Williams’ decision to appeal Felipe Massa’s exclusion from the Brazilian Grand Prix last weekend throws up some intriguing possibilities in the face of what in reality is a fairly black and white case of ‘s**t happens, move on please’.
Let’s break the scenario down. The FIA introduces a tyre temperature ceiling of 110 degrees Celcius. Massa’s right-rear tyre was measured by the FIA IR Gun at 137 degrees before the start of the race despite data from two independent sensors [taken from inside the tyre warmer and the car’s data] indicating to the contrary.
“The first one [sensor] is the PT1000 which sits inside the tyre blanket” explained Williams Performance Chief, Rob Smedley. ”Which tells us what the surface temperature is and that one was always in compliance with the regulations. The last time we could read it, when they took the set [warmers] off the grid, it was about 104 degrees.”
“The next independent measure we have is from the car’s data. This is a completely independent measure and the right rear of Massa’s car was 105.7C”
So at the time of leaving the grid, Massa’s tyres were well within the operating window set by the FIA and had nowhere to go but south. In addition to these sensors, Williams did their due diligence by purchasing the same sensor the FIA uses and conducted random audits throughout the weekend to ensure they were in full compliance with the regulations.
This judicious approach was taken in the wake of Mercedes’ tyre pressure ‘infringement’ at Monza; when both cars were found to be below the minimum pressure but were granted amnesty when Mercedes boffins were able to bake a cake around a poorly written rule. A new technical directive has now closed off that loophole.
Assuming the FIA’s reading is correct and Massa’s right rear tyre started the race at 137C, it’s improbable the Brazilian would’ve completed a handful of laps, let alone finish in the points. Navigating the constant-radius corners of Interlagos, tyre blistering would be inevitable, an opinion backed up by Pirelli – believing damage would be sustained to the compound.
Unfortunately, there is no third umpire – or rather sensor – to bring sense to the equation. As Smedley correctly points out, “the FIA measurement is the only one that counts.”
The looming appeal stirs up recollections of Red Bull’s attempt to overturn the FIA’s decision to exclude Daniel Ricciardo from the 2014 Australian Grand Prix results when his car was found to have exceeded the allowed fuel-flow limit of 100kg per hour. In this instance, Red Bull argued the FIA sensor was faulty and thus chose to run the engine off their own readings.
Given the domination seen by Red Bull up until 2014, it’s fair to say it was going to take a lot more than a sharp suit and a barrel-load of chutzpah to wangle a pardon from the stewards and the penalty was subsequently upheld. There is no such political enmity with Williams and Rob Smedley’s no-nonsense, laconic address is the best weapon Williams has in its disposal if it hopes to win an appeal.
An interesting precedent exists when Williams [and then BMW] were again at the centre of controversy at Brazil in 2007. On this occurrence the fuel in both cars was found to be below 10 degrees centigrade below the ambient temperature [indicated exclusively by FOM timing monitors] and in contravention of article 6.5.5. The penalty was removed however when stewards realised there was “sufficient doubt as to both the temperature of the fuel actually ‘on board the car’ and also as to the true ambient temperature as to render it inappropriate to impose a penalty.”
Question is, will the FIA be prepared to relax its position twice in three months? In this instance, timing, rather than acumen could be working against the crew at Grove.
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