1995 British Grand Prix

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1995 British Grand Prix
Race 8 of 17 in the 1995 Formula One World Championship
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Silverstone Circuit (as modified in 1994)
Silverstone Circuit (as modified in 1994)
Race details[1]
Date 16 July 1995
Official name XLVIII British Grand Prix
Location Silverstone Circuit, Silverstone, Northamptonshire, England
Course Permanent racing facility
Course length 5.057 km (3.160 miles)
Distance 61 laps, 308.477 km (191.678 miles)
Weather Warm, cloudy, windy
Pole position
Driver
Renault
Time 1:28.124
Fastest lap
Driver United Kingdom Damon Hill
Renault
Time 1:29.752 on lap 37
Podium
First
Renault
Second Ferrari
Third
Renault
Lap leaders

The 1995 British Grand Prix (formally the XLVIII British Grand Prix) was a

Sauber
). Herbert's victory was his first in Formula One, and the Benetton team's fifth of the season.

The race was dominated, however, by the fight between

stop-go penalty
for speeding in the pit lane.

Background

Heading into the eighth race of the season,

Williams driver Damon Hill on 35, and the two Ferrari drivers, Jean Alesi and Gerhard Berger, on 26 and 17 points respectively.[2] The Constructors' Championship was closer, with Benetton on 48 points leading Ferrari and Williams on 43 and 42 points respectively.[2] After a hesitant start to the season, Schumacher had won three of the previous four Grands Prix, and arrived at Silverstone as the man to beat.[3] Hill, on the other hand, had won the 1994 British Grand Prix and was eager to repeat the feat in front of his home fans.[4] He had also set the fastest lap time in pre-event testing at Silverstone during the final week of June, almost a second in front of teammate David Coulthard, and a further 0.2 seconds ahead of Schumacher. The McLaren, Jordan, Footwork and Pacific teams also took part in these test sessions.[5] Hill was also under some additional pressure going into the weekend, as his wife, Georgie, was due to give birth to their third child imminently.[3]

There was one driver change going into the event: the Footwork team's lead driver,

Massimiliano Papis, an International Formula 3000 race winner who had also been the test driver for Team Lotus in 1994, before the outfit withdrew from the sport ahead of the 1995 season. Papis brought valuable sponsorship from Altea, a tie manufacturer, to the underfunded team, which supplemented the income already being provided by his pay driver teammate, Taki Inoue, to cover the team's budget for the year.[6] Morbidelli was kept on as the team's test driver, and returned to racing action at the Pacific Grand Prix later in the year.[7]

Massimiliano Papis made his Formula One debut for the Footwork Arrows team, in place of Gianni Morbidelli
.

Pre-race discussion centred on the following year's driver line-up, with Schumacher rumoured to be moving to Ferrari to replace Berger, who was considering a move to Williams. Hill's future was also uncertain, as was his teammate

Sauber driver Heinz-Harald Frentzen was also linked to a possible vacant position for 1996 in the Williams team.[8] Schumacher's future plans dictated the rest of the driver market, due to his status as the reigning World Champion—and, indeed, the only such champion of all the contemporary drivers—and reputation as the best driver currently in Formula One.[9] It was also reported that Schumacher's teammate, Johnny Herbert, was in imminent danger of losing his Benetton seat to test driver Jos Verstappen, who was available due to the collapse of the Simtek team after the Monaco Grand Prix and was contractually owed race drives by team principal Flavio Briatore.[10] Despite taking a podium finish earlier in the year, Herbert had rarely been close to Schumacher's pace and had only completed two laps in the two previous Grands Prix. A potential new entry was also being discussed: the Japanese racing car constructor Dome was in the process of building a Formula One car with which to enter the World Championship in 1997.[11]

Ligier car was equipped with power steering
for the first time.

