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Simtek (Simulation Technology) was an engineering consultancy firm and Formula One racing team. The Formula One (F1) engineering consultancy arm, Simtek Research, was founded in 1989 by Max Mosley and Nick Wirth. It originally was involved in many areas of Formula One, including wind tunnel construction and chassis building for third parties. Simtek Grand Prix, the racing team, was launched in 1993 and competed in the 1994 and 1995 seasons, achieving a best result of ninth place. With large debts and a lack of sponsorship money, Simtek went into voluntary liquidation in June 1995.

Key Information

Simtek Research

[edit]

Simtek Research was founded in August 1989 by Nick Wirth, Max Mosley and Donald Hughes, aiming to provide a cost-effective design, research and development service to the highest possible standards.[1] The company was initially based out of an office in Wirth's home with one employee, engineer Darren Davis. The company grew quickly and moved to its own facility, including a windtunnel, on the Acres Industrial Estate in Banbury, Oxfordshire. Simtek's clients included the FIA, F1 constructors Ligier and numerous Formula 3000 and Indycar teams.

In 1990 Simtek designed a Formula One car for BMW who were making plans to found a works team. The project was aborted, and BMW instead entered the German Touring Car Championship (Deutsche Tourenwagen Meisterschaft) in 1991, the BMW 3 Series cars being run by Simtek engineers. The BMW F1 car design was revived, updated and sold to Andrea Moda Formula to compete in the 1992 season. In 1992, after becoming president of the FIA, Mosley sold his share in Simtek to Wirth.

In 1993, Simtek were commissioned to design a car for the new Bravo F1 team, but the plans were scrapped after the sudden death of Bravo's project backer, Jean-François Mosnier.

Formula One

[edit]

1994

[edit]

In August 1993, Nick Wirth took the decision to enter Formula One with his own team for the 1994 season. Triple world champion Jack Brabham became a shareholder in Simtek Grand Prix, and his son David Brabham was signed as a driver before the end of 1993.[2] Andrea de Cesaris and Gil de Ferran, both carrying sponsorship money, were initially considered for the second seat but negotiations broke down. Frenchman Jean-Marc Gounon was also considered, but already had commitments for the start of the season so eventually 33-year-old F1 rookie Roland Ratzenberger took the place. Charlie Moody, a former Leyton House manager, was appointed Simtek's team manager.[3]

Roland Ratzenberger's Simtek at the 1994 San Marino Grand Prix, prior to his fatal accident.

The company secured customer Ford HB V8 engines from Cosworth, and prior to the season starting, MTV Europe stepped in as title sponsors. Wirth's initial design for the 1994 race car included active suspension, a technology used by Williams to win both the drivers and constructors championships in 1992 and 1993. However, active suspension was banned prior to the start of the 1994 season, and so Simtek were forced to revert to a more conservative design, named the S941. This design was heavy, initially included a fully manual gearbox compared to the semi-automatics being used by the frontrunning teams and the Ford HB engine was less powerful than the engines being used by the front-runners. The company employed 35 people, the fewest of any team competing in Formula One during 1994, and only 10% of the number employed by Scuderia Ferrari.[4]

These deficits showed at the first race of the 1994 season. Brabham qualified in 26th and last place while Ratzenberger failed to qualify. Brabham finished the race 12th, but all cars behind him retired. The next race saw both Simteks qualifying but again occupying the back of the grid. Brabham retired early with an electrical failure, and Ratzenberger finished 11th, last of the cars still running.

I lost a close friend yesterday. Though team-mates for a mere few weeks, we had already a lot of fun together and had every reason to look forward to a great year with the Simtek team. I am confident that the greatest tribute we can pay to Roland is to race today, hence my decision.

David Brabham, on Ratzenberger and his decision to race following Roland's death.[5]

The next round was the 1994 San Marino Grand Prix. During the Saturday qualifying session, Ratzenberger left the track during an out-lap dislodging his front wing. After rejoining the track, Ratzenberger decided the car wasn't damaged, and eager to ensure qualification for the race the next day began a flying lap. At the Villeneuve curva while traveling at 190 mph (310 km/h) the front wing failed, causing Ratzenberger to lose control and the car crashed into a concrete wall. Ratzenberger suffered a basal skull fracture, and was killed instantly. A time posted earlier in the qualifying session by Ratzenberger would have given him the 26th position on the grid. His death was the first at a Grand Prix weekend in 12 years. Traditionally, the team would have withdrawn from the event, but David Brabham decided to race on, in tribute to Ratzenberger and in order to raise the morale of a devastated Simtek team. During the ESPN broadcast of the race, it was stated that Brabham was reluctant to race but was encouraged to race by officials who wanted to keep the field full.[6] Only a day after Ratzenberger's death would another driver - three-time world champion Ayrton Senna - be killed in an accident during the race itself. Senna's death marked the second driver fatality of the weekend.

