Cosworth HB

Cosworth HB IV (1991)

The Cosworth HB (also: Ford HB ) is an eight-cylinder naturally aspirated engine designed by Cosworth and financed by Ford for Formula 1 , which was used in the 3.5-liter era from 1989 to 1994 . It was Cosworth's first completely redesigned Formula 1 naturally aspirated engine since the DFV in 1967 and gradually replaced its further developments DFZ and DFR, which appeared in 1987 . Over the years eight different stages of development emerged, some of which differed considerably from one another. Although the HB engine was originally planned to be available solely to the Benetton team , from 1991 Cosworth also delivered some older versions to more than half a dozen customer teams. Only Benetton and McLaren won some world championship races with the HB engine; the other teams only achieved positions outside the podium.

History of origin

HB designer: Cosworth

Financier: Ford

New start in the new naturally aspirated engine formula

The British engine manufacturer Cosworth, founded in 1958 by Keith Duckworth and Mike Costin , was represented in the Formula 1 World Championship for 17 years from 1967 with the 3.0 liter naturally aspirated engine DFV . The DFV, funded by Ford, was freely available and dominated Formula 1 in the 1970s. With 155 World Championship races won, 12 drivers 'titles and 10 constructors' titles between 1967 and 1983, it is the most successful engine in the history of Formula 1. No other manufacturer has succeeded in designing a similarly competitive naturally aspirated engine during this time. It was only with the advent of turbo engines from 1977 that the DFV gradually fell behind. In the early 1980s, the Formula 1 teams gradually switched to turbo engines; in the 1986 season only turbo engines were finally allowed. Cosworth had the charged GBA in its program, which, unlike the DFV, was only available to selected customers. When the FIA surprisingly decided in October 1986 to allow conventional naturally aspirated engines in addition to turbos - now with a displacement of 3.5 liters - from the 1987 season onwards, Cosworth was the only engine manufacturer able to respond to this rule change at short notice. From the DFV block constructed in 1966, a 3.5-liter variant was developed within three months, which was given the name DFZ. The quickly built DFZ was an interim solution. In 1988 the further developed version DFR appeared, which was still based on the DFV. In its first year, Benetton received the DFR engine exclusively, after which it was used in various variants by 14 mostly smaller teams as a customer engine until 1991.

Ford and Cosworth recognized early on that the DFR would not be able to compete with the new ten- and twelve-cylinder engines from Ferrari , Honda or Renault in the long term . At the beginning of 1988 the decision was made to develop a completely new naturally aspirated engine. After the concept had been defined, the first drawings of the engine, known as the HB, were made in May 1988, the first blocks were put to the test in December 1988, and the HB went into racing at the French Grand Prix in July 1989.

Factory and customer engines

Preferred Customer Leader Benetton: Tom Walkinshaw and Flavio Briatore (1993)

According to the original plans, the HB motors were to be permanently available only to the Benetton team as so-called factory motors, while customer teams were to be supplied exclusively with the old DFZ and DFR motors. Although teams like Lotus and Tyrrell were already trying to find customer HBs in the spring of 1989, Ford and Cosworth held on to this dichotomy until the end of 1990 under pressure from Benetton. However, Ford in particular was not satisfied with Benetton's results. Although Benetton finished the 1990 season third in the constructors' championship; In 1990, however, the team had repeatedly lost out to the Tyrrell Racing Organization, whose cars had been faster than the Benettons with the HB blocks in some qualifying sessions with old DFR engines. Since Benetton had only won two races in 1990, Cosworth and Ford were more willing to make the HB engine available to at least one other team in 1991 . The choice fell on the Formula 1 debutant Jordan Grand Prix , from which Benetton expected no danger. After just a year, Jordan gave up the HB engines. For 1992, Benetton again requested an exclusive supply of HB motors. For this reason, and also because the previous customer engines of the type DFR were no longer competitive, Ford initially announced in autumn 1991 that it would completely discontinue the customer engine business at the end of the season and concentrate exclusively on Benetton. In December 1991, however, there was a U-turn: Because there was still a need for some small teams, Ford and Cosworth continued to provide customer engines from 1992 onwards. The customer engine business was now operated with the HB blocks, but the customer HBs were at least one or more developmental stages behind the Benetton's factory engines. In addition, until 1993, customers' engines were generally not serviced by Cosworth itself, but by Grand Prix Engines Services (GPES), a subsidiary of Tom Walkinshaw Racing (TWR). In addition, John Judd's company Engine Developments initially supplied independent customer engines . They were cheaper than Cosworths HB engines, but stood out in 1993 are no longer available because Judd from 1993 on delivering Yamaha specialized engines for Tyrrell.

Benetton's factory HBs and customer HBs coexisted until 1993 . It was only opened in 1993 by the McLaren customer team, which expressly demanded the delivery of engines of the same quality and was able to enforce it from the middle of the season. By 1994 at the latest, the HB was meaningless. Only small, economically weak teams that had no access to factory engines used it in the absence of alternatives. The HB had become the “engine of the poor”.

