99 Benetton B199 Launch on Saturday - Motorsports Almanac

<strong>Benetton</strong> B1<strong>99</strong> FIA Formula 1 car
Alexander Wurz with the <strong>Benetton</strong> B1<strong>99</strong> at Magny-Cours in 1<strong>99</strong>9.
Technical Specifications (1<strong>99</strong>9)
While the B198 was a relatively
conservative car, with the B1<strong>99</strong>, Nick
Wirth has now established himself in
the line of <strong>Benetton</strong> designers and with
less significant changes to the
regulations, it has been possible to
produce a more radical car. "In order to
move back up the field to where we
rightfully should be, we have taken the
decision to produce a car which is more
revolutionary than evolutionary," says
Technical Director Pat Symonds. "It is
a solid design based on our experience
of running a narrow-track car with
grooved tyres. The car features a
revolutionary front suspension system,
clearly visible from the drive shafts
going from the front wheels to the
monocoque. "We have also made a
fundamental breakthrough with the
car's aerodynamics."
DESIGN TEAM
Technical Director : Pat Symonds
Chief Designer : Nick Wirth
Aerodynamicist : James Allison
Mechanical Design : Martin Tolliday
Composite Design : Andy Moss
Structural Design : Andy Whymer
Transmission : Dave Wass
PRODUCTION
Manufacturer : <strong>Benetton</strong> Formula Ltd., Whiteways Technical Center, Enstone, Chipping Norton,
Oxfordshire, OX7 4EE, England.
Numbers built : 7 cars (B1<strong>99</strong>/01, B1<strong>99</strong>/02, B1<strong>99</strong>/03, B1<strong>99</strong>/04, B1<strong>99</strong>/05, B1<strong>99</strong>/06, B1<strong>99</strong>/07).
CHASSIS
Type : Carbon fibre/honeycomb composite monocoque moulded in upper and lower
halves, with four lateral bulkheads, manufactured by <strong>Benetton</strong> Formula 1 Racing
Team. Engine installed as a fully stressed member attached to the rearmost
monocoque bulkhead.
ENGINE
Model : Supertec FB-01, branded as Playlife V10 when in a <strong>Benetton</strong>. (engine is basically a
modified ’97 Renault RS9 unit which was ran as a Mécachrome GC37-01 in ’98)
Preparation : Mécachrome (two development steps during ’<strong>99</strong>)
Type : 71-degree V10, DOHC, 4VPC, pneumatic valve return.
Capacity : 2<strong>99</strong>7 ccm
Bore x Stroke : 96.00 x 41.40 mm
Max Power : 750 PS @ 16800 rpm (race-trim)
780 PS @ 17000 rpm (qualifying-trim)
Compression Ratio : 13.0 : 1
Management : Magneti Marelli
Lubrication System : Oil tank mounted at rear of monocoque, providing two gallon (nine litre) capacity.
Cooling System : Separate water and oil cooling, Secan-Marston radiators in each sidepod.
Fuel : Agip
Dimensions : Length : 623 mm
Width : 542 mm
Height : 395 mm
Weight : 122 kg
TRANSMISSION
Gearbox : 6-speed <strong>Benetton</strong>/Xtrac, semi-automatic shift, longitudinal, magnesium casing.
Clutch : AP Racing triple-plate.

SUSPENSION
Front : Carbon fibre top and bottom wishbones operating a titanium rocker via a push-rod
system. Torsion bar and Dynamic Suspensions damper units mounted in the front
of the monocoque. Uprights CNC machined from a solid titanium billet and
<strong>Benetton</strong> Formula 1 Racing Team designed axles.
Rear : Carbon fibre top and steel lower wishbones operating Dynamic Suspensions coil
spring damper units, mounted on top of the magnesium gearbox.
BRAKES
Front and rear : Carbone Industrie P7 carbon fibre discs and pads, 6-pot Brembo calipers.
WHEELS
Front and rear : BBS 12.0 x 13”
Rear : BBS 13.7 x 13”
TYRES
Front and rear : Bridgestone Potenza 265/55R-13
Rear : Bridgestone Potenza 325/45R-13
ELECTRONICS
Chassis electronics : Hardware and software, including gearbox control developed by <strong>Benetton</strong>
Formula 1 with interfaces to the Magneti Marelli engine management.