Brabham's decision to continue racing, in part resulted in Simtek making a collective decision to continue racing and "For Roland" was painted on the airbox of the car, to show their reason for continuing.[7] The team only had one chassis to enter at the Monaco Grand Prix, and before the start, a minute's silence was held in memory of Senna and Ratzenberger with the second grid slot painted with the Austrian flag. In Spain, Andrea Montermini drove for the team, but during the practice session crashed heavily. He escaped with only a broken toe and cracked left heel but was unable to race and his Simtek chassis was badly damaged. After another one car entry in Canada, Jean-Marc Gounon became available to the team for the French Grand Prix. He finished the race ninth, the team's best finish of the season, in part down to high attrition but finishing ahead of Mark Blundell's Tyrrell which was still running. Both cars qualified for all the remaining Grands Prix, ahead of the Pacifics, and occasionally also Lotus and Larrousse. Brabham qualified in 21st for the Belgian Grand Prix, ahead of a Lotus, Larrousse, Footwork and Tyrrell car.

Three races before the end of the season, Domenico Schiattarella took over Gounon's race seat finishing 19th. He was replaced for the penultimate round in Japan by another pay driver Taki Inoue, but his race ended after three laps when he crashed into the pit wall. Schiattarella was reinstated for the final round at Adelaide, but both Simteks retired from the race with technical problems.

After a challenging debut season the team finished with no world championship points but, convinced that Simtek could do better, Wirth decided to continue the Grand Prix programme.

1995

[edit]

MTV Europe's sponsorship commitment was reduced for the 1995 season, but they remained title sponsors to the team. Rather than money, MTV paid Simtek with airtime on their television channel. This airtime was then sold by Simtek to its other sponsors for them to show commercials.[8] Cosworth again supplied engines to the team, with the more up-to-date Ford ED. These were combined with former Benetton gearboxes and Wirth designed a new chassis, the S951.

The Simtek S951 driven by Domenico Schiattarella in 1995.

David Brabham was made an offer by BMW to race in the British Touring Car Championship, and accepted. He was replaced by Jos Verstappen, who was seeking more experience after an incident-filled season at Benetton in 1994.[9] The second seat was kept by Domenico Schiattarella for the first half of the season, while Hideki Noda paid a deposit to secure the place for the latter races.

Both cars retired from the opening round, but the second round in Argentina brought much promise. Verstappen qualified 14th for the race and moved up to sixth by the first pitstop. A slow pitstop dropped him down the order and then his gearbox failed the following lap. Schiattarella finished ninth, equaling the team's best finish the previous season. Verstappen's gearbox also failed at the next race in San Marino. Schiattarella retired with suspension failure. Spain brought 12th and 15th-placed finishes for the team, but there were bigger problems behind the scenes. In the 18 months the team had been in existence, they had amassed £6 million worth of debt.[10]

At Monaco, neither driver completed a lap of the race due to another gearbox failure on Verstappen's car, and the marshals failing to recover Schiattarella's car after the first aborted race start. Following the race Wirth wrote, in one of his regular Usenet newsgroup postings, that "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".[11] Wirth frantically tried to convince potential sponsors to come forward, threatening to shut down the team if none did so.[12] In the event a sponsor could be found, existing sponsors MTV, Russell Athletic and Korean Air pledged to increase their own sponsorship commitments. The team did not appear at the Canadian Grand Prix, but were not fined by the sports commercial rights holders, FOM, for their absence. The CEO of FOM, Bernie Ecclestone agreed that the team entered the championship intending to compete in 16 races and as the championship was extended to 17, they were permitted to miss one race.

Negotiations with the potential backers and sponsors failed, and the companies that would pay for Hideki Noda to drive the Simtek were severely affected by the Kobe earthquake. Prior to the next race, Simtek Grand Prix went into voluntary liquidation and the receivers, Touche Ross, were called in.[13] The collapse of the Formula One team also forced Simtek Research to declare itself bankrupt.[14] In total, 48 jobs were lost and with the team unable to be sold as a going concern, Simtek's assets were auctioned off.

