Nico Rosberg won the 2013 British Grand Prix, holding off a late charging Mark Webber, who had dropped to fifteenth on the start. Silverstone was the site of a particularly thrilling race, as two different leaders fell out of leading position, two Safety Cars, and multiple tyre delaminations marked the dicey race. Fernando Alonso completed the podium after slicing through the field in the final seven lap sprint. He was not the only driver pushing through the field, as it seemed every driver had a scrap with every other racer up and down the field throughout the grand prix.

Though Lewis Hamilton looked like he would win after starting on pole and keeping the lead in the early stages, he lost a tyre on the Wellington Straight. Hamilton, Massa, and Vergne all lost their left rears in dramatic fashion, leading to the first SC deployment. Perez would suffer his second delamination on the weekend later in the race. Red Bull had also found cuts on Vettel’s left rear on his pit stop in the midst of the melee. Sebastian Vettel had inherited the lead from Hamilton, only for the German to suffer a gearbox failure and loss of drive with ten laps remaining. As he parked on the pit straight, the SC came out fro the second time, leading to that final seven lap sprint to the end.

Hamilton (1:29.607) seemed determined to take pole for his home grand prix, despite getting a late start to Q1 after greeting the crowds on the pit straight. He and teammate Rosberg, who had led two of the three previous practices, led the way through Saturday’s qualifying sessions. Vettel and Webber were also quick, with Vettel leading the timesheets at the end of Q2, but were unable to catch the Mercedes duo in the mad rush to fast laps after the flag in Q3.

The British skies cooperated for qualifying, staying fairly clear and sunny for all three sessions. That didn’t help Button, who managed only eleventh for McLaren. Also disappointed were Raikkonen and Alonso, who qualified ninth and tenth. Ricciardo, Sutil, and Grosjean filled in between Webber and Raikkonen. Every driver below fifth would move up a position, as di Resta dropped to the rear of the grid. The stewards disqualified his fantastic fifth place qualifying time after he and his Force India weighed in at 1.5kg underweight after qualifying.

Ricciardo led the first practice, notable mainly for lack of running. No one left the garages in the Friday morning downpour as the forecast indicated that no more rain would fall on the weekend. The young Australian set the first time of the ninety minute session when less than fifteen minutes remained in it. Hulkenberg, Maldonado, Hamilton, and Gutierrez completed the fastest five. Rosberg led the afternoon practice and again Saturday morning’s practice. Webber, Vettel, di Resta, and Grosjean were amongst the top five in those two sessions. Massa caused a red flag Friday, his third race weekend in a row with a crash, after losing the rear and landing in the barrier at Stowe.

Race Start:
Hamilton got a good start as the lights went out, staying ahead of Rosberg, who lost second to Vettel. Webber’s start returned to its horrible consistency, bogging the Australian down into the pack to fifteenth. He had been clipped by a Lotus, damaging his front wing. Massa, though, got a fantastic start, managing to jump to fifth through the first few turns. Alonso dropped to tenth from his ninth place start after getting stuck behind the Webber/Grosjean touch. At the end of L1, Hamilton led Vettel, Rosberg, Sutil, Massa, Raikkonen, Ricciardo, Grosjean, Alonso, and Button as the top ten. Webber had moved up to fourteenth with a pass on Maldonado.

Alonso looked particularly racy, pushing through on Grosjean after they spent a few corners where to wheel. Di Resta also had the bit between his teeth, moving up to seventeenth from his twenty-second starting position. He soon passed Maldonado for sixteenth. Alonso passed Grosjean not long after, taking eighth. Webber had moved back up to twelfth and began worrying Button for eleventh, after teammate Perez had passed the Briton. Webber took the position handily with the aid of DRS.

At the front, Hamilton had a two second lead, only to have his left rear tyre fall apart on the Wellington Straight on L8. He slowly made his way back to the garage, dropping ot eighteenth, and rejoined with a set of hard tyres. Grosjean pitting on L10, as did di Resta.

End L10 of 52/Tyres Fall Apart/Pit Stops Begin:
Grosjean and di Resta pitted from sixth and thirteenth, respectively. Almost immediately thereafter, Massa spun out with a left rear puncture, just as he was, coming out of The Loop. Alonso, Webber, and Gutierrez all pitted on L11 in a flurry of seeming responses to the tyre issues seen on track. Massa finally got to the garage, having dropped to the final position. Raikkonen, Ricciardo, Button, and Bianchi all pitted on the next lap. Rosberg, Sutil, Hulkenberg pitted on the next lap .

