The start of the 1994 season brought significant regulatory changes aimed at making the driver's role more decisive during the race. In light of the new rules, which included the total ban on electronic aids and the reintroduction of refueling during races, Benetton’s technical director, British engineer Ross Brawn, developed the new single-seater project to optimize it for the driving style of lead driver Michael Schumacher. The project was once again led by South African engineer Rory Byrne, alongside aerodynamics head Willem Toet, who had been with the team since the Toleman days, and Pat Symonds, head of research and development. The result was the new B194, a car that was extremely rational and aerodynamically efficient, featuring a very high nose with a full-width front wing supported by two pillars, large sidepods equipped with a pair of flow deviators in front of the air intakes, and a highly refined rear end, in keeping with Brawn’s usual approach.
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| BENETTON B194, J.J. Lehto Montecarlo, Monaco GP 1994 |
From mid-season, the B194 also adopted the lower rear wing profile with the distinctive inverted V shape, first introduced on Newey’s Williams cars at the beginning of the season. Following a change in main sponsorship, the car’s livery dropped the yellow of Camel (used since 1991) in favor of the blue and light blue tones of the new sponsor Mild Seven, while retaining Benetton’s traditional green as the main color. The engine used was the new Ford-Cosworth V8 EC Zetec-R, funded by Ford but designed by Geoff Goddard and built by Cosworth. It was more efficient than the HBA engines used until 1993, although still less powerful than the Renault V10. In fact, the relatively low power output of the American V8, around 660 hp compared to over 750 hp for the French V10, pushed team manager Flavio Briatore to end the partnership with Ford at the end of the season and switch to Renault engines for 1995.
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| BENETTON B194, Michael Schumacher Montecarlo, Monaco GP 1994 |
Despite being less powerful than its rivals, the quality of the B194 was evident from the start of the season, thanks in part to the technical continuity from previous projects. Schumacher scored four consecutive victories, followed by a second-place finish and two more wins. At the start of the season, the second Benetton car was driven by Dutch driver Jos Verstappen, father of World Champion Max Verstappen, who was then replaced for four races by J.J. Lehto. Schumacher’s two-race suspension mid-season gave Verstappen another shot at the B194, which was later driven by Englishman Johnny Herbert for the final two rounds. None of the three “second drivers” came close to matching the performance of the German star. Both Verstappen and Herbert criticized the car, calling it overly reactive at the rear, unpredictable, and hard to drive at the limit.
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| BENETTON B194, Michael Schumacher Hungaroring, Hungarian GP 1994 |
The B194's significant performance leap, capable of matching and even outperforming theoretically superior cars, along with the stark contrast between Schumacher’s exceptional results and the underwhelming performance of his teammates, raised doubts about the legality of the German's car. The FIA launched an investigation into a launch system suspected of concealing banned traction control. Ayrton Senna himself commented on the car’s engine sound, which resembled electronic power cuts, and its superior stability compared to that of Schumacher’s teammates, expressing skepticism. The so-called “ghost 13” case, named after the software option found in the Benetton ECU, was never fully clarified and ultimately ended without any penalties or consequences for the team. The team's refueling system also came under scrutiny after a pit fire during the German Grand Prix engulfed Verstappen’s car and the fueling crew in flames. The fuel valve was accused of lacking a filter, allowing a fuel flow about 12% higher than average. However, since regulations did not mandate such a filter, no sporting or administrative penalties were issued.
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| BENETTON B194, Michael Schumacher Montréal, Canadian GP 1994 |
Nevertheless, the B194 proved to be an excellent, solid, and reliable car, suffering only three retirements throughout the 1994 season, two due to engine failure and one due to gearbox failure. In Schumacher’s hands, it secured eight wins and two second places, six pole positions, and finished on the podium in every race he completed. The German was responsible for 92 of the 103 points earned by Benetton that season, securing his first World Championship title, albeit amid controversy after his collision with Hill’s Williams in the final race of the championship. Benetton finished second in the Constructors’ Championship behind Williams, their title hopes dashed largely by the poor performance of the three drivers who rotated in the second car and collected only 11 points.
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