Complete Formula One results

[edit]

(key) (results in bold indicate pole position)

Year Chassis Engine Tyres Drivers 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 16 17 Points WCC
1994 S941 Ford HBD6 3.5 V8 G BRA PAC SMR MON ESP CAN FRA GBR GER HUN BEL ITA POR EUR JPN AUS 0 NC
Australia David Brabham 12 Ret Ret Ret 10 14 Ret 15 Ret 11 Ret Ret Ret Ret 12 Ret
Austria Roland Ratzenberger DNQ 11 DNS
Italy Andrea Montermini DNQ
France Jean-Marc Gounon 9 16 Ret Ret 11 Ret 15
Italy Domenico Schiattarella 19 Ret
Japan Taki Inoue Ret
1995 S951 Ford EDB 3.0 V8 G BRA ARG SMR ESP MON CAN FRA GBR GER HUN BEL ITA POR EUR PAC JPN AUS 0 NC
Italy Domenico Schiattarella Ret 9 Ret 15 DNS
Netherlands Jos Verstappen Ret Ret Ret 12 DNS
Sources:[15][16]

References

[edit]
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Simtek

View on Grokipedia
from Grokipedia
Simtek Research was a British motorsport engineering consultancy and constructor active from 1989 to 1995, renowned for its innovative design work using computer-aided simulation technology and its brief but tragic stint in the pinnacle of open-wheel racing. Founded in August 1989 by Nick Wirth, , and Donald Hughes in Reading, , the company initially focused on providing cost-effective research, development, and design services to racing teams across various series, including , , and . Its name derived from "Simulation Technology," reflecting Wirth's emphasis on pioneering CAD-based modeling to reduce costs and accelerate vehicle development for clients like and . Prior to entering Formula One as a full constructor, Simtek built a reputation through high-profile projects, such as designing a BMW-powered F1 car in for the manufacturer's aborted works team return, which was later adapted and sold to the short-lived Andrea Moda team in 1992. The firm also contributed to development for Pacific's efforts and provided engineering support for other motorsport ventures, establishing itself as a nimble alternative to larger design houses amid the era's escalating F1 costs. By 1993, with Mosley having sold his stake to become FIA President, Wirth decided to leverage Simtek's expertise by launching its own F1 team, Simtek Grand Prix, with the self-designed S941 powered by a Ford HB V8 engine. The 1994 season marked Simtek's F1 debut at the Brazilian Grand Prix, fielding Australian —son of three-time world champion —and Austrian rookie , but the team struggled with reliability and funding, failing to score points across the 16 races while operating on a limited budget. Tragedy struck at the at , where Ratzenberger suffered a fatal crash during qualifying on April 30, 1994, becoming the first F1 driver death in 12 years and casting a shadow over the weekend that also claimed Ayrton Senna's life the following day. Despite the heartbreak, Brabham continued racing for the remainder of the season, often as the team's sole entry due to funding constraints and injuries to replacement drivers, finishing the year without a single top-10 finish. Entering 1995 with renewed sponsorship from and a refined S951 , Simtek initially showed promise, qualifying 14th in with Dutch driver , but persistent budget shortfalls led to driver changes—including stints by and Domenico Schiattarella alongside —and mechanical woes. The team competed in the first five races of the season, with the marking their final appearance before withdrawing due to insufficient funding amid the era's intensifying commercial demands. The collapse precipitated Simtek Research's later that year, resulting in the loss of 48 jobs and the end of Wirth's F1 ambitions, though he later applied his expertise to projects in other racing series and industries.

Founding and Early Development

Establishment of Simtek Research

Simtek Research was established in the summer of in , , , by Nick Wirth as chief designer, as the legal and business expert, and Donald Hughes. The company's initial objectives centered on delivering affordable design, research, and development services to motorsport teams, utilizing to cut costs while maintaining high standards. This approach aimed to make advanced engineering accessible to smaller outfits in the competitive racing industry. Bootstrapped with modest capital primarily provided through Mosley's backing and connections, Simtek focused on core competencies in CAD/CAM tools and from its outset. The name "Simtek" derives directly from "Simulation Technology," underscoring its emphasis on innovative computational methods in design. Wirth, with his background in and from and prior experience in design roles at , shaped the firm's technical vision alongside Mosley's strategic input.

