The dispute pitted the Fédération Internationale du Sport Automobile (FISA), then an autonomous subcommittee of the FIA, against the Formula One Constructors' Association (FOCA). Key figures included Jean-Marie Balestre, FISA president, Bernie Ecclestone, leader of FOCA and owner of the Brabham Formula One team, and Max Mosley, who served as legal advisor to both Ecclestone’s Brabham team and FOCA.
The teams (with the exception of Ferrari and the major manufacturers – Renault and Alfa Romeo) felt their ability to compete was negatively affected by a perceived bias within FISA towards larger, better-funded teams. The beginnings of the dispute are numerous, and many of the underlying reasons remain somewhat lost to history. In addition, the battle concerned the commercial aspects of the sport – specifically, the FOCA teams’ dissatisfaction with revenue distribution – and the technical regulations, which FOCA believed were applied inconsistently.
The first major confrontation occurred at the 1980 Spanish Grand Prix. FISA fined several FOCA drivers for not attending briefings at the Belgian and Monaco races and threatened license revocation. After debate, the race proceeded at the insistence of King Juan Carlos without FISA sanctioning or factory team support. Alan Jones won in a Williams-Ford, but the event was designated non-championship.
In November 1980, FOCA formed a rival organization, the World Federation of Motorsport (WFMS), publishing a calendar for a competing “World Professional Drivers Championship.” In February 1981, the WFMS staged a race in South Africa, won by Carlos Reutemann. However, lacking major factory participation, fan support, and media coverage, the series proved unsustainable, leading to a settlement allowing FOCA teams to return to the FISA championship.
The conflict intensified in 1982 as FOCA teams sought loopholes in the regulations to remain competitive with the turbocharged engines of Renault and Ferrari.
At the 1982 Brazilian Grand Prix, FOCA teams including Brabham and Williams introduced “water-cooled brakes.” The cars featured large water tanks, and the teams claimed all coolants and lubricants could be added after the race, allowing them to run significantly under the minimum weight limit of 585 kilograms. Nelson Piquet and Keke Rosberg finished first and second but were disqualified after a protest by Renault.
In response, Ferrari exploited a similar regulatory ambiguity at the United States Grand Prix West by running two side-by-side rear wings. The FIA disqualified Ferrari driver Gilles Villeneuve, deeming the setup illegal.
Other technical disputes involved circumventing the 6-centimeter minimum ride height rule. Brabham designer Gordon Murray developed a hydropneumatic suspension for the BT49C that maintained legal height when stationary but lowered the car at speed due to aerodynamic downforce. Teams also used different rear wings for weight checks; driver Eddie Cheever recalled Tyrrell replacing a racing rear wing with a heavier one specifically for this purpose.
The war culminated in a FOCA boycott of the 1982 San Marino Grand Prix. While intended as a unified protest, the boycott was incomplete. Four FOCA-aligned teams—Tyrrell, Osella, ATS, and Toleman—withdrew their support due to sponsor obligations. Only 14 cars participated: the six FISA-aligned cars from Ferrari, Renault, and Alfa Romeo, and the eight from the four FOCA teams that broke the boycott.
A resolution was reached through the Concorde Agreement, effective in 1981 and lasting until 1987. The agreement saw FISA maintain regulatory control but commit to a more equitable distribution of funds, establish arbitration procedures, and set a timetable for technical regulation changes. Teams agreed to participate in every race under financial penalty and share travel expenses among those scoring championship points. The Concorde Agreement facilitated increased commercial opportunities in the sport, leading to greater sponsorship and financial remuneration for all teams.
The Tyrrell team eventually secured a turbocharged engine contract, switching to Renault V6 turbos after the Detroit Grand Prix in 1985 (1985 Formula One World Championship). Regarding Toleman, information regarding a specific tyre contract exclusion in 1985 is limited, and further research would be needed to clarify the circumstances surrounding their situation.
Sources used for this article are: Bower, Tom (2011). No Angel: The Secret Life of Bernie Ecclestone. Faber and Faber; Griffiths, Trevor R. (1997). Grand Prix: The Complete Guide. Third Edition. Bookmart Ltd; and Henry, Alan (1985). Brabham, the Grand Prix Cars. Osprey.