1) Lewis Hamilton, Mercedes, 73 laps, soft tyres, 1:21.765;
2) Sebastian Vettel, Ferrari, 128 laps; medium tyres, 1:21.878;
3) Felipe Massa, Williams, 103 laps, soft tyres, 1:22.076;
4) Kevin Magnussen, Haas, 51 laps 1:22.894;
5) Daniel Ricciardo, Red Bull, 50 laps, soft tyres, 1:22.926;
6) Valtteri Bottas, Mercedes, 79 laps, soft tyres, 1:23.169;
7) Sergio Perez, Force India, 39 laps, 1:23.709;
8) Carlos Sainz, Toro Rosso, 51 laps, 1:24.494;
9) Nico Hulkenberg, Renault, 57 laps, 1:24.784;
10) Fernando Alonso, McLaren, 29 laps, 1:24.852;
11) Marcus Ericsson, Sauber, 72 laps, 1:26.841

"But the first thing to stress is that this is not likely to be a game changer for Red Bull. That's certainly the way all the other teams are treating it.

"The second thing to say is that it's legal. I can't find engineers from any other team in the pitlane who would say that Red Bull's interpretation of the rules on openings in the nosecone is invalid.

"The intention is to disrupt what's called the boundary layer, which is when air starts to get disrupted over a surface. While it might not cause too much disruption at the point it's hitting the nose, the disrupted air only gets worse and worse the further downstream of the car it goes.

"So by tidying it up early on, you make sure the turbulent air doesn't cause any damage to the bargeboards or the really sensitive areas where you are generating a lot of downforce."If you look closely behind the front-wing pillars, there are also a couple of pencil-shaped ducts on either side. They essentially perform the same function, taking a little bit of the boundary layer and venting it to the top of the chassis or getting rid of it into a safe area before it can do any damage downstream."

09:02 And now Stoffel Vandoorne heads out of the pits in the McLaren.

09:07 The McLaren has stopped at the pit entry - mechanics rush to retrieve the MCL32 with Vandoorne at the wheel.

09:06 Hamilton not sporting the shark fin at the moment, but he appears to have a double-decker T-wing on his W08.

"Based on initial investigations, we think the issue is related to the shape of the 2017 oil tank, but it requires further investigation before we can confirm this," said Hasegawa. Should the issue with the tank be confirmed, a redesign could cause some headaches.

Any design changes could have implications to the packaging of the rest of the power unit and chassis installation, with space likely to be at a premium in this area of the MCL32.

It’s worrying to see Honda say that there are concerns about its oil tank based on what happened yesterday. To discover an oil tank shape is potentially incorrect suggests something is seriously wrong as normally it only shows up as a pickup problem in fast corners. To discover it on an installation lap at lower speeds suggests it’s a fundamental problem. The oil tank is vital to the engine and something most teams have a very good understanding of and very good test rigs to simulate all the forces and flows. So for McLaren and Honda to come to the first test session with a potential problem is a concern. It seems they are still missing out on the basics.

More problems at McLaren, here's the latest from Honda: "We lost power to the power unit. At the moment we don't know what has caused the issue. We are currently changing the power unit in order to investigate fully and identify the cause. We will update you when we have further information."