Initial Consultancy Projects

Simtek Research initially operated as an engineering consultancy firm, specializing in cost-effective design services for teams, including construction, development, and aerodynamic testing. The company emphasized in-house computer to facilitate rapid design iterations and minimize reliance on physical prototypes, aligning with its name derived from "Simulation ." This approach enabled efficient solutions for third-party clients across various racing categories. Among its early projects, Simtek designed a complete for in 1990 as part of the manufacturer's planned works team entry, though the initiative was abandoned in favor of competing in the German Touring Car Championship. Simtek subsequently adapted elements of that design and developed the 3-series touring car, which competed successfully in the 1991 DTM season. The original F1 chassis concept was later revived, updated, and sold to for their 1992 entry. Simtek's client base expanded to include the FIA and the French government for general consultancy services, as well as constructor , for whom the firm designed and installed a dedicated at the circuit to support aerodynamic development. The company also secured contracts with multiple and teams for component fabrication, data analysis, and prototyping, alongside work in through its collaboration. These projects highlighted Simtek's focus on modular and scalable engineering solutions tailored to budget constraints in competitive environments. By the early 1990s, Simtek had grown its operations significantly, investing in an on-site at its , facility to enhance testing capabilities and support an increasing portfolio of international clients. This expansion solidified the firm's reputation as a key provider of innovative, simulation-driven engineering in the pre- era.

Formula One Entry and Seasons

Preparation and 1994 Season

In late 1993, Simtek Research announced its decision to enter as a full constructor for the 1994 season, transitioning from its role as an engineering consultancy to building an independent team without major corporate backers. The move was led by company founder Nick Wirth, who secured investment from triple world champion , enabling the team to operate on a modest budget estimated at around £4 million—significantly less than the £20 million-plus budgets of top teams. This self-funded approach leveraged Simtek's prior consultancy expertise in design and to minimize costs while aiming for grid entry. Pre-season preparations focused on developing the S941 chassis under Wirth's direction, incorporating processes that reflected the company's innovative engineering background. A customer engine deal was finalized with for the Ford HB V8, providing 670 horsepower but proving underpowered compared to rivals. The team, comprising just 35 staff members, conducted limited testing before debuting at the 1994 in with drivers —Jack's son—and , both selected for their experience and funding contributions. Throughout the 1994 season, Simtek qualified for 14 of the 16 races despite the pre-qualifying requirements for new entrants, marking a solid debut for a low-budget operation. Highlights included occasional competitive showings, such as Jean-Marc Gounon's 9th-place finish at the French Grand Prix, the team's best result of the year. However, the season was overshadowed by the tragic death of Ratzenberger during qualifying for the San Marino Grand Prix at Imola on April 30, 1994—the first Formula One driver fatality in 12 years since Riccardo Paletti's crash in 1982. Ratzenberger's front wing failure at the Villeneuve corner led to a high-speed impact, and despite medical efforts, he succumbed to a basal skull fracture. Operational challenges plagued the team, including frequent reliability failures from the underpowered Ford engines and limited pre-season testing that hampered setup optimization. These issues contributed to two non-qualifications—Ratzenberger in and Montermini in —and multiple retirements, such as Brabham's electrical failure at the Pacific event, underscoring the difficulties of competing with minimal resources. No points were scored across the campaign, but the team's persistence highlighted the viability of grassroots entries in an era of expanding grids.

1995 Season and Decline

Simtek entered the 1995 season with and Domenico Schiattarella as its driver lineup, marking a shift from the previous year's roster after David Brabham's departure to the . Verstappen, a talented reserve from Benetton, brought some promise to the No. 12 seat, while pay-driver Schiattarella returned to the No. 11 car for a more consistent role. However, the partnership lacked longevity, as mounting financial pressures prevented any full-season stability, with the team ceasing operations after just five races. Performance remained challenging, with Simtek qualifying for only the first five of the 17 races but consistently starting from the back of due to limited development resources. The team scored zero points for the second consecutive year, hampered by reliability issues like gearbox and suspension failures; their highlight was Schiattarella's ninth-place finish in , aided by retirements ahead. Withdrawals from the Canadian Grand Prix onward stemmed directly from funding shortages, underscoring the team's inability to sustain operations amid escalating costs in . Financial strain intensified mid-season, exacerbated by customer engine expenses consuming up to 70% of the budget and insufficient sponsorship inflows despite MTV's continued but reduced title backing. The team missed the and subsequent events due to overall financial collapse, with becoming their final race, where both drivers retired early. This collapse reflected broader difficulties for teams in an era of rising expenses, estimated at over £10 million annually for even basic operations. The lingering effects of the 1994 San Marino tragedies, including Roland Ratzenberger's fatal accident, continued to weigh on team morale entering 1995, compounding recruitment and sponsorship challenges in a safety-focused, high-cost environment. Simtek's inability to secure major backers—despite flashes of pace like Verstappen's 14th-place qualifying in Argentina—highlighted the vicious cycle of needing results to attract funding, which poor resources prevented.