DIMENSIONS
Wheelbase : 3150 mm
Front track : 1450-1490 mm
Rear track : 1400-1405 mm
Fuel Cell : 120 litre (ATL rubber fuel cell mounted within monocoque behind cockpit.)
Length : 4720 mm
BENETTON B1<strong>99</strong> LAUNCHED 18/01/1<strong>99</strong>9
On Saturday, <strong>Benetton</strong> unveiled its challenger for the 1<strong>99</strong>9 FIA Formula One World Championship, the Mild
Seven <strong>Benetton</strong> Playlife B1<strong>99</strong>. The launch took place at the team's headquarters, in Enstone, England. "There
are many reasons why we can be optimistic about our prospects for the coming season," said Chief Executive,
Rocco <strong>Benetton</strong>. "We learned a great deal last season, even though we had a difficult time in 1<strong>99</strong>8 and those
lessons have been built into the design of the new car. Equally important is the fact our management structure,
which was new last year, will also be stronger. On a personal note and after almost two years with the team, I
feel confident that I can make a valid contribution to our programme, while our very young drivers now have
valuable experience under their belts. On the technical side, the engine is brand new for this season and should
provide noticeable gains in power and driveability. Renault, Mecachrome and Supertec have pulled out all the
stops this winter, while initial tests on the new specification tyres, show that they suit our car very well. The
team itself continues to invest heavily, not only in technical but also in human resources, ensuring only the
highest standard of staff, equipment and facilities is available." While there have been very few changes to the
technical regulations for this year, the B1<strong>99</strong> is more revolutionary than evolutionary, comprising several
innovative engineering solutions. "In 1<strong>99</strong>8 we had two new drivers and the design group was under new
leadership, so the B198 was intended to be a simple, conventional car that would be able to adapt to the needs
of the new regulations and particularly, the new tyres," explained Technical Director, Pat Symonds. "In the
intensely competitive state of the current formula, it has been necessary for us to re-double our efforts in the
search for victory in 1<strong>99</strong>9. To this end, our latest B1<strong>99</strong> sets new standards of aerodynamic performance and
ingenuity to enable us to meet the opposition head on. "Amongst our latest technological developments, the
recent opening of our on-site, state of the art, wind tunnel should allow us to exploit the most important of
disciplines, aerodynamics, to a level never before achieved. Technology and resources together with a stable
infrastructure, will, I believe, herald the beginning of another era of success for the many individuals who
make up the Mild Seven <strong>Benetton</strong> Playlife team." The B1<strong>99</strong> is the second car to be produced under the
leadership of Chief Designer Nick Wirth and the philosophy which has steered its design since the beginning
has been a single minded pursuit of performance. "I do not believe there was anything fundamentally wrong
with last year's car, but when it came to the design of the B1<strong>99</strong>, I have been far more aggressive in all areas,"
commented Wirth. "There are some components on the car which I would describe as brave and not at all
conservative. As always, the team have always been incredibly supportive of my ideas and I have tried to
encourage everyone to pull out all the stops in every area of design. I might have the title of Chief Designer,
but we are one team and I have simply tried to steer us in an aggressive direction. "While we are confident the
B1<strong>99</strong> will be a competitive package, nothing stands still in Formula 1 and we have a development programme
already up and running. That development process and its organisation throughout the coming season has
been completely revised for this car. I feel we have come up with a much more relevant and successful
development programme plan than that employed in the past." "The new car has come up with great results in
the wind tunnel and I hope they will translate into results once we get it on the track as well," commented
Giancarlo Fisichella. "I cannot wait to get back behind the wheel and try it. I think it is also very important
that we have a brand new engine for this season. Another team has already tried the new unit and it went very
well. It should be a great help as it seems to have both more power and improved driveability." "I have had
some input into the design of the B1<strong>99</strong> in terms of feedback myself and Giancarlo provided at the test sessions

towards the end of last year," said Alexander Wurz. "The most important aspect for me is that I visited the
factory many times to ensure the car was comfortable as I am quite tall. We have ensured that my elbows,
knees and legs do not knock against the car and I should be more comfortable this season. This is very good
news for me as being more comfortable also makes it safer." Rocco <strong>Benetton</strong> ended the presentation by
thanking the team's sponsors. "This is the sixth year of our partnership with Mild Seven and I would like to
thank them and all the other sponsors and technical partners for their continued support. I am confident we
will be able to repay their trust with some excellent performances in 1<strong>99</strong>9."
