1995 British Grand Prix
1995 British Grand Prix | |||||
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Race 8 of 17 in the 1995 Formula One World Championship
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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 | 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
The race was dominated, however, by the fight between
Background
Heading into the eighth race of the season,
There was one driver change going into the event: the Footwork team's lead driver,
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
Several teams had made modifications to their
In the week leading up to the race, Williams chief designer
Practice and qualifying
"That final run was more like how I knew it could be done. Just a question of digging a bit deeper a taking a few more risks. It got a bit sideways here and there, and I used too much kerb at the exit of the last corner, but there's no way you can lift even for a fraction of a second. You just have to keep your foot in it and hope that you don't get the car completely on the grass.
After my fastest lap, I could see that I was P1 on the huge television screen alongside the circuit, and thought that was good news. As I drove round, there were fans waving flags all round the circuit and I appreciated that."
Damon Hill, commenting on taking provisional pole position on Friday.[3]
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
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.
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.
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.
"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),
Qualifying classification
Pos | No | Driver | Constructor | Q1 Time | Q2 Time | Gap |
---|---|---|---|---|---|---|
1 | 5 | Damon Hill | Renault
|
1:28.124 | 1:48.800 | |
2 | 1 | Michael Schumacher | Renault
|
1:28.397 | 1:48.204 | +0.273 |
3 | 6 | David Coulthard | Renault
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1:28.947 | 1:48.012 | +0.823 |
4 | 28 | Gerhard Berger | Ferrari | 1:29.657 | 1:51.818 | +1.533 |
5 | 2 | Johnny Herbert | Renault
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1:29.867 | 1:55.011 | +1.743 |
6 | 27 | Jean Alesi | Ferrari | 1:29.874 | 1:48.205 | +1.750 |
7 | 15 | Eddie Irvine | Jordan-Peugeot | 1:30.083 | 1:51.045 | +1.959 |
8 | 8 | Mika Häkkinen | Mercedes
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1:30.140 | No time | +2.016 |
9 | 14 | Rubens Barrichello | Jordan-Peugeot | 1:30.354 | 1:49.152 | +2.230 |
10 | 7 | Mark Blundell | Mercedes
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1:30.453 | 56:10.060 | +2.329 |
11 | 25 | Martin Brundle | Ligier-Mugen-Honda
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1:30.946 | 1:49.414 | +2.822 |
12 | 30 | Heinz-Harald Frentzen | Sauber-Ford
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1:31.602 | 1:51.059 | +3.478 |
13 | 26 | Olivier Panis | Ligier-Mugen-Honda
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1:31.842 | 1:51.657 | +3.718 |
14 | 3 | Ukyo Katayama | Tyrrell-Yamaha | 1:32.087 | 1:52.054 | +3.963 |
15 | 23 | Pierluigi Martini | Minardi-Ford | 1:32.259 | 2:13.471 | +4.135 |
16 | 29 | Jean-Christophe Boullion | Sauber-Ford
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1:33.166 | 1:51.086 | +5.042 |
17 | 9 | Massimiliano Papis
|
Hart
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1:34.154 | 1:53.097 | +6.030 |
18 | 24 | Luca Badoer | Minardi-Ford | 1:34.556 | 1:50.959 | +6.432 |
19 | 10 | Taki Inoue | Hart
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1:35.323 | No time | +7.199 |
20 | 21 | Pedro Diniz | Forti-Ford | 1:36.023 | 5:51.829 | +7.899 |
21 | 16 | Bertrand Gachot | Pacific-Ford | 1:36.076 | No time | +7.952 |
22 | 22 | Roberto Moreno | Forti-Ford | 1:36.651 | 1:56.374 | +8.527 |
23 | 4 | Mika Salo | Tyrrell-Yamaha | No time | 1:48.639 | +20.515 |
24 | 17 | Andrea Montermini | Pacific-Ford | No time | 1:52.398 | +24.274 |
Source:[1]
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Warm-up
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
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,
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]
As Hill extended his lead, the stewards informed the Jordan and Ligier teams that Barrichello and Panis had
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]
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]
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]
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 Jacksall 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
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
Similarly,
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 | Johnny Herbert | Renault
|
61 | 1:34:35.093 | 5 | 10 |
2 | 27 | Jean Alesi | Ferrari | 61 | +16.479 | 6 | 6 |