Further development

From 1991 Cosworth worked on a successor to the HB series. Initial considerations were directed to a twelve-cylinder engine; Corresponding press releases were distributed on the occasion of the Grand Prix of Canada in 1991 and repeated until the spring of 1992. After Cosworth had already carried out some detailed developments, the twelve-cylinder project was abandoned in 1992. Instead, the successor to the HB was an eight-cylinder engine, which took over some of the detailed solutions from the unrealized V-12 Cosworth. It was released exclusively by Benetton in 1994 and had the internal designation EC , but was marketed as the Ford Zetec-R . With the EC, Benetton driver Michael Schumacher won his first drivers' world championship this year. The HB ran in parallel with the customer teams until the end of the 1994 season. After that, it was out of date because the FIA, under the impression of the fatal accidents of Roland Ratzenberger and Ayrton Sennas at the 1994 San Marino Grand Prix, reduced the capacity limit to 3.0 liters for the 1995 season . However, Cosworth constructed the Cosworth ED on the basis of the HB , which, in addition to the more powerful Zetec engines, was a pure customer engine in the range from 1995 to 1997.

technology

75 degree bank angle: Cosworth HB

The HB was the first engine that Cosworth designed specifically for the 3.5-liter Formula 1. Geoff Goddard and John Hancock were responsible for its development. Unlike the DFR, Brian Hart was not involved in the design. The HB was developed in close cooperation with Benetton's chief technology officer at the time, Rory Byrne .

concept

While most manufacturers saw the greatest efficiency in ten or twelve-cylinder engines with this displacement, Cosworth again opted for an eight-cylinder engine. A twelve-cylinder was rejected as too big and too fuel-intensive, while a ten-cylinder was too exotic for the Cosworth designers. Ultimately, with a view to the DFV, the decisive factor was the assessment that Cosworth had the greatest experience with eight-cylinder engines. This decision turned out to be the wrong decision: with the exception of 1994, all drivers' championships of the 3.5-liter era went to pilots with ten-cylinder engines.

details

The engine block is cast from an aluminum alloy. Its dimensions are smaller than those of the DFV. While the DFV block could still be drilled from 3.0 to 3.9 liters, the HB has no reserves for enlargement. A major innovation of the HB concerns the cylinder bank angle of 75 degrees, which is narrower than the DFV-DFZ-DFR series . This resulted in aerodynamic advantages, which had an impact particularly on the flow towards the rear. Cosworth and Ford did not publish data on displacement or bore and stroke. Based on the dimensions, it is assumed that the HB has a larger bore and a smaller stroke than the DFR. An estimate is 96 × 60.4 mm and a total displacement of 3497 cm³. Each row of cylinders has two overhead camshafts , which in the first versions are driven by gears and later - from the HB VI - by chains. There are two inlet and two outlet valves for each cylinder. In this respect, the HB 1989 corresponded to the current type. A five-valve head, such as that used by Ferrari , Motori Moderni (as “ Subaru ” in 1990 at Coloni ) and Yamaha ( Zakspeed ), was considered unnecessary by Cosworth after unsuccessful attempts with appropriately converted DFZ-DFR blocks. As a rule, the ignition system and injection came from Ford. The engines used by Minardi were an exception : they had electronics from Magneti Marelli . There was no information on engine performance. It is estimated that it was around 630 hp in the first version from 1989 and increased to 725 hp in the last version from 1993 (HB VIII).

Stages of development

HB I

The basic version, subsequently referred to as HB I, debuted in France in July 1989. This version was used exclusively by Benetton. The power of the first HB version was estimated at 630 hp, about 40 hp more than the DFR and 40 hp less than the Honda RA 109E, the most powerful engine of the 1989 season.

HB II

The first revision took place in the summer of 1989. It led to version HB II, which debuted at the Japanese Grand Prix at the end of October 1989. The HB II was also used exclusively by Benetton.

HB III

The third version of the HB was in use at Benetton in the first half of the 1990 season. After six months it was replaced by Series IV. Some HB-III blocks were used in sports car races in 1991 and 1992. Then they went to the Minardi team, which they brought to the start in the 1993 Formula 1 World Championship in the M193 .

HB IV

The fourth HB version appeared at the British Grand Prix in July 1990. With it, essential innovations came into play. The pistons, cylinder heads, valves and valve control were redesigned. The maximum speed increased by 1000 to almost 13000 revolutions per minute, the output was according to Cosworth information at "over 650 bhp". The HB IV was used by Benetton in 1990 and by Jordan in 1991. At the Canadian Grand Prix , the HB-IV engine received a "small update", which Jordan's chief technician Gary Anderson, however, regarded as "pure cosmetic".

HB V

For the third race of the 1991 season in San Marino , the fifth version of the HB made its debut at Benetton. The camshafts were now driven by chains. The engine reached speeds of more than 13,000 revolutions per minute and developed around 670 hp in the second half of the season. In 1992 the HB-V blocks appeared as customer motors for Fondmetal and Lotus ; In 1993 they went to the McLaren team in the first half of the year, which they continued to develop independently together with TAG until the summer of 1993. The developments primarily concerned the engine electronics and brought McLaren's HB V at least to the level of performance of the HB VI.

HB VI

The HB VI was developed at the end of 1991, but did not appear until the beginning of the 1992 season. A new feature here was a semi-pneumatic valve control in which the valves were reset using air pressure. This made valve springs superfluous. Renault already had a comparable system in operation in its ten-cylinder engine. The engines with semi-pneumatic valve control had a higher maintenance requirement and were accordingly more expensive than the earlier versions with conventional valve springs. In 1992 they were not used by customer teams. They were published by Lotus in 1993 and by Simtek the following year .

HB VII

The seventh version of the HB appeared for the fifth race of the season in 1992 in San Marino . With 710 hp it was significantly more powerful than the HB VI, but in comparison had less torque in the lower speed range.

HB VIII

The eighth and final version of the HB engine was first used in training for the 1993 German Grand Prix . This version had, among other things, newly designed cylinder heads. Cosworth implemented detailed solutions for them that had been developed for the V12 naturally aspirated engine, which was ultimately not implemented. The HB VIII had a maximum output of 725 hp and a maximum speed of 13700 revolutions per minute. The power deficit on the Renault engines of the Williams team was 70 to 100 hp, depending on the source.

HB-VII and HB-VIII engines went first to Benetton in 1993 and then to McLaren in the second half of the season; In 1994 they were used by all customer teams with the exception of Simtek.

