A decade by decade look at the history of the BTCC.
The British Touring Car Champion has a long and illustrious history as Britain’s top domestic motor racing series. Its roots can be traced back to 1958 and the origins of the British Saloon Car Championship with Jack Sears as the series’ inaugural champion. I’ve looked back at the history of the BTCC decade by decade.
The origins of the British Touring Car Championship can be traced back over 60 years to Boxing Day of 1957 when the series’ first-ever race took place at a cold Brands Hatch circuit in Kent. Called the British Saloon Car Championship (BSCC), the series was open to four separate classes of cars separated by engine displacement – 1200cc, 1201-1600cc, 1601-2700cc and 2701cc and above. The four classes were called A, B, C and D, and would remain in place until the end of the 1989 season. All four classes would receive equal championship points, meaning that any driver from any class would be able to win the overall championship alongside being best in class.
Originally an idea conceived by Ken Gregory, the man who managed Stirling Moss, the seeds of the BSCC were sown in the early 1950s as club and public saloon car racing grew in popularity in the United Kingdom. At a grassroots level, saloon car racing was booming post World War Two, and Gregory, as the club secretary of the British Racing & Sports Car Club persuaded the members that the country needed an organised saloon car championship to compliment the club’s already thriving Formula 3 and sports car scene. With the rules set, and engine classes decided to help accommodate manufacturer specifications, the BSCC was born.
Whilst 1958 is widely talked about as the inaugural season of the BSCC, the first race actually took place at the tail end of 1957 on December 26th, and was won by Tommy Sopwith in a Class D Equipe Endeavour 3.4-litre Jaguar. By the time the first season of the BSCC finished back at Brands Hatch on October 5th 1958, Sopwith and Jack Sears were level on points with 48 points each. Sears, in his Class C Austin A105 and Sopwith in the Jaguar, had effectively dominated their respective classes and would need a tiebreaker to decide the overall title.
Several ideas to decide the winner were touted including a coin toss which proved to be unpopular. Eventually, it was decided that Sopwith and Sears would race head to head in identical cars with two Marcus Chambers-owned Riley One-Point-Five rally cars bought in for both to race. In the interests of fairness, the drivers would complete five laps in one car then switch to the other car for another five laps with the fastest combined time winning the overall BSCC title. The first leg was won by Sopwith with a margin of 2.2 seconds, however, Sears prevailed in wet conditions to win the second leg by 3.8 seconds and with the inaugural BSCC title by a 1.6-second margin.
1959 would see another Class C car secure overall BSCC glory as Jeff Uren became the second driver to win the title. Uren, who drove a Ford Zephyr scored six out of a possible seven clas victories on the way to the title which he would win by six points from Doc Shepherd in his Class A Austin A40. The season began at Goodwood in West Sussex on March 30th and
The early days of the BSCC had provided excitement, great racing and an opportunity for almost any performance saloon car in the UK to secure overall title glory. Whilst setup, performance work and car tuning existed at very basic levels, many cars which competed on track could also be found on Britain’s roads. The 1950s had sown the seeds for a series that would develop into a powerhouse of British Motorsport over the following decade, with cars from all over the world soon to be bought in to try and win the title.
In its opening decade of history the BSCC’s journey was short-lived and originated as an idea born in the mind of Stirling Moss’s manager Ken Gregory. The 1960s would see
1960 got underway with new regulations for the now-named Supa Tura British Saloon Car Championship. In its third full year, the series ran to a silhouette formula where cars were limited in engine capacity to 1000cc. Whist the previous two seasons had seen cars competing that were similar to their road-going counterparts, the free formula models of 1960 meant that many aspects of the cars were able to be modified. The overall appearance of the cars had to remain the same, as did the rear axle and gearbox casings, wheelbase and rim diameter. However, the rest was up for grabs and it was Don Moore Racing’s Doc Shepherd who made the most of it.
Shepherd’s Austin A40 was the dominant force throughout the whole 1960 BSCC season which ran from 18th April until the 6th October. He would finish on 48 points, 18 points clear of 2nd place John Young in the Ford Anglia and won six out of eight races, retiring from the other two.
After much off-season discussion, 1961 bought about more regulation change for the BSCC. Running from Snetterton on March 25th to September 30th back at the same circuit, the BSCC switched to new Group 2 regulations. The field was split into four classes 0-1000 cc, 1000-2000 cc, 2000-3000 cc and over 3000
The 1962 season ran from April 14th at Snetterton to September 1st at Oulton Park and marked the second year in a row a Mini would take the title. John Love became the first non-British winner of the BSCC title hailing from Rhodesia in his Mini Cooper as he won from Class A, beating the Sunbeam Rapier of Peter Talbot into second. Love won all but one classified championship Class A race, with the only other victory going to Christabel Carlisle.
The following season, 1963 marked the beginning of a shift in the landscape of the BSCC as the arrival of the Ford Galaxie in Class D and the Ford Cortina in Class B saw Jack Sears win his second BSCC title, beating the Mini Cooper of John Whitmore into second place. Sears drove all of a Ford Cortina GT, Ford Galaxie and a Ford Cortina Lotus on his way to the title whilst Class A was dominated by Mini Coopers for the third year in a row.
Works teams were gaining an even bigger influence in the BSCC by the time 1964 came around with big brands such as Ford and BMC (British Motor Corporation) heavily supporting the likes of Lotus and Cooper in the series. The season was dominated by the Class B Ford Cortina Lotus of Jim Clark, who won the F1 world title in 1963 and would go on to repeat the achievement in 1965. Whilst the level of competition and challenge was increasing, the Minis were still strong, and John Fitzpatrick came home second in a Morris Mini Cooper S.
Following their success in the 1964 Tour De France championship, Alan Mann Racing prepared three Ford Mustangs to race in the BSCC in the powerful Class D for 1965. One of the cars was for Roy Pierpoint, who won Class D six times on his way to the BSCC title. Pierpoint beat the ever-present Austin Mini Cooper S 970 of Warwick Banks into second place, and after being so strong the year before, the Ford Cortina Lotus cars suffered from a slow start to the year before recovering late on.
1966 was a new dawn for the BSCC as the series moved to Group 5 regulations. Group 5 regulations relaxed the restrictions around engines, transmission and internal parts but placed a greater restriction on the external appearance of the cars. The regulations signalled an end to the Mini domination of Class A, and the overall BSCC title went to John Fitzpatrick in the Class A Ford Anglia. Designed to make the BSCC more appealing to fans, the new Group 5 cars had to be immediately recognisable but at the same time, they made the cars faster and louder which only helped in increasing the series’ profile to fans.
With the cars split over the 0-1000 cc, 1000-1300 cc, 1300-2000 cc and over 2000 cc classes for 1967, the title went to a Ford for the third year in a row. Australian Frank Gardener dominated Class D winning his class eight times in a Ford Falcon Sprint during a season which started and ended at Brands Hatch. The only other driver to win in Class D was Jackie Oliver in the Ford Mustang, and second place in the championship also went to a Ford, with John Fitzpatrick finishing runner-up in his Anglia during his title defence.
As the British Saloon Car Championship continued to grow in reach and popularity, 1968 saw The Royal Automobile Club Motor Sports Association (now the Motor Sports Association) take control of the championship from the BRSCC. Frank Gardener would successfully defend his title
1969 would mark the fourth and final year of Group 5 regulations in the BSCC. Regulations were changed slightly to bring the likes of the Ford Cortinas and Escorts in line with the rest of European Group 5 cars, and the title was won from Class A by Irishman Alex Poole. Poole drove an Austin Mini Cooper S 970 to the title, Mini’s first BSCC title win since 1962.
