For Sale - 1982 Williams FW08 Cosworth Formula 1 car, ex-Keke Rosberg

£ POA

Among the most competitive and sought-after cars for historic Formula 1 racing today, the FW08 carried 'Flying Finn' Keke Rosberg to his 1982 World Championship title.

overview

Driven in three Formula One Grands Prix by ‘Flying Finn’, Keke Rosberg, en route to his 1982 World Drivers Championship title
Powered by Cosworth’s iconic 3.0 litre DFV and presented in fabulous Saudia/TAG livery
Secured two podium finishes, including a notable 2nd place in Austria, with Rosberg famously crossing the line neck-and-neck with Elio De Angelis’ Lotus
Later became one of Grand Prix racing’s famous ‘six-wheelers’
Driven to Goodwood Festival of Speed victory by Jonathan Palmer in 1995, in six-wheel specification
Accompanied by valid FIA Historic Technical Passport and thorough history file including certificate of authenticity from Williams and comprehensive dossier from F1 historian and noted authority, Allen Brown
Benefits from a welcome spare parts package, including the car’s original (lower) roll hoop
Eligible for Masters Racing Legends, Grand Prix de Monaco Historique, Monterey Motorsports Reunion, and a growing schedule of exciting races supporting contemporary Formula One grand prix
Among the most desirable and sought-after cars for historic Formula One racing today