Several teams had made modifications to their

Mercedes V10 engine for Sunday's warm-up session and the race itself. Team principal Ron Dennis also re-hired experienced designer Steve Nichols, who had worked for the outfit in the 1980s, in the week before the race.[12] Footwork also arrived with revised suspension, whilst the Jordan team ran with brake disc sensors on its car.[13] Further down the field, the Forti team introduced the revised version of its FG01 chassis for Roberto Moreno. Lead driver Pedro Diniz had first driven the car in its revised specification at the preceding French Grand Prix. The revised aerodynamic package included a higher nose and new sidepods. Both drivers also tested a new development of the Ford-Cosworth ED engine in practice.[14]

In the week leading up to the race, Williams chief designer

carbon fibre, and was reputedly impressed by their performance.[13]

Practice and qualifying

Two practice sessions were held before the race; the first was held from 09:30 to 11:15 local time on Friday, and an identically timed session was also held on Saturday. Each driver was limited to 23 laps of free practice per day. The

qualifying period was split into two one-hour sessions; the first was held on Friday afternoon from 13:00 to 14:00 local time, with the second held on Saturday afternoon at the same time. The fastest time set by each driver from either session counted towards his final grid position. Each driver was limited to twelve laps per qualifying session.[17]

Schumacher set the pace in Friday free practice, which took place in dry and cloudy weather conditions, with a time of 1:29.238. Hill was less than four hundredths of a second behind, ahead of Alesi, Coulthard, Herbert and Berger; the drivers from the top three teams in the Constructors' Championship thus filled the top six positions.

understeer than had been present in pre-event testing at the circuit.[18]

Damon Hill took pole position for his home race for the second consecutive year.

Weather conditions for Friday qualifying were dry and sunny, albeit blustery, which meant that drivers had to cope with strong crosswinds in the circuit's many high-speed corners.

spare car to the event.[1][14]

Andrea Montermini spun during Saturday's free practice session.

Saturday free practice took place in mixed weather conditions: the session was initially dry, but was then hit by a rain shower which dampened it somewhat; the times were thus slower and more spread out down the field than the previous day.

transmission as he attempted to restart.[1][3] Alesi had a controversial session: he set a fast time under yellow flag conditions for Hill's spin. He later tangled with Gachot's Pacific and recovered to the pit entry at high speed, where he had to spin to avoid marshals who were pushing the other Pacific of Montermini back to its garage. The race stewards witnessed the incident, but mistakenly called up Alesi's teammate, Berger, instead. Alesi, once the correct identity of the driver involved had been established, was not penalised.[19][20]

Mika Salo's Friday times were disallowed for a rule infringement; the wet weather the following day restricted him to 23rd place on the grid.

"A lot of TV networks have realised that qualifying can be a highlight of the weekend. We had 30 countries taking live feed from Silverstone and the viewers were sitting there watching nothing. We have to do something about that and it will be discussed by the F1 commission.
There are two potential solutions. One is to have an aggregate of the Friday and Saturday times, meaning that teams have to perform regardless, and the second is to have qualifying on Saturday only. It is just my opinion, but I'd prefer the second option. You could have timed sessions on Friday which did not count for the grid because, to me, Friday is a huge waste of time."

FIA President Max Mosley, commenting on problems with the existing qualifying format that were highlighted by the wet conditions on Saturday.[22]

It continued to rain throughout Saturday's qualifying session; the slower conditions meant that none of the top 24 drivers could improve upon their times from the previous day, setting the order of the starting grid and guaranteeing Hill pole position.[3][6] Only Salo and Montermini's times counted for their starting positions: the Tyrrell driver set the fourth-fastest time of the session, albeit 12 seconds slower than Moreno's dry-weather Friday time, to take 23rd position on the grid; Montermini set a time almost four seconds slower again to complete the field.[1] Many teams chose to complete only limited running in the wet conditions, to the frustration of the crowd: Häkkinen, Inoue and Gachot did not set a time, whilst Blundell, Diniz and Martini completed only exploratory laps.[1][23] There was also frustration amongst the drivers and teams who felt that they had underperformed on Friday, and for Häkkinen and Irvine who had both been scheduled to run with more powerful engines which should have given an advantage in dry conditions.[14] The Benetton mechanics also had a busy session: first Schumacher slid off the road at Stowe corner and had to rejoin the track by using part of the old circuit; then Herbert lost control of his car on standing water at the fast Copse corner, spearing off the road into a heavy impact against the tyre barriers. Herbert was uninjured and the Benetton mechanics were able to repair the B195's monocoque.[20] Coulthard set the quickest time of the session with a lap of 1:29.752, ahead of Schumacher, Alesi and Salo, with Hill, Barrichello, Brundle, Badoer, Irvine and Frentzen completing the top ten.[1] Hill admitted that the wet session was "a bit of a let-down",[23] and was cautious on his race prospects, as he had failed to win from his two pole positions earlier in the season, but was delighted with the outcome nonetheless.[6] Schumacher was also disappointed with the weather conditions, but was optimistic that his car was fully competitive in either the dry or wet.[6]