The 1960s had seen both Mini and Ford enjoy BSCC success as the series evolved into Group 2 and then through to the end of the Group 5 era. The 1970s would see the BSCC’s popularity continue to grow, and yet more major car manufacturers join the series as future BTCC greats took their first title wins.
The first full decade of the British Saloon Car Championship had seen the series evolve through two regulation changes (Group 2 and Group 5) and the likes of Mini Cooper and Ford share the championship spoils. As the series headed into the 1970s, the decade would mark the appearance of more major car manufacturers and another mid-decade formula change.
The 13th season of the BSCC saw revised Group 2 regulations return to the series. The FIA had revised the requirement and homologation of production cars clarifying the distinction between Group 1 and 2. Classes C and D grew in popularity with the
1971 would follow a similar pattern as Bill McGovern successfully defended his BSCC title. He won again from Class A, this time only failing to win his class once as he drove to victory in a 1-litre Sunbeam Imp. With the field split over four classes of 0-1000 cc, 1000-1300 cc, 1300-2000 cc and over 2000 cc, there was stiff competition from the Ford Escorts and Chevrolet Camaros with McGovern finishing just three points clear of the Class B Ford Escort of Dave Matthews.
McGovern would make it three from three in 1972 as he won his class in every race to again defend the title in a Sunbeam Imp. Once again, McGovern faced tough competition from Matthews and Gardener but Class A had now provided the overall BSCC winner for three years in a row.
Just one year after McGovern became the first driver to win three titles, Frank Gardener followed up in style in 1973 in
In an effort to reduce costs, the BSCC moved to Group 1 regulations for 1974 with the engine classes made up of cars falling into the 1600cc, 1601-2500cc, 2501-4000cc
The following year saw Andy Rouse secure his first BSCC title in a Triumph Dolomite Sprint. Rouse won from Class B, beating Class A’s Win Percy in a thrilling finish to the season. Rouse prevailed in a nail-biting season closer at Brands Hatch, beating Class B rival Brian Muir on track to win the 1975 title ahead of Percy. The win was controversial, as Rouse was deemed by some to have passed Muir under yellows. However Rouse’s title stood, and it would be the first of four for the man who would go onto become the BTCC’s most successful ever driver.
The class structure of the BSCC changed in 1976 to 1300, 1600, 2300 and up to 3000
Bernard Unett would successfully defend his title in 1977, marking the third time in four years that he had won the overall BSCC crown. Again in the Class A Chrysler Avenger 1300 GT, Unett faced tough competition from the Triumph Dolomite Sprint of Troy Don and Richard Longman in the Mini 1275 GT in the second half of the year.
Richard Longman prevailed in 1978 marking the first time a Mini had won the overall title since 1969, despite the car often being a Class A challenger. Longman won all but one Class A race during the season which started at Silverstone and finished at Oulton Park and had sealed the title before the final round of the season due to rivals being disqualified following a regulatory dispute.
1979 was the year that the Japanese marques finally began to make their mark in the BSCC. Whilst Longman would win the title once again from Class A in the Mini, a greater challenge came from the upper classes as the Mazda RX7 of future team owner Tom Walkinshaw pushed Longman to the finish. Hailing from Class C, Walkinshaw would only fail to win his class three times in 1979 despite the RX7’s introduction initially causing a stir among competitors with its long wheelbase and rotary engine.
The 1970s had introduced some soon-to-be household names to the domestic motorsport scene. The first of four titles for Andy Rouse was won, Unett became a three-time champion and at the tail end of the decade, the Mazda RX7 paved the way for success early into the 1980s. The 1980s would see the BSCC continue to grow in both domestic and international presence, as the series continued to grow and develop into the BTCC we see today.
The 1980s would see the British Saloon Car Championship continue the evolution into the British Touring Car Championship we know today as manufacturers and drivers were attracted by the popularity of the series, and it’s close racing. Over the next ten years, the BSCC would recover from a difficult mid-1980s to sow the seeds for what would ultimately become it’s defining decade.
The Mazda RX7 of Tom Walkinshaw had begun to make its presence felt in the BSCC in 1979 as team owner Walkinshaw challenged the Mini of Richard Longman for the title, but in 1980 it was the Mazda’s turn to win. The Class D engine limit was raised to 3500cc, but BSCC glory came from Class C as Win Percy beat the Class A Ford Fiesta of Alan Curnow to the crown. Competition in Percy’s Class was slim, and the champion won every Class C race on his way to the title.
With bumper grids at almost every round, the BSCC was on the up in 1981 as Win Percy won his second title in a row in the Class C Mazda RX7. Chris Hodgetts and Jon Dooley were successful in their respective classes B and A. Dooley was a fan favourite in his Alfa Romeo Alfasud Ti as he finished 3rd overall, and Hodgetts would come second in his Class B Toyota Celica ST.
1982 marked the final season of Group 1B regulations in the BSCC in the 25th season of the championship. Win Percy became only the fourth driver in series history to win three BSCC titles as his switch from the Mazda RX7 to the Toyota Corolla GT resulted in 11 Class C victories and the championship crown. The Corolla GT was a supreme car, frequently beating and out-racing the more powerful Class A and Class B cars such as the Rover 3500 S and the Ford Capri III 3.0S.
The BSCC moved to FIA Group A regulations for 1983 with cars now separated into three different classes with engine limits under 1600cc in Class C, 1601-2500cc in Class B and 2501-3600cc in Class A. The change in classes meant that the powerful Ford Capri was no longer eligible, with the semi-works Rover teams dominating the class. In fact, the Tom Walkinshaw Racing Rovers would dominate the season winning every Class A race as Steve Soper initially won the overall title. However, months later in July 1984, the Rovers were disqualified over non-compliance of valve rockers and unpermitted modified bodywork meaning that Andy Rouse, who had finished the 1983 BSCC season second in his Class B Alfa Romeo GTV6 became champion. Rover
Andy Rouse became the first driver to be awarded two BSCC titles in one year in 1984 as alongside being made 1983 champion, he also secured the 1984 title in a Class A Rover Vitesse. As an Independent driver, Rouse was unaffected by Rover’s decision to leave the BSCC midseason and he was pushed to the title by the Class C Ford Escort RS1600i of Richard Longman.
Like Win Percy earlier in the decade, Andy Rouse also made it three titles in a row as he won the 1985 BSCC title in a brand-new Ford Sierra XR4Ti. The number of entries had dropped from the previous year, and Rouse himself had missed the first round of the season at Silverstone whilst the Sierra was still awaiting homologation. Nevertheless, when he joined the series in round two at Oulton Park, Rouse won immediately and he beat the Class C Ford Escort RS1600i of Chris Hodgetts into second place.
1986 marked the final year the championship would race under the British Saloon Car Championship name, and it was one of the sparsest seasons competitor-wise in a while. Class D featured just two cars for a class for cars with an engine capacity of under 1300cc, and whilst classes A, B and C were more popular, there was a lack of inter-class competition. Chris Hodgetts won the final BSCC title in his Class C Toyota Corolla GT, beating Richard Longman into second place. Hodgetts won Class C eight out of nine times as bad luck and poor reliability stopped Andy Rouse from challenging for overall honours
The British Saloon Car Championship name was replaced by the British Touring Car Championship for 1987 as the series also welcomed Dunlop on board as a title sponsor. The Ford Sierra Cosworth was introduced to the BTCC in Class A and was a popular choice for many class runners however it would be Chris Hodgetts who secured the title in his Toyota Corolla GT from Class D, his second title in as many years. It was a commanding title victory for Hodgetts and the Corolla who had been strong for a number of seasons, as he beat the Ford Escort RS Turbo of Mark Hales by 33 points.
