the team's lead driver. Mansell recalled an incident at the 1990 British Grand Prix where he suspected his car's handling was deliberately compromised; upon confronting the mechanics, he learned that Prost had requested their cars be swapped due to his perception that Mansell had a superior car. After retiring from that race, Mansell announced his initial decision to retire from the sport altogether at the end of the season. Prost's status as a triple World Champion, his fluent Italian, and Mansell's limited Italian skills gave Prost greater influence within the Maranello-based team. Prost claimed Mansell only attended two or three mechanical briefings all season, preferring to play golf. A notable highlight of the season was Mansell's daring pass on Gerhard Berger around the notoriously high-speed Peraltada corner at the Mexican Grand Prix, a maneuver that cemented his aggressive reputation and led to the corner later being renamed in his honor. He finished a thrilling second to Nelson Piquet in Australia and fifth in the World Championship. Mansell then formally announced his retirement from Formula One.

3.4. Williams: World Champion (1991-1992)

Nigel Mansell's return to Williams proved to be the most triumphant period of his career, culminating in a long-awaited world championship.

Mansell's initial retirement plans were swiftly put on hold when Frank Williams intervened. His return to Williams was contingent on a stringent set of demands: undisputed number one status over teammate Riccardo Patrese, comprehensive written guarantees of support across all areas, and assurances from key suppliers like Renault and Elf that they would do everything to ensure his victory. Williams initially deemed these demands "impossible," to which Mansell responded he would happily retire. Three weeks later, the "impossible" was realized, and Mansell signed with Williams on 1 October 1990. The contract, which made him the highest-paid British sportsman at 4.60 M GBP per season, explicitly focused on his role as the team's central figure, a direct response to his experiences as a "number two" driver at Ferrari.

His second stint with Williams from 1991 was even more successful than his first. Back in the familiar "Red 5" car, he secured five victories in 1991. Among these was the iconic 1991 Spanish Grand Prix, where he engaged in a breathtaking, wheel-to-wheel duel with Ayrton Senna on the main straight at over 199 mph ^{(320 km/h)}, separated by mere centimeters. A different kind of spectacle followed Mansell's victory at the 1991 British Grand Prix at Silverstone; after Senna's car stopped on the final lap, Mansell, in a remarkable display of sportsmanship despite their fierce rivalry, pulled over on his victory lap and allowed Senna to ride on the Williams sidepod back to the pits. The Williams team's decision to race with their new semi-automatic gearbox from the start of the season cost them valuable points in the opening rounds. Mansell, leading the 1991 Canadian Grand Prix comfortably, saw victory slip away just half a lap from the finish when his Williams FW14 stopped, reportedly due to transmission failure, though designer Adrian Newey claimed Mansell had let his engine revs drop too low while waving to the crowd. This handed Nelson Piquet his 23rd and final F1 race win. Despite a strong mid-season, including a hat-trick of victories, Senna's consistency and Mansell's retirements at crucial races meant he finished runner-up for the third time in his career, this time behind Senna.

The 1992 season was Mansell's triumphant year. He began with an unprecedented five consecutive victories, a record not equaled until Michael Schumacher in 2004. At the sixth round in Monaco, after taking pole and dominating most of the race, a loose wheel nut forced him into the pits with seven laps remaining, dropping him behind Ayrton Senna. On fresh tyres, Mansell set a lap record nearly two seconds faster than Senna's and closed the gap dramatically, engaging in a thrilling four-lap duel around the circuit, but ultimately finished just 0.2 seconds behind. Mansell broke Jackie Stewart's record for most wins by a British driver at the 1992 British Grand Prix at Silverstone, marking his 28th victory. Finally, at the age of 39, he was crowned Formula One World Champion at the 1992 Hungarian Grand Prix, the 11th round, by securing a second-place finish, clinching the title in the fewest Grands Prix since the 16-race season format began. Mansell also set the then-record for most wins in a single season (9), which stood until Schumacher broke it in 2002. His 14 pole positions that year was a record broken by Sebastian Vettel in 2011. He held the record for most races before becoming World Champion (180), a record surpassed by Nico Rosberg in 2016. Other Formula One records he still holds from 1992 include the highest percentage of pole positions in a season (88%), most Grand Prix wins before becoming World Champion (29), and most runner-up championship finishes before becoming World Champion (three). He also holds the record for most DNFs (Did Not Finish) from Grands Prix where a driver started from pole and scored the fastest lap, at four. Notably, Mansell is the driver with the most wins (31) among those who never won at Monaco. His outstanding performance in 1992 earned him his second BBC Sports Personality of the Year award, making him one of only four people to win it twice. During this season, Mansell's psychological competitiveness was evident; after the FIA announced driver weigh-ins, he reportedly starved and dehydrated himself to weigh half a kilogram less than Patrese.