The lack of on-track action caused by the wet conditions and the two-day qualifying system was a cause for concern amongst the Formula One paddock, members of which believed that members of the public who had paid to attend the session (spectator numbers were estimated at 40,000),

1996 season.[24][25] One-day qualifying was subsequently introduced from the 1996 Australian Grand Prix onwards.[26]

Qualifying classification

Pos No Driver Constructor Q1 Time Q2 Time Gap
1 5 United Kingdom Damon Hill
Renault
1:28.124 1:48.800
2 1 Germany Michael Schumacher
Renault
1:28.397 1:48.204 +0.273
3 6 United Kingdom David Coulthard
Renault
1:28.947 1:48.012 +0.823
4 28 Austria Gerhard Berger Ferrari 1:29.657 1:51.818 +1.533
5 2 United Kingdom Johnny Herbert
Renault
1:29.867 1:55.011 +1.743
6 27 France Jean Alesi Ferrari 1:29.874 1:48.205 +1.750
7 15 United Kingdom Eddie Irvine Jordan-Peugeot 1:30.083 1:51.045 +1.959
8 8 Finland Mika Häkkinen
Mercedes
1:30.140 No time +2.016
9 14 Brazil Rubens Barrichello Jordan-Peugeot 1:30.354 1:49.152 +2.230
10 7 United Kingdom Mark Blundell
Mercedes
1:30.453 56:10.060 +2.329
11 25 United Kingdom Martin Brundle 1:30.946 1:49.414 +2.822
12 30 Germany Heinz-Harald Frentzen
Sauber-Ford
1:31.602 1:51.059 +3.478
13 26 France Olivier Panis 1:31.842 1:51.657 +3.718
14 3 Japan Ukyo Katayama Tyrrell-Yamaha 1:32.087 1:52.054 +3.963
15 23 Italy Pierluigi Martini Minardi-Ford 1:32.259 2:13.471 +4.135
16 29 France Jean-Christophe Boullion
Sauber-Ford
1:33.166 1:51.086 +5.042
17 9
Massimiliano Papis
Hart
1:34.154 1:53.097 +6.030
18 24 Italy Luca Badoer Minardi-Ford 1:34.556 1:50.959 +6.432
19 10 Japan Taki Inoue
Hart
1:35.323 No time +7.199
20 21 Brazil Pedro Diniz Forti-Ford 1:36.023 5:51.829 +7.899
21 16 France Bertrand Gachot Pacific-Ford 1:36.076 No time +7.952
22 22 Brazil Roberto Moreno Forti-Ford 1:36.651 1:56.374 +8.527
23 4 Finland Mika Salo Tyrrell-Yamaha No time 1:48.639 +20.515
24 17 Italy Andrea Montermini Pacific-Ford No time 1:52.398 +24.274
Source:[1]

Warm-up

Mercedes
engine to set the fastest time in the warm-up session.

On Sunday morning, a pre-race warm-up session took place at 09:30 local time, and lasted for 30 minutes.[17][27] It took place in dry weather conditions.[1] Häkkinen, using his uprated Mercedes engine for the first time, set the session's fastest time with a lap of 1:29.685.[1] Despite the fact that the time was set on brand-new tyres, unlike many of those recorded by the opposition, it was still an encouraging boost for the McLaren team, which had endured a troubled season thus far.[28] He was followed in the timesheets by Hill, Coulthard, Alesi, Berger and Schumacher.[1] Hill reported that his car handled well in race trim, whilst Schumacher concentrated on fuel consumption tests, and did not attempt to set a particularly quick time.[28] Berger, meanwhile, downplayed Ferrari's chances, predicting that only a wet race would give either him or Alesi a chance of race victory.[27] Herbert was down in 12th position as a result of a broken shock absorber, which was replaced in time for the race.[29]

Race

Jean Alesi made the best start, moving from sixth on the grid to second by the first corner.