Fast approaching the end of the decade, 1988 marked an upturn in fortunes for the BTCC. The Ford Sierra RS500 was the overwhelmingly popular choice in Class C as Andy Rouse also returned for the full season having spent 1987 combining both a BTCC and World Touring Car program. Despite the popularity of the RS500, the overall title winner came from Class B, as Frank Sytner won the championship in a BMW M3. Compared to Class A, Class B had comparatively few entries with the BMW M3 proving to be the most popular car. The BTCC was back on the up, and it would continue to grow in popularity in the coming years.
1989 marked the final BTCC championship campaign of the 1980s and the final year that the series would run over a four-class format. From 1990 there would be just two. Like the season before, the RS500 dominated the Class A entry list with the only other Class A competition coming in the form of the Maserati Biturbo run by Trident Motorsport. Class B was again dominated by the BMW M3 but the overall title went to John Cleland in his Class C Vauxhall Astra GTE 16v, who won the championship in his rookie year. The season was fiercely contested, and Cleland won the title from the BMW M3 of John Weaver by just one point. Whilst the Ford Sierras were popular, overall BTCC victory eluded them once again with Andy Rouse the highest-placed Ford finisher in 3rd.
The 1980s had seen the British Touring Car Championship ride the wave of popularity in the early years of the decade before dealing with, and recovering from a difficult mid-1980s. By 1988 the series was on the ascendancy again and with the British Saloon Car Championship name consigned to the history books, the series’ popularity would boom to unseen levels in the 1990s as it became the most popular and well-known touring car racing series in the world.
Whilst the BTCC was on the up at the end of the 1980s, the introduction of FIA Super Touring regulations at the start of the 1990s would see the series boom in popularity, and become the most prestigious and well-known touring car championship in the world. For many, the 1990s is the decade which defines the BTCC with close action, brilliant racing and world-class drivers all playing a part in the series’ success.
1990 marked the final year of Group A regulations in the BTCC and was also the final season of the multi-class format. A staple of the series since it’s inception, the class format had been shrunk from four to two ahead of 1990 before being ruled out altogether the following year. Class A, the biggest class remained, however, the alternative was now the Super Touring Class, an all-new 2-litre touring car formula which would be the sole class from 1991 onwards. Whilst the classes had changed, the big hitters such as the RS500 and the BMW M3 stayed in the series with the M3 now de-stroked down to a 2-litre engine. The Super Touring Class also allowed Vauxhall to launch it’s 2 litre Cavalier model which would become a staple in the BTCC over the early part of the 1990s.
Rob Gravett won the overall drivers title from Class A in an RS500 with the BMW M3 of Frank Sytner in second. Gravett won nine races in his class to take the title in a Trakstar Motorsport car. The 1990 season marked the final year of the BTCC’s appearance at the Birmingham Superprix, a street race event held of the streets south of Birmingham city centre. The introduction of Super Touring regulations marked the beginnings of a whole new era for the BTCC, and one which would kick off in style in 1991.
Manufacturer interest was growing in the series, with the BTCC’s decision to adopt Super Touring regulations immediately rewarded with an increased factory presence in 1991. Now a single class championship, works teams from Ford, BMW, Vauxhall, Toyota, Nissan and Mitsubishi took part in a vintage 1991 season where the title battle was fought out between BMW’s Will Hoy and Vauxhall’s John Cleland. Will Hoy eventually prevailed, winning the title with 155 points compared to Cleland’s 132. The 1991 season also featured the BTCC’s first double-header event hosted at Donington Park where Andy Rouse won both races in the Toyota Carina.
The following season, 1992 saw one of the most controversial and iconic title deciders in the series’ history as Peugeot and Mazda joined the BTCC grid. Tim Harvey won the title in a BMW 318is after an epic final race which included a memorable, title-deciding clash between Harvey’s teammate Steve Soper and John Cleland. The pair made contact at Luffield after a furious battle which also involved Will Hoy and Tim Harvey. Both Soper and Cleland were forced to retire, leaving Harvey on top of the standings of 152 points compared to Will Hoy’s (now driving for Toyota) 149. 1992 was also the first season the series came under the management of TOCA.
The action-packed finale to 1992 did the BTCC no harm in terms of publicity and appeal, and both Ford and Renault joined the series for 1993 as more and more car manufacturers began to take notice of the BTCC. BMW GB withdrew their factory support and were replaced by long-time German BMW operators Team Schnitzer with Steve Soper and Joachim Winkelhock behind the wheel. The BMW 318is were supreme and the pair finished one-two in the championship, with Winkelhock beating Soper by 13 points. Brands Hatch, Knockhill and Donington Park all now hosted doubleheader events as the two race format continued to grow in popularity.
The BTCC’s popularity spurt showed no signs of slowing down as Alfa Romeo and Volvo joined the grid for 1994. The series now had a star-studded lineup of drivers in its ranks and some of the biggest car manufacturers in the world were determined to make a success of their BTCC programs. Both Alfa Romeo and Volvo’s entries were controversial for different reasons. Volvo entered the estate version of the 850 marking the first time an estate car had competed in the series, but it was the Italian-run Alfa Romeo 155 TS which caused the biggest stir.
Alfa Romeo’s Gabriele Tarquini dominated the season in the Alfa Romeo 155 TS which featured additional aerodynamic aids causing other teams to protest. The season famously included Alfa Romeo withdrawing from the round at Oulton Park after being asked to run without the extra aerodynamics. The car forced the FIA to modify the regulations to allow other teams to run limited wings and spoilers from 1995 onwards, but the season will always be remembered as Alfa’s year.
The controversy caused the BTCC no harm as Honda joined the series in 1995, taking the manufacturer count to nine. Double header rounds had taken over, as every round on the calendar now featured two races with full points awarded. Money and expertise continued to pour into the series as Renault partnered with F1 powerhouses Williams Racing to run their Renault Laguna. The title was won by Vauxhall’s John Cleland in the Vauxhall Cavalier. Cleland won with a 43 point margin over Alain Menu, winning six out of 25 races to win his second BTCC title.
The BTCC juggernaut showed no signs of slowing down as Audi joined the series in 1996 with their Audi A4 Quattro, a revolutionary car and all-wheel-drive technology which set the scene for another controversial and dominant year. With John Bintcliffe and Frank Biela behind the wheel, the Audi A4 was dominant, and Biela stormed to the title beating Alain Menu into second place by a mammoth 92 points. Audi’s Quattro technology was controversial, and the A4’s were hit with a weight penalty midseason to reduce the car’s advantage. It worked, but not enough as Biela won the title with four races to spare.
After their dominance of 1996, the Audi’s were hit with further weight penalties in 1997. It would eventually be relaxed midseason but it wasn’t enough to help Biela secure a second BTCC crown, with Renault and Alain Menu finally securing the championship after three seasons of finishing second. The Renault Laguna was the class of the field in the early part of the year and Menu won the opening four races of the season to establish his championship challenge early on. The title was the culmination of seven years of trying for Renault and was achieved in an even more dominant fashion than that of Audi the year before.
