This is the first in a series of posts looking back at some of the small private teams that have graced us with their presence in F1 for an unfortunately short amount of time before fading into the background. First of all, we’ll be looking at the Simtek Team (1994-1995)
Simtek, or Simulation Technology, was founded by Max Mosley and Nick Wirth in 1989. The vision was to provide a design and R&D company that could cater for teams and organisations of the highest standards at an effective cost. The company initially began to grow, and before long, Simtek had clients such as the FIA, the Ligier Formula 1 team and a number of Formula 3000 and Indycar teams. In 1990, they were called upon by BMW to spearhead the design process for a works F1 car, but shortly after, the process was aborted and the German outfit focused on their efforts in touring car racing. The design, however, was saved, updated and then sold on to the Andrea Moda team F1 (who we may look at in the future), who ran the car in 1992. IN the same year, Mosley sold his share of the team to Wirth, after becoming the FIA’s new president.
The Bravo Grand Prix team called on Simtek to help them design their car in 1993, but this was also scrapped after the company’s founder, Jean Mosnier, suddenly and tragically died. Wirth began to become tired of these designs becoming abandoned, so in August that year he took it upon himself to enter Simtek as their own F1 team for 1994. He managed to persuade Jack Brabham to buy a share in the team, allowing his son David to secure a drive. They then went on the hunt for a second driver, considering the likes of Andrea de Cesaris, Gil de Ferran and Jean-Marc Gounon. Negotiations with the two former broke down, and Gounon said he had commited elsewhere. In the end, Roland Ratzenberger was chosen, making his F1 debut at the age of 31. With two drivers, a deal with Ford to supply HB V8 engines, MTV Europe as the title sponsor and the S491 design completed, Simtek were ready for their first full season of Formula 1.
Things started moderately, with Brabham qualifying 26th for the first round in Brazil while Ratzenberger failed to make the cut. Brabham went on to finish 12, despite everyone behind him having retired, effectively meaning he finished last. Both cars managed to qualify for round 2 in Aida, Japan, albeit at the back, and Ratzenberger came 11th while Brabham suffered electrical problems. But then came San Marino, and a major turning point in Simtek’s life as an F1 team. Ratzenberger left the circuit at the Villeneuve corner in Friday practice at 190mph and slammed into the concrete wall. It was obviously clear all was not well as the replay showed the Austrian’s head slumped on the side of the cockpit. They were right, and sadly Roland lost his life. The Simtek team were devastated, but they and Brabham decided to go ahead and race, showing the fighting spirit within. The race was marred by the death of Ayrton Senna that weekend, also.
Only one car ran in Monaco, with a minute’s silence held before the race in honour of Senna and Ratzenberger. In Spain, Simtek’s fortunes didn’t get any better, with replacement driver Andrea Montermini crashing heavily in practice and suffering a broken toe. Jean-Marc Gounon joined the team in France and finished 9th, the team’s best ever result due to a high attrition rate, and finishing ahead of Mark Blundell’s Tyrrell. For the rest of the season, both cars managed to to qualify for every race, ahead of both Pacifics and the odd Lotus and Larrousse from time to time. Brabham even managed 21st in qualifying for Belgium, ahead of a Lotus, Larrousse, Tyrrell and Footwork! Domenico Schiattarella took over Gounon’s seat with 3 rounds to go when the Frenchman left and came 19th. He was then replaced by Taki Inoue for Japan, but after pitching his car into the Suzuka pitwall in treacherous conditions, Schiatarella was predictably back in for Adelaide. Both cars failed to finish the last round due to technical problems. 1994 ended up with no points for Simtek, but Wirth was confident they were on the up, so he continued the project for 1995.
1995 began with reduced support from MTV and a new driver in the shape of Benetton refugee Jos Verstappen, only signing for the team with the task of gaining more experience after his spin-fest in 1994. He joined Schiattarella and also Hideki Noda, the team’s new 3rd/test/pay driver. There was also a new car, the S951, which featured an updated Ford ED V8 and gearboxes from Benetton. But what of David Brabham? Well, he accepted an offer from BMW - to race for them in the British Touring Car Championship. Quite a step back, but he was happy with it.
Their start to the season was a bad one with both cars retiring, but Argentina showed big promise. Verstappen managed to run long before his first stop and hauled the car up to 2nd place! His efforts were short-lived after a extremely long pitstop due to lengthy wheel nut changing, and then his gearbox failing a lap later. Schiattarella finished 9th. Another double retirement in San Marino, with more gearbox gremlins for Verstappen while suspension failure ended Schiattarella’s day. But by the end of Spanish GP, with both cars coming 12th and 15th, Simtek were in MAJOR money troubles. Since entering F1, they had amassed debts of, wait for it, £6million! Wirth claimed this was due to “a major new backer of the team, with whom I had signed a contract before the season, has finally pulled out and left a large hole in our finances”.
On hearing this, the existing sponsors (MTV, Russell Athletic and Korean Air) pledged increased support, but it was all in vain. Both cars failed to complete a lap in Monaco, and then failed to show up in Canada, although they were not penalised due to Bernie Ecclestone allowing teams to miss one race. It all came to a close with the sponsor negotiations failing and Noda’s backers affected by the earthquake in Kobe, Japan. Just before France, the team announced liquidation and shortly after, the team completely collapsed and went bankrupt. 48 people lost their jobs and the assets of the team were auctioned off, including both rolling chassis, the transporter and various parts.
Afterwards, Nick Wirth continued his job as a designer, working for Ferrari, Sauber and Benetton. When Ross Brawn and Rory Byrne left the latter in 1997, Wirth was elevated to chief designer. But he only lasted until 1999, after poor results due to failed initiatives. He then settled into working in robotics again, but more recently was called up to help Lola with design work on their new Le Mans Prototype.
Personally, even though I never really watched F1 in ‘94 and ‘95, after learning about their plights, it’s a shame that Simtek had bad fortunes. The Ratzenberger situation was a tough time for the team, but their decision to race on despite this shows they definately had fighting spirit. If the major sponsor negotiations had been successful, then maybe we could have seen the unique purple-coloured cars stay around for a little while longer.
To finish up, this series is one to give people a chance to hear stories about small F1 teams who had a big ambition but, due to the obvious restraints and problems, could not sustain themselves in the vast, fast-moving world of F1. It also could give people the thought that these days, with only Willams, Red Bull and Force India the only true independant teams (not counting Toro Rosso or Super Aguri, they are classed “B” teams currently to Honda and Red Bull, although this could change very soon), there is too much money and rules and regulations in the sport, which is scaring away the smaller teams currently working in GP2 or A1GP or anyone with dreams to compete in F1. Nowadays, the grid is dominated by manufacturer teams such as Renault, Toyota, BMW, Honda, Ferrari and technically Mercedes-Benz. Where’s the small teams like Minardi, who stay in our hearts forever, not for their success, but mainly the fact that, even though they’re usually found at the back of the grid, still find a way to battle on through to the next season and fight on. And that is what there should be more of in F1.
