Benetton B186

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Benetton B186

[edit] Concept

Despite the buyout of the small Toleman team by the financial power of the Benetton Group, its organisation and structure remained largely unchanged. Peter Collins stayed on as team manager, whilst Rory Byrne continued af chief engineer. The team also remained based at its Witney headquarters. However, Benetton had the resources to pay for a supply of engines produced by a large car manufacturer, BMW, which replaced the privateer Hart units which had powered Toleman's F1 chassis since the team's début in the series in 1981.

Both the BMW and Hart engines used the 4 in-line configuration, meaning that not too many adjustments needed to be made to the general design concept of the B186 in comparison to the previous year's Toleman TG185. However, the chassis was refined and tidied up in several areas, such as the sidepods, to produce more aerodynamic downforce. The B186 was also designed to be structurally stronger than its predecessor, as the turbocharged BMW engine was about 150 bhp more powerful than the similarly-aspirated Hart it replaced. Indeed, in terms of maximum horsepower, the BMW engine provided to Benetton (and the "lay-down" configuration used in the Brabham BT55 during the same year) was the most powerful in the series. One of the main challenges faced by Byrne and the Benetton design team was to produce a cockpit comfortable for the team's two drivers: the short Teo Fabi and the tall Gerhard Berger.

[edit] Construction

The deal between Benetton and Toleman was only agreed in October 1985, leaving precious little time to design and build the B186 before the first race of the 1986 season on March 23 in Brazil. Nevertheless, three B186s were ready for this race, and a further four chassis were completed during the course of the season. However, the first part of the season was chiefly concerned with producing enough spare parts for the existing cars at the expense of chassis development and improvement. All seven chassis raced in the hands of either Fabi or Berger during the course of the year; chassis number 4 was written off by the former in a crash during practice for the Canadian Grand Prix.

[edit] Development

The sheer top-end power of the BMW engines (comfortably over 1000 bhp in qualifying trim) ensured that the B186s were always competitive. However, the handling of the chassis did not match this in the first part of the season, as evidenced by the fact that the cars were usually amongst the fastest through the speed traps, but not on the ultimate pace of the frontrunners. The cars were also unreliable, and less competitive on slower circuits where the power did not count for as much. The team was also initially disadvantaged by its partnership with the tyre supplier Pirelli, when most of the frontrunning teams were running Goodyears, as neither it or fellow-Pirelli user Brabham had managed to complete many laps during pre-season testing; the Italian company mostly relying on data from the Ligier team.

Once the supply of spare parts had been assured by mid-season, the B186s were modified to incorporate a whole array of new aerodynamic features, new suspension packages and revised setup concepts. The development package was completed by the arrival of a new rear wing design for the Austrian Grand Prix, where the improved performance of the B186 and the high-speed Österreichring circuit made it the fastest car in the field. The car's competitiveness improved throughout the season, particularly during the second half, as a result of this development. In addition, it also became more reliable, although reliability remained suspect throughout the year. The competitiveness of the Pirelli tyres also improved, and their relative durability compared to the Goodyears often played to the B186's advantage.

[edit] Racing history

"Rory worked with the front wing endplates so we had a kind of ground effect at some tracks. The car was like a bomb at circuits like Spa, Austria and Monza. And the power was unbelievable - even if the turbo delay was terrible. You'd open the throttle at the entry to the corner only to get the power at the exit. And if you missed it by five or 10 metres, there was nothing you could do - you just spun it. The lag was about one or two seconds.
At Zeltweg, down the long straight to the Bosch Kurve, the car was throwing out 1400 bhp and just kept on pushing - you felt like you were sitting on a rocket."
Gerhard Berger on the B186.^[1]

The B186 finished in the points in the first three races of the season, including a podium for Berger at Imola. However, the car's underlying speed was blunted by run of retirements for both drivers, and uncompetitive showings at events run on tight tracks such as the Monaco and United States Grands Prix. Nevertheless, Berger in particular had emerged as a consistent frontrunner by mid-season, although he was criticised in some quarters for driving with his turbo boost set too high for the car's fuel consumption in the early stages of a race in order to complete "glory runs" near the front, only to drop back later on. The car was most competitive in terms of raw pace at the four "power circuits" on the calendar: Spa, Hockenheim, Monza and the Österreichring. The latter event saw the B186s to be significantly faster than the usual frontrunning teams such as Williams, McLaren and Lotus, and the team was set for a dominant 1-2 finish until both cars retired due to mechanical failures. Teo Fabi took a pole position there, and a further one at Monza, but further unreliability and less efficient fuel consumption than rival engines prevented a victory.

Benetton finally won its first Grand Prix in Mexico. Despite Berger not having the outright fastest package, the durability and choice of compound of his Pirelli tyres meant that he did not need to make a pitstop for fresh ones, in comparison to rivals Nelson Piquet and Alain Prost, who lost time as a result. It was generally agreed that the victory was a fitting culmination to Benetton's first season as an F1 constructor, and a vindication of the potential of the B186.

Benetton comfortably outperformed fellow-BMW users Brabham and Arrows during 1986, and were usually the quickest team using Pirelli tyres, although the more reliable Ligier team scored more points.

[edit] Complete Formula One results

(key) (Results in bold indicate pole position; results in italics indicate fastest lap.)

Year	Team	Engine	Tyres	Drivers	1	2	3	4	5	6	7	8	9	10	11	12	13	14	15	16	Points	WCC
1986	Benetton	BMW 4 in-line (t/c)	P		BRA	ESP	SMR	MON	BEL	CAN	USE	FRA	GBR	GER	HUN	AUT	ITA	POR	MEX	AUS	19	6th
				Teo Fabi	10	5	Ret	Ret	7	Ret	Ret	Ret	Ret	Ret	Ret	Ret	Ret	8	Ret	10
				Gerhard Berger	6	6	3	Ret	10	Ret	Ret	Ret	Ret	10	Ret	7	5	Ret	1	Ret

[edit] References

^ "Photo Finish: The Story Behind the Picture - 1986: Austrian Grand Prix" (December 2007). Autosport 190 (12): p.102.

Books

Hamilton, Maurice (ed.) (1986). AUTOCOURSE 1986-87. Hazleton Publishing. ISBN 0-905138-44-9.
Ménard, Pierre (ed.) (2006). The Great Encyclopedia of Formula 1. Chronosports S.A.. ISBN 2-84707-123-7.
Spurring, Quentin (2005). Formula 1 in Camera 1980-89. Haynes Publishing. ISBN 1-84425-109-8.

[edit] External links

v • d • e Cars that competed in the 1986 Formula One season

Williams FW11 • McLaren MP4/2C • Lotus 98T • Ferrari F1/86 • Ligier JS27 • Benetton B186 • Tyrrell 014 • Tyrrell 015 • Lola THL1 • Lola THL2 • Brabham BT54 • Brabham BT55 • Arrows A8 • Arrows A9 • Zakspeed 861 • Osella FA1F • Osella FA1G • Osella FA1H • AGS JH21C • Minardi M185B • Minardi M186

v • d • e Benetton Formula

Formula One cars: B186 \| B187 \| B188 \| B189 \| B189B \| B190 \| B190B \| B191 \| B191B \| B192 \| B193 \| B193B \| B194 \| B195 \| B196 \| B197 \| B198 \| B199 \| B200 \| B201