For the 1995 season, the Benetton Formula team introduced the new B195, the most successful car in the history of the Anglo-Italian team. After Renault announced in August 1994 that it would become the official engine supplier for the Benetton team, on par with rivals Williams, the team, led by Flavio Briatore, had no choice but to commit fully to providing the German champion Michael Schumacher with the best possible car. Under the technical direction of Ross Brawn, designer Rory Byrne developed a single-seater closely related to the successful B194 from 1994, though revised and updated to comply with the new 1995 technical regulations, which included a stepped floor (raising the car by 5 cm), cockpit side protection up to the driver's shoulders, and smaller front and rear wings.
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| BENETTON B195, Michael Schumacher Buenos Aires, Argentinian GP 1994 |
Completing the team of engineers led by Brawn were Pat Symonds, still heading the research and development department, and newcomer Nikolas Tombazis, who replaced Willem Toet as head of aerodynamics. Tombazis, an engineer who has been working as “Single Seater Director” for the FIA since 2018, brought notable changes. Although the car’s appearance did not change drastically from the previous model, Tombazis’s work was evident particularly in the side pods, which were larger and more sculpted toward the cockpit, and in the overall aerodynamics of the rear area, including the rear wing, which was further refined. Small winglets were also introduced at the end of the side pods, just in front of the rear wheels, to increase rear downforce. Subtle differences between the two cars were immediately noticeable, perhaps also due to a livery change: the classic Benetton green disappeared, replaced by an all-white and light blue scheme.
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| BENETTON B195, Johnny Herbert Magny-Cours, French GP 1994 |
The main technical innovation was the 2998 cc Renault RS7 V10 engine which, due to the reduction in maximum displacement from 3.5 liters to 3, was now lighter, more fuel-efficient, and capable of revving about 800 rpm higher than the RS6, while still producing more than 700 hp. The engine switch was strongly desired by Briatore, who, along with his partner Tom Walkinshaw, went so far as to purchase the Ligier team in 1994. Ligier held a contract with Renault for the supply of the French V10, which was promptly “transferred” to Benetton. For 1995, the team retained the same driver lineup from the end of 1994: reigning World Champion Michael Schumacher and British talent Johnny Herbert. From its debut in pre-season testing at the Paul Ricard and Estoril circuits, the B195 proved fast and reliable, despite some rear stability issues, which were later resolved in the early races through minor adjustments to the suspension, engine cover, and front wing.
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| BENETTON B195, Michael Schumacher Hockenheimring, German GP 1994 |
Thanks in part to the power of the French V10, the B195 was clearly the best car of 1995, alongside the Williams FW17, which also used the same engine. From the start of the season, Schumacher launched a winning campaign, quickly climbing to the top of the standings and opening a substantial gap over his direct rival Damon Hill in the Williams-Renault. With the B195, the German champion secured 9 victories, matching the then-record held by Nigel Mansell, plus two more podium finishes, allowing him to clinch his second consecutive title with three races to spare. At the same event, the Pacific Grand Prix held at the Aida circuit in Japan, the Benetton team also celebrated an early Constructors’ Championship title, thanks in no small part to Herbert’s valuable points contribution. Herbert claimed two victories, two more podiums, and six other points finishes.
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| BENETTON B195, Johnny Herbert Estoril, Portuguese GP 1994 |
The Constructors’ title, earned with 137 points thanks to the B195, remains the only one ever won by the Benetton team. The B195 also remains the last Benetton car to race under a British license, as from 1996 the B196 would compete under an Italian license. At the end of the season, German champion Michael Schumacher, along with much of the team’s technical staff, moved to Ferrari, forming a partnership that would shape the future of Formula 1 over the following decade.
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