1998 would mark the final year of what many would class as the glory years of the BTCC as eight factory-backed teams battled it out for overall glory. By this time, the money and effort being poured into the series by car brands was staggering and the grid was a truly global affair with drivers competing from all four corners of the world. The title went to Volvo and Rickard Rydell in the Volvo S40. The season was a closely fought affair as Rydell won five races as he beat Nissan’s Anthony Reid into second place by 15 points. Formula One World Champion Nigel Mansell made three guest appearances in a Ford Mondeo, taking part in races at Brands Hatch, Donington Park and Silverstone. Whilst the title went to Volvo whose S40 cars were run by Tom Walkinshaw, it was Nissan who were really putting in the groundwork for dominance the following year.
Both Audi and Peugeot withdrew from the BTCC at the end of 1998 after the Super Touring era had scaled its huge heights and was now beginning to decline in factory support. The title was won by rookie and Nissan Primera driver Laurent Aiello as the Primera proved to the class of the field. Aiello won ten out of 26 races on his way to the title beating Nissan teammate David Leslie by 16 points. The season was also made memorable as Matt Neal became the first Independent driver to win a BTCC race outright. Neal won a £1,000,000 cheque as a reward for winning the feature race at Donington Park in a Team Dynamics-run Nissan Primera.
The end of 1999 saw Nissan, Volvo and Renault all withdraw from the BTCC and the Super Touring era began to reach its natural conclusion. The 1990s had seen the ending of Group A regulations, and of a multi-class formula as the series had embraced the fortunes of heavy manufacturer investment. Huge car brands and world-class drivers had made the series their home and as the BTCC entered the new millennium it would yet ago undergo a monumental shift in both regulations and fortune.
The 2000s saw the BTCC take a tumultuous journey from the end of the Super Touring and through both the BTC-Touring and S2000 eras. Management of the series changed hands, twice, and Independent competitors won overall titles once again as more soon to be iconic cars and household names graced the grid. But the decade following the demise of Super Touring wasn’t easy for the BTCC as it struggled with small grid sizes and a lack of manufacturer interest. The 2000s weren’t an easy ride but by the end of the decade, the BTCC had recovered and its popularity was on the rise once again.
Following the end of 1999, Nissan, Volvo and Renault withdrew from the BTCC leaving just Ford, Honda and Vauxhall with factory efforts for the 2000 season. The grid was boosted by two Independent Nissan Primera teams and the newly introduced Class B for cars based on the FIA’s Group N Super Production regulations. From March 1st private testing was banned to cut costs and a dropped score system was introduced, meaning that drivers would be required to drop their four worst points scores before the final championship standings were calculated.
The season was a thrilling one as Alain Menu and Anthony Reid engaged in a pulsating battle for overall honours. Both driving for Ford in Prodrive-built and run Mondeos, the car was the absolute class of the field as Ford finished one, two, three in the championship. Alain Menu won his second BTCC title with teammates Reid and Rickard Rydell in 2nd and 3rd, whilst Alan Morrison won Class B in a Peugeot 306 GTi.
2001 bought about the biggest change in the BTCC since 1990 as Super Touring regulations were replaced by an all-new touring car formula, BTC-Touring. The rising costs of Super Touring had seen car manufacturers leave touring car racing in droves and BTC-Touring was aimed at lowering costs with simplified aerodynamics, less carbon fibre and more common parts including brakes, wheels and gearboxes. Out went the four-door saloon cars which were iconic of the BTCC in the 1990s and in came two-door coupes and a field of smaller-sized cars. TOCA, who had run the BTCC since 1992 also departed with the US-based Octagon Group taking control of the series. Class B remained, but it was now called BTC-Production and proved extremely popular with a lower barrier to entry that the top BTC-Touring class.
In 2001 takeup of the new BTC-Touring regulations was poor as Honda and Ford left the series. Vauxhall remained, fielding four Vauxhall Astra Coupes, a car which would go on to be one of the most successful in series history. The only other manufacturer to join Vauxhall in the new BTC-T era of the BTCC was Peugeot, who entered their 406-Coupe challenger run by Vic Lee Racing. MG & Sport Racing entered later in the season ahead of a full-scale assault with the MG ZS in 2002 and the BTC-Touring class was bolstered by Independent Alfa Romeo 147 and Lexus IS2000 entries, neither of which enjoyed great success.
Like the Ford Mondeo the year before, the Vauxhall Astra Coupe was dominant in 2001 winning an astonishing 25 out of 26 races. Jason Plato and Yvan Muller engaged in a heated and bitter season-long battle in which Plato prevailed in a dramatic final round at Brands Hatch Indy. The feud was so bitter that despite winning the title, Plato would leave the team and BTCC at the end of the season. Simon Harrison won the BTC-Production class in a Peugeot 306 GTi, marking the second year in a row that the 306 GTi would win the secondary class title.
2002 was another Vauxhall year as this time James Thompson beat Yvan Muller to the overall crown. BTC-Touring was growing in popularity and manufacturer interest as both Honda and Proton joined the series with works efforts, as well as a season-long entry from MG with the MG ZS. Honda campaigned with their Civic Type-R and Proton with the Impian. Thompson beat Muller by 20 points to secure his first BTCC title as the BTC-P class was won by James Kaye in a production Honda Civic Type-R.
The Octagon Group, who had run the BTCC since 2001 announced their departure from the UK in 2003 and management of the series returned to the hands of Alan Gow and British Automobile Racing Club. Vauxhall, Honda and MG all expanded to run three-car factory lineups however the season would again belong to Vauxhall with their Astra Coupe. After two seasons of being the runner-up, Yvan Muller finally prevailed in the title race as he beat defending champion Thompson. Both Honda and MG put in improved performances but it wasn’t enough to stop the supreme Astra Coupe as Vauxhall won the teams and constructors championships for the third year in a row. The BTC-P class was won by Luke Hines in a Civic Type-R. The BTCC was slowly growing in popularity once again, and 2004 would see the series continue to grow as a new manufacturer and former champion joined the series.
The BTC-P class didn’t return for 2004 as the BTCC welcomed Super 2000 regulations which were used in the European Touring Car Championship. SEAT joined the fray as a constructor with the returning Jason Plato spearheading a two-car SEAT Toledo lineup whilst MG & Sport Racing left the BTCC but the MG ZS remained in Independent hands. The race weekend format changed too, with Sunday now featuring three short races as opposed to the sprint and feature races of the seasons before. The competition was much stronger than the year before as Vauxhall, SEAT, Honda and the Independent West Surrey Racing and Team Dynamics outfits all won races during the campaign. However, for the fourth season in a row, it was Vauxhall who came out on top as the Astra Coupe took James Thompson and Yvan Muller to another one-two in the title race. This time it was Thompson who regained his crown, beating Muller by a solitary point to win his second BTCC title.
After leaving the BTCC at the end of 2004 having won 62 races from 96 starts, the Vauxhall Astra Coupe was replaced by the Astra Sport Hatch for 2005 however manufacturer interest in the series was on the decline once again. Honda and Proton both left the series leaving just Vauxhall and SEAT fielding factory-backed teams. Defending champion Thompson left the series to join Alfa Romeo’s ETCC program leaving Muller to spearhead the development of the Astra Sport Hatch.
However, for the first time since 1991, the overall BTCC title went to an Independent team in the form of Team Dynamics and the Honda Integra Type-R driven by Matt Neal. Neal faced tough competition from both Muller in the Astra, his teammate Dan Eaves and Jason Plato but ended up as champion by 43 points from Muller. For the first time in a long time, an Independent team had toppled a manufacturer effort in the BTCC and it was a title which would open up the BTCC to a sight which would become more common over the coming years, the increasing level of Independent competition.