BENETTON B1<strong>99</strong>
Although last year's technical regulations featured the most changes seen for many a year, necessitating a
completely new design - the B198, this year's car the B1<strong>99</strong> is not just an evolution of that car. The B198 was a
relatively conservative car. With the B1<strong>99</strong>, Nick Wirth has now established himself in the line of <strong>Benetton</strong>
Formula 1 Racing Team designers and with less significant changes to the regulations, it has been possible to
produce a more radical car. "In order to move back up the field to where we rightfully should be, we have
taken the decision to produce a car which is more revolutionary than evolutionary," says Technical Director
Pat Symonds. "It is a solid design based on our experience of running a narrow-track car with grooved tyres.
Added to this are ideas which evolved over the course of last year. The car features a revolutionary front
suspension system, clearly visible from the drive shafts going from the front wheels to the monocoque. We
tested this system last year and it has been incorporated into the car for use at some, but not necessarily all,
circuits. "We have also made a fundamental breakthrough with the car's aerodynamics, producing the biggest
single step forward in efficiency which I can remember for many years in a development project. It might not
look very radical, but the wind tunnel results speak for themselves and have led us to adopt a new philosophy
to the design of the monocoque itself, which we feel will pay dividends. We have also optimised the weight
distribution of the car, based on our work with Bridgestone and the limited running carried out on the new
four-groove front tyres. "There are several other additional features which will not be made public, but which
we feel can give us a competitive advantage this season. It should be pointed out that, although we now have
the most modern and sophisticated wind tunnel in Formula 1, it has only just become operational and the
design of the B1<strong>99</strong> was finalised in our old wind tunnel at Farnborough. However, development is already
taking place in the Enstone wind tunnel and aerodynamic changes will be seen shortly."
BENETTON OPT FOR REVOLUTIONARY DESIGN 16/01/1<strong>99</strong>9
The <strong>Benetton</strong> Formula One motor racing team unveiled their new B1<strong>99</strong> car on Saturday with a declaration that
it can put them back out front in the world championship. New team chief Rocco <strong>Benetton</strong>, 29, said the team
was aiming to beat McLaren and Ferrari to the world title and to erase last year's disappointing season when
they finished only fifth in the standings. <strong>Benetton</strong>, the youngest chief executive in the sport who inherited the
top job with the Anglo-Italian team from David Richards last autumn, said: "We are aiming to win the
championship, but we know it will be difficult. "Our target is clear. We want to be back on top. But we know
we must be humble and realistic as well and that could mean that we have to settle for somewhere in the top
three." The new car was revealed in the team's factory after a show involving jugglers, tumblers, men on stilts
and a joke when a crushable version of a Formula One car was revealed but squashed. When the B1<strong>99</strong> was
unveiled, its designer Nick Wirth said it was revolutionary, not evolutionary, and should give the team a
quantum-leap in performance providing it proved its reliability in early season testing. Technical director Pat
Symonds said the new car's bold and aggressive creation was due to all the work done in the team's new windtunnel,
which was unveiled on December 1. He thanked <strong>Benetton</strong>'s staff for working 60-hour weeks including
the Christmas holiday period to build the car on time. Wirth said: "We have gone for a big leap in technology,
but we have also taken several small steps in other areas. This is a no holds barred attack from the team and
the effort taken has been impressive. I am humbled by the support of the staff." The most revolutionary
features of the car are its aerodynamics, transmission and massively-improved systems. In particular, the car
has a revolutionary braking system known as 'Front Torque Transfer' which involves two drive-shafts
connecting the front wheels. This system is expected to attract most attention when the car begins testing in
Jerez, Spain, after next week's shakedown at Silverstone. The team has an unchanged driver line-up of
Austrian Alexander Wurz and Italian Giancarlo Fisichella but has signed a new test-driver in Frenchman
Laurent Redon.