It began to rain half an hour before the start of the race but soon stopped, so that the track was almost entirely dry by 14:00,

reconnaissance lap, Montermini performed an illegal practice start, for which Pacific was given a fine of $5,000, suspended for three races.[30]

When the race started, Hill maintained his advantage into the first corner, whilst Alesi made a fast start to slot into second position ahead of Schumacher.[29] Salo also had an excellent getaway, rising to 17th place by the end of the first lap.[1][14] Berger and Irvine, meanwhile, made poor starts as they struggled with slipping clutches, dropping to ninth and 13th positions respectively.[1][14][29] At the end of the first lap, Hill led by 1.1 seconds from Alesi,[29] who was followed by Schumacher, Coulthard, Herbert, Häkkinen, Barrichello, Brundle, Berger, Frentzen, Blundell, Panis, Irvine, Martini, Katayama, Boullion, Salo, Papis, Inoue, Gachot, Badoer, Diniz, Montermini and Moreno.[1] On the second lap, Irvine tried to pass Panis at the Abbey chicane, but spun in the process and dropped further back, shortly before his engine cut out, making him the first retirement of the race.[29] Elsewhere in the field, Berger passed Brundle, and Montermini moved ahead of Diniz.[1] At the front of the pack, Hill was in control, extending his lead over Alesi to 6.2 seconds by lap 5 and to 12 seconds by lap 12.[29] For his part, Schumacher was being held up by Alesi, the two cars running in formation in the early stages of the race. He was, however, unable to get close enough to attempt an overtaking manoeuvre, due to the aerodynamic turbulence created by the airflow over the Ferrari.[28] There were passing opportunities further down the order, however: Blundell and Panis both overhauled Frentzen in the early laps; Katayama and Boullion moved ahead of Martini; and Badoer passed Gachot.[1] At the tail of the field, Diniz made the first of three pit stops on lap 6 to investigate gear selection problems with his Forti from which he retired eight laps later, and his teammate Moreno also made an early stop on the tenth lap but continued, albeit one lap down on the leader.[1][14]

jump-start, and later collided with Mark Blundell
.

As Hill extended his lead, the stewards informed the Jordan and Ligier teams that Barrichello and Panis had

gravel trap, and Inoue retired from 18th position after a similar mistake resulted in a stalled engine.[1][14][29] On the same lap, Montermini made a pit stop from 19th place, which he maintained upon rejoining the race.[1] On the following lap, Alesi made his pit stop from second position, releasing Schumacher, and rejoined in front of Coulthard, whilst Barrichello, recovering from his penalty, passed Frentzen for what had become eighth place.[1]

Schumacher slowly began to reduce Hill's lead, which had grown to 19.5 seconds.[29] Salo made a pit stop on lap 19, dropping behind Papis and the Minardi drivers, but gained a position on Boullion when the Sauber driver stopped on the next lap.[1] By this stage Häkkinen and Berger had risen to fourth and fifth respectively, but both retired on lap 21: Häkkinen's McLaren suffering a progressive electronic problem which caused its hydraulic system to fail; Berger pulling off the track shortly after making his first pit stop due to an incorrectly fitted left-front wheel.[36] The remaining two-stoppers made pit stops on laps 21 and 22: Herbert came in from third place and retained his position by rejoining ahead of Alesi and Coulthard; Blundell dropped from fourth to seventh, Gachot retained 16th; and Barrichello and Panis made their first scheduled stops, the Jordan dropping from seventh to eighth and the Ligier rejoining in 11th from ninth.[1] At the head of the field, Hill came in on lap 22, rejoining nine seconds behind Schumacher, who now led the race.[36] Two further retirements also occurred during this stage of the race: Montermini spun out of 17th place on lap 22, whilst Katayama, who was due in for a pit stop of his own, retired from eighth position when his engine cut due to fuel starvation on the following lap.[1][14] At the end of lap 23, the running order was Schumacher, Hill, Herbert, Alesi, Coulthard, Frentzen, Blundell, Barrichello, Martini, Papis, Panis, Badoer, Salo, Boullion, Gachot and Moreno.[1]

Heinz-Harald Frentzen was one of the few drivers to opt for a single pit-stop strategy, which proved to be faster than making two stops.