Introduced ahead of the 1982 season, the Williams FW08 had big shoes to fill. It replaced the FW07 that had served for three successful seasons. Stronger and more efficient than its rivals, the FW07 had fully harnessed the ground effect aerodynamics pioneered by Team Lotus.
By the early 1980s, most front-running teams were switching to turbocharged engines, but Williams was forced to run the naturally aspirated Cosworth DFV V8 once again. This required the engineering team, led by Patrick Head, to focus on making a stronger, lighter and more aerodynamically efficient Grand Prix car and resulted in the highly effective FW08, which propelled Keke Rosberg to the World Drivers Championship, the last ever for a Cosworth DFV-powered car.
Designed by Neil Oatley and Frank Dernie, the FW08 was a further refinement of its successful predecessor. A World Championship winner in 1980, the FW07 used a very strong aluminium honeycomb monocoque chassis to cope with the aerodynamic forces generated by the ground effect tunnels running through the underbody on either side of the tub. These created a low-pressure area underneath the car using the Venturi effect, resulting in an abundance of efficient downforce, generated without the drag penalty of conventional wings. By 1982, the team faced the new challenge of rivals switching to works-supplied turbocharged engines.
To ensure the team remained competitive against the more potent turbo engines, the engineering team had to combine all the attributes of the FW07 into a more efficient package. The fruit of this labour was the FW08, which was lighter, stronger and more aerodynamically efficient than its predecessor. It was also shorter, partly prompted by the innovative four-wheel rear-end concept that Williams had been testing late in 1981 on a FW07 mule. This would turn the FW08 into a six-wheeler. The obvious benefits included a reduction in drag, improved traction, and longer, downforce-generating ground-effect tunnels. Crucially, the rear wing could also be mounted further rearward into less disturbed airflow. A downside was the additional 45kg weight of the setup, but Williams chief engineer Patrick Head claimed that the FW08 was designed to weigh 530kg when the legal limit was set at 585kg, so that would not have been a problem.
Going into the 1982 season, Williams focused on the conventional four-wheel FW08. In testing, it proved a vast improvement over the FW07, and lead-driver Keke Rosberg smashed the Brands Hatch Indy lap record with a startling time of 36.3 seconds. The FW08 also reportedly showed well against the turbocharged Renaults and BMW-powered Brabhams on joint test sessions.
Having opted to run the existing FW07Cs at the three fly-away Grands Prix that opened the 1982 Formula 1 World Championship, Williams’ official debut of the FW08 was further delayed by the boycott of the non-turbo teams of the San Marino Grand Prix as a protest against the FISA, the sport's governing body.
The belated debut for the FW08 finally came at the Belgian Grand Prix, where Rosberg qualified third and team-mate Derek Daly in 15th. Rosberg would convert his great starting position by crossing the line in second. In the remaining eleven Grands Prix, Rosberg was very consistent and used the reliable FW08 to finish in the points seven times. Among the four podiums he achieved was a crucial victory in the final Swiss Grand Prix, held at Dijon. The Flying Finn's great run throughout the 1982 season saw him crowned World Champion despite the single victory he scored. A naturally-aspirated engine would not propel a driver or team to a World Championship until the comprehensive rule changes that came into effect in 1989 ending the sport’s first turbo era. Crucially, it was also the last World Championship for the all-conquering Cosworth DFV engine.
During the 1982 season, the four-wheel rear was grafted to this very car for testing. Wind-tunnel tests suggested that with bespoke bodywork, the six-wheeled FW08B would have a 60% lift-to-drag improvement over the already very efficient FW08. If these figures could also be achieved on the track, Dernie suspected the six-wheel FW08 ‘B’ could outrun the more powerful turbocharged cars on the straights. When tested by Jonathan Palmer, the car used existing bodywork but still proved very effective. Sadly, development stopped when the revised sporting regulations stipulated that Formula 1 cars could have no more than four wheels. At the 1995 Goodwood Festival of Speed, Palmer demonstrated what could have been by setting the fastest timed run.
Further rule changes ahead of the 1983 season saw ground effect aerodynamics banned altogether. The changes came rather last minute, which saw Williams create the FW08C using the same monocoque but without the ground effect tunnels. Truly outgunned, Williams and Rosberg were unable to stage an effective title defence, but a works turbo engine deal was finally secured by partnering with Honda.
The FW08 closed the first successful chapter of Williams Grand Prix engineering and did so in style, wearing the iconic Saudia colours and winning the 1982 World Championship with Keke Rosberg at the wheel.
The very first FW08 constructed, this chassis initially served as a practice car for Keke Rosberg during three Grands Prix.
It debuted at the Canadian Grand Prix in Montréal, the Finn qualifying seventh but failing to finish the race due to a rare gearbox failure. During the next three races, it was used by Rosberg in practice only, but then served as his race car again for the crucial, final push to the championship title. At the German Grand Prix, he finished third from ninth on the grid. Starting sixth, he then came achingly close to winning the Austrian Grand Prix, crossing the line side-by-side with Elio de Angelis in the winning Lotus but missing out on victory by a mere 0.050 of a second.
