During the summer of 1996, the financial situation of the small Minardi team was extremely critical. The high level of accumulated debt jeopardized not only the future of the Faenza-based outfit but even its ability to finish the ongoing season. The timely intervention of Italian manager Flavio Briatore, already owner of Ligier and CEO of Benetton, allowed the formation of a consortium of entrepreneurs that included a familiar face in Formula 1, Gabriele Rumi, and former driver Alessandro Nannini, both interested in helping Giancarlo Minardi save the small Italian team. The deal, strongly encouraged by Bernie Ecclestone, who was unwilling to see yet another team disappear from an already shrinking grid, was signed in November of the same year. It ensured that the two then-owners, Giancarlo Minardi and Beppe Lucchini, retained a 14.5% share each, while Briatore's consortium took control of 60%. Nonetheless, Giancarlo Minardi was allowed to remain as President of the team that still bore his name.
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| MINARDI M197, Ukyo Katayama Buenos Aires, Argentinian GP 1997 |
After resolving its financial troubles, the Faenza-based squad could focus its efforts on developing the new M197 to race in the 1997 World Championship. Technical director Gabriele Tredozi, designer Mauro Gennaro, and aerodynamicist Mariano Alperin, with contributions from Davide Colombo, who worked on improving downforce in the Casumaro wind tunnel in the province of Ferrara, Italy, built on the solid foundations of the M195 by Aldo Costa and Gustav Brunner, albeit introducing several obvious innovations to comply with regulatory changes and mid-season improvements. The delay in designing the new M197 stemmed from a long search for a more efficient engine to replace the Ford-Cosworth EDM used in '96. The presence of Briatore initially gave hope to the team's engineers for a return of the competitive Mugen-Honda V10 used in '95, but the Italian manager had other plans and secured an exclusive supply from Brian Hart Ltd. for the V8 830 AV7, a cost-effective and outdated engine delivering just 640 hp, the lowest on the grid. Subsequent developments increased its output to 660 hp, but it remained far below the power levels of rival engines despite its commendable light weight of only 107 kg.
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| MINARDI M197, Jarno Trulli Buenos Aires, Argentinian GP 1997 |
Mechanically, the new M197 was a fairly conventional car, featuring a classic carbon-fiber monocoque chassis and standard double-wishbone push-rod suspension both front and rear. The rear suspension was entirely redesigned to accommodate the lighter and more compact Hart engine, replacing the bulkier Ford-Cosworth. This redesign also affected the diffuser and the entire rear aerodynamics, benefiting from the lower center of gravity and smaller footprint of the new power unit, enabling a better airflow management similar to the Williams solution where the rear suspension’s upper arm passed over the diffuser. At the front, special attention was given to the addition of small winglets on either side of the now-standard raised nose to better direct airflow toward the rear, a concept inspired by Harvey Postlethwaite’s Tyrrell 025. Further aerodynamic improvements came with extended central endplates now directly connected to the front suspension’s flow deflectors. Other innovations included the switch from TAG to Magneti Marelli engine control units, which caused teething issues early in the season, and a never-completed project for an electronically controlled brake-balance system.
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| MINARDI M197, Ukyo Katayama Montecarlo, Monaco GP 1997 |
Given its still-limited resources, Minardi continued relying on pay drivers who could bring personal sponsorships to at least cover their own salaries. The choices fell on Japan’s Ukyo Katayama, backed by Mild Seven, and Italy’s promising Jarno Trulli, already serving as Benetton’s third driver and directly funded by the team managed by Briatore, who intended to use Minardi as a satellite squad. Young Brazilian Tarso Marques was chosen as third driver and later had the opportunity to race in Trulli’s seat when the Italian was hired mid-season by Prost Grand Prix to replace the injured Olivier Panis. From the first private tests at the Mugello circuit and the official pre-season sessions at Estoril alongside other teams, it became clear that the M197 had enough performance to battle midfield teams, but its results were hampered by poor engine and gearbox reliability. On its debut in Australia, both M197 cars ran mid-pack until Katayama retired, while Trulli secured a respectable ninth place. The Italian driver proved to be Minardi’s strongest asset early in the season, scoring twelfth and ninth places in the following two races, leading Alain Prost to sign him as Panis’ replacement after the Frenchman’s season-ending crash.
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| MINARDI M197, Tarso Marques Monza, Italian GP 1997 |
Katayama, on the other hand, achieved no better than tenth place in Monaco before being joined by new teammate Marques for the French Grand Prix onwards. The Japanese driver and the Brazilian rookie completed the 1997 season with only a handful of lowly finishes, all outside the top ten. Minardi ended yet another disappointing season without scoring any points, finishing last in the Constructors' Championship.
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