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. 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. 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...
Practice
On Saturday, Räikkönen topped the third session as well, ahead of Jenson Button in the BAR . And both drivers repeated their feats in the fourth and final session.
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.
References
52°04′43″N 1°01′01″W / 52.07861°N 1.01694°W / 52.07861; -1.01694
Race Result
| 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 |
The Paddock Breakdown
Barry · Gary · KatGary — 33 · Three Fantasy F1 leagues
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.
Kat — 30 · Technical journalist
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.