The Cosworth HB at Benetton

Debut in the Benetton B189 (1989)

The HB first appeared at the 1989 French Grand Prix in the Benetton B189 . Ford actually wanted the engine to debut at the start of the season, but Benetton was behind with the development of the new car, and last year's B188B , used as a gap filler, could not accommodate the HB engine for technical reasons. Before the first race, Benetton and Cosworth carried out long test drives in the new car, during which crankshaft defects accumulated. These problems were only resolved in June 1989. At the debut in France, only Alessandro Nannini received the new car and engine; his team-mate Emanuele Pirro had to compete here and in the subsequent race in Great Britain with the B188B and the DFR engine. In France, Nannini was the second fastest driver and was second in the race behind Alain Prost in the McLaren Honda before retiring due to a damaged suspension. The following race in Great Britain finished Nannini in third place. In the second half of the season, both Benetton drivers retired five times due to chassis problems or driving errors. At the end of the season, however, Nannini succeeded in the rainy Japanese Grand Prix with the HB II used for the first time after Ayrton Senna's disqualification, the first victory of the series, which was followed by second place in Australia .

Cosworth HB in the stern of the Benetton B190 (1990)

In 1990 Benetton started with three-time world champion Nelson Piquet and Alessandro Nannini, who was replaced by Roberto Moreno after an injury in a helicopter accident at the last two races . HB III engines were initially used, which were replaced by the HB IV version from the summer. At the beginning of the season, Benetton struggled to assert itself against the smaller teams with the old DFR customer engine. At the US Grand Prix , Pierluigi Martini (Minardi), Andrea de Cesaris ( BMS Scuderia Italia ) and Jean Alesi (Tyrrell) qualified ahead of Piquet in the fastest Benetton. The situation was similar in Brazil , and in San Marino and Monaco , too , with Jean Alesis Tyrrell, a DFR car was the best-placed Cosworth car. The good qualification results of the smaller teams were at least partly due to the extraordinarily high-performance qualifying tires from Pirelli , which were superior to the Goodyear tires used by Benetton . On the other hand, Alesi crossed the finish line twice at the start of the season with the revolutionary Tyrrell 019 , so that DFR customer Tyrrell was ahead of Benetton in the constructors' championship up to the Canadian Grand Prix . Ultimately, however, Benetton established itself. With two victories for Piquets in Australia and Japan - there was even a double victory for Benetton - as well as three second and three third places and several other places in the points, the team scored 71 world championship points and finished third in the constructors' standings behind McLaren and Ferrari at the end of the year .

In 1991 Benetton drove mostly with the HB V, while the HB IV used last year was used by the Jordan Grand Prix. Benetton lagged far behind the results of the previous year. There was only one win (Piquet in Canada) and two third places (Piquet in the US and Belgium ). His team-mate Moreno came fourth twice and fifth once. For the Italian Grand Prix he replaced Michael Schumacher, who clinched a fifth and sixth two places. With 38.5 points, Benetton fell back to fourth in the constructors' championship behind McLaren, Williams and Ferrari. Jordan was fifth with 13 points.

Benetton B192 with HB-VI engine (1992)

In 1992, Benetton re-established itself as the third strongest force. From the beginning of the season, Cosworth delivered the HB VI with semi-pneumatic valve control, and the further developed HB VII was available from spring. In the course of 1992, Benetton switched between the HB VI and the HB VII, with the characteristics of the respective racetrack ultimately determining the choice. With these engines, the Benetton drivers Michael Schumacher and Martin Brundle could not catch up with the Williams-Renault, but at least they could catch up with the McLaren-Honda and at the same time keep the Scuderia Ferrari clearly behind them. Brundle came second once and third four times. Schumacher won his first Formula 1 world championship round in Belgium and also finished three times in second and four times in third. At least one Benetton driver was on the podium in 11 of 16 races. At the end of the year, Benetton had achieved 91 points, the best result in the team's history to date. This means that Benetton again took third place in the constructors' championship. The gap to McLaren, the runner-up in the constructors' championship, who competed with twelve-cylinder engines from Honda, was just eight points. In the driving standings, Schumacher was in third place, ahead of McLaren driver Senna. The runner-up Riccardo Patrese (Williams) only had three points more.

Benetton B193 with HV-VII engine (1993)

1993 was the last year Benetton used the HB engine. The team had the HB VII exclusively available until early summer 1993, after which McLaren received the same engines as Benetton. From the German Grand Prix, both teams received the last expansion stage HB VIII. This year, Benetton consolidated its position as the third force in the constructors' championship, but had to admit defeat to the McLaren customer team, which was initially only able to use outdated HB-V engines on At the end of the year, however, it was ahead of Benetton in the overall ranking. Schumacher was out more often this season than in previous years. Every finish Schumacher ended with a place on the podium, but in 1993 there was only one victory. Ayrton Senna in the McLaren, however, won five races. Schumacher's team-mate Riccardo Patrese, who was here for his final year in Formula 1, achieved only two podium finishes.

The Cosworth HB with the customer teams

In December 1990 Cosworth decided to continue the customer engine program with the HB, which was initially to come to an end with the discontinuation of the DFR. From 1991 to 1994 eight teams started with HB customer engines. Only McLaren achieved victories and podiums.

1991: Jordan

Jordan 191 with HB-IV engine (1991)

At the beginning of the 1991 season, Eddie Jordans made his debut with the Irish racing team Jordan Grand Prix in Formula 1. The team that had competed in the European Formula 3000 Championship since 1988 and won the championship with Jean Alesi in 1989 was considered to be well organized . The well-connected businessman succeeded in gaining access to HB motors through direct contacts with Cosworth in the fall of 1990. Some sources assume that Jordan's designer Gary Anderson arranged the contact. The newcomer Jordan was thus the first HB customer team. The engine cost was £ 4.5m, making up the bulk of the £ 7m budget. However, Jordan's engines were not on par with Benetton's. While Benetton used the HB-V versions, Jordan drove the HB-IV engines that went back to the previous year in the 191 throughout the season.