Technical and Operational Aspects

Chassis Design and Innovations

The Simtek S941 chassis, introduced for the 1994 Formula One season, utilized a conventional carbon-fiber monocoque structure paired with double wishbone pushrod suspension at both ends, reflecting a conservative engineering approach necessitated by regulatory changes. Designed primarily by Nick Wirth in collaboration with Paul Crooks, the chassis weighed approximately 515 kg and prioritized structural integrity over radical innovation, incorporating a mid-engine layout with a wheelbase of around 2,800 mm. Aerodynamic development focused on low-drag configurations to compensate for the car's inherent power limitations, with emphasis on clean airflow over the bodywork and underfloor. The original S941 concept had explored more advanced features, such as a front suspension system intended to integrate and within the wheels for improved aerodynamic and reduced weight, but this was abandoned following the FIA's pre-season ban on certain suspension and bodywork configurations associated with active systems. With active suspension prohibited for 1994, Simtek shifted to passive pushrod actuation, avoiding the hydraulic or electronic aids that had previously enhanced control and traction in rivals' cars. This regulatory pivot forced a redesign that prioritized compliance over gains, resulting in a that, while reliable, lacked the sophistication of established teams. Simtek's design philosophy heavily leveraged (CFD) and scaled-model prototyping to offset the team's limited resources, drawing from its origins as a simulation technology consultancy. These methods allowed for iterative aerodynamic refinement without extensive access, enabling low-cost validation of concepts like the S941's underbody shaping and sidepod integration. However, funding constraints led to compromises in material optimization and suspension tuning, contributing to handling deficiencies in high-speed corners where insufficient camber and caused instability and understeer. For the 1995 season, the S951 represented an evolutionary update to the S941, incorporating minor modifications to align with evolving FIA regulations on dimensions and aerodynamic appendages. The retained the pushrod layout and carbon-fiber , with a reported weight of 595 kg including the driver, alongside subtle suspension adjustments for improved compliance. Despite these tweaks, ongoing budget shortfalls restricted broader development, perpetuating aero-mechanical trade-offs that hampered overall balance. The S951 also featured a semi-automatic gearbox sourced from Benetton, replacing the manual transmission of the previous year for better efficiency.

Engines, Partnerships, and Drivers

Simtek's program relied on customer engines from , beginning with the Ford Cosworth HB V8 in 1994, a 3.5-liter naturally aspirated unit producing approximately 700 horsepower at 13,000 rpm. The team lacked the development support and performance advantages afforded to factory customer teams like Benetton, receiving only standard-specification units without bespoke tuning. For 1995, Simtek used the 3.0-liter Ford-Cosworth ED V8, producing approximately 650 horsepower at 13,200 rpm, which complied with the new displacement regulations but offered less power than the previous year's engine. Key partnerships were constrained by the team's independent status, with serving as title sponsor from 1994 onward, providing promotional airtime across its channels in lieu of substantial cash investment to offset branding costs. Logistics support came via collaboration with , another entrant, to share transport and operational efficiencies amid tight budgets. The 1994 driver lineup featured as the lead, an experienced racer with prior wins in sports cars and the son of three-time champion , paired with newcomer , a 33-year-old Austrian seeking his Grand Prix breakthrough after success in Japanese Formula 3000. By 1995, financial pressures shifted selection toward pay-drivers, with handling the opening races, attempting qualification in as a funding-backed Japanese prospect, and Domenico Schiattarella filling later seats, all prioritized for their sponsorship contributions over proven talent. Simtek operated as a lean outfit with a crew of 35 to 50 personnel, emphasizing efficiency in a Banbury-based facility equipped for design and basic testing. Nick Wirth served as , overseeing and integration—the S941 and S951 designs were tailored for HB V8 and ED V8 compatibility to maximize the limited power output—while provided advisory input on governance and partnerships drawn from his background.