3.5. Brief Return (1994-1995)

Nigel Mansell's final appearances in Formula One were brief but eventful, marking the twilight of his illustrious career.

In 1994, after his CART season concluded, Mansell made a dramatic return to F1 with the Williams team. The team had undergone significant changes since his departure in 1992; Damon Hill had been promoted to a full-time race seat, and Mansell's former replacement, Alain Prost, had won the 1993 championship before retiring. This paved the way for Ayrton Senna to finally join Williams, but tragically, Senna was killed in a crash at the Tamburello curve during the third race at Imola. Williams test driver David Coulthard took over Senna's seat for most of the season, but Williams, with permission from Newman/Haas Racing, brought Mansell back for the 1994 French Grand Prix and the final three races of 1994 in Europe, Japan, and Australia. Mansell was reportedly paid approximately 900.00 K GBP per race, significantly more than Hill's 300.00 K GBP for the entire season, a return facilitated by Bernie Ecclestone who recognized the importance of having a world champion in F1 amid declining TV viewing figures. While Mansell was not as quick as Hill in race trim initially, signs of his returning speed were evident at the 1994 Japanese Grand Prix in a fierce battle with Ferrari's Jean Alesi. Mansell secured his final Grand Prix victory at the season-ending 1994 Australian Grand Prix in Adelaide, having out-qualified both title contenders, Damon Hill and Michael Schumacher. The initial plan for Mansell to protect Hill from Schumacher failed as both drivers passed him at the start and eventually collided, handing Schumacher his first world title. Mansell purportedly agreed to a new contract for Williams in 1995, but he later claimed it was rescinded, with Williams ultimately opting for youth and signing Coulthard for the following season.

After losing the Williams seat to David Coulthard, Mansell signed to drive for McLaren in 1995. McLaren's title sponsors, Marlboro, pushed for a world champion driver, although McLaren and engine suppliers Mercedes preferred a lower-profile driver for Mercedes' second year back in Formula One. Prior to the season, Mansell struggled to fit into the narrow McLaren MP4/10 and was replaced by Mark Blundell for the opening two rounds in Brazil and Argentina. Mansell made his debut at the 1995 San Marino Grand Prix, where despite running in the top six late in the race, a clash with Eddie Irvine dropped him to 10th. At the 1995 Spanish Grand Prix, Mansell became frustrated with his car's handling characteristics and chose to retire after just two races with the team. He cited his unwillingness to simply "make up the numbers" and the lack of competitiveness of the McLaren MP4/10 as reasons for his swift departure. In 2015, Mansell reflected that he was wrong to leave McLaren so soon and should have continued with the team to help improve the car. Although a few testing sessions with teams like Jordan Grand Prix in late 1996 suggested another potential comeback, it never materialized, making the 1995 Spanish Grand Prix his final F1 race.

8.1. "Red 5"

The car number "5," particularly when colored red, became an enduring and iconic trademark throughout Nigel Mansell's racing career. This association began when he joined Williams in 1985. At the time, Formula One numbers were allocated to constructors, and Williams received numbers 5 and 6. For the initial four races of the 1985 season, both Williams cars had white numbers. However, from a distance, the numerals "5" and "6" could be confused, especially given that Mansell and teammate Keke Rosberg had similar helmet designs. To ensure better distinction, it was decided to paint Mansell's car number in red from the 1985 Canadian Grand Prix onwards. This practical measure quickly evolved into a powerful symbol, largely due to BBC F1 commentator Murray Walker consistently referring to Mansell's car as "Red Five." Mansell embraced this identity, retaining the red number throughout his first spell at Williams. When he returned to the team in 1991, Williams still held the number 5, allowing Mansell to race as "Red Five" once again.