Matt Neal would successfully defend his title in 2006 as the Team Dynamics Honda Integra won the overall championship for the second year in a row. The Integra was more than a match for the factory efforts from Vauxhall and SEAT’s new Leon model and Neal beat Plato to the title with 41 points to spare. The Honda Integra had helped open the BTCC up to a new legion of fans and was a car which would become one of the most popular and iconic of the BTC-Touring era.
The BTCC moved to allow just S2000-built cars to compete for overall honours in 2007 as the phase-out of BTC-T regulations began. Vauxhall replaced the Astra Sport Hatch with the new Vectra as the BMW 320si also joined the grid in Independent hands, most notably with Team RAC (West Surrey Racing) and Jackson Motorsport. After joining the series in 2006, Vauxhall’s Fabrizio Giovanardi would win his first BTCC title in 2007 beating Jason Plato by three points as Vauxhall won their first driver’s title since 2004. Giovanardi and Plato would engage in an intense-season long fight for the crown as Independent outfit AFM Racing would enter the BTCC’s first-ever diesel-powered car, the self-built BMW 120d.
After struggling with small grid sizes for much of the previous only BTC-Touring era, grid numbers were on the up again as a healthy amount of independent efforts, including competitive ones from the likes of West Surrey Racing (BMW) and Team Dynamics (Honda Civic Type-R), ensured some great racing once again.
2008 would see Giovanardi make it two titles in a row as he beat the Independent BMW Dealer Team UK-backed effort of Mat Jackson and the now turbo-diesel powered SEAT Leon of Plato by more points than the previous year. SEAT’s turbodiesel engine was the same one used in the Spanish constructor’s World Touring Car Championship team and whilst powerful, also suffered from poor reliability which hurt Plato’s championship charge.
Colin Turkington claimed his first BTCC title in 2009 in the West Surrey Racing-run BMW Team RAC 320si. SEAT had withdrawn from the BTCC at the end of 2008 to focus on their WTCC program leaving Jason Plato to make the switch to the RML-built Chevrolet Lacetti in which he finished runner-up by five points. Plato’s victories in the 2009 season were the first for the Chevrolet brand for 25 years in the BTCC, and the Lacetti’s success would see Chevrolet enter a full works effort for the following season. Turkington’s title made him the first-ever Northern Irishman to win the overall BTCC crown.
The April of 2009 would see shockwaves sent through the BTCC as Vauxhall announced their withdrawal from the series, citing the lack of official manufacturers and the global economic crisis as the main factors. Vauxhall, who had been the BTCC’s form team for much of the decade and had also enjoyed success in 1989 and 1995 with John Cleland had been a staple of the series for 20 years. The marque had seen the Astra Coupe, Astra Sport Hatch and the Vectra all win BTCC races since the turn of the century and had used the BTCC to successfully launch and grow its VXR brand in the UK.
Whilst Vauxhall’s BTCC departure came at a point when the series was recovering after a tough start to the decade, the 2000s had seen the series morph from the manufacturer-dominated Super Touring era into one in which both factory-backed and Independent teams could thrive and succeed. The decade had seen the first overall Independent title win since 1991, and then three overall Independent title wins between 2005 and 2009, something which would have been impossible ten years before. The championship was on the up once again and was almost unrecognisable from the one which had lined up for the start of the 2001 season.
The 2010s would see the BTCC grow from strength to strength, as NGTC regulations attracted manufacturers old a new to the series alongside a swathe of new, and competitive independent efforts. The decade would see records broken, rivalries nurtured and some truly memorable races and the BTCC would yet again end it in a stronger position than it began.
2010 was notable for being the first since Vauxhall’s withdrawal from the BTCC as a factory team at the end of the previous season. A staple of the BTCC since the late 1980s, for the first time in a long time no Vauxhall-prepared car graced the grid at the Thruxton season opener. However, the lack of manufacturer money didn’t initially hamper the Vauxhall Vectra’s success. Triple Eight continued to field an independently-run Vectra in 2010, and with Fabrizio Giovanardi and Phil Glew behind the wheel, the car stormed to victory in the first two races of the season. Sponsorship issues resulted in both Giovanardi and Glew losing their drives post-Thruxton and while the Triple Eight Vectra would return for round five it didn’t reach the podium again all season. The car did enjoy further success in 2010 however, as Andrew Jordan won two races in an independent PIRTEK Racing entry.
The 2010 season featured just four manufacturer entries with two cars apiece coming from Chevrolet (Chevrolet Cruze LT) and Honda (Honda Civic). The full field displayed a range of all three regulation types, NGTC, S2000 and BTC-T but it was Jason Plato in the S2000 Chevrolet Cruze who came out on top. Claiming seven race wins throughout the season, Plato won his second BTCC driver’s title, beating long-time rival Matt Neal by 31 points. Whilst Plato took overall honours, the Neal/Shedden partnership at Honda secured the Japanese manufacturer the constructor’s crown.
2011 marked the full introduction of NGTC regulations in the BTCC and as part of a phased transition into the new era, all three regulation types (NGTC, S2000 and BTC-T) were again present on the grid. Honda made the switch to NGTC fielding two factory Honda Civics, whilst Chevrolet remained in their S2000 title-winning Cruze. Just one BTC-T entry remained in the form of Lea Wood and the Honda Integra, and the remainder of the grid was composed of a mixture of independent NGTC and S2000 cars.
Matt Neal won his third BTCC driver’s title, beating teammate Gordon Shedden and Chevrolet’s Jason Plato in a season-long fight for the crown. Neal finished on 257 points to Shedden’s 249, and the pair helped Honda defend their manufacturer’s championship ahead of Chevrolet. After a disruptive 2020 season, Triple Eight returned to a full-time entry fielding James Nash in the Vauxhall Vectra with a second entry being shared between Tony Gilham, Aron Smith and Ollie Jackson. Nash would win the Independent driver’s title and Triple Eight won the Independent team’s championship.
2012 saw the BTCC introduce a revised points system, where the top 15 drivers scored points instead of the top ten. It was the second full season of NGTC regulations and the first since 2000 not to feature a car built to BTC-T specifications. The BTC-T era in the BTCC had come to an end, and 2012 was also the final season of the phased transition from S2000 to a full NGTC grid.
Chevrolet left the series, electing to focus their efforts on the World Touring Car Championship and Honda were joined by the returning MG, who fielded a two-car MG 6 GT factory effort with Plato and Andy Neate as drivers. Honda’s lineup of Neal and Shedden remained the same, but the real growth was in the number of manufacturers represented in the Independent class. Already NGTC regulations were proving popular and all of Toyota, Vauxhall, Proton, Ford and Audi were represented in the Independent NGTC class, albeit without factory support.
After coming so close the year before, Gordon Shedden won the 2012 driver’s title and with it his first BTCC championship. Shedden finished on 408 points to 2nd place Neal’s 387 and Honda won the manufacturer’s crown for the third year in succession. The Independent driver’s championship was won by Andrew Jordan in the Honda Civic, and Jordan would also run Plato close for third place in the overall driver’s standings.
2013 marked the first season of a full grid of NGTC specification cars with all cars using a 2.0-litre NGTC turbocharged engine. Cars with S2000 body types still remained and suffered a noticeable performance deficit against the NGTC-bodied cars. The Jack Sears Trophy was introduced, for the best-placed driver still in S2000-bodied machinery.