On new tyres, Hill began to reduce Schumacher's nine-second lead, but after a few laps Schumacher began to ease away again as he had a lighter fuel load than the Williams. It became apparent to the teams, as the race approached half-distance, that Schumacher had opted for a one-stop strategy and that both he and Hill only had one stop remaining each.[37] Frentzen, Papis and the Minardi drivers also opted for a single-stop race; Papis and Martini's worn tyres allowing Panis to overtake them soon after his second stop.[1] Papis made his first Formula One race pit stop on lap 28, only to hit the barrier at the exit of the pit lane, causing damage to his Footwork's suspension which caused him to spin off and retire on the same lap that he rejoined the circuit.[14] On the next lap Frentzen dropped from sixth to eighth position as a result of his sole stop, and was then passed by Panis four laps later; Martini likewise dropped from 10th to 13th on lap 30; and Badoer also moved from 10th to 13th when he made his stop on lap 32.[1]

At the front of the field, Hill moved back into the lead of the race when Schumacher made his pit stop on lap 31, rejoining in second place with a deficit of 20 seconds.[37] Hill now pushed hard in his efforts to build up a sufficient lead over Schumacher—setting the race's fastest lap time of 1:29.752 on lap 37—to maintain first place after his second pit stop.[1] Salo began the second round of pit stops on the next lap, and was followed in due course by Alesi, Herbert, Barrichello, Boullion, Gachot, Blundell, Panis and Coulthard.[1] Coulthard's stop, despite moving him ahead of Alesi, was problematic: his car's electronic failure meant that his pit-lane speed-limiter system did not work, and he exceeded the 80 kilometres per hour (50 mph) pit-lane speed limit, an infraction of the Sporting Regulations which, like jumping the start, entailed a ten-second stop-go penalty.[17][35][38] Hill made his own second stop on lap 41 with a 27-second lead over Schumacher and the two were almost level as Hill reached the end of the pit lane, but Schumacher's extra momentum allowed him to move ahead in the run to the Maggotts, Becketts and Chapel sequence of fast corners.[29] At the completion of the scheduled pit stops by lap 44, the running order was Schumacher and Hill in close attendance, then a gap back to a similar battle between Herbert and Coulthard, then Alesi, Blundell, Barrichello, Panis, Frentzen—whom Panis had just passed for the third time—Martini, Badoer, Salo, Boullion, Gachot and Moreno, the last of whom retired four laps later with a lack of hydraulic pressure in his Forti's pneumatic engine valves.[1][14]

David Coulthard took the lead in the closing stages of the race, but was penalised for speeding in the pit lane.

Schumacher and Hill now had similar fuel loads, but Hill had a fresh set of tyres and immediately began pressuring Schumacher, quickly reducing the gap to less than half-a-second. On lap 46, Hill attempted a passing manoeuvre at Stowe corner, but was unable to complete it, due to the presence of Boullion's lapped Sauber.[29] Further around the lap, Hill tried again, diving up the inside of Schumacher at the entry to the Priory left-hander, but Schumacher turned in to take the racing line and the two collided, both spinning into the gravel trap, which caused their retirement from the race.[39] The retirement of the two leaders promoted their teammates into their own battle for the lead; the two almost colliding at the same corner as Coulthard attempted to pass Herbert by making a lunge up the inside of his car, as Hill had done to Schumacher.[40] Coulthard had not been informed about his stop-go penalty by the team, as they did not want to distract him, but he saw the penalty notification on one of the large television screens situated around the circuit.[41] He passed Herbert on lap 49, but took his penalty two laps later and dropped to third position, behind Alesi. The Ferrari driver was still close behind Herbert, but cut his pace in the final laps as his 412T2's oil pressure began to fade.[35] With the top three positions settled, attention switched to Barrichello, who had closed up to the back of Blundell's car and was faster than the McLaren driver.[42] On the penultimate lap, Barrichello lined up his car to attempt a pass, but Blundell defended his position and the two collided: Barrichello crashed out, but Blundell was able to continue with a punctured left-rear tyre which allowed Panis to overtake him on the last lap.[35] It was the second year in succession that Barrichello had collided with a McLaren driver in the closing stages, as he had made contact with Häkkinen on the last corner of the last lap the previous year when also battling for fourth place.[43]

Johnny Herbert took the first win of his Formula One career.

