The Red Bull Sauber Petronas Team approaches the 1997 Formula 1 season with renewed momentum, reasonable optimism, and a healthy dose of ambition. The main reason for this fresh enthusiasm within the Hinwil-based team, in Switzerland, is the new engine that will give the new C16 the necessary boost on tracks around the world. In fact, during the summer of 1996, after receiving news from Ford that in 1997 the newly formed Stewart Team would be the main focus of their efforts and would receive the latest-generation engines, Peter Sauber had no choice but to take the hit and begin talks with Peugeot, Mugen-Honda, and Hart in the hope of finding a supplier capable of offering either an exclusive engine or at least a powerful and reliable one. The situation dragged on fruitlessly for several months until November 1996, when an agreement was reached for technical cooperation with Ferrari. This deal included the supply of the 715 hp V10 "Tipo 46" engine used in Maranello's 1996 cars, which would be renamed Petronas SPE-01 on the new C16, as required by the main sponsor and sole financier to secure the Italian V10s.
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| SAUBER C16, Johnny Herbert Magny-Cours, French GP 1997 |
According to Team Principal Peter Sauber, this is the most important step since their Formula 1 debut in 1993, allowing the Swiss cars to finally have a competitive engine capable of reducing the technical gap to the top teams. Equally important is Sauber’s role within the agreement: a group of engineers from Maranello has been assigned to support engine development, while Sauber's own technicians gain valuable expertise in engine technology. Maintaining continuity from previous projects, the team’s technical staff remains virtually unchanged, with trusted engineer Leo Ress, longtime collaborator of Sauber and designer of all Swiss F1 cars since the team's debut, still serving as Technical Director. Ian Thompson is in charge of chassis design, and Rene Hilhorst remains head of aerodynamics, assisted by engineer Mike Jenning. However, the late conclusion of the Ferrari deal results in a dramatic race against time to complete the new C16 in time for the season opener on March 9th at the Australian Grand Prix in Melbourne.
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| SAUBER C16, Nicola Larini Imola, San Marino GP 1997 |
Team Director Max Welti faces a delay of about two months in planning, with Ress having finalized the new chassis design without knowing which engine would power the car, only managing to complete the final blueprints in mid-January, by which time all other teams were already testing their new cars on track. Despite the team’s efforts, miracles were impossible, and the first C16, essentially an evolution of the previous C15 with a completely new chassis but suspension and aerodynamics largely carried over from the C15, was only ready by mid-February. The most significant innovations were focused on the front end, an area Ress had more time to work on, with a completely redesigned, slightly more sloping nose, which was modified several times throughout the season. Other mid-season changes involved the central part of the car, especially aerodynamic components that were constantly updated. Due to the accumulated delays, the team retained the same longitudinal, semi-automatic Sauber gearbox, derived from X-Trac, as seen on the C15.
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| SAUBER C16, Gianni Morbidelli Spa-Francorchamps, Belgian GP 1997 |
The team's lead driver, Englishman Johnny Herbert, was confirmed for his second season with Sauber, while Italian Nicola Larini was signed as second driver, brought in by Ferrari due to his experience as their test driver and deep knowledge of the Maranello V10. Despite limited testing before the start of the championship, the new C16 proved particularly competitive and reliable, allowing Larini to secure a solid sixth place in the opening race and Herbert to narrowly miss the podium in Argentina, finishing fourth. However, after the Monaco Grand Prix, Larini chose to leave the team, dissatisfied with his secondary driver role and the atmosphere within the team. He was replaced by fellow Italian Gianni Morbidelli, another Ferrari-affiliated driver. The season continued with several points finishes for Herbert, who maximized the car’s potential and even reached the podium in Hungary with a third-place finish. Morbidelli, however, struggled to find confidence in the C16 and, after suffering an injury mid-season, was replaced in four races by Argentine rookie Norberto Fontana.
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| SAUBER C16, Johnny Herbert Montecarlo, Monaco GP 1997 |
The new C16 allowed the Swiss team to achieve highly respectable results and complete a much better season than the previous one, scoring points in seven races and, above all, reaching a level of consistency never achieved before, at least thanks to Herbert, since the frequent driver changes in the second car prevented the team from gathering the additional points needed to make the long-awaited leap forward. With 16 points in total, 15 of them from Herbert, and seventh place in the Constructors' Championship, Sauber reestablished itself as a solid midfield team, though still below pre-season expectations. A curious detail about the Sauber C16 emerged years later, when a series of secret photographs was published showing Michael Schumacher behind the wheel of the Swiss car during a private test session at Ferrari’s Fiorano circuit. Despite this test, the German champion was unable to match Herbert's lap time on the same track.
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