FTT LEGAL FOR THE TIME BEING 11/2/1<strong>99</strong>9
<strong>Benetton</strong>s new braking system, Front Torque Transfer, has been cleared for use by the FIA, although other
teams are just saying it is effectively an anti-lock braking system. Though no information describes how the
system works is available (for obvious reasons), I think that it would transfer the motion from one wheel to the
other to stop the inside wheel from locking. It would be like a limited slip diff used to keep both wheels
turning. This is because once a wheel has locked, steering is lost and you travel in a straight line. With this
system, the wheels would only lock with excessive brake, with very late braking, and both wheels would lock
up at the same time. Revolutionary, not evolutionary" are the words used for the new <strong>Benetton</strong>. They were in
the news with their new Front Torque Transfer (FTT) system. FIA approved with all that, but so did they last
year with McLarens braking-system, which McLaren had to remove some 3 races into the season. Pat
Symonds: "Our latest B1<strong>99</strong> sets new standards of aerodynamic performance and ingenuity to enable us to meet

the opposition head on." Rocco <strong>Benetton</strong> predicted "some excellent performances in 1<strong>99</strong>9" at the launch of the
new car. Wurz made sure had some real input into the design of the <strong>Benetton</strong> this year. Alexander Wurz: "We
have ensured that my elbows, knees and legs do not knock against the car..." Revolutionary, not evolutionary.
Why do they call the new <strong>Benetton</strong> the B1<strong>99</strong> then, when last years car was called the B198? This B1<strong>99</strong> reads a
lot like evolutionary, doesn't it?
SOME TROUBLE AHEAD FOR BENETTON? 27/01/1<strong>99</strong>9
The radical new braking system used on <strong>Benetton</strong>'s B1<strong>99</strong> car is likely to be the subject of a row with rival
teams. Williams technical director Patrick Head has said that he is not sure that "Front Torque Transfer" (FTT)
is legal, and that he suspected some teams would protest the new system. "Front Torque Transfer" helps
prevent the inside front wheel locking under braking by transferring the braking torque to wheel that can most
handle it on the entry to a corner. Patrick Head said that he thought the rules forbade more braking force being
applied across the car from one wheel to another. <strong>Benetton</strong> technical director Pat Symonds is still adamant that
the team worked closely with the FIA while developing the system, and that <strong>Benetton</strong> have been given the allclear.
Alexander Wurz said he has a 'good feeling' about the B1<strong>99</strong>, despite the new car setting the three slowest
times of the test at Jerez on Saturday, Sunday and Monday... Giancarlo Fisichella, the quicker of the two
<strong>Benetton</strong> drivers, was two seconds slower than the Honda of Jos Verstappen and a second off the BAR cars.
Alex Wurz, who was nearly a second slower than Fisichella, said "the car is well-balanced, but it's not perfect
because we still haven't worked on the set-up. I don't know how to explain it but I have a good feeling about
the car" . <strong>Benetton</strong> is said to be worried about reliability because the car is fitted with a high number of all-new
parts. Alex Wurz was prevented from doing set-up work by an engine problem on the second day and he and
Fisichella had three rear wing failures between them during the test. It is suspected that they were caused by
vibrations from the Supertec customer Renault V10 engine. Wurz also said that he and Fisichella were
comfortable in the car but that is a little tight on the hip because the bottom of the chassis is very narrow.
1<strong>99</strong>9 BENETTON PREVIEW by Peter Wright 17/02/1<strong>99</strong>9
In spite of some odd definitions of the terms "evolutionary" and "revolutionary", all the cars appear to have
evolved from last year's. The only revolutionary feature that is apparent so far is the <strong>Benetton</strong>'s Front Torque
Transfer system (FTT), described in RCE V8N10. While other teams fight to have it banned, and presumably
develop and test similar devices at the same time, <strong>Benetton</strong> continue to gain experience using it. Exactly how
much benefit it gives only racing will show. If it helps driver confidence when braking, it will provide a
measurable benefit in qualifying and assist with overtaking - two vitally important areas. <strong>Benetton</strong> have also
hinted at a new development in the transmission, but one can only guess at what it might be. Rumours have
suggested that a twin-clutch system that ensures no loss of engagement with the engine is a possibility. The
benefits of such a system would not be during up-changes (they are so short already as to cause almost no loss
of acceleration), but in smoothing down-changes to minimise disturbing the rear end of the car under braking.