Meanwhile, Alonso passed Grosjean, then Vergne. Just as Vettel pitted from the lead, Raikkonen looked for any possible way around his teammate. Grosjean had caught up Vergne. Perez also pitted, having shuffled up to third in the pit stop melee.

As Vergne stacked up the Lotus teammates, his Toro Rosso’s left rear tyre fell apart as well, directly in front of Grosjean and Raikkonen. Just as the Lotus radio message telling Grosjean that Raikkonen was faster than he was broadcast on the world feed, Vergne’s tyre exploded, with bits flying into Raikkonen’s face.

Safety Car Deployed (L16):
Maldonado, Hulkenberg, Bottas, and Pic all pitted just after the SC came out, while Red Bull told Vettel to stay off the kerbs. There was some speculation that cars were cutting their tyres on kerbs, as Perez’s Friday practice delamination came from a puncture. Vettel led Rosberg, Sutil, Alonso, Raikkonen, Grosjean, Ricciardo, Perez, Webber, and Button behind the Safety Car. Di Resta, Hulkenberg, Gutierrez, Hamilton, Maldonado, Vergne, Bottas, Pic, Bianchi, Chilton, van der Garde, and Massa completed the running order then.

Despite the damage incurred, none of the affected drivers had retired. Massa pitted for the second time under the SC. On the radio, Red Bull informed Webber than they had found cuts on Vettel’s left rear during the pit stop and asked him to be careful of his left rear. It was amongst the many similar messages, keeping drivers aware.

Restart (L21):
The race restarted after the marshals swept the track as clear as possible. The field was well strung out behind Vettel, who seemed unwilling to stack everyone up until the final moment before the SC left the track. Vettel got going through Stowe, a bit earlier than expected. Rosberg had no chance to take the lead, though Webber had a go at Perez, with Button jut behind the Australian. Webber took the position around the outside, moving up to eighth.

Alonso was also pushy, looking for any way into third around Sutil. At the front, Vettel soon had more than a second over Rosberg, with Sutil another two back. Further back, Hamilton nearly made contact with Gutierrez, attempting to pass the Sauber driver on the inside.

Massa in eighteenth looked for any way around Vergne and Bottas directly ahead. Vergne went a bit wide, with Bottas following, allowing Massa to close up and take Bottas easily with DRS. Hulkenberg and Vernge pitted on L26, just after Massa’s pass on the Williams. Meanwhile, Raikkonen had closed to a half second behind Alonso in fourth.

Halfway (End L26):
Vettel led Rosberg by two and a half seconds at halfway, with Sutil, Alonso, Raikkonen, Grosjean, Ricciardo, Webber, Perez, and Button completing the top ten. Hamilton was twelfth, Massa fifteenth. Gutierrez made his second stop on L28. Only Massa, Hulkenberg, and Vergne had yet made a second stop.

Ricciardo continued to push, taking sixth from Grosjean and setting off after Raikkonen. A bit further up the track, Alonso had caught up Sutil again, looking for fourth. Meanwhile, a bit of wing sat at the entrance to Stowe after Gutierrez’s wing sort of exploded in carbon fiber bits.

Second Pit Stops Begin (L29):
Meanwhile, Raikkonen made his second stop. Gutierrez did so on the next lap, with a nose change. Alonso and Grosjean pitted on L31. Alonso’s release was very close to Grosjean entering, with the Spaniard pausing in McLaren’s nearly empty pitbox to allow Grosjean into his own box. Vettel had gained another half second on Rosberg, but was not streaking off into the distance.

Hamilton had a go on di Resta, attempting to dive down the inside of the Scotsman. He was unable to make the pass, though both were very close. Ricciardo and Button pitted on L33, with Webber having done so the lap before. Hamilton had pushed so hard on di Resta, he got caught up by Raikkonen and Alonso, who both dove through to shuffle Hamilton two spots back. Soon thereafter Webber followed suit. Just after, Sutil, di Resta, and Perez all pitted, with Force India having just enough space between the teammates to service one then the other without waiting.

Alonso continued to look for any way through on Raikkonen, but was unable to make a pass stick. Rosberg made his second stop from second position on L35. Vettel made his own second stop as L36 ended. He rejoined still in the lead. Meanwhile, Webber had slid through to take fourth from Alonso. Hamilton pitted, as did Massa, on L37. Vergne retired on that lap.

