Imola at 20: Simtek's painful story

By Simon Wright – Follow me on Twitter @Siwri88

Sometimes in life, we can forget about people so quickly – harshly in most circumstances. That shouldn’t happen to individuals who give their life to a certain dedication. Roland Ratzenberger fits into this category. Although only a newcomer into the sport, the charming Austrian had already become a popular soul in the paddock before he became the first driver to die at the wheel of a racing car in 12 years during qualifying for the 1994 San Marino Grand Prix.

Ratzenberger was driving for one of the two new teams in the sport, Simtek Grand Prix. Set-up by former FIA president Max Mosley and the hard-working Nick Wirth, Simtek were the natural underdogs of the pitlane who seeked a dream and ultimately went bust for the challenge.

In the fifth edition of the Imola at 20 series and exactly 20 years to the day since Ratzenberger perished at the circuit, I pay tribute to one of the most hard-working teams who never got much more than pain and punishment.

Early founding

Created by Mosley and Wirth, Simtek Research was founded in 1989 and began their journey as a consultancy firm in the world of engineering. Its aim was to be a third party in helping out construct racing chassis and constructions of wind tunnels for competitors to the highest possible standards.

With a facility in Banbury, Simtek built up their contracts in Formula One, Formula 3000 and IndyCars and their engineers ran the BMW 3-series cars that entered the German Touring Car Championship in 1991. Two years later, Wirth’s Grand Prix dream almost came true when Simtek won the contract to design the car for the Bravo Grand Prix team. Unfortunately, the sudden death of Frenchman and project backer of the Bravo team, Jean Francois Mosnier, saw these plans end up in the scrapheap.

With Mosley having sold his stake in Simtek Research to Wirth after becoming FIA president, Nick realised that if he was to achieve his racing dream, he’d have to do it himself rather than through a third party route. So in the summer of 1993, he took the decision to enter Formula One with his own team for 1994. They would be a newcomer on the grid along with Pacific Grand Prix.

There were realistic hopes but good backing for Wirth. The major television cable channel MTV came on board as title sponsors and three-time world champion Sir Jack Brabham became a shareholder, meaning his son David Brabham would drive one of the cars.

However they still needed funding for the second seat. Step forward Roland Ratzenberger.

Roland gets his chance

Having narrowly missed out on a Jordan drive during 1991, Roland Ratzenberger’s own Grand Prix dreams didn’t look like they were going to happen. He’d spent the majority of his junior career racing in formulae in Britain and then in Japan, racing single seaters, touring cars and sportscars. He had joined the Toyota squad to compete at Le Mans, finishing fifth in the 1993 24 Hours event and already having secured a drive for the 94 edition.

However when negotiations broke down with a number of drivers, including Gil de Ferran and the experienced but shunt friendly Andrea de Cesaris, Ratzenberger swooped in to do the deal and take the second seat.

He had impressed the engineers with his technical feedback and dedication to the cause at a winter test, ironically at Imola. He signed a contract for five races to see how things would go for both parties. For most drivers, winning is what drives them on but for Roland Ratzenberger, just being on the grid was a victory in itself.

The odds were against Simtek. Only 35 people were employed in the racing team, only 10 per cent of the staff employed by legendary Italian constructor Ferrari. Also, Wirth had designed an active suspension car for 1994 which of course would have fallen foul of the new regulations put in place at the start of the year. With a heavy chassis, which included a manual gearbox and a less than powerful V8 Ford engine, although reliable – there weren’t any expectations for them to reach the midfield.

Beating Pacific was an achievable goal and they did this in the first two races. Some technical problems and over-exuberance from Ratzenberger meant the veteran Belgian Bertrand Gachot from Pacific got onto the grid instead for the season opener in Brazil. Brabham kept out of trouble though and finished 12^th, although that was the last of the 26 finishers. Three weeks later, both Brabham and Ratzenberger made the grid at the TI Aida circuit, taking the final two spots on the grid. Brabham retired early on but Roland, with previous track knowledge from his Japan days, ended a fighting and proud 11^th.

Despite teething problems, the Simtek project had made a good start but then came Imola.

Tragedy

Both Brabham and Ratzenberger were excited and competitive but enjoyed each other’s company. Roland’s contacts from his days in Asia meant he was close to a number of the drivers in the paddock, including Eddie Irvine, JJ Lehto and Heinz-Harald Frentzen.

At Imola, the car looked better in terms of handling stability. With the hopeless Paul Belmondo no threat to anyone but himself in the second Pacific and Rubens Barrichello out of the weekend’s activities following his Friday crash, Simtek were on course for a second successive race with both cars on the grid.

