Red Bull's Defense of exploiting the fuel rules.

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Post by Fernando on Wed 26 Mar 2014, 9:46 pm

The Red Bull Formula 1 team has revealed details of how it plans to defend itself against Daniel Ricciardo's disqualification from the Australian Grand Prix.

Ahead of an FIA Appeal Court hearing in Paris next month to discuss Ricciardo's disqualification, Red Bull says it is ready to prove that it did not break the regulations regarding fuel-flow rate.

It will argue that a technical directive issued by the FIA regarding fuel-flow sensor rate readings cannot be used as grounds to disqualify it, because such documents do not hold regulatory value.

And even though Red Bull ignored FIA instructions during the Melbourne race to turn down its fuel-flow rate, the team says its primary duty is to not exceed the 100 kg per hour rate as laid down in the rule books - which it reckons it did.

Red Bull team boss Christian Horner thinks that as long as it was within the maximum fuel flow rate as specified in article 5.1.4 of the F1 technical regulations, then there are no grounds for it to have been thrown out.

Speaking exclusively to AUTOSPORT, Horner said: "Technical directives are not of regulatory value.

"They are the opinion of the technical delegate - as was made clear in the Pirelli case [the Mercedes secret test], which clearly stated that opinions of Charlie are not regulatory.

"It [them being opinions] is even stated on the bottom of the directives now, that these do not have a regulatory value.

"Our position is as it was in the race: that we believe, and we believe we will be able to demonstrate in the court of appeal, that we fully complied with the technical regulations - 5.1.4 - to be explicitly clear.

Horner says that Red Bull was left with no other choice than ignoring the drifting fuel-flow sensor rate during the Australian GP.

Having already been alerted to issues with it during Friday practice, and eager to maximise the performance potential of Ricciardo in Australia, Horner said it was logical that it would put its full faith in its own fuel-flow rate readings.

"There would have been a significant impact on performance," said Horner about the potential impact of following what its fuel flow sensor was suggesting.

"So when you are faced with that dilemma of having a sensor that you believe to be erroneous, and a fuel rail that you believe to be entirely reliable, and you are racing for position with an engine already down on power compared to your opponents, what do you do?

"Do you believe unreliable information being given?

"We are absolutely convinced that we abided completely by the technical regulations.

With the FIA Appeal Court hearing set for April 14, Red Bull faces a tough decision when it comes to working out what it will do if there are repeat fuel flow sensor problems in Malaysia and Bahrain.

It is understood the team plans to discuss the matter with the FIA ahead of the race in Sepang this weekend to avoid any further controversy before the hearing.

"Hopefully we will have a sensor that works," he said. "I am sure we will have a conversation about it.

"But it is not a position that will be unique to Red Bull I don't think.

"It is potentially more prevalent with the Renault users, because of where we are at with the engines. We will see."

Source: Autosport

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Post by dyrewolfe on Thu 27 Mar 2014, 12:35 pm

I'd like to know how they could exceed the 100kg per hour flow rate anyway, since (if I'm not mistaken) they're only allowed 100kg of fuel for the entire race...and races tend to last around an hour and a half.

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Post by pob on Fri 28 Mar 2014, 12:19 am

Because you don't need/want the maximum fuel flow rate all the time.  Smile 
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Post by dummy_half on Fri 28 Mar 2014, 10:02 am

Dyre

the 100kg/hr is an 'instantaneous' flow rate, not the average over an extended period. Clearly RB / Renault will (currently) have the engine set in such a way as to be maximising the power when on throttle, and probably cut the margins much finer than did the Merc powered cars.

The problem is that the FIA are relying on the sensors and the teams/engineers relying on a different fuel gauge system. Clearly, if either is incorrectly calibrated, there will be a mis-match in the data obtained. The question for RB is whether they can prove that it was the rate sensor was in error and not the Renault/ RB fuel gauge.

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