Pure speculation...
BENETTON B1<strong>99</strong> – POST SCRIPTUM
After finishing 5th in the Constructors' Championship in 1<strong>99</strong>8, the team slipped back a further place in 1<strong>99</strong>9,
amassing just 16 points compared to the previous year's 33. Only Prost and Sauber separated them from the
basement teams of Arrows and Minardi, and no points at all were scored in the final 7 races of the season.
Fisichella's second place at Canada was the team's only visit to the podium. In fact, that result was to be
Fisichella's last involvement in the points all season, as he followed up that result with 10 races without a
point, a barren run only outlasted by the BAR and Minardi drivers, Alex Zanardi and Luca Badoer. Fisichella's
performance, though, supplied the bulk of the team's score last season. Alex Wurz managed just 3 points, with
5th place in his home Grand Prix of Austria his best result of the year. Although Fisichella managed to qualify
on the front 3 rows on three occasions, qualifying performances were in the main never better than average,
and Wurz in particular found himself with little chance of making an impression from his lowly grid positions.
After the young Roman had scored in 4 of the first 6 races, things looked to be in reasonable shape for
<strong>Benetton</strong>, but the much-vaunted Front Torque Transfer system did not deliver the promised performance
improvement, and the team which won their first World Driver's Championship in only 1<strong>99</strong>5 were never on
the championship pace. The extra weight (11kg) of the FTT system proved a handicap, especially for Wurz,
who only used the system at Brazil. By Canada, the system was abandoned by the team. Many blamed the
underpowered Supertec engine for the team's disappointments, but the car was developed to be radical and
ultimately failed. The failure of the B1<strong>99</strong> led to the departure of Nick Wirth from the team. The Chief Designer
walked out three weeks after the end of the season following disagreements over direction with Chief
Executive Rocco <strong>Benetton</strong>, and he was replaced by Tim Densham for the last stages of the B200 development.
A month later he was followed out by Team Manager Joan Villadelprat. As Rocco <strong>Benetton</strong> stated at the 1<strong>99</strong>9
launch, if you stand still in Formula1 you go backwards.

BENETTON B1<strong>99</strong> – RACE SUMMARY
Date Race # Driver Chassis Qual Qual time + PP Result Points
07/03/<strong>99</strong> Australia 9 Fisichella B1<strong>99</strong>/04 7 1'32.540 2.078 4 TH - +33.418 3
07/03/<strong>99</strong> Australia 10 Wurz B1<strong>99</strong>/02 10 1'32.789 2.327 28 laps – suspension -
11/04/<strong>99</strong> Brazil 9 Fisichella B1<strong>99</strong>/04 5 1'17.810 1.242 38 laps – clutch -
11/04/<strong>99</strong> Brazil 10 Wurz B1<strong>99</strong>/05 9 1'18.334 1.766 7 TH - 2 laps -
02/05/<strong>99</strong> San Marino 9 Fisichella B1<strong>99</strong>/06 16 1'28.750 2.388 5 TH - 1 lap 2
02/05/<strong>99</strong> San Marino 10 Wurz B1<strong>99</strong>/05 17 1'28.765 2.403 5 laps – spun off -
16/05/<strong>99</strong> Monaco 9 Fisichella B1<strong>99</strong>/06 9 1'21.938 1.391 5 TH – 1 lap 2
