1995 Formula One World Championship Explained

The 1995 FIA Formula One World Championship was the 49th season of FIA Formula One motor racing. It featured the 1995 Formula One World Championship for Drivers and the 1995 Formula One World Championship for Constructors, which were contested concurrently over a seventeen-race series that commenced on 26 March and ended on 12 November.

Michael Schumacher won his second consecutive Drivers' Championship, and Benetton won the Constructors' Championship, the first and only Constructors' title for the Benetton team. Schumacher won nine races en route to the championship, equalling the record set by Nigel Mansell in . He also continued his rivalry with Williams-Renault driver Damon Hill, including collisions at the British and Italian Grands Prix.

Both those races were won by Schumacher's teammate Johnny Herbert, taking his first two F1 victories. Hill's Williams teammate, David Coulthard, claimed his first victory in Portugal, while Ferrari's Jean Alesi achieved his only F1 victory in Canada. Just like Honda in, Renault engines won all but one race in this season.

1995 was also the last season in which the numbering system introduced in 1974 was used. From 1996 car numbers would generally allocated based on the Constructors' Championship order of the previous season.

Drivers and constructors

The following teams and drivers competed in the 1995 FIA Formula One World Championship. All teams competed with tyres supplied by Goodyear.^{[1] [2]}

Entrant	Constructor	Chassis	Engine	No	Driver	Rounds
Mild Seven Benetton Renault	Benetton-Renault	B195	Renault RS7 3.0 V10	1	Michael Schumacher	All
				2	Johnny Herbert	All
Nokia Tyrrell Yamaha	Tyrrell-Yamaha	023	Yamaha OX10C 3.0 V10	3	Ukyo Katayama	1–13, 15–17
					Gabriele Tarquini	14
				4	Mika Salo	All
Rothmans Williams Renault	Williams-Renault	FW17 FW17B	Renault RS7 3.0 V10	5	Damon Hill	All
				6	David Coulthard	All
Marlboro McLaren Mercedes	McLaren-Mercedes	MP4/10 MP4/10B MP4/10C	Mercedes FO 110 3.0 V10	7	Mark Blundell	1–2, 5–17
					Nigel Mansell	3–4
				8	Mika Häkkinen	1–14, 16–17
					Jan Magnussen	15
Footwork Hart	Footwork-Hart	FA16	Hart 830 3.0 V8	9	Gianni Morbidelli	1–7, 15–17
					Massimiliano Papis	8–14
				10	Taki Inoue	All
MTV Simtek Ford	Simtek-Ford	S951	Ford EDB 3.0 V8	11	Domenico Schiattarella	1–5
				12	Jos Verstappen	1–5
Total Jordan Peugeot	Jordan-Peugeot	195	Peugeot A10 3.0 V10	14	Rubens Barrichello	All
				15	Eddie Irvine	All
Pacific Team Lotus	Pacific-Ford	PR02	Ford EDC 3.0 V8	16	Bertrand Gachot	1–8, 15–17
					Giovanni Lavaggi	9–12
					Jean-Denis Delétraz	13–14
				17	Andrea Montermini	All
Junior Larrousse F1	Larrousse-Ford	LH95	Ford ED 3.0 V8	19	Christophe Bouchut	None
				20	Éric Bernard	None
Parmalat Forti Ford	Forti-Ford	FG01	Ford EDD 3.0 V8	21	Pedro Diniz	All
				22	Roberto Moreno	All
Minardi Scuderia Italia	Minardi-Ford	M195	Ford EDM 3.0 V8	23	Pierluigi Martini	1–9
					Pedro Lamy	10–17
				24	Luca Badoer	All
Ligier Gitanes Blondes	Ligier-Mugen-Honda	JS41	Mugen-Honda MF-301 3.0 V10	25	Aguri Suzuki	1–3, 9, 15–16
					Martin Brundle	4–8, 10–14, 17
				26	Olivier Panis	All
Scuderia Ferrari	Ferrari	412T2	Ferrari 044/1 3.0 V12	27	Jean Alesi	All
				28	Gerhard Berger	All
Red Bull Sauber Ford	Sauber-Ford	C14	Ford ECA Zetec-R 3.0 V8	29	Karl Wendlinger	1–4, 16–17
					Jean-Christophe Boullion	5–15
				30	Heinz-Harald Frentzen	All

