shorter sidepods at the German Grand Prix. This heavily revised B-spec car was labelled the FW16B from the German race onwards and was much improved from the original car. It was developed by Hill, but the Benetton B194 and Michael Schumacher were dominant in the first half of the season. Chassis The car configuration included a distinctive anhedral rear wing lower element, the effectiveness of which depended on a low outboard tail section, which was achieved by totally enclosing the driveshafts within wing-section carbon-fibre composite shrouds that doubled as the upper wishbones. This shroud was removable in case it was deemed to be outside the imposed regulations. Engine The car was powered by a 67-degree V10 engine by Renault Sport termed the RS6 specification, delivering approximately 830 hp. Its power was transmitted by means of a revised and lightened version of the six-speed transverse sequential gearbox used the previous year. Electronics The FW16 featured power-assisted steering, hydraulically-driven, and reacting to input from electronic sensors, a system that drew heavily from the knowledge gained from the team's active suspension technology. It lacked the fully-automatic gear change system of the preceding year and was restricted to a semi-automatic transmission. In accordance with the new 1994 regulations, the FW16 did not have adjustable anti-roll bar controls accessible by the driver from the cockpit, which were present in FW15C and earlier Williams F1 cars. Imola modifications The early season performance of the FW16 indicated that it had shortcomings. The window of setup in which the car was competitive was very narrow, with many external factors which would otherwise be unrelated to the mechanics of the car (weather, track conditions, etc.), having unusually large influences on the overall performance. The early problems led to a raft of aerodynamic changes in the first half of the season, the first coming for the ill-fated San Marino GP at Imola. The front wing was a significant area of development. "The problem is that the front wing is too sensitive to the ride height," said Patrick Head in 1994. "If you were in a corner and went over a bump, the car could pick up a lot more front downforce than the rear. So if you were balanced at that point, with the car neutral, you’d lose the rear very quickly." The first comprehensive set of modifications to widen this driveability window was introduced at Imola. These included a