The 2013 title was won by Andrew Jordan and marked the first time in the decade that the title had gone the way of an independent outfit. Jordan prevailed in an intense season-long battle with Gordon Shedden and Jason Plato and eventually finished on 397 points to Shedden’s 390. With the overall victory, Jordan also secured the independent driver’s championship and for the fourth year in succession Honda and the Honda Civic secured the constructor’s championship.
For the first time since 2004, 2014 saw no S2000-built cars grace the BTCC grid, with the series now fully into NGTC regulations. The rules were proving extremely popular with independent teams and an almost full grid of 31 cars appeared at almost every race. Honda and MG remained as the only two constructors, but the independent outfits, notably West Surrey Racing, PIRTEK Racing and Motorbase were more than fast enough to keep the factory teams honest. Unlike the Super Touring days, the difference in performance between a manufacturer team and an independent team was negligible.
With no S2000 cars, the criteria to win the Jack Sears Trophy was altered, with the title now being awarded to the independent driver who made the most overtakes during the course of the season. Previous series champions Alain Menu and Fabrizio Giovanardi made a return to the series with Team BMW and Motorbase Performance respectively but neither driver was able to mount a serious title challenge.
Colin Turkington became a two-time BTCC champion by winning the 2014 title in a WSR BMW 1 Series. Turkington won eight races on his way to the title, with Plato and Shedden finishing 2nd and 3rd respectively. MG beat Honda to the manufacturer’s title, marking the first time since the turn of the decade that Honda had failed to win the trophy but the signs that the BTCC was on the up were clear with bigger grids, better racing and more race winners than seasons before.
2015 saw BMW and Infiniti join Honda and MG in the constructor’s ranks as the BTCC’s popularity continued to grow. Whilst BMW enjoyed success, the Infiniti effort proved to be ultimately unsuccessful and the team withdrew following the third round of the season. The Jack Sears Trophy was now awarded to the top rookie of the year. Triple WTCC champion Andy Priualx made a return to the BTCC in a factory BMW 1 Series, and defending champion Colin Turkington and Jason Plato made high-profile moves to independent Volkswagen CC outfit Team BMR.
The season was an intense one, and the title battle went right down to the wire at the final race of the season at Brands Hatch GP. Gordon Shedden prevailed and won his second BTCC title with 348 points to Plato’s 344. The addition of Plato and Turkington had helped Team BMR rapidly ascend into the BTCC elite with their Volkswagen CC, as Turkington won the independent driver’s championship and the team won the team’s title. The overall manufacturer’s crown returned to Honda who reclaimed their title from MG.
2016 was a big year for the BTCC, and the series now featured four fully-fledged manufacturer teams from Honda, BMW, MG and the newly arriving Subaru. Subaru teamed up with Team BMR to field a four-car Subaru Levorg GT effort, and the Japanese marque’s arrival was one of the biggest preseason talking points for a number of years. The grid was once again bolstered by a strong independent showing and a full field of 32 cars featured in almost every race.
Six seasons in, NGTC was proving to be a phenomenal success with all of Subaru, Honda, BMW, MG, Mercedes, Proton, Toyota, Ford, Volkswagen, Audi and Chevrolet all enjoying representation on the BTCC grid. The look and feel of the BTCC was a far cry from the early days of BTC-T era.
Like in 2015, the 2016 title race went down to the wire and final race of the season at Brands Hatch GP. In a thrilling finale, Gordon Shedden prevailed to win his second title in as many years and become a three-time BTCC champion. Shedden finished just two points ahead of BMW’s Sam Tordoff who had held the lead going into the final round of the year. BMW won the constructors title and the independent’s title was won by Andrew Jordan, with MG’s Ash Sutton dominating the Jack Sears Trophy battle. The BTCC was on the up once again, and the grandstand finish to 2016 paved the way for even more positivity the following year.
2017 saw Vauxhall make a return to the BTCC as a factory team for the first time since their withdrawal at the end of 2009. Vauxhall’s arrival with a two-car effort meant the BTCC now fielded five manufacturer-backed teams, the most since the Super Touring era and the late 1990s.
The title race was another thrilling once, and it was Ash Sutton who eventually secured overall honours as he became the BTCC’s youngest ever overall champion. Sutton won the title in a Team BMW Subaru Levorg, handing Subaru the crown in only their second season of BTCC competition. Sutton beat Colin Turkington who had returned to BMW by 23 points, but BMW won the constructor’s title for the second year in succession beating Subaru by 32 points.
2018 marked the 60th anniversary of the BTCC, and the event was celebrated with a special double-length race at Snetterton which was won by Matt Neal. After struggling in the ageing MG 6 GT, MG left the series and the cars were fielded independently. Triple champion Shedden left the BTCC to drive for Audi in the WTCR after making his full-season BTCC debut in 2006 and was replaced by Porsche Carrera Cup GB champion Dan Cammish.
However, 2018 was also a season where Triple Eight, stalwarts of the BTCC since 1996 failed to field a team since they joined the series. Triple Eight eventually folded in November of 2018 as one of the most successful BTCC outfits in series history.
Colin Turkington won the driver’s championship and with it his third BTCC title. Turkington finished on 304 points, 12 points ahead of nearest challenger Tom Ingram who would go on to claim the independent driver’s championship in a Toyota Avensis. BMW won the manufacturer’s title for the third year in a row, as previous season’s driver’s champions Subaru struggled with early-season reliability in the Subaru Levorg.
2019 saw Toyota return to the BTCC as a works effort for the first time since 1995 with a one-car Toyota Corolla GT effort prepared by Speedworks Motorsport for Tom Ingram. BMW replaced the 1 Series with the 3 Series and Jason Plato returned to drive for Vauxhall for the first time since his title-winning season in 2001.
Like in many years in the 2010s, the title race would go down to the wire and the final race of the season, and it was Colin Turkington who successfully defended his crown to win his fourth BTCC title and become the series’ joint-most successful driver alongside Andy Rouse. Turkington finished two points ahead of both teammate Andrew Jordan and Honda’s Dan Cammish in a thrilling final race and BMW secured the manufacturer’s title for the fourth year in a row. The independent title was won by Rory Butcher.
At the end of the 2019 season, Subaru announced their withdrawal from the BTCC after a four-year stint with the Subaru Levorg. The marque cited the changing BTCC landscape, with the Levorg no longer able to successfully compete against the new breed of BTCC cars, the Japanese manufacturer left the series with one driver’s title courtesy of Ash Sutton in 2017.
The 2010s had been a bumper decade for the BTCC. The series had seen NGTC regulations become a phenomenal success and in the final race of the decade, 11 different car manufacturers were represented on the grid across the constructor and independent teams. The decade had seen Ash Sutton become the youngest ever champion, Andrew Jordan become a one-time champion, Jason Plato a two-time title winner, Matt Neal and Gordon Shedden become three-time champions and Colin Turkington a four-time BTCC champion.
Like the decade before, the series which finished 2019 was almost unrecognisable from the one which started 2010, as the BTCC’s upward trend continued to gather momentum.
Timeline Of British Touring Car Championship History
1958 – Jack Sears
The British Saloon Car Championship (BSCC) is born with cars able to compete in one of four classes – 1200cc, 1201-1600cc, 1601-2700cc and 2701cc and above. In fact, the
1959 – Jeff Uren
Jeff Uren wins the title in his Class C Ford Zephyr after winning all but one Class C race.
1960 – Doc Shepherd
After finishing 2nd the year before, Doc Shepherd wins the third ever BSCC title in an Austin A40 ran by Don Moore Racing.