Background

There was a threat of a drivers' strike over the terms of the 1995 Fédération Internationale de l'Automobile (FIA) Super Licences, which allowed the FIA to demand promotional appearances and forbade the drivers from criticising the championship. This was resolved by the governing body prior to the race, ensuring full driver participation.^[3]

Team changes

• At the end of the 1994 season, Team Lotus left F1 after 36 years in the sport, winning 6 Drivers' and 7 Constructors' Championships, with the team ceasing operations in January 1995. Shortly before the team closed doors, the team's assets were bought by David Hunt, brother of 1976 Formula One champion James Hunt, who later announced that the Lotus name would be used by Pacific Grand Prix under the name Pacific Team Lotus.
• The Larrousse team, with drivers Éric Bernard and Christophe Bouchut, failed to turn up for any of the on-track sessions.^{[4] [5]} With French government aid not forthcoming, the team ran out of money. And with a 1995 chassis not yet built, team owner Gérard Larrousse elected to miss the first two rounds of the season in the hope of competing from the San Marino Grand Prix onwards.^[6] No funding ever arrived and it was too late for them to build a car for the season.^[7] There were talks with the DAMS Formula 3000 team, but Jean-Paul Driot, boss of DAMS, wanted to buy Larrousse and run the team themselves.^[8] After a sponsor deal with Malaysian oil company Petronas also fell through,^[9] Driot announced on 13 February that they had abandoned plans to enter F1 for 1995. He intended to return to Formula 3000 and prepare for an F1 bid in .^[10]
• Formula 3000 team Forti made the step up to Formula One, with their Forti FG01 being the last F1 car to use a manual gearbox.^[11]
• The status and the ownership of Ligier was under scrutiny. When Martin Brundle signed with them for 1995, rumours spread that Tom Walkinshaw would take up the function of team boss, since Brundle and Walkinshaw had many successful collaborations in the past. Walkinshaw worked for Benetton in as Engineering Director^[12]), but when that team was found to use an illegal fuel filter at the German Grand Prix, they were let off the hook, after promising to fire Walkinshaw and implementing major changes within the team. On the side of Benetton, this deal was negotiated by Flavio Briatore. However, since he was also the owner of Ligier, it seemed more like a promotion for Walkinshaw, albeit with a smaller team.^[13] Furthermore, rivals compared the Ligier JS41 to the Benetton B195, the only apparent difference being the engine in each car.^[14] Commenting on the design similarities, Walkinshaw said:

• The 1995 season saw a major reshuffle among the engine suppliers: Benetton ended their 7-year association with Ford Motor Company by switching to the Renault RS7 engines (which were the same used by Renault's business partner Williams F1 team). The contract with Ford was taken up by Sauber and they parted ways with long time partner Mercedes-Benz. McLaren then offered a new home for the Mercedes engine supplier, ending their relationship with Peugeot after just one season. Jordan took on the Peugeot engine deal, replacing their Hart contract. And so, finally, the Hart company moved teams to Footwork Arrows. After four years as an independent engine supplier, Ilmor eventually shifted focus to trusted engine designer, builder, assembler and tuner to Mercedes-Benz High Performance Engines despite the partnership started from 1994 season onwards.
• Pacific Racing replaced their 1993-spec Ilmor engines for customer Ford EDC engines.
• Minardi had been expected to run with Mugen-Honda engines, but at the last minute, Ligier boss Flavio Briatore persuaded the Japanese engine supplier to supply his team, leaving Minardi in a mess. Their M195 was designed for the Mugen-Honda V10 and parts were already being made. The team then had to work flat out to build a brand new car with a Ford ED engine, tuned by Magneti Marelli. Team owner Giancarlo Minardi announced he was taking legal action against the Japanese supplier.^[15]
• The Simtek team went bankrupt on 1 June, after the fifth race of the season.