Thus Herbert took the chequered flag after 61 laps—at an average speed of 195.682 kilometres per hour (121.591 mph)[1]—to win his first Formula One race at his 74th attempt, a result that also moved him from sixth to fourth in the Drivers' Championship. Alesi and Coulthard completed the podium, moving Ferrari ahead of Williams in the battle for second place in the Constructors' Championship.[1] Panis finished fourth, ahead of Blundell, who managed to finish despite his car running on three wheels for the final lap.[35] Frentzen finished a lap down and completed the points-scoring positions, forty seconds ahead of a close group comprising Martini, Salo and Boullion.[42] Salo closed in on the Minardi driver late in the race after passing his teammate, but was edged onto the grass whilst attempting a pass on the Hangar Straight and spun through 360 degrees. Badoer finished a further ten seconds behind this group, having also been passed by Boullion after his final pit stop.[1][42] Barrichello was classified in 11th place, ahead of Gachot, who took his first race finish since the 1992 Belgian Grand Prix three laps behind Herbert.[1]

Post-race

"The feeling I got here was fantastic, especially to do it here in England, my own country. The support I got from the fans was fantastic, and I realise now what

Union Jacks
all the way round the circuit, but I just concentrated on the job. I was thinking about the car and everything that could go wrong in the last ten laps. But it all kept going. I should have had a bet on myself, as I was being offered at 25 to 1 for a win, but I didn't do it. I should have had more confidence in myself. But now I think this win should be a good boost for my career and I'll feel a lot more confident from now on."

Johnny Herbert, commenting on his first Formula One race victory.[44]

Herbert's maiden Formula One victory was very popular amongst the spectators and team personnel, as not only was it his home race, but also because it came after a series of setbacks earlier in his career, not least a serious accident in an

magazine column as "one of those disappointing days when everything goes wrong".[41]

Michael Schumacher blamed Hill for their collision on lap 46.

The majority of media attention, however, was focussed on the aftermath of the collision between Schumacher and Hill on lap 46. Tension between the two had already been intensified by an incident during the French Grand Prix, where Schumacher had accused Hill of

brake-testing him.[48] After the crash, Schumacher blamed Hill, saying that: "I think what Damon did was both stupid and totally unnecessary. There was no room for two cars there, and it's not an overtaking place. If I hadn't been there, I think he'd have gone straight on into the gravel. He just came from nowhere. Even in front of your home crowd, I think you have to keep your temperament under control. It was more or less the same situation at Adelaide last year [the occasion of the 1994 Australian Grand Prix, in which a collision between the two settled the Drivers' Championship in Schumacher's favour], where he also tried to dive inside when there was no room."[49] Hill was more cautious in his assessment of the incident, commenting that: "I thought I saw an opportunity that I could take an advantage of, but I'm afraid Michael is a harder man to pass than that, and we had an accident—which I would describe as 'a racing accident'".[49] Journalists Alan Henry, Nigel Roebuck and Luc Domenjoz agreed that Hill's lunge up the inside had been over-optimistic, but not malicious in intent.[39][44][47]

Similarly,

BBC commentator and former driver, Jonathan Palmer, said that Hill's manoeuvre was the result of "a rush of blood to the head".[50] Journalist Joe Saward was amongst those who speculated, however, that Schumacher had played a role in the collision by taking a wider line into the Priory corner than usual, and thus encouraging Hill to attempt the manoeuvre.[51] The incident was subject to a stewards' investigation, which resulted in both drivers being given a severe reprimand and a warning that "future similar actions may result in severe penalties".[39][49][52] The collision overshadowed the fact that, in the opinion of Roebuck, Benetton had again chosen a better race strategy than Williams, and that Schumacher would have had a comfortable lead had he not been stuck behind Alesi in the early stages of the race.[47] There was also similar ill-feeling between Barrichello and Blundell after their collision on lap 60. Barrichello accused Blundell of brake-testing him prior to the incident, and of causing the crash by changing his driving line too quickly, whilst Blundell denied the allegations and drew attention to Barrichello's similar collision with Häkkinen the previous year.[53] The stewards also investigated this incident and gave Blundell a severe reprimand for his actions.[54]

Blundell was issued with a severe reprimand by the race stewards for his part in the collision with Barrichello; a similar caution was given to Schumacher and Hill for their incident.