Jordan's Formula 1 start was one of the most successful debuts in recent years. The team scored a total of 13 points and was fifth in the constructors' championship, just one place behind Benetton; however, Benetton had scored three times as many points. Andrea de Cesaris drove for Jordan throughout . Bertrand Gachot started in the second car , who was replaced by the debutant Michael Schumacher from late summer after being sentenced to prison . Schumacher moved to Benetton after one race, where he replaced Roberto Moreno , who in turn took over the free Jordan cockpit for two races before being replaced by Alessandro Zanardi . The best Jordan driver was de Cesaris, who finished fourth in Canada and Mexico and was also fifth and sixth. Of the other pilots, however, only Gachot could still score points. In 1992, Jordan switched to free twelve-cylinder engines from Yamaha, with which the team scored only one point in the entire season.

1992: Fondmetal

Fondmetal GR01 with HB-V engine (1992)

The Italian racing team Fondmetal , which emerged from the Osella Squadra Corse in 1991, was one of the last teams to compete with Cosworth's DFR engines in 1991. The initial plans to switch to Judd's ten-cylinder engines in 1992 , however, failed due to technical difficulties. Cosworth then took on Fondmetal as a further customer team alongside Lotus for 1992. Like Lotus, the team received HB-V engines that were at the development level of 1991. Fondmetal was the weakest customer team this year: Gabriele Tarquini qualified for each of the 13 races his team was registered for; but he only reached the goal once. Andrea Chiesa in the second car missed the qualification in seven out of ten world championship races, and he dropped out three times. Chiesa was responsible for numerous engine damage because he repeatedly used the engine as a brake and over-revved the HB. His successor Eric van de Poele crossed the finish line once in three attempts. In the late summer of 1992, Fondmetal stopped racing.

1992 and 1993: Lotus

Lotus 107 with HB-V engine (1992)

Lotus 107B with HB-V or VI engine (1993)

The British team Lotus - at that time the second oldest team in Formula 1 - found itself in a severe economic crisis in 1991 and was restructuring. In 1991, for financial reasons, it was the last team to use outdated eight-cylinder engines from Judd (type EV), which were weaker than the DFR engines and, like the DFR, were no longer available in 1992. Initially, Lotus had considered converting to Judd's ten-cylinder engine (Judd GV), but then decided at short notice in favor of Cosworth customer engines, the costs of which could be covered with the support of the sponsors Castrol and Hitachi . Lotus received engines of the HB V generation in 1992, which Fondmetal also used. The newly introduced Lotus 107 was tailored to this engine. In essence, it was a construction by the March Engineering team , but could not be implemented there for financial reasons. In 1992, Lotus started consistently with Mika Häkkinen and Johnny Herbert . Although they did not achieve any podium positions, they did achieve two fourth, one fifth and five sixth places. With a total of 13 points, Lotus was fifth in the constructors' championship in 1992, ahead of Tyrrell- Ilmor and Footwork- Honda.

In 1993, Lotus used the previous year's chassis, which had been further developed into the 107B, which was equipped with a reactive wheel suspension and, from summer 1993, also with anti-slip control. Both systems were prone to failure. According to some sources, the HB VI was now used; another source assumes that Lotus drove with HB-V engines again this year. Maintenance was always carried out by Grand Prix Engines Services (Tom Walkinshaw Racing). Regular drivers were Johnny Herbert and Alessandro Zanardi. Herbert crossed the finish line three times in fourth and once in fifth and scored 11 world championship points. Zanardi finished sixth in the second race of the year in Brazil . He suffered a serious accident while training for the Belgian Grand Prix , after which he was out for the rest of the season. In this race, Herbert finished fifth again. Here he brought in the last world championship points for the Lotus team. In the remaining races, the Portuguese debutant Pedro Lamy drove the second Lotus. At the end of the year, Lotus was 6th in the constructors' championship with 12 points. In the course of the year, Lotus fell behind on the lease payments for the engines; they were still among the outstanding claims when the team went bankrupt at the end of 1994.

1993: McLaren

McLaren MP4 / 8 with HB-V engine (1993)

McLaren had been associated with automaker Honda since 1988. The pairing was extremely successful: from 1988 to 1991 all drivers' world championships went to McLaren-Honda drivers. Nonetheless, Honda withdrew from Formula 1 at the end of the 1992 season; Older customer engines were only looked after through the Honda subsidiary Mugen . McLaren's team boss Ron Dennis tried, among other things, to get Renault engines for 1993, but failed because of the veto of Renault partner Elf Aquitaine . McLaren's engine situation was completely open until December 1992. When asked by a journalist about his future engine partner, Ron Dennis replied in October 1992: "It would be inappropriate to share this information with you". McLaren's regular driver Ayrton Senna also received no information until the end of 1992. Ultimately, in the absence of alternatives, McLaren had to resort to Cosworth customer engines for the first time since 1983 for the 1993 season . Since Benetton refused to supply the competitor with current HB-VII engines, McLaren only had HB-V engines available at the beginning of the season, which were at the level of 1991 and were about 40 hp weaker than the HB VII McLaren independently developed the electronics of the HB motors together with the technology partner TAG, so that the difference in performance "blurred". Unlike the other customer engines, the McLaren HBs were not serviced by Grand Prix Engines Services, whose owner Tom Walkinshaw was also technical director at Benetton at the time. In order to avoid possible conflicts of interest, Cosworth took over the maintenance of the McLaren engines. From the Grand Prix of Great Britain , McLaren also received the HB-VII engines. At the Grand Prix of Germany 1993 finally debuted the HB VIII. McLaren had been in Friday practice access to him, Benetton until Saturday training.