Driver changes

• On 28 October 1994, Ligier issued a press release stating that Olivier Panis and Johnny Herbert were going to be their official drivers for all of the 1995 season. However, at the end of January, they announced that Herbert was no longer at the team, joining Benetton instead, and that Aguri Suzuki and Martin Brundle would share the second seat. The announcement came as a big shock to Suzuki and his Japanese backers, who believed he had secured the Ligier seat for the whole season.^[13] During his "off" races, Brundle joined veteran commentator Murray Walker in the BBC commentary box. They later became commentators for ITV, after Brundle retired from F1 in, and Brundle is now working for Sky Sports F1 alongside David Croft.
• After Ayrton Senna's passing, his seat at Williams had alternated between Nigel Mansell and David Coulthard. Mansell left the team at the beginning of January and Coulthard was offered a full-time drive. ^[16]
• Mika Salo replaced Mark Blundell at Tyrrell, with Gabriele Tarquini now the team's test driver. Before being confirmed as race driver, Salo was involved in a contract dispute with the Pacific team. He had raced for Team Lotus in and was thought to be free when the team withdrew, until new owner David Hunt coupled the name with the Pacific team and insisted Salo was obliged to race for them. The Contract Recognition Board lawyers and Tyrrell representatives were astounded by Hunt, but announced on 13 February that it had ruled in favour of Tyrrell, because the Team Lotus which Salo had signed for was not the same Team Lotus which now claimed his services.^[17] Salo was unveiled as Tyrrell driver later that evening when they unveiled their 1995 car.^[18]
• Mark Blundell replaced fellow countryman Martin Brundle at McLaren. However, Nigel Mansell was in the McLaren seat from the San Marino Grand Prix. He was already confirmed at the team when he left Williams, but he could not fit in the car. His deal was also dropped from $15 million to $10 million because Marlboro refused to pay his asking price.^[19] Mansell said that the 1995 season would almost certainly be his last in Formula One.^[16]
• Simtek brought in Jos Verstappen from Benetton instead of Hideki Noda, who was scheduled to be the team's first driver,^[20] but was not able to race, after the Great Hanshin earthquake resulted in a lack of personal funds, and was therefore relegated to share the second drive with Domenico Schiattarella.^[21] Noda ended up not driving for the team at all, as they went bankrupt after the Monaco round.
• New team Forti brought in veteran Roberto Moreno along with rookie Pedro Diniz. Diniz was partly selected as his family controls one of Brazil's largest food distribution companies.^[22]
• Christian Fittipaldi was replaced by Taki Inoue at Footwork.
• Pacific replaced Paul Belmondo with Andrea Montermini.
• Minardi replaced Michele Alboreto with Luca Badoer.

Mid-season changes

• Going into the Monaco Grand Prix, McLaren replaced Nigel Mansell with test driver Mark Blundell. At the same time, Karl Wendlinger's seat at Sauber was given to Williams test driver and reigning International Formula 3000 champion Jean-Christophe Boullion.
• From the British Grand Prix on, Footwork replaced Gianni Morbidelli with International Formula 3000 driver Massimiliano Papis, citing sponsorship reasons. Morbidelli would eventually return for the final three races of the season. Before that same weekend, Bertrand Gachot stepped away from driving duties with Pacific. The seat was temporarily filled by Giovanni Lavaggi and Jean-Denis Delétraz. The team tried to hire Katsumi Yamamoto and Oliver Gavin, but they were not granted their Super Licences, and Gachot returned for the last three races.
• Minardi replaced Pierluigi Martini with Pedro Lamy from the Hungarian Grand Prix onwards.
• After having done two years of touring car racing, Gabriele Tarquini made a one-off return to F1 when he filled in for Ukyo Katayama at the European Grand Prix, as the Japanese was still recovering from neck injuries and severe bruising sustained during a crash at the previous round in Portugal.
• Jan Magnussen was promoted from test driver at McLaren to replace Mika Häkkinen for the Pacific Grand Prix, due to the Finn suffering from appendicitis.