Hamilton had rejoined next to di Resta, who dove under to take the position. Hamilton went back at him, passing, only to have di Resta tae the position under DRS. They continued to dice through a number of corners, only to have di Resta seemingly keep the position. Even under DRS, Hamilton could not quite retake the Force India, despite di Resta’s damaged front wing after earlier contact with Hulkenberg. Hamilton held back for a few moments, then made his final dive to keep eleventh.

After nearly the entire field had completed their second stops, Vettel led Rosberg by nearly two and a half seconds, with Raikkonen, Webber, Alonso, Sutil, Ricciardo, Perez, Button, and Grosjean the top ten. Massa was thirteenth. Soon thereafter Button passed Grosjean for ninth. The race continued to be full of drama as Ricciardo looked for any way through on Sutil for sixth. After that scrap, the racing continued as Hamilton took ninth from Grosjean.

Second Safety Car (L42)/ 10 Laps Remaining:
In another dramatic twist of fate, Vettel slowed and cruised to a stop on the pit straight, having “lost drive, lost the gearbox.” Alonso dove into the pits for a third stop, just as the SC was announced and before it was deployed. Rosberg also pitted once he made his way back around, as did Webber, Grosjean, di Resta, and Massa.

On the radio, Raikkonen wondered why he hadn’t been called to pit, but was informed that it was “too late now” and “stick to the plan.” Under the SC, Rosberg led Raikkonen, Sutil, Ricciardo, Webber, Perez, Button, Alonso, Hamilton, and Grosjean the top ten. Massa, Maldonado, Hulkenberg, di Resta, Pic, Bottas, Bianchi, Gutierrez, Chilton, and van der Garde completed the running order.

Restart (L45 of 52):
Rosberg streaked away on the restart, with Raikkonen lagging just a bit. Di Restamoved up to eleventh as the track looked to have far more racing grooves than usual. With just seven laps remaining, drivers were looking for any way through. Alonso managed to take Button before they attained Copse. Perez lost his left rear on the straight, dropping out of sixth and to the garage and out of the race. Alonso was nearly caught out by the flying rubber. Meanwhile, Massa pushed Button. Even racier, Webber took third from Sutil. Alonso looked to pass Ricciardo, leaving Ricciardo to block. At the next turn, Alonso went to the inside and took fifth. Hamilton followed him through, dropping Ricciardo to seventh.

Webber had soon caught Raikkonen. He went to the outside of the Finn, who managed to keep the line. Through the DRS, Webber seemed ready to take second, only to have Raikkonen fight back. They went side-by-side, but the Red Bull moved up to second. Alonso dove down the inside of Sutil for fourth, with Hamilton again attempting to follow him through. He was unable to do so and tried again. Sutil managed to keep the position.

Webber seemed ready to catch up Rosberg, who was just over a second ahead, but Rosberg responded with more speed. Meanwhile, Alonso on fresh tyres had caught Raikkonen with three laps remaining. He soon slid through on Raikkonen to take the final podium position with two laps to go. Webber had managed to gain slightly on Rosberg, but he seemed unlikely to catch and pass the German with so little left in the race.

Hamilton soon took fourth from Raikkonen, the Finn’s older tyres slowly losing their grip. His teammate Grosjean pitted to retire as the final lap began. Webber had just over a second to catch Rosberg as the final lap began. He visibly decreased the distance to Rosberg by the first DRS zone. Rosberg managed to hold on to the gap to take the checkered flag first. Alonso similarly held off the charging Hamilton to maintain third.

Final Positions, 2013 British Grand Prix:

  Driver Team Gap Stops
1. Nico Rosberg Mercedes   3
2. Mark Webber Red Bull .7 3
3. Fernando Alonso Ferrari 7.1 3
4. Lewis Hamilton Mercedes 7.7 2
5. Kimi Raikkonen Lotus 11.2 2
6. Felipe Massa Ferrari 14.5 4
7. Adrian Sutil Force India 16.3 2
8. Daniel Ricciardo Toro Rosso 16.5 2
9. Paul di Resta Force India 17.9 3
10. Nico Hulkenberg Sauber 19.7 3
11. Pastor Maldonado Williams 21.1 2
12. Valtteri Bottas Williams 25.0 2
13. Jenson Button McLaren 25.9 2
14. Esteban Gutierrez Sauber 26.2 4
15. Charles Pic Caterham 31.6 2
16. Jules Bianchi Marussia 36.0 2
17. Max Chilton Marussia 67.6 2
18. Giedo van der Garde Caterham 67.7 3
  Romain Grosjean Lotus 1 Lap 4
  Sergio Perez McLaren 6 Laps 3
  Sebastian Vettel Red Bull 11 Laps 2
  Jean-Eric Vergne Toro Rosso 17 Laps 3