Closure and Legacy

Financial Collapse

Simtek's financial difficulties intensified throughout 1995, culminating in mounting debts that reached approximately $9 million by mid-year, exacerbated by overspending on operations and development without commensurate revenue streams. The team faced unpaid bills to key suppliers, including those for tires and travel logistics, as cash reserves dwindled amid the high costs of participation. Sponsor support, already strained following the tragic events of the —including the deaths of driver and —led to withdrawals and reduced commitments, such as MTV's scaled-back involvement despite remaining as title sponsor. Several key triggers accelerated the collapse: the prohibitive entry and operational costs for a new team, estimated at around $10 million annually including up to 70% of the allocated to customer engines, without access to (FOCA) TV revenue shares for the first three years. Poor on-track results in 1995, marked by mechanical unreliability and failure to score points, further deterred potential investors seeking competitive returns. Internal mismanagement compounded these issues, as the team struggled to balance expenditures on upgrades and against inconsistent sponsorship inflows, prompting team principal Nick Wirth to prioritize ethical closure over prolonged insolvency. The closure unfolded rapidly in June 1995, when Simtek Grand Prix entered voluntary liquidation after withdrawing from the Canadian Grand Prix, with receivers from Touche Ross appointed to handle the process and resulting in the loss of 48 jobs across the team and its research arm. Assets, including , intellectual property, and equipment, were subsequently sold off to settle creditors, while Wirth departed to redirect efforts toward initiatives. This episode exemplified the broader mid-1990s cost crisis in , where smaller "minnow" teams like Simtek, Pacific, and faced insurmountable barriers from escalating expenses and unequal revenue distribution, leading to a wave of exits.

Post-Simtek Impact

Following the liquidation of Simtek Grand Prix in June 1995, technical director Nick Wirth received job offers from Ferrari, Sauber, and Benetton, ultimately joining the latter as chief designer from January 1997 until the end of 1999. He later established Wirth Research, building on Simtek's simulation technologies to develop computational fluid dynamics (CFD) solutions applied across aerospace, automotive sectors, and Formula One software. For instance, the firm collaborated with American Honda from 2004 to 2017, employing CFD expertise to secure six Indy 500 victories, three 24 Hours of Le Mans wins, and ten SportsCar Championships. Co-founder , who had provided initial backing through his connections, did not pursue a direct revival of Simtek but continued shaping the sport's governance as FIA president from 1993 to 2009, where he advocated for cost-control measures like budget caps to mitigate financial pressures on smaller teams. Simtek's brief tenure exemplified the perils of underfunding in , as chronic sponsorship shortages led to operational collapse despite innovative engineering; this reality informed later FIA efforts to bolster entry barriers and for junior outfits. The fatal accident involving driver during qualifying for the —resulting from a front wing failure on his Simtek S941—contributed directly to sweeping reforms, including enhanced chassis structures, track modifications, and the introduction of the to prevent basilar skull fractures. The team's assets, including and , were auctioned in July 1995, while and expertise transferred informally through personnel dispersal to established teams and consultancies, preserving Simtek's legacy of resourceful, budget-conscious design.

Complete results

(key) (results in bold indicate ; results in italics indicate fastest lap)
YearChassisEngineTyresDrivers12345678910111213141516Pts.WCC
1994S941Ford HBD6
3.5 V8		GDavid Brabham12RetRetRet1014Ret15Ret11RetRetRetRet12Ret0NC
Roland RatzenbergerDNQ11DNS
Andrea MonterminiDNQ
Jean-Marc Gounon916RetRet11Ret15
Domenico Schiattarella19Ret
Taki InoueRet
1995S951Ford ED 3.0 V8GDomenico SchiattarellaRet9Ret15DNS0NC
Jos VerstappenRetRetRet12DNS

References

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  9. http://en.espn.co.uk/simtek/motorsport/team/435.html
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  21. https://eshop.insidethemotorsport.com/en/products/race-used-ford-cosworth-hb-piston-formula-one-f1
  22. https://www.officinacaira.com/inventory/simtek-s951-01
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  25. https://www.motorsport.com/f1/news/how-haas-broke-f1s-new-team-curse/10488494/
  26. https://www.formula1.com/en/latest/article/in-tribute-david-brabham-remembers-his-former-team-mate-roland-ratzenberger.1z8PJo5DHfemJis12AkBhy
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  30. http://www.atlasf1.com/2004/bra/preview/wgrapevine.html
  31. https://www.grandprix.com/news/simtek-goes-to-the-wall.html
  32. https://wirthresearch.com/about/
  33. https://www.motorsport.com/f1/news/f1-risks-collapse-over-costs-mosley/551116/
  34. https://www.racefans.net/f1-information/drivers/roland-ratzenberger/
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  37. https://www.motorsportstats.com/team/simtek/summary/series/fia-formula-one-world-championship
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