It's pretty surprising really. With only two weeks having passed since the end of the 1996 Formula One World Championship, people are already pontificating and pondering the outcome of the 1997 season. We all know that time moves on in Formula One, and the past is readily forgotten in preference to the future, but surely this is getting ridiculous. Not so, I say - '96 was a thriller, but '97 looks set to be the closest championship in years. True, this year's championship went down to the wire, but purists comment that it was fought out within one team, and that the outcome was never seriously in doubt (at least in hindsight and with the benefit of a few hours sleep!). Okay then, you say, what about 1994? The rivalry between Damon Hill and Michael Schumacher that led to the infamous collision on lap 36 of the season's finale at Adelaide, and meant that the drivers' championship was won by just one point. Granted, there were two teams battling for the chequered flag, but, like in most of the championship's great year long battles, the battle was between just two teams and two drivers. Next year, however, holds the potential of a battle between at least three teams and their respective drivers. Not convinced? Then read on ...

First up, of course, is this year's dominant force - Williams. Jacques Villeneuve, with the benefit of a year's experience, is ready to lift the drivers' crown for the first time, surely. Not if Heinz-Harald Frentzen has anything to do with it. The German has already driven the FW18, and set pretty reasonable times, as well as impressing the Williams technical staff with his technical feedback. This year there have been some doubts about Frentzen's motivation at Sauber, but the amount of testing he intends to do gives some indication of the level of his approach and attitude to 1997. There's also the Renault engine - now entering it's final year in Formula One. Damon Hill has suggested that, from what he's seen and heard of the new unit, it's going to be a real humdinger. Renault to lose momentum in their final year? Don't bet on it!

So it's going to be an in-team battle at Williams again? Not very exciting - but then we haven't mentioned Ferrari. Every year the pundits suggest this will be the year that Ferrari will be 'back at the front' of Grand Prix racing. Well, in my mind at least, Ferrari have always been at the sharp end of the pack, but 1997 could be the year that they really dominate. With a year's experience of the V10, and an apparently more conservative design (based on the 1996 Williams shape) from John Barnard's drawing board, things look good for Michael Schumacher and Eddie Irvine next year. Irvine, in particular, should benefit from more testing time - expect the team to be a more fully integrated and competitive unit. Race wins and a championship could beckon, so long as the car lasts the distance - Barnard's more innovative gizmos could be shelved for the benefit of reliability and a more workable chassis.

Okay then. That's the battle for the championship sorted, surely? But wait. What about McLaren? Yes, they haven't won a race since 1993; yes, they haven't exactly had the best chassis for the past four seasons. But a quick glance at the team's competitiveness this year suggests that Mika Hakkinen and David Coulthard could be regular visitors to the podium - possibly even the top step. With both drivers having had at least a year's experience in the team, and with a further year of Mercedes development behind them, things look promising for the Woking-based outfit in 1997. There's also Benetton, but the in-fighting that seems to be going on suggests that '97 could be another year of the same. With Ross Brawn apparently on the way to Arrows or Ferrari, things don't look good for the team - no wonder Flavio Briatore is buying his way into just about every team on the grid!

So we've covered the top four championship challengers, but there's still a few teams that could win races. There's Jordan: the team have to win in 1997 if they are to keep the Peugeot engines ahead of the 1998 engine war (more of that below). Ralf Schumacher has been impressive in testing at Estoril, but he is still a bit of an unknown quantity. The German won the Formula Nippon championship, but spinning out of probably the most important race of his life so far - the title deciding round - suggests a degree of inexperience that may hamper his debut F1 year. The second Jordan driver has yet to be decided, but it looks like being one of Jean-Cristophe Boullion or Emmanuel Collard - or Jean Alesi (if Benetton dump him). The benefits of the Benson & Hedges cash should make their presence felt with an expanded test program, but the inexperience of the men behind the wheel may let the side down. Then again, they could win - it's cut and dry at Jordan for '97.

Then, of course, there's the new teams. Firstly, Arrows - "Wait a second", you say, "They've been around for years!". Well they have, but not with Tom Walkinshaw at the helm and Damon Hill behind the wheel. Judging by the amount of mail we get here criticising Hill, a lot of you seem glad to see him down in the mid-field. Sorry to disappoint you, but I expect we'll be seeing Hill as a regular visitor on the podium next season. Hill's development skills and canny race-craft, along with Bridgestone tyres and Yamaha engines that will benefit from TWR's technical input, makes a competitive package that could win a couple of races next year. Remember TWR's effect at Benetton - put the benefit of a few years further experience on that, and we could be seeing a shockwave effect at Arrows in '97. Then there's Stewart Racing. Extensive financial backing, Ford V10 works engines, an Alan Jenkins designed chassis and the driver combination of Rubens Barrichello and Jan Magnussen - it all adds up to an outstanding package that will almost certainly enter in the middle of the grid and be on the podium pretty quickly. I wouldn't even be surprised to see either driver on the top step.

All this adds up to around half of the field with the potential for a win, and plenty of drivers looking for championship success. But for those of us who enjoy the Mondays through to Thursday as much as the weekend, there's going to be plenty of action in the tabloids. With most of the drivers' contracts and the engine deals ending in 1997, there's going to be plenty of action in the paddock for the notebook brigade to discuss. There's Jean Alesi's position at Benetton. Will Michael Schumacher stay at Ferrari until the year 2000? That's not even getting into all the as-yet-unknown driver moves that look set to happen.

That's all a bit of fun really - we know there's going to be seats for the drivers, and plenty of top talent to fill them. The situation surrounding the engines is a lot more serious. With Renault pulling out, Honda and BMW not committing to a program for 1998, and several new teams joining the pack over the next couple of years, things are coming to a crisis point. There's only Mercedes, Ford, Hart, Cosworth, Peugeot, Mugen, Yamaha and Ferrari left - and none of those appear willing to commit to more than one team. That leaves several teams potentially without power, and already engineers are beginning to investigate designing their own engines - in a similar fashion to Ferrari.

With all this going on, the pages of the tabloids, specialist press and ATLAS will be full of exciting news, gossip and predictions throughout the 1997 season. But what is my verdict for the 1997 championship winner. Like anyone I find it hard to make a hard prediction for fear of falling far short of the mark, but my man for the '97 drivers' championship is Jacques Villeneuve. The young Canadian had a scintillating debut season with the Williams team, and should be expected to continue and enhance that form for his championship challenge proper. Michael Schumacher and Heinz-Harald Frentzen will be the main opposition, but I really feel that this is the year where McLaren come to the fore and mount a serious challenge with David Coulthard and Mika Hakkinen. Of course, this is all without the benefit of knowing the winter testing times - and when we get those, that's where the fun really starts. In Formula One anything can, and probably will happen. All I can say is: roll on, 1997 - I can't wait ...