{read the entire 2012 Silverstone Grand Prix Redux here, with the quali recap also available here}

  • Rapierman

    That was definitely a wild race. I’m surprised there weren’t more accidents outside of Massa’s spinout.

    We’ve got a brand new ball game. Alonso cuts into Vettel’s lead to make this a two-man season again. Vettel’s total is the equivalent of 6 races with 11 to go, so the season is still open, though it looks more like 6 drivers controlling the whole thing.

  • MIE

    Gary Anderson on the BBC has just been down to film at turn 4 to look at the kerbs. He pointed out all the rubber marks on the green concrete well inside of the red and white kerbs. Running here wouldn’t cause an issue, but tellingly there was also plenty of rubber on the inside saw-tooth edge of the red and white kerb. This would have put plenty of side load into the inner edge of the sidewall of the left side tyres. The kerbs are the regulation shape as specified in the FIA circuit construction regulations. Either drivers have to be told to drive within the confines of the circuit (you know that bit between the white lines), or the kerbs need to be redesign so that those drivers who cheat by taking short cuts are not penalised with tyre blow outs.

    • Sizziano

      Taking kerbs is accepted and legal race craft. Not sure what you’re on about. Unless totally missed the sarcasm.

      • MIE

        Sporting regulations section 20.2: Drivers must use the track at all times. For the avoidance of doubt the white lines defining the track edges are considered to be part of the track but the kerbs are not.

        OK, it does go on to say: A driver will be judged to have left the track if no part of the car remains in contact with the track. Should a car leave the track the driver may rejoin, however, this may only be done when it is safe to do so and without gaining any advantage. A driver may not deliberately leave the track without justifiable reason.

        Yes, it maybe accepted practice that drivers use a lot of kerb, but strictly speaking they ae not part of the track.

        • Rapierman

          As I understand it, if at least two wheels are on the track, then he’s still on the track.

    • This is clearly where Perez was running his inside tire, even right before his failure at the end of the race. My hats off to the drivers for their large attachments after the failures started.

  • Well it looks like all those people who hate us talking about the tires are going to have a bad week.

    • LOL….true. I know people hate taling about tires but 4 explosions in the race and you can’t avoid it. It’s the topic on all news sites and yet I get hate mail when I talk about it. :)

      • I’m begging you again to please start a hate mail section!

      • Brian

        Perhaps, for the sake of the podcast, you call them something else?

        People may be tired of tyre talk, but I would love to hear talk of the British GP’s huge bout of exploding “birthday cakes”, which cost Hamilton the lead, nearly took out Alonso and robbed Massa of another stunning comeback performance. If you ask me, Hembrey needs to get into that kitchen post haste and come up with some new recipes….

  • S. Kerr-Bullian

    I’ve got a few theories on the tyre issues that go beyond blaming the drivers – yes, they could go easy hitting the kurbs, yes, it might help, but there’s a more telling issue, I think.

    First, a bit of background on where my thoughts are coming from. My dad was a mechanic in open wheel racing for almost all of my childhood. As a child, I had the opportunity to be very involved, in the paddock, in the process of setting up the cars for qualifying and racing sessions, and was lucky to be able to pick the brains of a championship winning team on many occasions. This has given me an appreciation for the science of racing.

    Bearing in mind I don’t have access to telemetry to be able to really look at what was happening, a number of thoughts have gone through my mind regarding Pirelli’s tyres. I’m lucky I’m not on the race track, where the bigger concern would be whether a piece of tyre could well kill me.

    #1 Improper cross-section

    The fact that all tyres have failed in roughly the same area points to a significant problem in the construction of the tires. Without being able to go cut one apart (anyone in F1 willing to let people outside of Pirelli take a look at a cross section?), I suspect the only explanation for this is to do with the transition between the tread and sidewall. Is this exacerbating the heat disparity and lamination issues?

