British American Racing, to give the team its (now former) full title, arrived on the F1 scene at the beginning of 1999 in an explosion of media frenzy.

Much of it, however, was generated by the Brackley outfit's own penchant for bombast and self publicity.

They were 'assets' which the team would later live to regret.

Indeed, claims that the team would win its first GP, together with a slogan that proclaimed "a tradition of excellence", were to become a thorn in their side during the early, turbulent existence.

Their decision to run their cars in two different liveries not only incurred the wrath of the FIA, but also gave a clear indication of where the team was coming from.

Despite the hype, despite the promise and despite the money, BAR's debut season must rank as one of the worst in F1 history.

A victory in their first race? The team was still awaiting their first point at the finale of their first season.

Things changed for the better in 2000 as the team had a new power unit courtesy of Honda, and a seemingly reliable chassis.

Right from the off it was clear that the BAR 002 was competitive, with Jacques Villeneuve and Ricardo Zonta both scoring points in the season opener.

Following the nightmare of 1999, the 2000 season saw BAR regularly beating their more established rivals such as Benetton and most notably Jordan, who were also powered by Honda.

A string of good results at the end of the season saw the team finish joint fourth in the constructors' championship with Benetton - although the Anglo-Italian outfit actually claimed fourth on a 'count-back'.

But in 2001 - now with Frenchman Olivier Panis as number two to Villeneuve - BAR couldn't reproduce the previous season’s form.

And even though Villeneuve clinched the team’s first ever podium visits, they fell in the constructors’ championship, finishing sixth - behind Jordan and Sauber - on 17 points.

The team's high hopes for 2002 soon evaporated as incoming technical director Geoffrey Willis rubbished the car put together by his predecessor Malcolm Oastler.

Craig Pollock was finally elbowed out of the team less than 24 hours before the launch of the disappointing BAR 004, to be replaced by former World Rally Championship supremo Dave Richards.

Richards spent most of 2002 trying to get Villeneuve to take a sabbatical, to ease the financial burden on the team, saying he could return in 2004.

It didn't work and so Panis moved on to Toyota, while Jenson Button joined on a two year-contract.

BAR began the 2003 season with a renewed sense of optimism after Honda announced that they were to concentrate all their efforts on BAR that year, also pledging that they would bring back some of the engineers that were responsible for their phenomenal 1980s successes to help the team.

But Honda also gave BAR far too many engine failures and an overall lack of reliability, which seemed to mainly target Villeneuve.

But while Honda stayed put for 2004, Villeneuve did not.

The former Champ was replaced by test driver Takuma Sato - partially, it was widely believed, to appease the Japanese company.

Sadly for Jacques, his departure coincided with BAR finally achieving their long-awaited breakthrough.

Boosted by a switch to Michelin tyres and the introduction of the BAR 006, the team was Ferrari’s principal rivals throughout the year.

Although they were unable to secure their first victory, they were regular visitors to the podium, racking up a total of 119 points in the process to finish second in the constructors’ championship.

And even though McLaren and Williams scored notable own goals to facilitate BAR’s 'breakthrough', it was still a heady achievement.

Yet it was also far from plain sailing. Behind the scenes, BAR were enhancing their reputation for being one of the most political teams in the paddock (some accolade that) and their drivers didn't exactly help matters.

When they confirmed that Sato was to be retained for 2005 despite his erratic form, it only reinforced the belief it was only because of the team's link to Honda while Jenson Button’s announcement midway through the season that he'd signed a contract with Williams for 2005 entertained the media for months.

BAR responded to the announcement by stating that they held a valid deal with the Englishman and it was only three months later that the saga was finally concluded in BAR’s favour. F1’s Contract Recognition Board ordered Button to stay put or not drive at all.

But more was to come. First, team boss Richards was replaced by Nick Fry - possibly due to claims that his relationship with Button was unsalvageable - and then it was confirmed that Honda had increased their stake in the team to 45 percent.

Those changes, though, didn't pay off at first as the team, now called BAR-Honda, failed to score a single point in the first nine races.

However, they did manage to create more political dramas and issues when they were accused of cheating in the San Marino GP.

Although Button finished the race in third place and Sato in sixth, they were later disqualified from the results after it was discovered that Button's car was not only underweight but also had a hidden 'illegal' fuel system.

A two-race ban was the consequence, leading to a public spat and threats of legal action. They were silenced though, by the FIA’s own threat to up the punishment to a possible exclusion from the championship if they didn’t graciously accept the verdict.

Halfway through the year though, the team’s fortunes finally took a turn for the better with Button bagging their first points at Magny-Cours.

It sparked the start of a 10-race points-scoring run for the Brit which together with Sato’s one point saw BAR-Honda finish a disappointing sixth in the constructors’ championship.

Away from the track the team continued to make the make the news - for the right reasons for once.

Honda bought BAR's share in the team to become sole owner while Button yet again broke a contract, this time his Williams deal, to remain with Honda for 2006.

This year's championship will see the Brit, who is still seeking his maiden win, partnering former Ferrari man Rubens Barrichello. And if there’s one thing Rubens has learnt during his time at Ferrari it's how to win races.

Honda will be hoping that knowledge will rub off on them in 2006.