The Benetton Scandal: Uncovering Formula 1's Biggest Cheating Allegations

The Rise of Advanced Technology in Formula 1

Any F1 engineer will tell you that cheating is only cheating if you get caught and its always fun to look at F1 from today and see those "genuine" surprised faces when a team is being told they are breaking the rules ;)  So let us take a look at one of the bigger scandals from back in the days when F1 was just starting to get into computers in a big way.

Back in the 90s, there was the Benetton scandal which to fully understand, we need to look back at the state of Formula 1 just a year earlier. The 1993 F1 season saw the most technologically advanced cars the sport had ever seen. Teams like Williams ran cars equipped with all sorts of driver aids such as active suspension, traction control, and even ABS. The active suspension, in particular, had a huge impact, allowing the cars to adjust their suspension settings in real-time to optimize handling and grip.

However, this advanced technology was not without its challenges. The software and hardware were difficult to refine, and they didn't always work perfectly. There were instances of catastrophic failures, like when a Ferrari's active suspension caused the car to suddenly turn left and crash into the barrier. The teams were still struggling to fully control and understand the complex systems they had implemented.

The FIA's Response: Banning Driver Aids

The FIA, concerned about the increasing role of computers in driving Formula 1 cars and the rising speeds, decided to ban many of these driver aids for the 1994 season. This included traction control and active suspension. The goal was to bring back the driver's skill as more of a differentiator and make the sport safer.

With the ban on these advanced technologies, there was an opportunity for a change in the order of the grid. The 1993 world champion was Alain Prost in the Williams, followed by Ayrton Senna in the McLaren and Damon Hill, also in a Williams. The Benetton team, with Michael Schumacher and Jos Verstappen, were fourth and fifth, respectively. They were hoping for much more in 1994.

Benetton's Advantage: Finding a Loophole

Fortunately for Benetton, the 1994 car felt fast from the very first test. Schumacher was impressed with the significant step forward the team had made. At the first race in Interlagos, Schumacher won by an entire lap, with his only competitor, Senna, spinning out.

This performance raised suspicions, and Senna began to talk about the Benetton possibly having traction control, even though it was now illegal. So, what were Benetton doing?

Traction Control: A Clever Workaround

The previous traction control systems in 1993 relied on wheel speed sensors to compare the average speed of the front wheels, which were not driven, to the rear wheels. If the rear wheels were spinning faster, the system would adjust the engine's power output to regain traction.

With the ban on these sensors, Benetton had to find a workaround. They came up with a clever solution that was "100% defensible" but not something they were willing to explain to the rule-makers. The team decided to limit the engine's acceleration in first gear, where they expected the most wheel spin, using a static rev limiter. This was legal, as teams were allowed to limit engine power to protect the engine.

But the team didn't stop there. They then tuned the system to work in second gear as well, as this was where they would see the most significant race time gains. To make the system even more effective, they used the air pressure in the airbox to determine the car's speed and, therefore, the current gear. This allowed them to apply the traction control-like system in all gears, not just the first two.

While this system wasn't perfect and had its flaws, it was enough for Benetton to gain a significant advantage throughout the 1994 season, until other teams eventually caught on and implemented similar workarounds.

The Launch Control Controversy

The allegations of cheating against Benetton didn't stop with traction control. After Senna's tragic death in May 1994, an investigation uncovered code in Benetton's software called "launch control." This system could automate the start of a race, controlling the clutch, gear shifts, and engine speed to a predetermined pattern.

Benetton claimed that the launch control feature was only used during testing and that it required recompiling the code to activate, which they said was not done during the races. However, the FIA found that the launch control could be toggled in the ECU as a secret option, without the need for recompiling. While Benetton was fined $100,000 for this, there was no way to prove they had used it during the races.

The Refueling Rig Incident

The controversies surrounding Benetton in 1994 didn't end there. At the German Grand Prix, the team was found to have removed a filter from their refueling rig, which was against the rules. Benetton argued that the issue was related to manufacturing tolerances and a potential rubber marble disrupting the seal, rather than the filter removal. However, to avoid severe penalties and disqualification, the team pleaded guilty, and Benetton was fined $500,000.

The 1994 season was incredibly volatile, marked by allegations, technical disputes, and the heartbreaking loss of Ayrton Senna and Roland Renberger. Despite the chaos, Michael Schumacher and Benetton triumphed, clinching both the Drivers' and Constructors' World Championships.

There is always another way

The Benetton scandal of 1994 is a testament to the ingenuity and determination of Formula 1 teams to find ways around the rules. While the allegations of cheating were never fully proven, Benetton's clever workarounds and willingness to push the boundaries of the regulations allowed them to gain a significant advantage that season. The story serves as a reminder that in the high-stakes world of Formula 1, teams will always strive to find every possible edge, even if it means walking a fine line between innovation and controversy.