    Interestingly, Lotus, running their rear tyres on the incorrect sides have seemed to avoid many of the wear issues affecting other teams. The fact that Mercedes, after their highly controversial private test have also begun setting up their cars with the tyres reversed from how Pirelli intended them. This is highly suggestive of an incorrect cross-section in the tyres as designed.

    The incorrect loading of the tyres leads to…

    #2 A rise in tyre temperature

    The rubber compound, designed by Pirelli to heat up quickly, may be heating unevenly and too rapidly, causing hot spots that compromise the strength of the tyre. A close-up courtesy of NBC’s hawk-eyed crew showed a photograph of a tyre belonging to Red Bull Sauber. Here, a distinctive pattern of damage below the surface layer of rubber was very conspicuously visible on the inside edge of the tyre. This heating is probably also behind the excessive and bizarre banding that is obviously occurring on all front tyres. I have not been able to see how the back tyres are reacting, and I really wish an F1 team would take the initiative to position a camera pointing at the rear tyres so we can see whether the rears are showing unusual banding in normal loading and unloading. (If it is a safety issue, having more eyes, even inexperienced ones seeing how the failure is occurring may help force Pirelli to fix the problem.) The fact that the teams have been grappling with tyre temperature issues from the beginning of the season is highly suggestive of an improper heating process in the tyre, and may be indicative of an error in temperature distribution or tolerance in the rubber itself.

    As the rubber breaks down, this leads to…

    #3 Delamination

    This has pretty much been the talk of the season. When tyres delaminate, they tend to suddenly fail under the extreme centrifugal force they’re under as everything basically comes unglued. If hot spots in the rubber are turning parts of the tyre into mush while other parts remain hard, the steel bands in the tyres are basically free-floating in bubbles of liquid or near-liquid rubber, which means the material can move around and eventually puncture the outer tyre wall, leading to catastrophic failure that would present like an external puncture.

    If I’m correct, Pirelli should basically kiss this season’s tyres goodbye. It will be a lot of work to reshape and reformulate their tyres to function as intended.

    • Jack Flash (Aust)

      Good synopsis there SK-B.
      Agree with your tech breakdown. I think this points to why Pirelli were so desperate to test replacement tyre construction prototypes using the Kevlar banding arrangement from 2012 to replace the steel band disasters. The squaring of the profile edge at the tread to side wall transition for the 2013 tyre spec, has gone horribly wrong.

      The teams have to be overruled for the tyre changes Pirelli want to make. It is a safety issue for debris hitting other drivers at 170+ mph, not just for the explosive blowouts alone. Not acceptable risk. Not ALARP. JF

      • S. Kerr-Bullian

        Honestly, while changing to the kevlar banding should help with the near instantaneous delamination failures, I suspect the kevlar banding being less inherently less rigid than the steel banding will create new issues. I think what will happen with the kevlar is that the tire will simply continue to fail, albeit after a lot more distance on the tire, and possibly less explosively.

        However, if the alternative is to continue running steel banded tyres, the kevlar banding is by far likely to be the safer of the two, though I do worry it may have even worse sidewall stability problems, and as @Rapierman so rightly stated, the tyres themselves were warping as the axel is forced out against the tyre in a high speed turn.

        The tyre shape itself needs drastic changes in order to truly fix the problem.

        While I understand that Lotus and now Mercedes are reluctant to change what is working for them, I agree that any teams continuing to resist changing to the kevlar banding simply must be overruled. It is not just a risk for drivers, but for safety crews and potentially for spectators as well.

        @The4kbeast mmmm, fondue!

    • Rapierman

      A bit of instant replay on the cars showed that the tires were deforming under the extreme loads. They were warping out as the axel got extended past the tire under the centrifugal force of the high-speed turn. Maybe what they also need to do is to make sure that the tires can withstand pressures produced by a centrifugal force of up to 6 g’s on the sides.

      • At what psi, though? Are teams running outside “proper” inflation pressures to try to increase mechanical grip? Hadn’t noticed teams not following inside/outside labeling.

        • Rapierman

          I’m guessing that it was standard. Later, they were all told by their engineers that the remaining tires would have extra pressure in to prevent further tire destruction.

    • “If hot spots in the rubber are turning parts of the tyre into mush while other parts remain hard, the steel bands in the tyres are basically free-floating in bubbles of liquid or near-liquid rubber.”