Calendar

Round	Grand Prix	Circuit	Date
1	Brazilian Grand Prix	Autódromo José Carlos Pace, São Paulo	26 March
2	Argentine Grand Prix	Autódromo Oscar Alfredo Gálvez, Buenos Aires	9 April
3	San Marino Grand Prix	Autodromo Enzo e Dino Ferrari, Imola	30 April
4	Spanish Grand Prix	Circuit de Barcelona-Catalunya, Montmeló	14 May
5	Monaco Grand Prix	Circuit de Monaco, Monte Carlo	28 May
6	Canadian Grand Prix	Circuit Gilles Villeneuve, Montreal	11 June
7	French Grand Prix	Circuit de Nevers Magny-Cours, Magny-Cours	2 July
8	British Grand Prix	Silverstone Circuit, Silverstone	16 July
9	German Grand Prix	Hockenheimring, Hockenheim	30 July
10	Hungarian Grand Prix	Hungaroring, Mogyoród	13 August
11	Belgian Grand Prix	Circuit de Spa-Francorchamps, Stavelot	27 August
12	Italian Grand Prix	Autodromo Nazionale di Monza, Monza	10 September
13	Portuguese Grand Prix	Autódromo do Estoril, Estoril	24 September
14	European Grand Prix	Nürburgring, Nürburg	1 October
15	Pacific Grand Prix	TI Circuit, Aida	22 October
16	Japanese Grand Prix	Suzuka Circuit, Suzuka	29 October
17	Australian Grand Prix	Adelaide Street Circuit, Adelaide	12 November
Sources:^[23] ^[24]

Background

The calendar was initially announced at the beginning of 1995, but there were doubts over the selected dates:^[25]

• The Argentine Grand Prix was the only newly announced race, with it taking place at the Autódromo Oscar Alfredo Gálvez circuit. The circuit was due to begin the season on 12 March, but there were doubts over whether the circuit would be ready in time.
• The third race in Japan was also under threat, as the TI Circuit was badly affected after the Great Hanshin earthquake, which damaged local infrastructure.
• The San Marino round, Spanish round and the Italian round required safety upgrades. The Circuit de Catalunya was also in financial difficulty.

On 6 February, a revised calendar was announced. However, some tracks still needed clearance to race.^[26]

• The Argentine Grand Prix moved to 9 April, despite the fact it had now received official clearance from FIA safety inspector Roland Bruynseraede. It gave the honor of being the season opener to Brazil.
• The Pacific round was pushed back due to the earthquake, placing it just one week before the Japanese Grand Prix.
• The European Grand Prix was moved forward seven days, leading to another space in the schedule of just one week.

Calendar changes

• The Argentine Grand Prix returned after a 14-year absence.
• The Spanish Grand Prix and Monaco Grand Prix swapped places on the calendar so that the Monaco round follows the Spanish Grand Prix.
• The European Grand Prix moved from the Circuito Permanente de Jerez to the Nürburgring. It was the first time since that F1 raced there.

Regulation changes

Regulations from 1994

In the aftermath of the deaths of Roland Ratzenberger and Ayrton Senna, during the weekend of the 1994 San Marino Grand Prix,^[27] a number of regulation were implemented as of the 1994 German Grand Prix, intended to increase safety of the cars and to limit their performance.^[28] These regulations were formalised going into 1995:

• The rear wing could not extend forward of the rear wheel centreline and rear wing elements could only occupy 70% of the space between and above the ground.
• A skid block made of impregnated wood was affixed to the underside of every car and it was demanded to wear was only permitted up to . This was done to force an increase in ride height and thus reduce ground effect advantages.