In the week following the race, it was reported in several British newspapers that Frank Williams, founder and team principal of the Williams team, had visited the Benetton garage after the race where he had apologised to Schumacher and Briatore for the incident, during which he had allegedly referred to Hill as a "prat". On the same day, a Williams team spokesman stated that Hill was backed by Frank Williams and technical director Patrick Head, and that the incident was a natural part of motor racing. Frank Williams then issued a personal statement denying the newspaper reports.[55][56][57] Hill also telephoned the owner of Formula One's commercial rights, Bernie Ecclestone, for advice on how to handle the situation. Ecclestone advised him to apologise to Schumacher, which Hill decided against.[58] The crash was still the main talking point throughout the sport by the time of the German Grand Prix, exacerbated by the fact that Hill's home race was immediately followed by Schumacher's.[58]

Race classification

Pos No Driver Constructor Laps Time/Retired Grid Points
1 2 United Kingdom Johnny Herbert
Renault
61 1:34:35.093 5 10
2 27 France Jean Alesi Ferrari 61 +16.479 6 6
3 6 United Kingdom David Coulthard
Renault
61 +23.888 3 4
4 26 France Olivier Panis 61 +1:33.168 13 3
5 7 United Kingdom Mark Blundell
Mercedes
61 +1:48.172 10 2
6 30 Germany Heinz-Harald Frentzen
Sauber-Ford
60 +1 lap 12 1
7 23 Italy Pierluigi Martini Minardi-Ford 60 +1 lap 15  
8 4 Finland Mika Salo Tyrrell-Yamaha 60 +1 lap 23  
9 29 France Jean-Christophe Boullion
Sauber-Ford
60 +1 lap 16  
10 24 Italy Luca Badoer Minardi-Ford 60 +1 lap 18  
11 14 Brazil Rubens Barrichello Jordan-Peugeot 59 Collision 9  
12 16 France Bertrand Gachot Pacific-Ford 58 +3 laps 21  
Ret 22 Brazil Roberto Moreno Forti-Ford 48 Engine 22  
Ret 1 Germany Michael Schumacher
Renault
45 Collision 2  
Ret 5 United Kingdom Damon Hill
Renault
45 Collision 1  
Ret 9
Massimiliano Papis
Hart
28 Spun off/suspension 17  
Ret 3 Japan Ukyo Katayama Tyrrell-Yamaha 22 Out of fuel 14  
Ret 17 Italy Andrea Montermini Pacific-Ford 21 Spun off 24  
Ret 8 Finland Mika Häkkinen
Mercedes
20 Electrical 8  
Ret 28 Austria Gerhard Berger Ferrari 20 Wheel 4  
Ret 25 United Kingdom Martin Brundle 16 Spun off 11  
Ret 10 Japan Taki Inoue
Hart
16 Spun off 19  
Ret 21 Brazil Pedro Diniz Forti-Ford 13 Gearbox 20  
Ret 15 United Kingdom Eddie Irvine Jordan-Peugeot 2 Electrical 7  
Source:[59]

Championship standings after the race

  • Note: Only the top five positions are included for both sets of standings.

References

  1. ^ .
  2. ^ .
  3. ^ .
  4. .
  5. ^ Benson, Andrew (6 July 1995). "Grand Prix '95: Silverstone F1 Testing". Autosport. 140 (1): 47.
  6. ^ .
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  8. ^ Benson, Andrew, ed. (20 July 1995). "Pit & Paddock: Schuey, Berger plans shape driver market". Autosport. 140 (3): 8.
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  10. ^ a b Benson, Andrew, ed. (20 July 1995). "Pit & Paddock: Herbert win comes in nick of time". Autosport. 140 (3): 9.
  11. ^ Benson, Andrew, ed. (20 July 1995). "Pit & Paddock: Dome gears up for F1 debut in 1997". Autosport. 140 (3): 7.
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52°4′43″N 1°1′1″W / 52.07861°N 1.01694°W / 52.07861; -1.01694