      Reminds me, I’ve been craving fondue.

  • Julian

    Curbs at a silly distraction from the real issue.

    As long as there have been racetracks, there have been curbs and racing drivers using every inch of them. I have never seen tires literally exploding regularly throughout the race, this is currently a joke, and if F1 doesn’t get a grip soon someone is going to be seriously injured or killed.

    When I hear an aggressive driver like Hamilton saying after the race, that it is the first time he really felt the race was not safe, there must be a serious problem.

    But, we have the FIA who have to deal with this, who have just punished a team who tried to help out Pirelli with some testing around a safety issue, I don’t hold out much hope that they will do the right thing now.

  • tom

    I feel for Pirelli. This really was the perfect storm for them. You have a combination of several things that led to this.

    By the end of last year, the teams were on top of the tire situation and we saw less and less stops. As a result, Pirelli once again softened the tire design in accordance with FIA demands. At the same time, the teams clawed back ever more downforce, so the 2013 cars ended up being much tougher on tires than the 2012 cars. In Silverstone, some sharp edges at the curbs came on top and the combination of soft tires, sharp curbs and more downforce caused the problems this Grand Prix.

    Now Pirelli obviously has realized their error, that’s why they were so keen to test new tire constructions. I guess that’s also why Mercedes was the natural choice for them as they were known to be particularly tough on tires.

    But then some teams (Ferrari, Force India and Lotus) vetoed to bring in those new tires because they were afraid of losing their competitive advantage, that’s why we ended up risking lives in Silverstone.

    Pirelli now looks like the party to blame which is not fair. They wanted to make the tires more rigid, but it was the complicated F1 politics that prevented them from doing so. Pirelli effectively had to provide a product they didn’t want to provide and now everybody is pointing fingers again.
    F1 shouldn’t be surprised that other big companies refuse to have anything to do with this sport, because the way it’s currently set up, they can only lose. Why would any company that is interested in making a profit and enhancing their brand image put up with this? Pirelli spends tons of money for F1 only to have the entire conversation surrounding F1 always being centered on how bad their product is.

    If I was Paul Hembry, I’d insist on a very different kind of deal moving forward, otherwise, I’d leave. Pirelli needs to be in control over their own rubber and what they provide the teams. They also need the ability to test their compounds, it’s simply nuts to believe that such a delicate product can be produced with hardly any testing all. Nobody could do it. It’s quite clear that their “secret” test with Mercedes was an act of desperation, but all they got for trying to improve their product was a reprimand and then they weren’t even allowed to bring those new tire designs…it’s crazy…

  • UAN

    Beyond the tires, some very good racing throughout.

    One standout moment – Massa had a blistering start. Even on the reply I kept going “how the he!! did he get up to 5th place by T2??”

    Gutted for Hamilton with his failure. Gutted for Vettel for his gearbox failure. British fans cheering Vettel’s problem – not impressed.

    Nice for Webber to get on the podium for his last GP and for his raciness to get into that position (overtaking Alonso and Kimi, iirc, before the last safety car).

    I’m not a big fan of DiResta (why is he even mentioned for a RB seat?), but he showed some excellent racecraft with Lewis.

    Lewis, passer of the race – some really nice move throughout the race. It helps to have a fast car, but it helps to be a good passer to boot!

    Is it me or has Alonso been looking pretty wiped out after these last couple of races (Canada/Britain)? Even David Coulthard mentioned it when Alonso was in the waiting room before the podium ceremony. It looks like the races are taking a lot of energy out of him. Could be his girlfriend :)

  • Wchrisg

    What does the radio message “make you lead progressive” mean?

    • UAN

      I believe it was for Vettel (iirc) to increase his lead over several laps, not all at once. So not to pull a 1 or 2 second gap in one lap, overworking the tires or hitting the kerbs, but a couple tenths a lap.

      • wchrisg

        That’s a lot less evil than i thought.
        I thought it meant, “don’t make this look too easy or they may start looking more carefully at scrutineering.”

        • UAN

          It’s Paul Di Resta that needed to worry about scrutineering (since he came in underweight after qualifying) – I imagine his engineer was telling him to try and pick up some fish ‘n chips on his in-lap :)

  • Alex

    I am not sure if you guys missed that or not, but when the safety car was deployed, Charlie told the driver to take care of his tires and stay off the kerbs.