The iconic number also followed him to the CART series in 1993 when he joined Newman/Haas Racing. Newman/Haas made a deal to acquire the number 5 from Penske, who had used it for Emerson Fittipaldi since 1991, enabling Mansell to continue with his familiar red number. The color scheme fit perfectly with Newman/Haas's main sponsors, Texaco and Kmart, which featured black, white, and red in their corporate branding. Even during his brief return to Williams for four races in 1994, when the team used numbers 0 and 2 (as they couldn't run #1 after Alain Prost's retirement), Mansell raced with car #2, and the number on its nose was specifically painted red, distinguishing it from the white #2 used by Senna and Coulthard. Such was his association with "Red 5" that in 2004, Mansell named a yacht he purchased from Sunseeker, a longtime sponsor, Red 5.

10.1. Positive Assessment

Mansell is widely lauded for his relentless challenging spirit and extraordinary perseverance in the face of adversity. His ability to overcome severe injuries, financial struggles, and numerous on-track setbacks, including agonizing near-misses for the championship, underscored his formidable resilience. His aggressive, all-or-nothing driving style, characterized by daring overtakes and absolute commitment, captivated audiences worldwide. He was celebrated for his raw speed, exceptional car control, and deep technical understanding, which allowed him to extract maximum performance from his machines. Mansell's passionate and often emotional reactions on and off track made him incredibly relatable to fans, earning him immense popularity and transforming him into a beloved sporting icon. His 1992 championship win, after years of trying, was a testament to his sheer determination and a moment of immense national pride for Britain.

10.2. Criticism and Controversy

Despite his popularity, Mansell's career was punctuated by criticisms and controversies. His aggressive driving style sometimes led to on-track incidents, such as his collisions with Ayrton Senna, which often resulted in heated exchanges. He faced particular criticism for his actions at the 1989 Portuguese Grand Prix, where he reversed in the pit lane (a regulation violation) and subsequently ignored black flags, leading to a collision with Senna and a one-race ban. He was also accused of overly aggressive blocking maneuvers, as noted by Keke Rosberg in 1984. Public disputes with teammates, most notably Nelson Piquet and Alain Prost, often exposed his direct and sometimes confrontational personality. Mansell's occasional issues with motivation were also a point of contention; he sometimes retired from races when he felt the car was not competitive or when his psychological state was not optimal, such as at the 1990 German Grand Prix or Belgian Grand Prix. His "win or bust" mentality, while exciting, sometimes led to unnecessary retirements, costing him valuable points in championship battles.

10.3. Overall Impact

Nigel Mansell's enduring legacy is multifaceted. Statistically, his 31 Grand Prix wins and 32 pole positions place him among the elite in Formula One history. His unique achievement of holding both the F1 and CART championships simultaneously in 1992 and 1993 stands as a testament to his versatility and unparalleled driving ability across different disciplines. Mansell significantly influenced the sport's popularity, particularly in Britain, where his "Red 5" became an iconic symbol and his races drew massive television audiences and enthusiastic crowds. He embodied the fighting spirit of a working-class hero who achieved the pinnacle of success through sheer grit. His journey from being dubbed the "uncrowned king" due to his numerous near-championships to finally securing the World Championship transformed his image into that of a celebrated champion who achieved his dreams through relentless perseverance, inspiring a generation of fans and future drivers.

12.1. Complete European Formula Two Championship results

(Races in bold indicate pole position; races in italics indicate fastest lap)

12.2. Complete Formula One World Championship results

(Races in bold indicate pole position, races in italics indicate fastest lap)

^† Driver did not finish the Grand Prix, but was classified as he completed over 90% of the race distance.

12.3. American open-wheel racing

12.4. Complete British Touring Car Championship results

(Races in bold indicate pole position - 1-point awarded all races; Races in italics indicate fastest lap; * signifies that driver led feature race for at least one lap - 1-point awarded)

12.5. Complete Grand Prix Masters results

(Races in bold indicate pole position, races in italics indicate fastest lap.)

12.6. Complete 24 Hours of Le Mans results