New regulations

More regulation changes followed before the start of the 1995 season:^{[28] [29] [30] [31] [32]}

Power

The allowed engine capacity was reduced to 3 litres (down from 3.5 litres) and the description for the type of fuel that was allowed was stringently specified, to reach an approximate 100 BHP reduction in power.

Aerodynamics

• The cars' ride height was raised by .
• The flat-bottomed undertray which was made mandatory in was to now feature a large "stepped" section underneath each sidepod, raised about an inch higher and parallel to the wooden plank originally introduced in 1994.
• The rear wing could not extend more than 80cm (30inches) above the "reference plane" (bottom of the car) - this used to be 95cm (37inches).
• The front wing had to be at least 50mm above the bottom of the car, up from 40mm.
• The maximum width of the rear diffuser was brought down from 100cm (00inches) to 30cm (10inches).
• The exclusion zones above the front and rear wheels, in which no wings or other body parts with aerodynamic influence could be placed, were extended.

All aerodynamic changes summed up were expected by reduce downforce by 30-40%.

Safety and other

• Cars had to have impact absorbing side structures, which would have to undergo impact tests.
• Frontal crash tests were now performed at 12m/s instead of 11m/s.
• Cockpit openings had to be larger and feature better headrest installations.
• The survival cell had to extend higher alongside the driver.
• The minimum weight of the cars was increased from to to account for the new safety measures, and then increased to to include the driver. Prior to the first session of the season, all of the drivers were weighed to establish a reference weight, to be used on occasions when the two were weighed separately, or if the driver was unavailable to be weighed. As such, a small competitive advantage could be established if the driver attempted to register a weight as heavy as possible before the season and then getting their weight down to lower the total weight of the car on track.^[12]

Season review

Pre-season

The cars were still in various stages of development heading into the new season; the Footwork FA16 and Simtek S951 chassis arrived at the event with virtually no testing, having been completed shortly beforehand.^{[33] [34]}

Luckily for them and other teams that were expected to be fighting over last places, the withdrawal of teams Larrousse and Lotus dropped the number of participating cars to 26, guaranteeing all entrants of a race start, without the threat of failing to qualify, for the first time since the 1994 Canadian Grand Prix.

At the front of the field, Michael Schumacher for Benetton and Damon Hill for Williams were the favourites to battle for the Drivers' Championship, with Schumacher anticipating a "struggle" for the championship.^[35] Bernard Dudot, Renault's Chief Engineer, said that he believed Benetton was less well-prepared than Williams, as the former team had just changed its engine supplier to Renault, whereas Williams had been in partnership with the company since .^[36]

McLaren were concerned about the standard refuelling equipment provided for 1995 by suppliers Intertechnique, having suffered a major leak in a test of the new rig outside of its factory. Intertechnique had redesigned the fuel equipment, which was used by all of the teams, in the wake of the pit lane fire suffered by driver Jos Verstappen during the previous year's German Grand Prix.^[33] The new fuel rigs, in addition to being half the size of the 1994, also featured longer nozzles, and were designed to lock onto the car before any fuel could begin to flow.^[37] Intertechnique traced the problem to a faulty valve within the equipment, which caused of fuel to leak, and modified the parts accordingly.^[38]

Rounds 1 to 4

runner-up Damon Hill for Williams achieved pole position for the first race of the season in Brazil. Champion Michael Schumacher lined up in second in his Benetton. Hill had a bad start and was immediately overtaken by Schumacher.^[39] They utilised different pit stop strategies and the battle was heating up until, on lap 31, the Williams driver spun off the track when his gearbox seized. Schumacher comfortably won the race ahead of Hill's teammate David Coulthard. Third place was contested by Mika Salo in the Tyrrell until he spun on lap 39, suffering from cramp in his hand, and was overtaken by Mika Häkkinen in the McLaren and the Ferraris of Gerhard Berger and Jean Alesi. After the second round pit stops, Berger took third place and stayed there.^{[40] [41]}

