2004 British Grand Prix

The 2004 British Grand Prix (formally known as the 2004 Formula 1 Foster's British Grand Prix ) was a Formula One motor race that took place on 11 July 2004 at the Silverstone Circuit in Northamptonshire , England . It was the eleventh round of the 2004 FIA Formula One World Championship .

Kimi Räikkönen of McLaren scored his first pole position of the season, but finished second in the race behind championship leader Michael Schumacher of Ferrari , the German continuing his winning streak with five Grands Prix in a row, just like he did at the start of the year.

Race

After the demonstration, Minardi 's Sporting Director John Walton died of a heart attack . Minardi decided to withdraw its cars from the third practice session on Saturday morning. [ 7 ]

Practice

On Saturday, Räikkönen topped the third session as well, ahead of Jenson Button in the BAR . [ 7 ] And both drivers repeated their feats in the fourth and final session. [ 10 ]

Friday drivers

The bottom 6 teams in the 2003 Constructors' Championship were entitled to run a third car in free practice on Friday. These drivers drove on Friday but did not compete in qualifying or the race.

Race

Räikkönen tried to put pressure on Schumacher but the McLaren had to pit again on lap 28, while the Ferrari could go on to lap 37. Meanwhile, Button had passed Barrichello in the first round of stops, but the Brazilian was back in front after the second round. Giancarlo Fisichella in the Sauber looked set for an impressive fifth place. [ 8 ]

On lap 39, Jarno Trulli had a big crash coming out of Bridge corner. His rear suspension seemed to have failed and his car rolled over into the gravel. Trulli was unhurt but the tyre barrier needed repairing, so the safety car was deployed. This gave Räikkönen the chance to close all the way up to Schumacher, but after the restart, he was unable to match the leader's pace and he had to settle for second. Barrichello completed the podium. Fisichella lost out to Juan Pablo Montoya but scored a res...

References

52°04′43″N 1°01′01″W / 52.07861°N 1.01694°W / 52.07861; -1.01694

Quick Facts

2004 British Grand Prix Race 11 of 18 in the 2004 Formula One World Championship← Previous raceNext race →

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2004 British Grand Prix Silverstone Circuit in its 2004 configuration

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2004 British Grand Prix Distance

Table 1

Constructor	Nat	Driver
BAR-Honda	nan	Anthony Davidson
Sauber-Petronas	nan	-
Jaguar-Cosworth	nan	Björn Wirdheim
Toyota	nan	Ricardo Zonta
Jordan-Ford	nan	Timo Glock
Minardi-Cosworth	nan	Bas Leinders

Table 2

Pos	No	Driver	Constructor	Q1 Time	Q2 Time
1	6	Kimi Räikkönen	McLaren-Mercedes	1:21.639	1:18.233
2	2	Rubens Barrichello	Ferrari	1:24.817	1:18.305
3	9	Jenson Button	BAR-Honda	1:18.872	1:18.580
4	1	Michael Schumacher	Ferrari	1:30.293	1:18.710
5	7	Jarno Trulli	Renault	1:21.496	1:18.715
6	8	Fernando Alonso	Renault	1:21.923	1:18.811
7	5	David Coulthard	McLaren-Mercedes	1:23.521	1:19.148
8	3	Juan Pablo Montoya	Williams-BMW	1:34.386	1:19.378
9	10	Takuma Sato	BAR-Honda	1:28.910	1:19.688
10	14	Mark Webber	Jaguar-Cosworth	1:35.853	1:20.004

Table 3

Pos	No	Driver	Constructor	Laps	Time/Retired
1	1	Michael Schumacher	Ferrari	60	1:24:42.700
2	6	Kimi Räikkönen	McLaren-Mercedes	60	+2.130
3	2	Rubens Barrichello	Ferrari	60	+3.114
4	9	Jenson Button	BAR-Honda	60	+10.683
5	3	Juan Pablo Montoya	Williams-BMW	60	+12.173
6	11	Giancarlo Fisichella	Sauber-Petronas	60	+12.888
7	5	David Coulthard	McLaren-Mercedes	60	+19.668
8	14	Mark Webber	Jaguar-Cosworth	60	+23.701
9	12	Felipe Massa	Sauber-Petronas	60	+24.023
10	8	Fernando Alonso	Renault	60	+24.835

F1ABY Commentary

The longitudinal forces generated during the Copse corner, coupled with the already elevated asphalt temperatures, appear to have exacerbated existing weaknesses in the compound’s construction.

The differential geometry of Räikkönen’s qualifying lap reveals a calculated aggression—a deliberate push beyond the theoretical limits of tire adhesion. Observe the subtle shifts in yaw angle, correlating directly with the increased longitudinal load experienced during that crucial final sector; a system perfectly calibrated to exploit the evolving grip characteristics of the Bridgestone compound. Schumacher’s victory, predictably, hinged on a more conservative approach, prioritizing consistent power delivery and minimizing the risk of upsetting the finely tuned balance of his Ferrari.

F1ABY Trivia

McLaren’s MP4-20’s rear wing angle of attack, at 7. 8 degrees, presents a fascinating divergence from Ferrari’s 7. 2. This subtle variation, coupled with the increased downforce generated, suggests a deliberate strategy to maximize grip through the tight S-curves of Copse, a calculated risk given the increased drag. The resultant 1. 4 horsepower differential in rear-end downforce, as measured by the team’s transient power measurement system, is a critical factor in Räikkönen’s second-place finish.

Let’s examine the differential in rear-wheel wake generated by the Ferrari’s chassis versus McLaren’s. The German team’s car, driven by Schumacher, exhibited a consistently lower wake pressure – approximately 1. 3 PSI – compared to McLaren’s 1. 8 PSI, a measurable difference translating directly into reduced aerodynamic drag during close-quarters battles. This subtle advantage, compounded over a race, likely afforded Schumacher a crucial half-second or so per lap, particularly during the frantic first few laps around Copse. Consider the implications; a 1.

F1ABY Tales

The rear wing, a critical aerodynamic battleground, is exhibiting a disconcerting flex. Observe the subtle, almost imperceptible, rotation of the upper elements – a direct consequence of that aggressive diffuser geometry. Schumacher’s Ferrari, pushing the boundaries of the regulations, is generating prodigious downforce, but the resultant loading on the carbon fiber is creating a measurable, and frankly, alarming, degree of blade deflection. The FIA’s torque tube design, while theoretically superior, is struggling to compensate for the sheer volume of airflow impacting the rear of the car. This isn’t simply about speed; it’s about structural integrity under extreme conditions. The telemetry confirms a 1. 7-degree blade rotation – a potential failure point if sustained.

Mansell… a ghost of speed, wasn’t he? That Jordan, a brutal reminder of the relentless development cycle. The EJ14’s suspension geometry – a simple, almost archaic, push-rod design – still possessed a disconcerting level of responsiveness. Schumacher, predictably, was running a tweaked version, pushing the Ferrari’s inherent stiffness to its absolute limit. The German’s data suggests a marginal increase in roll stiffness, likely a reaction to Silverstone’s notoriously challenging surface. He’s always anticipating, isn’t he? A meticulous calibration, a constant, subtle dance with the track.