BENETTON B188 Ford-Cosworth DFR

   With the regulatory changes that banned the use of turbochargers starting in 1989, the Benetton Formula team opted to switch to a naturally aspirated engine as early as 1988, abandoning the newly developed Ford-Cosworth GBA-TEC V6 turbo after just one season. This decision was, of course, made in full agreement with Cosworth, which had been officially supplying engines to the Anglo-Italian team since 1987, following the failed partnership with Carl Haas’s team in 1986.

BENETTON B188, Thierry Boutsen
Spa-Francorchamps, Belgian GP 1988

   The new engine was based on the 3494cc DFZ model, already supplied to several teams, but updated to the new DFR version by Cosworth’s engine designer Geoff Goddard. The new DFR was supplied exclusively to Benetton and delivered a maximum output of 629 hp, made possible by the use of more advanced alloys that allowed the engine to reach 11,000 rpm. Benetton’s chief engineer, Rory Byrne, was forced to completely redesign the chassis for the new Benetton B188, a single-seater that marked yet another step toward the top tiers of Formula 1 for the team. The new chassis now had to accommodate the larger 3.5-liter V8 in place of the small 1500 cc turbo V6, as well as a 215-liter fuel tank, the largest among the cars of the 1988 season.

BENETTON B188, Alessandro Nannini
Jacarepaguà, Brazilian GP 1988

   Nevertheless, Byrne created a dynamic and high-performing car that was ahead of its time, already complying with regulations that would only take effect in the following season, such as the requirement for the pedal box to be positioned behind the front axle line. To build the B188, the South African designer focused heavily on refining the car's aerodynamics, with a nose that, while similar in shape to the previous model, was longer, and an engine cover that, despite its smooth and flowing lines, was notably larger and featured large side air intakes like those on the B187.

BENETTON B188, Alessandro Nannini
Montrèal, Canadian GP 1988

   Despite all this, the car’s wheelbase was 2690 mm, slightly shorter than before, and its weight was reduced by as much as 40 kg, thanks to the lower cooling mass requirements of the naturally aspirated V8. A distinctive feature of the B188 was the placement of the gearbox, a six-speed manual developed by Benetton, installed between the engine and the transmission to improve overall weight distribution. Despite the power disadvantage compared to turbo engines, and facing the overwhelming dominance of McLaren, which won fifteen of the sixteen races in the 1988 season, Benetton achieved several strong finishes, stepped onto the podium seven times, and scored a total of 39 points, enough to finish third in the Constructors’ Championship, the team’s best result since its inception.

BENETTON B188, Thierry Boutsen
Spa-Francorchamps, Belgian GP 1988

   This successful season was made possible by the contributions of its two drivers: the experienced and consistent Thierry Boutsen, who finished fourth in the Drivers’ Championship, and the young Italian Alessandro Nannini, an emerging talent brought in from Minardi by Sporting Director Peter Collins to replace Teo Fabi. The excellent B188, with appropriate updates, was also used for the first six races of the 1989 season, in which it earned an additional 13 points.