16/05/<strong>99</strong> Monaco 10 Wurz B1<strong>99</strong>/05 10 1'21.968 1.421 6 TH – 1 lap 1
30/05/<strong>99</strong> Spain 9 Fisichella B1<strong>99</strong>/06 13 1'23.333 1.245 9 TH – 1 lap -
30/05/<strong>99</strong> Spain 10 Wurz B1<strong>99</strong>/05 18 1'23.824 1.736 10 TH – 1 lap -
13/06/<strong>99</strong> Canada 9 Fisichella B1<strong>99</strong>/06 7 1'20.378 1.080 2 ND - + 0.782 6
13/06/<strong>99</strong> Canada 10 Wurz B1<strong>99</strong>/05 11 1'21.000 1.702 0 laps - transmission -
27/06/<strong>99</strong> France 9 Fisichella B1<strong>99</strong>/07 7 1'41.825 3.384 42 laps – spun off -
27/06/<strong>99</strong> France 10 Wurz B1<strong>99</strong>/05 13 1'44.319 5.878 25 laps – spun off -
11/07/<strong>99</strong> Great Britain 9 Fisichella B1<strong>99</strong>/07 17 1'27.857 3.053 7 TH – +54.614 -
11/07/<strong>99</strong> Great Britain 10 Wurz B1<strong>99</strong>/05 18 1'28.010 3.206 10 TH – + 1'12.123 -
25/07/<strong>99</strong> Austria 9 Fisichella B1<strong>99</strong>/07 12 1'12.924 1.970 12 TH – 3 laps -
25/07/<strong>99</strong> Austria 10 Wurz B1<strong>99</strong>/05 10 1'12.850 1.896 5 TH – + s 1'06.358 2
01/08/<strong>99</strong> Germany 9 Fisichella B1<strong>99</strong>/07 10 1'44.338 1.388 7 laps – suspension -
01/08/<strong>99</strong> Germany 10 Wurz B1<strong>99</strong>/05 13 1'44.522 1.572 7 TH - + 33.333 -
15/08/<strong>99</strong> Hungary 9 Fisichella B1<strong>99</strong>/07 4 1'18.515 0.359 52 laps – engine -
15/08/<strong>99</strong> Hungary 10 Wurz B1<strong>99</strong>/05 7 1'18.733 0.577 7 TH – + 1'01.012 -
29/08/<strong>99</strong> Belgium 9 Fisichella B1<strong>99</strong>/07 13 1'52.762 2.433 11 TH – +1'32.195 -
29/08/<strong>99</strong> Belgium 10 Wurz B1<strong>99</strong>/05 15 1'52.847 2.518 14 TH – +1'57.745 -
12/09/<strong>99</strong> Italy 9 Fisichella B1<strong>99</strong>/07 17 1'24.862 2.430 1 lap – spun off -
12/09/<strong>99</strong> Italy 10 Wurz B1<strong>99</strong>/04 14 1'24.593 2.161 11 laps – electrical -
26/09/<strong>99</strong> Europe 9 Fisichella B1<strong>99</strong>/07 6 1'20.781 0.871 48 laps – spun off -
26/09/<strong>99</strong> Europe 10 Wurz B1<strong>99</strong>/04 11 1'21.144 1.234 0 laps – collision -
17/10/<strong>99</strong> Malaysia 9 Fisichella B1<strong>99</strong>/07 11 1'42.110 2.422 11 TH – 4 laps -
17/10/<strong>99</strong> Malaysia 10 Wurz B1<strong>99</strong>/04 7 1'41.444 1.756 8 TH – +1'00.934 -
31/10/<strong>99</strong> Japan 9 Fisichella B1<strong>99</strong>/07 14 1'40.261 2.791 14 TH – 6 laps -
31/10/<strong>99</strong> Japan 10 Wurz B1<strong>99</strong>/04 15 1'40.303 2.833 10 TH – 1 lap -
IMAGE GALLERY
Alexander Wurz at the ’98 Australian GP. A rear view if the B1<strong>99</strong> with Wurz seen at Monaco in 1<strong>99</strong>9.
Alexander Wurz during the ’<strong>99</strong> British GP at Silverstone.

SOURCES
http://f1.racing-live.com/en/index.html?http://f1.racing-live.com/en/headlines/news/detail/<strong>99</strong>01280750.shtml
http://www.vol.net.mt/org/volsports/<strong>99</strong>cars/b1<strong>99</strong>.htm
http://www.atlasf1.com/news/1<strong>99</strong>9/1059.htm
http://www.euronet.nl/users/guidof/gp00-<strong>99</strong>.html
http://www.grandprix.com/ft/ft00313.html
© Compilation by Rainer Nyberg 2003-05-30 Fact-sheet 03/071