The second year in Formula 1 is shaping up to be a real litmus test for the new Stewart Team, especially considering the substantial investments made by the Ford Motor Company. With the five-year agreement signed with the Scottish team, Ford aims to re-establish itself as a significant presence in the world of open-wheel top-tier racing. Financial backing in 1998 is once again guaranteed by the banking group HSBC, which provides sufficient funds for the development of the solid SF01 from 1997, from which the new Stewart SF02 closely derives. Given the more than two years of hard work carried out by Jackie Stewart to set up a competitive team, the 1998 season sees the squad continuing with the same group of engineers who designed the previous single-seater. The Technical Director is Alan Jenkins, Chief Designer remains Dave Amey, assisted by the young Andy Flamming, while the crucial role of Head of Aerodynamics is still held by Eghbal Hamidy, a deep expert in modern single-seater aerodynamics thanks to his recent past at Williams under Newey's direction.
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| STEWART SF02, Rubens Barrichello Spa-Francorchamps, Belgian GP 1998 |
The introduction of new technical regulations, involving narrower track widths, the use of grooved tires, and larger crash absorption zones, forces the SF02 designers to completely rethink the car. The Cosworth engineers seize the opportunity to implement significant changes to the 72° V10 Ford VJ Zetec-R engine. To optimize development, the design of the engine and chassis, carried out at Ford's Research and Engineering Center in Dunston, UK, for the engine, and at Milton Keynes for the chassis, proceeds in parallel, giving both design teams a perfect chance to work closely together. Their focus is on lowering the center of gravity, reducing the overall width, and improving airflow, both internal and for the V10’s intake, which in this new version delivers 735 hp at 16,000 rpm.
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| STEWART SF02, Jan Magnussen Imola, GP di San Marino GP 1998 |
During the SF02’s unveiling ceremony, despite the car’s close connection to the 1997 model, Technical Director Jenkins emphasizes the major financial effort made by the small English team to radically rework every component of the new car. Externally, the SF02 appears almost identical to its predecessor, with only a slightly slimmer and cleaner rear end, but beneath the skin lies a completely new carbon-fiber monocoque chassis with honeycomb structure, push-rod suspension redesigned to work better with narrower track widths and the new grooved Bridgestone tires, a fully updated engine with a minimized cooling system to save weight, and an all-new longitudinal semi-automatic six-speed gearbox built in-house by Stewart.
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| STEWART SF02, Jan Magnussen Montecarlo, Monaco GP 1998 |
For 1998, the same driver pairing from 1997 is confirmed: Brazilian Rubens Barrichello retains his role as lead driver, while Danish Jan Magnussen, father of current F1 driver Kevin, remains second driver. The partnership with Ford, providing not only the engine but also technical know-how for the electronic systems, places significant pressure on the small team. Expectations for the new season, as stated by Jenkins, are to break into the top ten early on and consistently aim for points finishes. However, the limited time available to test the new car prevents Stewart from having a competitive machine, and the season starts disastrously, with the SF02 proving slower than the previous SF01. The improved pace of rival teams relegates Stewart to the unfortunate reality of the back of the grid, with only two tenth-place finishes and six retirements in the first four races.
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| STEWART SF02, Rubens Barrichello Interlagos, Brazilian GP 1998 |
The Spanish Grand Prix finally brings the first points finish, with Barrichello taking fifth place, but at the next race in Monaco both SF02s are forced to retire again. In Canada, two more good results arrive, the best of the season, with Barrichello fifth and Magnussen sixth. Despite this, the Danish driver is dropped from the following race, replaced by Dutchman Jos Verstappen, father of current World Champion Max, but results do not improve. In fact, if anything, things get even worse, with a long string of retirements and only Barrichello’s tenth place at Monza as a decent finish. Unfortunately, the SF02’s poor reliability prevents the Scottish team from achieving their goals, and the 1998 championship ends on a sour note, with just 5 points scored and eighth place in the Constructors’ standings.
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