Tragically he was to die in a testing accident in 1970, though his racing team went on to make steady progress.

Denny Hulme helped the team to five wins and Peter Revson to two between 1968 and 1973, which laid the foundations for success the following year as McLaren secured their first drivers' and constructors' championships.

The young Brazilian driver Emerson Fittipaldi edged out Clay Regazzoni for the drivers' title by three points, with three wins in the season and, while with team-mate Hulme grabbing another the constructors' was won too.

There was more success for McLaren in 1976 when James Hunt won the drivers' championship in teeming rain at the final race at Mount Fiji, beating Ferrari's Niki Lauda by a single point.

Ferrari, however, would hold onto the constructors' title that year.

The team then suffered a lapse in form with no GP wins between October 1977 and July 1981 when John Watson finally ended the drought at Silverstone.

Under new administration (Ron Dennis and Mansour Ojjeh), the renamed McLaren International team went on to dominate much of the 1980s and early 1990s.

After ending their long association with Ford, which dated back to 1970, McLaren were now powered by the TAG-Porsche engine and they went on to win the 1984 and 1985 constructors' championship with drivers Niki Lauda and Alain Prost winning the drivers' championship in the respective years.

Although they lost constructors' honours to Williams in 1986 and 1987, Alain Prost still took the drivers' championship in 1986.

However, the best was still to come for McLaren.

1988 was the zenith of their power, as the team, now with the Honda engine, won all but one of the races that season and stormed to the championship.

Only the Italian GP at Monza eluded them after drivers' champion-elect Ayrton Senna crashed with just two laps to go.

The team went on to record another three consecutive constructors' championships to make it four in a row between 1988 and 1991 with Senna and Prost securing the respective drivers' titles.

This is the best ever run for one team in F1 history. However, their dominance was brought to an end by Williams as they won both the 1992 constructors' and drivers' championships with Nigel Mansell the star.

Soon McLaren were struggling to find any form and after Senna's win at Adelaide in 1993, the team did not record a GP win for three consecutive seasons.

After a series of uncompetitive Peugeot and Ford engines, in 1995 McLaren signed a deal with Mercedes and it proved the beginning of a revival.

Yet they would have to wait until the start of the 1997 season for David Coulthard to end the drought at Melbourne.

In 1998 all the pieces fell into place for McLaren as they secured the constructors' championship with nine wins and the drivers' championship for Mika Hakkinen.

Whilst in 1999, despite some rare moments of madness from the flying Finn, McLaren won the drivers' championship yet again, though arch rivals Ferrari took the constructors' honours.

With Daimler-Chrysler having purchased 40 percent of the company, McLaren were odds-on favourites to take their third successive drivers' title in 2000, as well as reclaiming the constructors' championship lost to Ferrari in 1999.

However from the outset of the 2000 season it was clear that Ferrari meant business. Poor reliability and indifferent performances from Hakkinen left McLaren trailing the Italian team by almost 30 points after just three rounds but as the season progressed, the Woking team fought back with Hakkinen and Coulthard grabbing a string of mid-season victories.

The strength of the Ferrari effort together with a pair of questionable decisions by the sport's governing body meant McLaren could only manage the runners-up spot in both championships.

In 2001, McLaren retained Hakkinen and Coulthard for a record sixth successive season, but once again they failed to set the track ablaze.

The relative failure of 2000 continued in 2001, with the team only managing four victories - two for DC and two for Hakkinen, who announced during the season that he would not be returning to the team in 2002 (his sabbatical subsequently turned into retirement).

Hakkinen, like Coulthard, performed well during qualifying but couldn't convert good grid positions into race victories.

McLaren's season was perhaps best exemplified by Coulthard's launch-control stall on the start line at Monte Carlo after qualifying in pole position.

2002 was even worse than the previous two years - the Mercedes engine was down on power and the lack of engine development was put down to the tragic death of Ilmor founder Paul Morgan in a 2001 plane crash.

Coulthard won in Monaco courtesy of some nifty pits-to-car telemetry and Raikkonen was very unlucky not to get a maiden win in France, spinning on oil with just two laps to go.

But the significant moves of the year were technical.

The team signed up BMW's Werner Laurenz, Arrows' Mike Coughlan and Ferrari's John Sutton to create a formidable technical team for the 2003 season, a campaign they planned to start with the MP4-17D before swapping to the MP4-18 when the European leg began.

However the MP4-18, hit by a series of technical failures, never made its debut, and Raikkonen and Coulthard were forced to contend the entire season with the previous year’s car.

Despite this Raikkonen posed the strongest challenge to Schumacher for the drivers’ title, but had to settle for second place, two points behind the Ferrari driver.

Hopes were high that the introduction of the MP4-19 would enable Kimi to take the fight to Michael in 2004, but it quickly emerged that it was one of the worst cars in the team's history.

Indeed, the start to the season, in which they struggled to score a handful of points in the wretched MP4-19, was statistically their worst since the 1970s.

The introduction of MP4-19B was a blessed relief and propelled Kimi to a fabulous win at Spa, but it was too little, too late.

The next season Coulthard was replaced by the volatile and hard-charging Juan-Pablo Montoya, giving McLaren arguably their most exciting driver line-up since the days of Senna and Prost.

Or so we thought.

Injured in a "tennis accident" (as the world was told) Montoya missed the Bahrain and San Marino GPs and when he made his return the Colombian struggled to find his feet.

It wasn't until race 11, the British GP, that he finally claimed his first podium finish as a Woking driver.

And he did it in style by winning McLaren's home race.

However, by then Montoya was too far behind Raikkonen to challenge him and he was forced to play a supporting role.

But even his support couldn’t help the Finn, who was dogged by reliability issues.

Although McLaren’s MP4-20 was the quickest car on the grid its Mercedes engine was one of the most unreliable, failing Kimi four times during grands prix weekends.

He had to settle for runner-up to Fernando Alonso in the drivers' championship, while McLaren had to contend with P2 in the teams' battle.

Both titles, though, they should have won.

Now in 2006 McLaren and Mercedes have a lot to prove and a lot riding on their success.

Not only does the team need to show Fernando Alonso that he's made the right decision in opting to sign with McLaren for 2007 but they also have to find a way to keep Raikkonen, who is reportedly on his way to Ferrari.

And they can only achieve those two aims with a championship title.