Ayrton Senna's commitment masked the performance deficits of his engine. With the old HB V he won three races in the first half of the season. The European Grand Prix in Donington Park is considered historical and is one of the “ten best races in Formula 1”, mainly because of Senna's outstanding overtaking maneuvers on the first lap. After starting from fourth place and falling back to fifth place in the starting phase, Senna overtook Damon Hill , Alain Prost (both Williams), Michael Schumacher (Benetton) and Karl Wendlinger ( Sauber ) and sat at the head of the field. In addition, Senna lapped the entire field except for the second-placed Hill and drove the fastest lap of the race including a pit passage. Senna achieved further victories with the HB V in Brazil and Monaco. With the HB VIII he won in Japan and Australia . In Japan, Senna also achieved the first and, at the same time, last pole position for an HB engine; it was the first pole position for a Cosworth engine since the 1983 Brazilian Grand Prix ( Keke Rosberg in the Williams). By the end of the season, McLaren had beaten the Benetton team. Senna and McLaren took second places in the drivers 'and constructors' championships.

1993 and 1994: Minardi

Minardi M193 with three year old HB-III engine (1993)

Minardi M194 with HB-VII engine (1994)

After the Italian Minardi team competed with Ferrari engines in 1991 and Lamborghini engines in 1992 , the 1993 season started with HB customer engines. While the other HB customers received the engines from Cosworth and only had the maintenance carried out by Grand Prix Engines Services (Tom Walkinshaw Racing), the engines in the case of Minardis came directly from GPES or TWR. It was the HB-III blocks that Walkinshaw had launched in 1991 in the Jaguar XJR-14 Group C sports car in the 1991 World Sports Car Championship . When Minardi took them over, they were at the level of development of 1990. The leasing price for that year was US $ 2.4 million. In the first races of the year Minardi was surprisingly successful with the technically very simple M193 designed by Gustav Brunner ; good results were mostly achieved in difficult weather conditions. At the rainy season opener at the Kyalami Grand Prix Circuit , Christian Fittipaldi crossed the finish line in fourth and secured three valuable championship points for the team. His team-mate Fabrizio Barbazza finished sixth in the European Grand Prix as well as in the following race in Imola . In Monaco , Fittipaldi finally finished fifth again. With that, Minardi had scored seven championship points after the sixth race and was ahead of Scuderia Ferrari in the intermediate classification of the constructors' championship. After that, however, no further points were added. Overall, Minardi reached seven world championship points in 1993 and finished the constructors' championship in eighth place. It was able to leave established teams like Arrows / Footwork (four points, ninth place) or Tyrrell (no point, 13th place) behind, as well as the better financed Jordan team (three points, eleventh place).

For the 1994 season, Minardi repositioned itself. Half of the company's shares were acquired by a consortium led by Giuseppe "Beppe" Lucchini , whose Formula 1 team BMS Scuderia Italia had ceased operations at the end of 1993. Minardi's possibilities improved significantly. That also applied to the engine. Minardi's agreement with TWR for the delivery of HB-III engines also extended to 1994. With financial support from Lucchini, Minardi managed to conclude a contract directly with Cosworth, so that on the one hand the detour via TWR was superfluous and on the other hand the team Gained access to HB-VII and HB-VIII engines; the latter were in use from the German Grand Prix . The chassis was initially the M193 known from the previous year, which was gradually developed into the M194 in the first half of the season . The drivers were the experienced Italians Michele Alboreto , who contested his final Formula 1 season here, and Pierluigi Martini. Regardless of the significantly more powerful engine compared to the HB III, Minardi was unable to match the previous year's performance in 1994. Both drivers finished once in the points with the old car - Martini was fifth in Spain and Alboreto sixth in Monaco -; with the M194, on the other hand, only two championship points could be achieved when Martini finished fifth in France . In the entire second half of the season, however, the drivers did not score any more points. With five points, Minardi finished the season in 10th place in the constructors' championship. That put the team ahead of Larrousse and Simtek.

For the 1995 season, Minardi's relationship with TWR two years ago brought a setback. Minardi had contractually secured ten-cylinder engines from Mugen for 1995. Walkinshaw wanted to divert these engines to the Équipe Ligier , which he controlled , and which in turn had given the Renault engines previously used there to Benetton. With the threat of enforcement measures for unpaid bills from the 1993 season, Walkinshaw Minardi moved in late autumn 1994 to give up the Mugen engines. Minardi then had to contest the 1995 season with Cosworth customer ED engines.

1994: Footwork

Footwork FA15 (1994)

Team Arrows , which has been under the name of Footwork since 1991, had used ten-cylinder Mugen engines in 1992 and 1993 that were based on Honda designs. For the 1994 season, the Mugen engines went exclusively to the Lotus team, which had previously used Cosworth HB eight-cylinders. Footwork then resorted to the HB motors as an emergency solution for 1994. In the Footwork FA15 designed by Alan Jenkins , engines from the HB VII series were initially used, which were replaced by HB VIII versions in the summer. The drivers were Christian Fittipaldi and Gianni Morbidelli . Both qualified repeatedly for places in the first third of the starting field, but only crossed the finish line four times in total. Fittipaldi was fourth in the Pacific Grand Prix and fourth in Germany , Morbidelli was fifth in Germany and sixth in Belgium. Morbidelli fell out twelve times. At the end of the year, Footwork was nine points on edge of the constructors' championship. For the 1995 season, Footwork switched to engines on newly designed eight-cylinder engines from Hart .

1994: Larrousse

Larrousse LH94 (1994)

The French Larrousse team had used twelve-cylinder Lamborghini engines from 1989 to 1993 (the only exception was 1991) . After Lamborghini's intensive efforts to become McLaren's engine partner in 1994 had surprisingly failed - Mclaren had opted for Peugeot engines - the Italian company, which at the time was part of the US Chrysler group, completely discontinued its engine range at the end of 1993. Team boss Gérard Larrousse then tried to get Peugeot engines as a junior partner alongside McLaren; McLaren's team boss Ron Dennis insisted on an exclusive engine contract. Larrousse therefore had to switch to customer engines from Cosworth for the 1994 season. As with Minardi, HB-VII engines were initially used, followed by HB-VIII engines from the German Grand Prix . The Larrousse LH94 was a version of last year's LH93 adapted to the eight-cylinder engines, which in turn was based on a Robin-Herd design from 1992. Larrousse took over the transmission and rear axle of the 1993 Benetton B193 for the LH94 .

