Race
Franck Montagny made his Formula One début, becoming the first French F1 driver since Olivier Panis at the 2004 Japanese Grand Prix . Fernando Alonso kept his lead at the start. Felipe Massa challenged his teammate for second, but Michael Schumacher held on through the first corner. Ralf Schumacher hit Vitantonio Liuzzi , who then collided with David Coulthard . Liuzzi was left stranded on track, which brought out the safety car . Coulthard recovered to do a pit stop but retired a lap later. The safety car was deployed for three laps. At the restart, Kimi Räikkönen passed Jenson Button for fourth but little else changed in the order. The front runners pitted on laps 17 and 18 and kept their relative positions. Alonso and Schumacher traded fastest laps until the Renault driver pitted on lap 38. The German was now in free air and pushed his Ferrari for three more laps. He rejoined the race a whopping five seconds ahead of his Spanish rival and managed to extend his advantage even further. In the final stages, Massa and Räikkönen challenged Alonso for second place, but did not take any risks and the order was unchanged. Massa scored his first podium finish in Formula One.
Background
The event was held at the Nürburgring for the 36th time in the circuit's history. It was the 11th edition of the European Grand Prix at this venue and the fifth round of the 2006 championship.
Championship standings before the race
Fernando Alonso had been leading the championship since the get-go and had already gathered 36 points. Michael Schumacher 's thrilling victory in Imola had lifted him into second place with 21 points. Kimi Räikkönen was in third with 18 points.
Driver changes
Franck Montagny was originally scheduled to act as the third driver for Super Aguri , but was promoted to a race seat after team driver Yuji Ide had his FIA Super License revoked for erratic driving in prior races that season. Ide was set to act as the team's third driver for this race, according to the team, until the revocation came down. The license revocation meant Ide could no longer participate in Formula One.
Friday drivers
The bottom 6 teams in the 2005 Constructors' Championship and Super Aguri 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:
External links
50°20′08″N 6°56′51″E / 50.33556°N 6.94750°E / 50.33556; 6.94750
Race Result
| Pos | No | Driver | Constructor | Laps | Time/Retired |
|---|---|---|---|---|---|
| 1 | 5 | Michael Schumacher | Ferrari | 60 | 1:35:58.765 |
| 2 | 1 | Fernando Alonso | Renault | 60 | +3.751 |
| 3 | 6 | Felipe Massa | Ferrari | 60 | +4.447 |
| 4 | 3 | Kimi Räikkönen | McLaren-Mercedes | 60 | +4.879 |
| 5 | 11 | Rubens Barrichello | Honda | 60 | +1:12.586 |
| 6 | 2 | Giancarlo Fisichella | Renault | 60 | +1:14.116 |
| 7 | 10 | Nico Rosberg | Williams-Cosworth | 60 | +1:14.565 |
| 8 | 17 | Jacques Villeneuve | BMW Sauber | 60 | +1:29.364 |
| 9 | 8 | Jarno Trulli | Toyota | 59 | +1 Lap |
| 10 | 16 | Nick Heidfeld | BMW Sauber | 59 | +1 Lap |
Qualifying
| Pos. | No. | Driver | Constructor | Q1 | Q2 |
|---|---|---|---|---|---|
| 1 | 1 | Fernando Alonso | Renault | 1:31.138 | 1:30.336 |
| 2 | 5 | Michael Schumacher | Ferrari | 1:31.235 | 1:30.013 |
| 3 | 6 | Felipe Massa | Ferrari | 1:31.921 | 1:30.732 |
| 4 | 11 | Rubens Barrichello | Honda | 1:31.671 | 1:30.469 |
| 5 | 3 | Kimi Räikkönen | McLaren-Mercedes | 1:31.263 | 1:30.203 |
| 6 | 12 | Jenson Button | Honda | 1:31.420 | 1:30.755 |
| 7 | 8 | Jarno Trulli | Toyota | 1:31.809 | 1:30.733 |
| 8 | 4 | Juan Pablo Montoya | McLaren-Mercedes | 1:31.774 | 1:30.671 |
| 9 | 9 | Mark Webber | Williams-Cosworth | 1:31.712 | 1:30.892 |
| 10 | 17 | Jacques Villeneuve | BMW Sauber | 1:31.545 | 1:30.865 |
The Paddock Breakdown
Barry · Gary · KatGary — 33 · Three Fantasy F1 leagues
Let's examine the Renault team's power unit deployment. The R33's 3. 0-liter V8, boasting 800 horsepower at its peak, exhibited a marginally lower top end RPM compared to Ferrari's 3. 0-liter, suggesting a deliberate strategy to mitigate long-radius corner speeds – a crucial consideration given the Nürburgring's demanding elevation changes. McLaren, meanwhile, continued to wrestle with transient power response, evidenced by Alonso's aggressive throttle application during the opening laps. The BMW Sauber team, with a 3. 0-liter engine, maintained a consistent, almost stoic, output, representing a calculated approach to tire management throughout the race.
Let's examine the data swirling around this Nürburgring spectacle. Alonso's second-place finish, a stark contrast to Schumacher's victory, represents a significant 18. 5-second gap – a difference that, considering McLaren's dominant machinery, suggests a critical issue with tire degradation or perhaps a tactical miscalculation on the team's part. The BMW Sauber team, consistently battling for points, achieved a respectable sixth place, demonstrating a 2. 8-second differential from the Renault car ahead, a figure hinting at the strategic nuances of the weekend's qualifying. It's a compelling divergence, isn't it?
Kat — 30 · Technical journalist
Observe the rear wing angle – a subtle shift, barely perceptible to the casual eye, yet the ramifications are colossal. Massa's sudden loss of traction, initiating that cascade of blue, wasn't simply a misjudgment; the differential geometry of his car, coupled with the increased downforce generated by the revised aero package, created a dangerously sensitive balance. The longitudinal load distribution, previously stable, fractured under the sudden deceleration, triggering a rear-end instability that the traction control system, predictably, couldn't fully compensate for. The FIA's mandated wing profiles, pushing for greater aerodynamic efficiency, are proving a double-edged sword, demanding absolute precision in suspension setup. This isn't a failure of the driver; it's a consequence of pushing the boundaries of mechanical performance, a brutal demonstration of the interconnectedness within these machines.
Montagny. A palpable tension radiating from the Renault garage – a rookie's first baptism by fire, and frankly, a baptism in turbulence. The aero package, predictably, wasn't cooperating; those early sector one times were a brutal indictment of the diffuser's performance under pressure. Alonso, predictably, was attempting to mitigate the damage, pushing the car to its absolute limit, a calculated risk considering the unforgiving nature of the Nürburgring's layout. Schumacher, meanwhile, seemed almost…detached, a veteran's calm amidst the chaos, meticulously managing tire degradation. The differential's behavior, I'd wager, was the key to his sustained pace – a subtle advantage magnified over sixty laps. A fascinating study in contrasts, this, wouldn't you agree?