After the race, Schumacher and Coulthard were both disqualified, as the fuel sample taken from their cars after qualifying did not match the regulations. All classified drivers moved up two places and Berger was declared the victor.^{[42] [43]} However, a successful appeal by the two teams saw their drivers' results reinstated, since the illegal fuel did not offer a performance advantage.^[44] Still, the teams did not receive any points for the Constructors' Championship and were penalized $200,000. This division between car and driver was met with criticism.^[35]

Notes and References

1. Book: Henry, Alan . Team-by-Team Review . Alan Henry . Autocourse 1995–96 . 1995 . Hazleton Publishing . 1-874557-36-5 . 42–81. registration.
2. https://web.archive.org/web/20110604003103/http://www.fia.com/resources/documents/249180022__24_03_1995_F1_Entry_95.pdf 1995 FIA Formula One World Championship Entry List
3. Book: Domenjoz, Luc . The 17 Grand Prix – Grande Prêmio do Brasil . Formula 1 Yearbook 1995 . 1995 . Chronosports Editeur . 2-940125-06-6 . 83 .
4. Web site: 24 March 1995 . Press Release: 1995 FIA Formula One World Championship Entry List . Fédération Internationale de l'Automobile (fia.com) . dead . https://web.archive.org/web/20121019134458/http://www.fia.com/resources/documents/249180022__24_03_1995_F1_Entry_95.pdf . 19 October 2012. 23 January 2016.
5. Walker, Murray (Commentators) . 26 March 1995 . Grand Prix: Brazil . Television production . . London, England . 17:15–17:45.
6. Web site: Larrousse to miss opening GPs. GrandPrix.com . Inside F1. 20 March 1995. 15 April 2009.
7. Web site: Larrousse goes to the wall. 24 April 1995. 22 May 2009. GrandPrix.com . Inside F1.
8. Web site: Larrousse: a deal with DAMS?. GrandPrix.com . Inside F1. 30 January 1995. 9 March 2007.
9. News: Hope fades for Larrousse. 17 April 1995. 4 January 2009. grandprix.com.
10. Web site: Larrousse-DAMS – on or off?. GrandPrix.com . Inside F1. 13 February 1995. 17 March 2007.
11. Web site: Forti. ESPN. 5 November 2019.
12. Book: Henry, Alan . 1995 Grands Prix: Brazilian Grand Prix . Alan Henry . Autocourse 1995–96 . Hazleton Publishing . 1-874557-36-5 . 87 . 1995 . registration.
13. "Brundle returns to Ligier" GrandPrix. Retrieved 10 March 2007
14. Web site: When is a Benetton not a Benetton? . GrandPrix.com . Inside F1 . 13 March 1995 . 11 April 2009. https://web.archive.org/web/20090402201509/http://www.grandprix.com/ns/ns00052.html. 2 April 2009 . live.
15. "Minardi takes legal action against Mugen Honda" GrandPrix. Retrieved 10 March 2007
16. "Mansell en route to McLaren" GrandPrix. Retrieved 10 March 2007
17. "Pacific loses Salo" GrandPrix. Retrieved 17 March 2007
18. "Tyrrell unveils 1995 package" GrandPrix. Retrieved 17 March 2007
19. "McLaren confirms Mansell" GrandPrix. Retrieved 10 March 2007
20. "Who goes where in 1995" GrandPrix. Retrieved 16 March 2007
21. "Verstappen signs for Simtek" GrandPrix. Retrieved 17 March 2007
22. "Forti – getting ready for action" GrandPrix. Retrieved 10 March 2007
23. Web site: 1995. Chicane F1. 6 August 2023.
24. Web site: Formula One Calendar 1995. Motorsport Stats. 6 August 2023.
25. "Doubts over dates" GrandPrix. Retrieved 9 March 2007
26. "Formula 1 calendar rethink" GrandPrix. Retrieved 10 March 2007