On Saturday, Ratzenberger set a high target, to beat both Gachot and his more experienced teammate Brabham. Whilst the first goal was realistic, the second was possibly too ambitious. Nevertheless, he was full of confidence going into the second qualifying session. On his first out lap, he had an excursion at the Aqua Minerali chicane, which damaged the front assembly of the car. Rather than come back to the pits for checks, the Austrian (pictured below) pushed on to start his first flying lap of the afternoon.

Roland Ratzenberger on his final lap before tragedy strikes

Through Tamburello and the front wing weakened, then failed and already exiting the corner, having built up speed close to 200mph, he had no chance. The impact with the wall at the Villeneuve kink is beyond description and there wasn’t much left of the car when it eventually rolled to a halt at the Tosa hairpin.

Despite the best efforts of the doctors, both at the track and at the Bologna hospital, fatal neck injuries led to Ratzenberger’s death.

The team was inconsolable, as were the rest of the paddock. Bernie Ecclestone urged Simtek to race on to help with the shock. Whilst Bernie’s enthusiasm for the show to carry on was not called for in the circumstances, the team leader shone through.

On race morning, Brabham said: “I lost a close friend yesterday. Though teammates 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.”

Bravely, David continued and won many admirers for his spirit, not just at Imola but throughout the rest of the season. Suspension failure put him out of the San Marino event but he would not quit. It was his passion that also kept a devastated Wirth going.

When Ayrton Senna died, the attention switched away, understandably so but the majority seemed to totally forget what had happened to Roland Ratzenberger. On Friday, 6 May 1994 – Ratzenberger was buried in the town of his birthplace, Salzburg in Austria. Compatriots Gerhard Berger and Karl Wendlinger attended, along with his closest pal in the paddock, Frentzen. Mosley went too, adding: “Roland had been forgotten. So I went to his funeral because everyone went to Senna’s. I thought it was important that somebody went to his.”

With Brabham’s courageous attitude, Simtek decided to carry on – adding a ‘For Roland’ sign on the airboxes of the cars. It wouldn’t get any easier.

More agony

The shattered Simtek mechanics then had another write-off when Andrea Montermini, who was signed up to take the seat vacated by the dearly departed Ratzenberger, lost control and crashed heavily during Saturday morning practice for the Spanish Grand Prix. Wirth’s dreams were turning into the stuff of nightmares.

Frenchman Jean-Marc Gounon took over the car from the French Grand Prix afterwards and achieved the team’s best ever result on his debut, with ninth place. Brabham finished 10^th in Barcelona. 11^th in Hungary and 12^th in Japan and he started to occasionally outqualify the Lotus and Larrousse cars as the season progressed. When he started a fantastic 21^st in Belgium, Brabham rubbed salt into Erik Comas’ wounds. After Comas had joked that he would retire if ever outqualified by a Simtek a fortnight earlier in Hungary, Brabham did just that at Spa and went on to quip; “I want to wish Erik a happy retirement!” Simtek finished damaged but survived a turbulent 1994 season. They were the best of the debutants and hoped 1995 would be better. It wouldn’t.

MTV decreased their sponsorship levels for 1995 and although Brabham’s heart was with the Simtek project, a huge financial offer from BMW to go and race in the British Touring Car Championship was impossible to ignore. Wirth replaced him with the talented Dutchman Jos Verstappen, partnered by Italian Domenico Schiattarella. The S951 chassis was much better, with Jos qualifying a sensational 14^th in Argentina, and ran as high as sixth before gearbox problems intervened. Schiattarella finished ninth in Buenos Aires but the team’s financial plight was getting worse. £6m in debt and failure to get more financial backing left Wirth in a miserable position. Monaco 1995 was the team’s last race and they filed for liquidation shortly afterwards, taking 48 jobs with it. The assets were auctioned off and Wirth’s dream was over.

He moved to Benetton as an engineer, then chief designer but left the company in 1999 and after an unsuccessful return with Virgin Racing in 2010 and 2011; Wirth has given up on the sport he so wanted to succeed at.

If the funds had been there, Simtek had a decent chance of creating some success. Sadly though, the word pain dominates Nick Wirth’s dream. For Roland Ratzenberger, at least he achieved his ambition, even if it was far too short-lived.

Categories: 1994, Austria, BMW, David Brabham, Imola, Max Mosley, Nick Wirth, Roland Ratzenberger, Simtek