3 | 6 | David Coulthard | Renault
|
61 | +23.888 | 3 | 4 |
4 | 26 | Olivier Panis | Ligier-Mugen-Honda
|
61 | +1:33.168 | 13 | 3 |
5 | 7 | Mark Blundell | Mercedes
|
61 | +1:48.172 | 10 | 2 |
6 | 30 | Heinz-Harald Frentzen | Sauber-Ford
|
60 | +1 lap | 12 | 1 |
7 | 23 | Pierluigi Martini | Minardi-Ford | 60 | +1 lap | 15 | |
8 | 4 | Mika Salo | Tyrrell-Yamaha | 60 | +1 lap | 23 | |
9 | 29 | Jean-Christophe Boullion | Sauber-Ford
|
60 | +1 lap | 16 | |
10 | 24 | Luca Badoer | Minardi-Ford | 60 | +1 lap | 18 | |
11 | 14 | Rubens Barrichello | Jordan-Peugeot | 59 | Collision | 9 | |
12 | 16 | Bertrand Gachot | Pacific-Ford | 58 | +3 laps | 21 | |
Ret | 22 | Roberto Moreno | Forti-Ford | 48 | Engine | 22 | |
Ret | 1 | Michael Schumacher | Renault
|
45 | Collision | 2 | |
Ret | 5 | Damon Hill | Renault
|
45 | Collision | 1 | |
Ret | 9 | Massimiliano Papis
|
Hart
|
28 | Spun off/suspension | 17 | |
Ret | 3 | Ukyo Katayama | Tyrrell-Yamaha | 22 | Out of fuel | 14 | |
Ret | 17 | Andrea Montermini | Pacific-Ford | 21 | Spun off | 24 | |
Ret | 8 | Mika Häkkinen | Mercedes
|
20 | Electrical | 8 | |
Ret | 28 | Gerhard Berger | Ferrari | 20 | Wheel | 4 | |
Ret | 25 | Martin Brundle | Ligier-Mugen-Honda
|
16 | Spun off | 11 | |
Ret | 10 | Taki Inoue | Hart
|
16 | Spun off | 19 | |
Ret | 21 | Pedro Diniz | Forti-Ford | 13 | Gearbox | 20 | |
Ret | 15 | Eddie Irvine | Jordan-Peugeot | 2 | Electrical | 7 | |
Source:[59]
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Championship standings after the race
|
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- Note: Only the top five positions are included for both sets of standings.
References
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- ^ ISBN 2-940125-06-6.
- ISBN 1-874557-36-5.
- ^ Benson, Andrew, ed. (20 July 1995). "Pit & Paddock: Schuey, Berger plans shape driver market". Autosport. 140 (3): 8.
- ISBN 1-85260-566-9.
- ^ a b Benson, Andrew, ed. (20 July 1995). "Pit & Paddock: Herbert win comes in nick of time". Autosport. 140 (3): 9.
- ^ Benson, Andrew, ed. (20 July 1995). "Pit & Paddock: Dome gears up for F1 debut in 1997". Autosport. 140 (3): 7.
- ^ Saward, Joe (10 July 1995). "McLaren hires Nichols!". grandprix.com. Inside F1. Archived from the original on 5 January 2010. Retrieved 20 September 2009.
- ^ a b Piola, Giorgio (20 July 1995). "British GP: Technical Focus". Autosport. 140 (3): 39.
- ^ a b c d e f g h i j k l m n o Benson, Andrew (20 July 1995). "British GP: F1 team by team". Autosport. 140 (3): 45, 47.
- ^ a b Benson, Andrew, ed. (20 July 1995). "Pit & Paddock: Williams designer slams 'cloning'". Autosport. 140 (3): 6.
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- ^ ISBN 2-940125-06-6.
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- ^ ISBN 1-874557-36-5.
- ^ a b c Dodgins, Tony (20 July 1995). "Grand Prix '95 Qualifying: News In Brief". Autosport. 140 (3): 43.
- ^ Peart, R.; Frost, R.; Lapsley, A. (14 July 1995). "Stewards Decision No 2". forix.com. Fédération Internationale de l'Automobile. Retrieved 27 August 2009.
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- ^ Peart, R.; Frost, R.; Lapsley, A. (16 July 1995). "Stewards Decision No 11". forix.com. Fédération Internationale de l'Automobile. Retrieved 27 August 2009.
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- ^ Roebuck, Nigel (20 July 1995). "British GP: Deputy Herbert gets his reward". Autosport. 140 (3): 37.
- ^ ISBN 1-874557-36-5.
- ^ a b Roebuck, Nigel (20 July 1995). "British GP: Deputy Herbert gets his reward". Autosport. 140 (3): 38.
- ^ a b Roebuck, Nigel (20 July 1995). "British GP: Deputy Herbert gets his reward". Autosport. 140 (3): 39.
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- ^ ISBN 1-874557-36-5.
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- ^ a b c Roebuck, Nigel (20 July 1995). "British GP: Deputy Herbert gets his reward". Autosport. 140 (3): 41.
- ISBN 1-874557-95-0.
- ^ ISBN 2-940125-06-6.
- ^ a b Dodgins, Tony (20 July 1995). "Grand Prix: Herbert rides high at last!". Autosport. 140 (3): 30–33.
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- ISBN 2-940125-06-6.
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- ^ Peart, R.; Frost, R.; Lapsley, A. (16 July 1995). "Stewards Decision No 7". forix.com. Fédération Internationale de l'Automobile. Retrieved 18 September 2009.
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- ^ Peart, R.; Frost, R.; Lapsley, A. (16 July 1995). "Stewards Decision No 9". forix.com. Fédération Internationale de l'Automobile. Retrieved 18 September 2009.
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- ^ ISBN 1-874557-36-5.
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- ^ a b "Britain 1995 - Championship • STATS F1". www.statsf1.com. Archived from the original on 17 July 2017. Retrieved 14 March 2019.
External links