The financially strong team started the season with drivers Érik Comas and Olivier Beretta . Comas finished the Pacific Grand Prix and the German Grand Prix in sixth place; those were the only points Larrousse scored that year. From the Belgian Grand Prix onwards , a number of paydrivers were used, the payments of which kept the team alive. Philippe Alliot , Yannick Dalmas , Hideki Noda and Jean-Denis Delétraz replaced each other at Larrousse. With them Larrousse fell sharply away. Only Dalmas crossed the finish line again by car. At the end of the season Larrousse was 11th in the constructors' championship behind Footwork and Minardi. The team was insolvent at the end of the year. There was another entry for 1995 with Cosworth ED engines, but ultimately did not compete.

1994: Simtek

The HB VI in a Simtek S941 at the 1994 British Grand Prix

Nick Wirth's Team Simtek made its Formula 1 debut in 1994.Simtek was primarily a design office that had been commissioned to develop several Formula 1 racing cars since 1991, of which only the 1992 version actually appeared in racing as the Andrea Moda S921 . A revised model was to be used by Team Bravo España in 1993 . After the Spanish project had failed shortly before the start of the season, Nick Wirth decided to use his own works team from 1994. Simtek was the weakest financed team this year , alongside the other debutants Pacific Racing . While Simtek's previous designs for Andrea Moda and Bravo were tailored to the Judd GV ten-cylinder engine, this option was no longer available to the works team in 1994, because Judd had discontinued his customer program in 1993 in order to concentrate exclusively on the Yamaha engines for Tyrrell. That is why the car of the Simtek factory team , which was further developed into the S941, was launched in 1994 with a customer HB. HB VI is usually mentioned in the entry lists; In contrast, individual sources assume that Simtek actually used the older, but cheaper HB-IV versions without valve pneumatics for financial reasons. The team experienced a catastrophic first season: Simtek driver Roland Ratzenberger had a fatal accident in the third race of the year in Imola , and four weeks later his successor Andrea Montermini suffered injuries in an accident in Spain . The team continued the season with the inexperienced substitute pilots Jean-Marc Gounon , Domenico Schiattarella and Taki Inoue . Gounon achieved the best result for Simtek this year with ninth place in France . The fastest driver, however, was David Brabham in the second Simtek. He qualified for every race and was able to prevail repeatedly in the second half of the season against the pilots of the established Larrousse team who were driving with younger and more powerful HB engines. At the end of the season, Simtek finished penultimate in the constructors' championship ahead of Pacific.

The Cosworth HB in sports car races

Jaguar XJR-14

Unlike its predecessor, the DFZ / DFR, the Cosworth HB was rarely used outside of Formula 1. After the FIA allowed 3.5-liter naturally aspirated engines for the 1991 season of the World Sports Car Championship as part of extensive rule changes, aggregates from the formula could be used 1 can be adopted with a few changes. Tom Walkinshaw Racing then installed an HB-III engine in its Jaguar XJR-14 Group C sports car . The cars won the 1991 Monza 430 km race , Silverstone and the Nürburgring 430 km race . At the 24-hour race at Le Mans in 1991 , Walkinshaw decided not to use the XJR-14 because the engine was not expected to run continuously for 24 hours without problems. In 1992 , XJR-14s were then driven in the IMSA GTP series . Davy Jones won the championship runs in Road Atlanta and Mid-Ohio with this Jaguar model .