1961 – John Whitmore
The BSCC switched to Group 2 regulations for the series’ fourth running, and the title was won by John Whitmore who was in his debut season. Whitmore drove a Mini, marking the first BSCC title for the historic brand.
1962 – John Love
John Love became the first non-British driver to win the BSCC. The Rhodesian driver drove a Moris Mini Cooper and an Austin Mini Cooper to the title, making it two titles in two years for the Mini.
1963 – Jack Sears (2nd BSCC Title)
Jack Sears became the first double BSCC champion as who won the title over the course of the 11-race season. Driving a Ford Cortina GT, Ford Cortina Lotus and Ford Galaxie, Sears won the title by two points from John Whitmore.
1964 – Jim Clark
The 1964 title went the way of Jim Clark, the Scottish driver who had won the 1963 Formula One World Championship. Starting at Snetterton and finishing at Oulton Park, Clark won the title in his Class B Ford Cortina Lotus.
1965 – Roy Pierpoint
Roy Pierpoint took home the 1965 BSCC title from Class D, winning six out of eight Class D races in a Ford Mustang. The title marked a third in a row for a
1966 – John Fitzpatrick
Group 5 regulations were introduced to the BSCC for the first time in 1966 as John Fitzpatrick won the title from Class A in a Ford Anglia. Both Fitzpatrick and John Rhodes finished the season level on 50 points, but Fitzpatrick won the title on countback of
1967 – Frank Gardener
Frank Gardener became the first, and currently, only Australian BSCC/BTCC champion in 1967 winning from Class D in a Ford Falcon Sprint.
1968 – Frank Gardener (2nd BSCC Title)
Frank Gardener makes it two in a row as he became the first driver to win two BSCC titles in a row. Gardener made the switch to Class C, first campaigning in a Ford Cortina Lotus before changing to the Ford Escort Twin Cam when it was introduced. 1968 also saw the Royal Automobile Club Motor Sports Association take control of the championship this year from the British Racing and Sports Car Club.
1969 – Alec Poole
Alec Poole drove an Austin Mini Cooper S 970 to the BSCC title in 1969. Poole won from Class A in a packed field over the twelve-round season.
1970 – Bill McGovern
1970 saw the introduction of new Group 2 regulations and Bill McGovern won his first title in a Sunbeam Imp. McGovern won from Class
1971 – Bill McGovern (2nd BSCC Title)
1971 – McGovern won his second title in a row in 1971 with the Sunbeam Imp once again his car of choice.
1972 – Bill McGovern (3rd BSCC Title)
Bill McGovern became the first driver to win three BSCC titles in a row in 1972 as he took the overall title from Class A once again in the Sunbeam Imp. McGovern won every race in Class A and took the overall title with an
1973 – Frank Gardener (3rd BSCC Title)
ust one year after McGovern won his third title, Frank Gardener joined the exclusive club of three-time winners. Gardener’s car of choice was the Chevrolet Camaro and he won six of nine races in Class D to take the overall title ahead of future champion Andy Rouse.
1974 – Bernard Unett
The BSCC switched to Group 1 regulations in an attempt to reduce costs as Bernard Unett won his first overall title. Unett won from Class A in a Hillman Avenger driving for the Chrysler Dealer Team, beating Andy Rouse by two points.
1975 – Andy Rouse
After finishing as runner up for two years in a row, Andy Rouse secured his first BSCC title from Class B. Rouse finished level on points with Toyota’s Win Percy but prevailed in the Triumph Dolomite Sprint to win the crown.
1976 – Bernard Unett (2nd BSCC Title)
1976 saw Bernard Unett regain the title as a regulation change meant that engines were limited to 3000cc, a move which stopped the large US V8 muscle cars competing in the series. Unett won from Class A, winning every available round in his class in a Hillman Avenger 1300 GT and a Chrysler Avenger 1300 GT.
1977 – Bernard Unett (3rd BSCC Title)
Bernard Unett became only the second driver in BSCC history to win three drivers titles as yet again he won from Class A in the Chrysler Avenger 1300 GT. Unett faced stiff competition from Tony Dron in the Class C Triumph Dolomite Sprint, with the pair finishing level on points.
1978 – Richard Longman
Richard Longman became the first Mini driver to win the BSCC title since 1969 as he secured the 1978 crown. Longman drove a Mini 1275 GT to 11 out of twelve Class A victories, failing to win only at Mallory Park.
1979 – Richard Longman (2nd BSCC Title)
Longman made it two in a row with the Mini 1275 GT as he successfully defended his BSCC title in 1979. He beat Tom Walkinshaw into second place in his Mazda RX-7.
1980 – Win Percy
1980 saw a change in engine capacities allowed, with the limit being raised to 3500
1981 – Win Percy (2nd BSCC Title)
Win Percy made it two in a row as he defended his title in Mazda RX-7 in 1981. Winning from Class C, Percy secured all but two class victories on his way to the title, which he won by four points from Chris Hodgetts.
1982 – Win Percy (3rd BSCC Title)
1982 was the year Win Percy drove himself into the BSCC history books as he became only the second driver in history to win three BSCC drivers titles in a row, and the fourth ever. Now with Toyota, Percy won in a Class C Toyota Corolla and won his class in every single race of the season.
1983 – Andy Rouse (2nd BSCC Title)
Eight years after his first title, Andy Rouse added a second BSCC title to his collection in 1983, but in controversial circumstances. With a regulation change to
1984 – Andy Rouse (3rd BSC Title)
Making the move to Class A, Andy Rouse secured his third BSCC title in 1984 as he beat Richard Longman to the title in a Rover Vitesse.
1985 – Andy Rouse (4th BSCC Title)
Andy Rouse became the most successful BSCC driver in history in 1985 as he drove to his fourth BSCC crown. Rouse’s achievement was remarkable, and scored nine out of a possible twelve Class A wins in a Ford Sierra XR4Ti.
1986 – Chris Hodgetts
1986 was the final year of the British Saloon Car Championship name, and Chris Hodgetts won the title in a Class C Toyota Corolla. The title was Hodgetts’ first, and the second for Toyota after Win Percy’s 1982 triumph.
1987 – Chris Hodgetts (2nd BTCC Title)
Newly renamed the British Touring Car Championship, the series was now in its 30th year of competition but it was a familiar name at the top of the standings once again. Hodgetts successfully defended his championship in the Toyota Corolla, now in Class
1988 – Frank Sytner
1988 featured a new winner on the trophy as Frank Sytner won his first and only BTCC crown. Sytner won from Class B, as he drove a BMW Fiance-backed BMW M3 to the German manufacturer’s first BTCC title.
1989 – John Cleland
After 32 years of Class-format racing, 1989 marked the beginning of the end of the Class system in the BTCC as the series entered its final year of competitors being split into four classes. John Cleland won his first BTCC title in a Vauxhall Astra GTE 16V from Class C as he won all but two races in his class to finish one point ahead of James Weaver.
1990 – Rob Gravett
1991 – Will Hoy
The first year of full Super Touring regulations, 1991 saw Will Hoy take BMWs second BTCC title in the BMW M3. Hoy won three races, but it was his superior consistency which helped him to secure the title.
1992 – Tim Harvey
Tim Harvey won in 1992 as BMW continued to be the team to beat in the Super Touring era’s early days. Harvey drove a BMW 318is to the title in a closely fought championship battle with 1991’s defending champion Will Hoy who had made the switch to Toyota.
