Sauber C18

Sauber C18

Category	Formula One
Constructor	Sauber
Designer(s)	Leo Ress  [ ja ](Technical Director) Ian Thomson (Head of Chassis Design) Seamus Mullarkey (Head of Aerodynamics)
Predecessor	Sauber C17
Successor	Sauber C19
Technical specifications
Chassis	Moulded carbon fibre composite structure
Suspension (front)	Double wishbones, pushrod
Suspension (rear)	Double wishbones, pushrod
Engine	Petronas SPE 03A (Ferrari), 80° V10, NA
Transmission	Sauber seven-speed longitudinal sequential semi-automatic
Fuel	Petronas
Tyres	Bridgestone
Competition history
Notable entrants	Red Bull Sauber Petronas
Notable drivers	11. Jean Alesi 12. Pedro Diniz
Debut	1999 Australian Grand Prix
Races Wins Poles F/Laps 16 0 0 0
Constructors' Championships	0
Drivers' Championships	0

The Sauber C18 was the car with which the Sauber team competed in the 1999 Formula One World Championship. It was driven by Frenchman Jean Alesi, in his second year with the team, and Brazilian Pedro Diniz, who joined from Arrows.

Design and development

The C18 was launched at the Museum Tinguely in Basel, Switzerland. The C18 was a clear development of the C17 from the season prior. The new car did however feature an upgraded Ferrari engine named SPE 03A, rebadged Petronas, and a seven speed gearbox for the first time. The C18 would run Bridgestone tyres, a first for Sauber, as Goodyear withdrew from Formula One before 1999. Bringing Diniz onboard was worth around $7million for the Sauber team, and with the saving on Johnny Herbert's salary, it was estimated Sauber had an additional $12million in budget for developing the C18. ^[1]

The C18 retained a similar livery to the season prior, a two tone blue livery with flashes of red and extensive sponsorship from energy drinks manufacturer, Red Bull and Malaysian company Petronas. New driver Pedro Diniz also brought with him sponsorship from Parmalat, a move that would cause a court case involving his former employer Arrows that would not be resolved until 2002. ^[2]

In early testing, the C18 suffered some mechanical issues, but both drivers were happy with the performance. ^[3] By mid-February Alesi was classified fastest during the Barcelona test ahead of McLaren and Jordan. ^[4] After the season opening Grand Prix, Technical Director Leo Ress confirmed the C18 had a flexible rear wing, before the FIA implemented a standard flexibility regulation in Brazil. ^[5] This would later be banned. ^[6]

By the mid point of 1999, Sauber confirmed they would retain their deal for engines from Ferrari. This was estimated to cost the team $15million per year. ^[7]

Racing performance

The C18 struggled throughout the 1999 season with a large number of retirements. On just 12 occasions did a C18 cross the finish line of a Grand Prix, with Diniz chalking up 12 retirements in 16 races, failing to finish a Grand Prix until Canada in round 6. Alesi meanwhile fared slightly better with 8 retirements. Alesi chalked up the first points of the season in Round 3 at San Marino with a 6th place finish. Diniz would score the team's next 3 points with 6th place finishes at the Canadian, British and Austrian Grand Prix. Alesi added the team's final point at the final Grand Prix of the season in Japan. ^[8]

Diniz was fortunate to escape injury at the European Grand Prix, after his car was launched into a barrel roll at the start of the race which caused his rollbar to fail. ^{[9] [10]} Alesi was hospitalised after a high speed crash at the Hungaroring. ^{[11] [12]}

After Michael Schumacher's accident at Silverstone, Sauber nearly lost Alesi to Ferrari to cover for the injured German, however he declined to return to the Italian team. ^[13] In the aftermath of the Hungarian Grand Prix, Alesi told ITV reporter James Allen that he would leave Sauber, criticising the car and team. ^{[14] [15]} He would later sign for Prost. ^[16] Mika Salo, who had ultimately deputised for Schumacher at Ferrari instead of Alesi would sign for Sauber. ^[17]

At the end of the season, Diniz and Alesi finished 14th and 15th in the Drivers' Championship respectively, while Sauber finished eighth in the Constructors' Championship, their five points being their lowest tally since their entry into F1 in 1993. ^[18]

Livery

At the Malaysian Grand Prix, a Malaysian flag featured on the engine cover to commemorate the inaugural race that held there.

Complete Formula One results

(key) (results in bold indicate pole position)

Year	Team	Engine	Tyres	Drivers	1	2	3	4	5	6	7	8	9	10	11	12	13	14	15	16	Points	WCC
1999	Red Bull Sauber Petronas	Petronas V10	B		AUS	BRA	SMR	MON	ESP	CAN	FRA	GBR	AUT	GER	HUN	BEL	ITA	EUR	MAL	JPN	5	8th
				Jean Alesi	Ret	Ret	6	Ret	Ret	Ret	Ret	14	Ret	8	16	9	9	Ret	7	6
				Pedro Diniz	Ret	Ret	Ret	Ret	Ret	6	Ret	6	6	Ret	Ret	Ret	Ret	Ret	Ret	11

References

1. "Sauber's new challenger". grandprix.com. Retrieved 8 August 2022.
2. "Diniz wins court case against Walkinshaw". Motorsport. Retrieved 8 August 2022.
3. "Testing news wrap up". Atlasf1. Retrieved 8 August 2022.
4. "Alesi fastest at Barcelona - Wednesday Testing Report". Atlasf1. Retrieved 8 August 2022.
5. "Sauber admits use of flexible wing". Atlasf1. Retrieved 8 August 2022.
6. "Flexibility of rear wing prohibited". Atlasf1. Retrieved 8 August 2022.
7. "Another Year Deal for Sauber-Ferrari". Atlasf1. Retrieved 8 August 2022.
8. "Sauber C18". StatsF1. Retrieved 8 August 2022.
9. "Diniz Unharmed In Horror Shunt". crash.net. 26 September 1999. Retrieved 8 August 2022.
10. "Pedro Calls for Roll Hoop Enquiry". 15 October 1999.
11. "Alesi Slightly Injured in High-Speed Crash". Atlasf1. Retrieved 8 August 2022.
12. "Alesi flown to hospital after crash". Autosport. Retrieved 8 August 2022.
13. "Alesi Says No to Ferrari". Atlasf1. Retrieved 8 August 2022.
14. "Alesi To Quit Sauber". crash.net. 15 August 1999. Retrieved 8 August 2022.
15. "Alesi Leaves Sauber". Atlasf1. Retrieved 8 August 2022.
16. "Alesi set to announce Prost drive". Autosport. Retrieved 8 August 2022.
17. "Sauber Signs Salo". Atlasf1. Retrieved 8 August 2022.
18. "1999 Constructor Standings". F1. Retrieved 8 August 2022.

• AUTOCOURSE 1999-2000, Henry, Alan (ed.), Hazleton Publishing Ltd. (1999) ISBN   1-874557-34-9