statistics

season	team	chassis	engine	No.	driver	1	2	3	4th	5	6th	7th	8th	9	10	11	12	13	14th	15th	16	Points	rank
1989
	Benetton Formula	Benetton B189	HB I HB II	19th	A. Nannini							DNF	3	DNF	DNF	5	DNF	4th	DNF	1	2	39	4th
				20th	E. Pirro									DNF	8th	10	DNF	DNF	DNF	DNF	5
1990
	Benetton Formula	Benetton B189	HB III	19th	A. Nannini	10	11															71	3
				20th	N. Piquet	4th	6th
		Benetton B190	HB III HB IV	19th	A. Nannini			3	DNF	DNF	4th	16	DNF	2	DNF	4th	8th	6th	3
					R. Moreno															2	7th
				20th	N. Piquet			5	DSQ	2	6th	4th	5	DNF	3	5	7th	5	DNF	1	1
1991
	Camel Benetton Ford	Benetton B190B	HB IV	19th	R. Moreno	DNF	7th															38.5	4th
				20th	N. Piquet	3	5
		Benetton B191	HB V	19th	R. Moreno			13	4th	DNF	5	DNF	DNF	8th	8th	4th
					M. Schumacher												5	6th	6th	DNF	DNF
				20th	N. Piquet			DNF	DNF	1	DNF	8th	5	DNF	DNF	3	5	6th	11	7th	4th
	7Up Team Jordan	Jordan 191	HB IV	32	B. Gachot	10	13	DNF	8th	5	DNF	DNF	6th	6th	9							13	5
					M. Schumacher											DNF
					R. Moreno												DNF	10
					A. Zanardi														9	DNF	9
				33	A. de Cesaris	DNPQ	DNF	DNF	DNF	4th	4th	6th	DNF	5	7th	13	7th	8th	DNF	DNF	8th
1992
	Camel Benetton Ford	Benetton B191B	HB VI HB VII	19th	M. Schumacher	4th	3	3														91	3
				20th	M. Brundle	DNF	DNF	DNF
		Benetton B192		19th	M. Schumacher				2	DNF	4th	2	DNF	4th	3	DNF	1	3	7th	DNF	2
				20th	M. Brundle				DNF	4th	5	DNF	3	3	4th	5	4th	2	4th	3	3
	Team Lotus	Lotus 102D	HB V	11	M. Hakkinen	9	6th	10	DNF	DNQ												13	5
				12	J. Herbert	6th	7th	DNF	DNF
		Lotus 107		11	M. Hakkinen						DNF	DNF	4th	6th	DNF	4th	6th	DNF	5	DNF	7th
				12	J. Herbert					DNF	DNF	DNF	6th	DNF	DNF	DNF	13	DNF	DNF	DNF	13
	Fund metal	Fund metal GR01	HB V	14th	A. Chiesa	DNQ	DNF	DNQ	DNF	DNQ	DNQ	DNQ		DNF								0	-
				15th	G. Tarquini	DNF	DNF	DNF	DNF
		Fund metal GR02		14th	A. Chiesa							DNQ		DNQ	DNQ
					E. van de Poele											DNF	10	DNF
				15th	G. Tarquini					DNF	DNF	DNF	DNF	14th	DNF	DNF	DNF	DNF
1993
	Marlboro McLaren	McLaren MP4 / 8	HB V HB VII HB VIII	7th	M. Andretti	DNF	DNF	DNF	DNF	5	8th	14th	6th	DNF	DNF	DNF	8th	3				84	2
					M. Hakkinen														DNF	3	DNF
				8th	A. Senna	2	1	1	DNF	2	1	18th	4th	5	4th	DNF	4th	DNF	DNF	1	1
	Camel Benetton Ford	Benetton B193	HB VII HB VIII	5	M. Schumacher	DNF	3	DNF	3	3	DNF	2	3	2	2	DNF	2	DNF	1	DNF	DNF	72	3
				6th	R. Patrese	DNF	DNF	5	DNF	4th	DNF	DNF	10	3	5	2	6th	5	16	DNF	8th
	Team Lotus	Lotus 107B	HB V HB VI	11	A. Zanardi	DNF	6th	8th	DNF	14th	7th	11	DNF	DNF	DNF	DNF	DNS					12	5
					P. Lamy													11	DNF	13	DNF
				12	J. Herbert	DNF	4th	4th	8th	DNF	DNF	10	DNF	4th	10	DNF	5	DNF	DNF	11	DNF
	Minardi team	Minardi M193	HB III	23	C. Fittipaldi	4th	DNF	7th	DNF	8th	5	9	8th	12	11	DNF	DNF	8th	9			7th	8th
					J.-M. Gounon															DNF	DNF
				24	F. Barbazza	DNF	DNF	6th	6th	DNF	11	DNF	DNF
					P. Martini									DNF	14th	DNF	DNF	7th	8th	10	DNF
1994
	Footwork	Footwork FA15	HB VII HB VIII	9	C. Fittipaldi	DNF	4th	13	DNF	DNF	DSQ	8th	9	4th	14th	DNF	DNF	8th	17th	8th	8th	9	9
				10	G. Morbidelli	DNF	DNF	DNF	DNF	DNF	DNF	DNF	DNF	5	DNF	6th	DNF	9	11	DNF	DNF
	Minardi Scuderia Italia	Minardi M193B	HB VII	23	P. Martini	8th	DNF	DNF	DNF	5												5	10
				24	M. Alboreto	DNF	DNF	DNF	6th	DNF
		Minardi M194	HB VII HB VIII	23	P. Martini						9	5	10	DNF	DNF	8th	DNF	12	15th	DNF	9
				24	M. Alboreto						11	DNF	DNF	DNF	7th	9	DNF	13	14th	DNF	DNF
	Tourtel Larrousse F1	Larrousse LH94	HB VII HB VIII	19th	O. Beretta	DNF	DNF	DNF	8th	DNF	DNF	DNF	14th	7th	9							2	11
					P. Alliot											DNF
					Y. Dalmas												DNF	14th
					H. Noda														DNF	DNF	DNF
				20th	E. Comas	9	6th	DNF	10	DNF	DNF	DNF	DNF	6th	8th	DNF	8th	DNF	DNF	9
					J.-D. Delétraz																DNF
	MTV Simtek	Simtek S941	HB VI	31	D. Brabham	12	DNF	DNF	DNF	10	14th	DNF	15th	DNF	11	DNF	DNF	DNF	DNF	12	DNF	0	-
				32	R. Ratzenberger	DNQ	11	DNS
					A. Montermini					DNQ
					J.-M. Gounon							9	16	DNF	DNF	11	DNF	15th
					D. Schiattarella														19th		DNF
					T. Inoue															DNF

literature

• Norman Burr: First Principles: The Official Biography of Keith Duckworth. Veloce Publishing, 2015, ISBN 978-1-84584-528-5 .
• Adriano Cimarosti: The Century of Racing . Stuttgart 1997, ISBN 3-613-01848-9 .
• David Hodges: AZ of Grand Prix Cars 1906-2001 . Crowood Press, 2001, ISBN 1-86126-339-2 .
• David Hodges: Racing cars from AZ after 1993 . Stuttgart 1993, ISBN 3-613-01477-7 .
• Pierre Ménard: La Grande Encyclopédie de la Formule 1st 2nd edition. St. Sulpice, 2000, ISBN 2-940125-45-7 .
• Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 .
• Bernd Tuchen: Ford in Formula 1 1965 to 1994. Verlag Dr. Faustus, Büchenbach 2006, ISBN 3-933474-38-8 .

