A fresh load of fuel was installed and away he went. However, complex modern engine management systems, the sort that help you limp home in a case such as this, also self-learn. Despite the car now being full of fuel, the EMS did not fully understand that and continued to 'protect' the engine by staying in a semi-limp mode. What should have happened was that the data acquisition guy should have plugged a laptop in after refuelling, resetting the onboard computer.
That now necessitated a further stop, dropping them two laps off the lead.
Allan continued his second stint successfully, getting back a lap in the process.
John Bowe was next in, bringing the car back onto the lead lap. He would however, make a very slight mistake and touch the pit entry blend line, forcing a a drive-through penalty.
JB out. Dominik Farnbacher now in. The weather was atrocious. Not fun for a rookie on The Mountain.
Towards the end of his first stint, the Ferrari coughed and died on Mountain Straight. With the safety car deployed, Dominik was towed back to the pit bay to determine the fault. Once again the car was restarted and he was sent out.
Yet again the car stopped on Mountain Straight. Dom tried the ignition first. Nothing happened. Then the master switch, rebooting the onboard systems. At that moment the onboard fire system discharged, coating both car and driver in foam. DNF.
Let's rewind. Unbeknown to the engineers, an oxygen sensor had started to loosen itself from the engine manifold. That caused the ECU to twitch and so the car stop, with Dom aboard, on Mountain Straight. As soon as the car left pit lane , the sensor fully dislodged from the manifold. Hot gasses escaped, directly onto the ECU, pushing the internal chip temperatures above their operating temperature and the computer failed.
Dom tried to restart the car by ignition. Nothing. Next, he cycled the car, which was effectively a cold boot up.
The fire bomb system is set off from the cabin. It can also be activated by a manual mechanical switch at the front of the car, which had unbelievably worked its way loose, into the activate position.
When the ECU/EMS rebooted it sensed an alarm from the manual firebomb switch and thus released the retardant. Poor Dom was coated in foam - and from the outside looking in, it seemed he'd made a rather unfortunate cock-up.
With the thread gone from the manifold, where the oxygen sensor lay, it was impossible to solve the problem whilst the race was in process.
A very clear case of problem compounding problem compounding problem... Just so we're clear on that, ok?