27. Book: Henry, Alan . 1995 Grands Prix: Brazilian Grand Prix . Alan Henry . Autocourse 1995–96 . 1995 . Hazleton Publishing . 1-874557-36-5 . 86 . registration.
28. Web site: Formula 1 rule changes in 1994 and 1995 . motorsport.com . 21 January 2024.
29. Web site: Preview of 1995 Formula1 Cars. How the Technical Regulations have influenced design. . 23 February 1995 . grandprix.com . Peter Wright . 21 January 2024.
30. Web site: Joe. Saward. The new engine formula for 1995. https://web.archive.org/web/20011230182451/http://www.grandprix.com/ft/ft00183.html. grandprix.com. Inside F1, Inc.. 1 September 1994. 30 December 2001.
31. http://www.grandprix.com/gpe/rr557.html "Grand Prix Results: German GP, 1994
32. Tanaka, Hiromasa. Transition of Regulation and Technology in Formula One. Honda R&D Technical Review 2009 - F1 Special (The Third Era Activities), 2009, p. 8.
33. Book: Henry, Alan . 1995 Grands Prix: Brazilian Grand Prix . Alan Henry . Autocourse 1995–96 . Hazleton Publishing . 1-874557-36-5 . 90 . 1995 . registration.
34. Book: Henry, Alan . 1995 Grands Prix: Brazilian Grand Prix . Alan Henry . Autocourse 1995–96 . Hazleton Publishing . 1-874557-36-5 . 88 . 1995 . registration.
35. Book: Hilton, Christopher . Michael Schumacher: The Whole Story . 1-84425-008-3 . Haynes Publishing . 157–163 . 2006.
36. Book: Domenjoz, Luc . The 17 Grand Prix – Grande Prêmio do Brasil . Formula 1 Yearbook 1995 . 1995 . Chronosports Editeur . 2-940125-06-6 . 76 .
37. Web site: F1 updates its refuelling equipment . GrandPrix.com . Inside F1 . 13 March 1995 . 21 April 2009. https://web.archive.org/web/20090402201514/http://www.grandprix.com/ns/ns00054.html. 2 April 2009 . live.
38. Web site: More worries over refueling . GrandPrix.com . Inside F1 . 27 March 1995 . 21 April 2009.
39. Web site: Grand Prix Results: Brazilian GP, 1995 . GrandPrix.com . Inside F1 . 2009-04-14 . https://web.archive.org/web/20090211003701/http://grandprix.com/gpe/rr565.html . 2009-02-11 . live .
40. 1995-12-11 . FIA Formula 1 World Championship – 1995 Season Review . . . 2008-08-20 . 15:00–27:00 . EAN-13 5 017559 034955 . https://web.archive.org/web/20080627091052/http://www.amazon.co.uk/Formula-Grand-Prix-Review-1995/dp/B00004CRI7 . 2008-06-27 . live .
41. Book: Henry, Alan . 1995 Grands Prix: Brazilian Grand Prix . Alan Henry . Autocourse 1995–96 . 1995 . Hazleton Publishing . 1-874557-36-5 . 91–93 . December 1995 . registration.
42. Web site: 1995-03-29 . Exclusion of Car.1 (Schumacher / Benetton) and Car No. 6 (Coulthard / Williams) from the results of the Brazilian Grand Prix . 2009-04-11 . . fia.com . dead . https://web.archive.org/web/20050302043419/http://www.fia.com/resources/documents/314726189__29_03_1995_F1_BRA_GP_Fuel.pdf . March 2, 2005 .
43. Web site: F1's weight problems . GrandPrix.com . Inside F1 . 1995-03-27 . 2009-04-11 . https://web.archive.org/web/20100105040919/http://grandprix.com/ns/ns00072.html . 2010-01-05 . live .
44. News: Allsop . Derick . 14 April 1995 . Schumacher and Coulthard reinstated . https://ghostarchive.org/archive/20220501/https://www.independent.co.uk/sport/schumacher-and-coulthard-reinstated-1615631.html . 2022-05-01 . subscription . live . . London . 8 January 2019.