Web links

Commons : Cosworth HB engine  - collection of images, videos and audio files

• History of Cosworth engines on the website www.research-racing.de

Individual evidence

1. ↑ Adriano Cimarosti: The century of racing. Motorbuch Verlag Stuttgart 1997, ISBN 3-613-01848-9 , pp. 320, 327.
2. ↑ Doug Nye: The Big Book of Formula 1 Racing Cars. The three-liter formula from 1966 . Verlagsgesellschaft Rudolf Müller, Cologne 1986, ISBN 3-481-29851-X , p. 18.
3. ↑ Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 369.
4. ^ ^{A b} Norman Burr: First Principles: The Official Biography of Keith Duckworth . Veloce Publishing, 2015, ISBN 978-1-84584-528-5 , p. 250.
5. ^ ^{A b} Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 248.
6. ^ ^{A b} Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 254.
7. ^ Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 259.
8. ^ ^{A b} Alan Henry: Auto Course 1990/91 , Osprey Publishing Ltd, London 1991, ISBN 0-905138-74-0 , p. 171.
9. ^ ^{A b} Alan Henry: Autocourse 1992/93 . London 1992 (Hazleton Securities Ltd.), ISBN 0-905138-96-1 , p. 60.
10. ↑ ^{a b} Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 126.
11. ^ ^{A b} Alan Henry: Auto Course 1991/92 . London 1992 (Hazleton Securities Ltd.), ISBN 0-905138-87-2 , p. 60.
12. ↑ Ten-cylinder engines were initially from Honda and Renault, later V10 engines from Judd (GV) and Ilmor (2175) were added; Ferrari and Lamborghini built twelve-cylinder engines as well as Motori Moderni (“Subaru”) and Life Racing as exotic models.
13. ^ Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 255.
14. ↑ The 3.9-liter variant known as Cosworth DFL was used in sports car races and was the basis for the DFZ in 1987.
15. ^ ^{A b} Graham Robson: Cosworth: The Search for Power . JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 256.
16. ↑ ^{a b} Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 396.
17. ↑ ^{a b} Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 407.
18. ^ ^{A b} Alan Henry: Auto Course 1990/91 , Osprey Publishing Ltd, London 1991, ISBN 0-905138-74-0 , p. 54.
19. ^ Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 262.
20. ↑ ^{a b} Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 312.
21. ^ Alan Henry: Auto Course 1991/92. London 1992 (Hazleton Securities Ltd.), ISBN 0-905138-87-2 , p. 87.
22. ↑ ^{a b c d} history of Cosworth engines on the website www.research-racing.de (accessed on January 4, 2019).
23. ^ David Hodges: Rennwagen from A – Z after 1945 , Stuttgart 1993, ISBN 3-613-01477-7 , p. 187.
24. ^ Graham Robson: Cosworth: The Search for Power. JH Haynes & Co, 2017, ISBN 978-1-84425-015-8 , p. 257.
25. ↑ Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 428.
26. ↑ James Mann, Stuart Codling, Gordon Murray, Peter Windsor: Art of the Formula 1 Race Car , MotorBooks International, 2010, ISBN 9781610608114 , p. 164.
27. ↑ Simon Arron: Retrospective Jordan 191 . Motor Sport, issue 5/2016, pp. 66–73.
28. ^ DJT: A man of the people . Eddie Jordan biography. Motorsport Magazine, Issue 3/1992, p. 21.
29. ^ ^{A b} Alan Henry: Autocourse 1992/93 . London 1992 (Hazleton Securities Ltd.), ISBN 0-905138-96-1 , p. 63.
30. ↑ Patrice Burchkalter, Jean-Francois Galeron: Tout sur la Formule 1 1991 . Surèsnes 1991, ISBN 2-87-636-067-5 , p. 54.
31. ^ David Hodges: Racing Cars from AZ after 1993 . Stuttgart 1993, ISBN 3-613-01477-7 , p. 154.
32. ↑ Hartmut Lehbrink, Rainer W. Schlegelmilch: McLaren Formula 1 . Könemann Verlagsgesellschaft Köln 1999. ISBN 3-8290-0945-3 , p. 187.
33. ↑ Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 453.
34. ^ Formula 1 - 50 golden years, Volume I, p. 94 (three-volume publication of the F1-50 for the 50th anniversary of Formula 1).
35. ↑ Hartmut Lehbrink, Rainer W. Schlegelmilch: McLaren Formula 1 . Könemann Verlagsgesellschaft Köln 1999. ISBN 3-8290-0945-3 , p. 187.
36. ↑ ^{a b} Briatore goes for Minardi. In: grandprix.com. Retrieved January 3, 2019 . 
37. ↑ Motorsport aktuell, issues 3/1994 ff.
38. ↑ Motorsport aktuell, issues 15/1994.
39. ^ Pierre Ménard: La Grande Encyclopédie de la Formule 1st 2nd edition. St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 454.
40. ↑ Adriano Cimarosti: The century of racing . Stuttgart 1997, ISBN 3-613-01848-9 , p. 450.
41. ↑ ^{a b} Pierre Ménard: La Grande Encyclopédie de la Formule 1 , 2nd edition, St. Sulpice, 2000, ISBN 2-940125-45-7 , p. 327.
42. ^ David Hodges: Racing Cars from AZ after 1993 . Stuttgart 1993, ISBN 3-613-01477-7 , p. 121.
43. ↑ History of the Bravo España team on the website www.formulaf1.es (accessed on January 7, 2019).
44. ^ Willy Knupp: Grand Prix 94 Live miterlebt , Düsseldorf 1994 (Zeitgeist-Verlag), pp. 83, 87.
45. ↑ Willy Knupp (Ed.): Grand Prix 95 - experienced live , Zeitgeist Verlag 1995, 1995, ISBN 3-926224-91-6 , p. 49.
46. ↑ 430 km race from Monza 1991
47. ↑ 430 km Silverstone Race 1991
48. ↑ 430 km race on the Nürburgring in 1991
49. ↑ 13 of the 39 points that Benetton scored at the start of the season with the B188B-DFR.