Not used during a Grand Prix weekend again, FW08-01 was then rebuilt to FW08B specification with the six-wheel rear-end. Illustrating how serious a project this was, Patrick Head, Frank Dernie and Neil Oatley were all actively involved - as was a young engineer by the name of Ross Brawn. The car was successfully tested by Jonathan Palmer and Keke Rosberg, but the project was abruptly cancelled when the FIA decreed that a Formula 1 car should have no more than four wheels.
Surplus to requirements, Williams Grand Prix Engineering gifted the car to long-time backer Count Gughi Zanon in March of 1984. Chassis FW08-01 then returned to Williams in November of 1993 and was briefly displayed in the Donington Grand Prix Collection. In 1994, it was demonstrated at the Goodwood Festival of Speed by Jonathan Palmer. He returned the following year to really demonstrate what the car was capable of, winning the hill climb event with the fastest time of 46.06 seconds. In 1997, it was sold to the Brunei Royal Family, only for the car to return to Williams once more in 1999.
In 2000, it was converted back to its original four-wheel configuration and then sold to an American historic racer in 2005. Since then, it has been actively raced by its successive owners on both sides of the Atlantic. It is supremely eligible for all major events, including the Monaco Historic Grand Prix and, being among the very last of the ground effect Grand Prix cars, it is a certain front-runner on any pre-1985 historic grid.
Used exclusively in period by Keke Rosberg on the way to his Formula 1 World Championship and actively involved in the fascinating six-wheeler project, chassis FW08-01 is one of the most significant Williams Grand Prix cars of this era.
A complete dossier on the car’s history by noted authority Allen Brown is available.
- FIA Historic Technical Passport: valid until 31st December, 2025
- Crack Testing: required
- Engine Life: rebuild due
- Gearbox Status: service due
- Fuel Cell: expired, new cell required
- Seatbelts: certification expired, new belts required
- Fire Extinguisher Certification: servicing required
- Chassis: Aluminium honeycomb monocoque
- Engine: 2992cc, 32 valves, short stroke, Ford Cosworth DFV V8 engine
- Output: in the region of 500-530bhp (subject to build spec)
- Gearbox: Hewland/Williams FGB/C 6-speed manual transmission
- Front suspension: Double wishbones, pull rods, coil springs (inboard), adjustable telescopic dampers, anti-roll bar
- Rear suspension: Upper rockers, lower wishbones, coil springs (inboard), adjustable telescopic dampers, adjustable anti-roll bar
- Brakes: AP Racing ventilated and grooved discs callipers
- Weight: 585kg (minimum weight)
- Tyres: Avon Racing Slicks
Monaco Historique – Série G
The biennial Monaco Historique is the jewel in the crown for historic Formula One cars. Held over three days in early May, this event holds several races, with this Williams FW08 eligible for the Série G grid for Formula One cars constructed between 1981-1985. The next running of the Monaco Historique is set to take place in May 2026.
Masters Racing Legends
For Formula One cars built between 1966-1985, Masters Racing Legends holds a full annual calendar. Events take place at iconic circuits, including Silverstone and Spa. In addition, the series also offers an ever-increasing number of support races at some Formula One grand prix weekends, such as the US and Mexican Grand Prix.
Monterey Motorsports Reunion – Mario Andretti Trophy
This annual event occurs during the iconic Monterey Car Week at the world-renowned Laguna Seca circuit which, in 2025 is officially celebrating Formula One. Holding races for a wide range of competition cars, this Williams FW08 would be eligible for the Mario Andretti Trophy for Formula One cars constructed between 1966-1985. The next running of the Monterey Motorsports Reunion is set to take place in August 2025.
- Rear Wheels x 4 (2 fitted with Avon racing slicks)
- Front Wheels x 4 (2 fitted with Avon racing slicks)
- Rear wing x 1
- Rear wing centre flap x 1
- Front wings x 1 (pair)
- Original roll hoop x 1
- Brake ducts x 4:
- Steering arms with rose joints x 4
- Steering clevis x 2
- Uprights (multiple)
- Wheel bearings x 8
- Water radiator x 1
- Oil radiator x 1
- Input Shaft x 1
- Rear drive pegs x 18
FW08-01 is a UK taxes-paid car and is located at our showrooms in Petersfield, Hampshire, United Kingdom, where viewings are most welcome by appointment.

sam says

“It’s a common assumption in historic racing that, to be as competitive as possible, you must buy one of the youngest cars eligible for the series in question. In the case of historic Formula 1, however, it's not so simple: while the cut-off for the series is 1985, it’s important to remember that for 1983, the FIA banned ground-effect aerodynamics by mandating flat floors for all cars, which produced significantly less downforce than the earlier cars. As a result, the championship-winning Williams FW08 from 1982 is arguably the best-developed ground-effect car ever built. And despite the ban on sliding skirts in historic racing, which reduces the effectiveness of the ground effect, the FW08 retains much of its period advantage, having been designed in period to operate effectively at the ride heights mandated in modern historic racing.

Having driven this very example, I can certainly vouch for its exquisite balance. All DFV-powered grand prix cars are thrilling, but having experienced many, I can confidently say the FW08 is among the best handling — if not the very best. It is, without question, one of the easiest cars I’ve ever driven: beautifully light on the steering, with only moderate pressure required on the brake pedal. This is one of those rare cars you guide with a gentle touch, allowing it to do all the work while you sit back and enjoy the ride. I can absolutely see why it won the championship in 1982 and why it is in such demand today.”