1993 – Joachim Winkelhock
BMW made it three driver titles’ in a row in 1993 as Joachim Winkelhock won the title in a BMW 318i. However whilst the car and manufacturer winning the title remained the same, BMW Team Schnitzer from Germany had taken over the running of the entry from
1994 – Gabriele Tarquini
Gabriele Tarquini won the 1994 BTCC title after the Alfa Romeo 155 TS took the series by storm, and marked the beginning of one of the busiest periods of innovation in the BTCC. Tarquini dominated the season, and even a midseason regulation change to peg back the Alfa Romeo’s advantage, which resulted in Alfa Romeo’s withdrawal from the round at Oulton Park didn’t stop the title going to Tarquini.
1995 – John Cleland (2nd BTCC Title)
A familiar name returned to the championship trophy in 1995 as John Cleland secured his second BTCC title.
1996 – Frank Biela
1996 was another controversial year for the BTCC as Audi’s Frank Biela stormed to the title in the Audi A4 Quattro. With it’s unique Quattro
1997 – Alain Menu
After two years of finishing as runner-up, Alain Menu won his first BTCC in 1997 in the Williams Racing Renault Laguna. Menu and the Laguna were supreme all season long as the Swiss driver won 12 out of 24 races on his way to a long-awaited BTCC crown.
1998 – Rickard Rydell
Following Audi’s success in 1996 and 97, four-wheel drive was now banned as Volvo won their first and only BTCC title in the Volvo S40 with Rickard Rydell behind the wheel. The popular racing game TOCA 2 Touring Cars
1999 – Laurent Aiello
As the Super Touring era began to reach its conclusion, Laurent Aiello dominated the 1999 season in the Nissan Primera to win his first and only BTCC title. Matt Neal made history by becoming the first Independent driver to win an outright championship race at Donington Park early in the
2000 – Alain Menu (2nd BTCC Title)
2000 marked the final year of Super Touring regulations in the BTCC as only Ford, Vauxhall and Honda remained as manufacturers on the grid. The Prodrive Ford Mondeo was dominant, and Alain Menu drove to his second BTCC title beating Anthony Reid by two points in an intense, season-long battle. A new Class B, for Super Production
2001 – Jason Plato
Following the high-cost Super Touring era, the BTC-Touring era began in 2001 with a new set of regulations aimed at lower costs. The field was divided into two classes, with a BTC-Touring class and a BTC-Production class. Jason Plato won the overall title in a Vauxhall Astra Coupe following a closely fought battle with teammate Yvan Muller, and the Production Class title went to Simon Harrison in a Peugeot 306 GTi.
2002 – James Thompson
2002 saw James Thompson win his first BTCC title in a Vauxhall Astra Coupe and James Kaye win the Production Class in a Honda Civic Type-R. Yvan Muller finished as runner-up once again as the Vauxhall Astra Coupe proved to be the class of the field for the second year running.
2003 – Yvan Muller
Yvan Muller won the 2003 BTCC title as Luke Hines won in the Production Class. Muller won in his third season in the Vauxhall Astra Couple, and Hines made it two Production titles in a row for the Honda Civic Type-R.
2004 – James Thompson
James Thompson won his second BTCC title in 2004 as Vauxhall and the Astra Coupe made it four BTCC titles in a row. The season marked the beginning of a transition to new S2000 regulations as SEAT Sport UK with the returning Jason Plato entered an S2000-spec SEAT Toledo. The Production Class was disbanded and Thompson won a nail-bitingly close title fight, beating Muller by one point to win the crown.
2005 – Matt Neal
Matt Neal won his first BTCC title in a Team Dynamics Honda Integra Type-R. The Integra won on
2006 – Matt Neal (2nd BTCC Title)
Matt Neal made it two in a row in 2006 as he successfully defended his BTCC title, making him the first driver since Chris Hodgetts in 1987 to do so. Neal’s car was once again the Dynamics Honda Integra Type-R, and he beat SEAT’s Jason Plato to the title by 48 points.
2007 – Fabrizio Giovanardi
Vauxhall’s Fabrizio Giovanardi won his first BTCC title in his debut season in a Vauxhall Vectra VXR, beating Plato to the title in an intense battle which went down to the final race.
2008 – Fabrizio Giovanardi (2nd BTCC Title)
Fabrizio Giovanardi made it two BTCC titles in a row in 2008 as he became the first Italian driver to win more than once BTCC title. Giovanardi was once again in a Vauxhall Vectra, and his closet challenge came from Mat Jackson in an Independently-run BMW 3 Series.
2009 – Colin Turkington
Colin Turkington won his first BTCC title and the first for an Independent team since 2006 as he drove the Team RAC BMW 3 Series to the title. Turkington won the title from Jason Plato by five points, winning five times throughout the season to secure the crown.
2010 – Jason Plato (2nd BTCC Title)
After so many near misses in the previous years, Jason Plato won his second BTCC title in 2010. Driving a Chevrolet Cruze, Plato beat long-time rival Matt Neal to the title by 31 points in a fierce championship battle.
2011 – Matt Neal (3rd BTCC Title)
2011 marked the start of the NGTC era of BTCC regulations, with cars built to NGTC specifications allowed to compete in the series for the first time. Matt Neal became only the sixth driver in BTCC and BSCC history to win three drivers titles as he beat teammate Gordon Shedden to the title in a Honda Civic.
2012 – Gordon Shedden
Gordon Shedden won his first BTCC title. The season was also the first without any old-specification BTC-Touring cars on the grid. Shedden won in a Honda Civic, beating teammate Matt Neal into second place.
2013 – Andrew Jordan
The 2013 title was won by independent driver Andrew Jordan in a PIRTEK Racing Honda Civic. Jordan ended the season seven points clear of Gordon Shedden as for the second year in a row, the defending champion finished second in the championship standings. The Jack Sears trophy was introduced for the top S2000 finisher over the course of the season.
2014 – Colin Turkington (2nd BTCC Title)
Colin Turkington won his second BTCC title in 2014 driving an eBay Motors BMW 125i M Sport to the title. The criteria for the Jack Sears Trophy changed to become the independent driver who had made up the most places in races over the course of a season.
2015 – Gordon Shedden (2nd BTCC Title)
Gordon Shedden became a double-BTCC champion in the fifth season of NGTC regulations and the 58th of the BSCC/BTCC. Shedden won in a Honda Civic Type R, finishing four points ahead of the Volkswagen CC of Jason Plato.
2016 – Gordon Shedden (3rd BTCC Title)
Gordon Shedden made it two titles in a row as he became only the seventh driver in history to win three BTCC/BSCC titles. The championship fight went down to a thrilling final race and Shedden prevailed in a Honda Civic Type-R, beating Sam Tordoff to the title. The Jack Sears Trophy was now eligible for the best rookie over the course of the season.
2017 – Ashley Sutton
Ashely Sutton won his first BTCC title in 2017 in a Subaru Levorg GT. The 2017 season featured five manufacturer-backed teams for the first time since the end of the Super Touring era and Sutton beat Turkington to the title by 21 points.
2018 – Colin Turkington (3rd BTCC Title)
Colin Turkington became the eighth driver in history to win three BSCC/BTCC titles as he won the championship in the series’ 60th anniversary year. Turkington won in a BMW 125i M Sport, beating Tom Ingram into second place by twelve points.
2019 – Colin Turkington (4th BTCC Title)
Colin Turkington equalled Andy Rouse’s record of four BSCC/BTCC drivers titles as won the title in a thrilling final race. He beat Andrew Jordan and Dan Cammish by two points to win the title in the new BMW 3 Series.