Kaspersky F1 by Peruzzo industrie Grafiche

“Crediamo che tutti – dagli utenti domestici e piccole imprese fino alle grandi aziende ed enti governativi – abbiano il diritto di non aver paura delle minacce informatiche. La nostra missione è quindi fornire la protezione più efficace, reattiva ed efficiente al mondo contro le minacce IT: malware, spam, hacker, attacchi DDoS, sofisticati strumenti di spionaggio e armi informatiche che mirano alle infrastrutture critiche dei Paesi con potenziali conseguenze catastrofiche. Noi siamo qui per garantire la sicurezza degli utenti da tutto questo”.

Eugene Kaspersky, co-fondatore e CEO di Kaspersky Lab e Chairman del gruppo Kaspersky Lab.

Printed in Italy

2013

Kaspersky Lab è una delle aziende in più rapida crescita nel settore della sicurezza informatica a livello mondiale. Oggi è saldamente posizionata tra i quattro principali fornitori di anti virus al mondo. La sede centrale si trova a Mosca, da dove vengono controllate le operazioni globali e il business development, mentre la holding è registrata in Gran Bretagna. Kaspersky Lab attualmente impiega oltre 2.800 specialisti altamente qualiﬁcati. Ha 30 ufﬁci in 29 Paesi e i suoi prodotti e tecnologie proteggono più di 300 milioni di utenti e oltre 250.000 aziende in tutto il mondo. L’azienda offre una vasta gamma di prodotti e soluzioni per diverse tipologie di clienti, con un particolare focus sulle large enterprise e piccole e medie imprese. Oggi è la più grande azienda privata del mondo che produce e commercializza soluzioni di sicurezza endpoint.

Kaspersky Lab ha esordito nel mondo dell’automobilismo nel maggio 2010 come sponsor del team AF Corse che prendeva parte al campionato Le Mans Series con le Ferrari GT e assumendo il ruolo di ‘Fornitore Ufﬁciale’ della Scuderia Ferrari. Circa sei mesi più tardi Kaspersky Lab è divenuta ‘Sponsor Ufﬁciale’ della Scuderia e il logo dell’azienda ha fatto la sua comparsa sulle vetture Ferrari di Formula 1. 13 e 14 Giugno 2013: Kaspersky Lab e Scuderia Ferrari a Gerusalemme in occasione della prima edizione del “Jerusalem Formula – The Peace Road Show”

Il 2013 segna un nuovo accordo strategico tra le parti: in base ad un accordo commerciale della durata di cinque anni siglato ad aprile 2013, Ferrari diventa cliente di Kaspersky Lab che offrirà all’azienda soluzioni di sicurezza per la protezione degli endpoint. 20 e 21 Luglio 2013: per il terzo anno consecutivo Kaspersky Lab porta Scuderia Ferrari a Mosca in occasione dell’evento “Moscow City Racing”

“Kaspersky Lab, nonostante appartenga a un settore completamente differente, è unita a Ferrari da due aspetti chiave, cioè la ricerca della velocità e delle sinergie. Anche noi come Ferrari dobbiamo essere veloci nel reagire alle minacce informatiche fornendo soluzioni ai problemi”, ha dichiarato Eugene Kaspersky, CEO e co-fondatore di Kaspersky Lab. Come Ferrari basa il suo successo sulla sinergia tra le auto, i piloti e il team, così Kaspersky Lab si afﬁda a tecnologie innovative ed esperti per sviluppare le migliori soluzioni di sicurezza disponibili sul mercato”.

ÂŠ Giancarlo Cattagni

FORMULA PIRELLI

Andrea Cremonesi

La Gazzetta dello Sport Interview18th July 2013

In this 2013 season, Pirelli and its products are in the limelight. So, we asked Paul Hembery to tell us how Pirelli tyres are conceived; we asked him about their technical characteristics and how Pirelli’s staff operate on tracks, just to understand the amount of work, of cutting-edge technology and of financial investment that is required to be the sole F1 tyre supplier. Questions which go beyond all the arguments about the tyre duration, the test with Mercedes, all the troubles with delamination which forced FIA to reconsider their test strategy. Paul Hembery. Fourty-seven, English from Yeovil, Hembery has been working for Pirelli for more than 20 years (he started in 1992) and he his now the Pirelli Motorsport director. He is behind all Pirelli’s activity in F1.

Paul, which are the main differences between a production car tyre and a F1 car tyre? <<F1 cars are ‘extreme’ cars. Their aerodynamic load is not comparable to the production cars one. In a bend, you can reach 4 or 5 g (the lateral acceleration), the double of what you can observe in a production car. Not only, when braking or when in traction F1 cars behave in a completely different way. The question should be: how long would an ordinary tyre last on a F1 car? In my opinion, it would collapse at the first bend, because it can’t resist the power of such a car. F1 tyres are enourmously stressed. For example: at the Eau Rouge each tyre undergoes a 1,000 kg vertical decompression. Well, the average weight of a production car is 1,200-1,300 kilograms... Then, of course, a F1 race is a great show too; that’s why tyres last around 100 kilometres. Nothing to do with ordinary tyres, that are projected to last 12-15,000 kilometres. Without taking in consideration other aspects related to noise, braking and driving on wet surfaces>>. How much time is required between the project of a F1 tyre and its production? <<I’d like to start from an example about production: when we need to produce tyres for high-end cars, the project begins three years before the launch on the market. Lots of tests are carried out around the world. For example, we may go on the Nürburgring track, then we move to Nardò (southern Italy) for the high speed. Then we test the tyres on snowy and sandy tracks. We perform tests intensively for three years. In F1 it is a bit different. To explain what I mean I need to refer to the current situation: we have to supply the F1 teams with the tyres they will use on cars next season by January 2014. Those cars will be powered by turbo engines and, in July, we still didn’t have all the data we need to start working on the new compounds. We definitely have less time. The data of new cars usually arrive only five months before. Besides, we work with 11 teams and each team might have their own idea about their next car. So, we need to get ready, working on a product which has as reference point the car which is the most stressful on tyres and, without forgetting that there might be cars with a less developed aerodynamics. These cars would suffer with more resistant tyres, because they would strive to reach the optimal temperature. From a structural point of view, we need to have a hunch about which car will be the most stressful on tyres, and regarding the compound we should choose something in between. Then we need to take into consideration other inputs: for example we need to have tyres which allow two or three pit stops>>. Can we have a clue about the dates? <<No, because this is in close connection with the complexity of the product. Generally speaking, we need to design the structure during the previous year, by the end of October. Namely, we need to have an idea about the mechanical aspect of the tyre, in order to give the teams an indication about how designing their cars. We show them the profile of the tyre and the way it gets deformed, because it affects the air flow above and under the car. The last step is the choice of the compounds, which is made in December>>.

And this code helps you to control a specific tyre throughout its life? <<I tell you a secret. After the end of every race, we send the barcodes of the tyres mounted on the winning car to our factory. we do it to understand who actually produced those tyres and, consequently, who gave their contribution to the success. Not only: the code allows a lifelong tracking of the tyre, since the moment of its production>>. What’s your daily routine during GPs? <<The first operation is installing the tyres on the rims. We do it on Wednesday. On Thursday we start working with teams: we advise about the parameters they should use. These are data we develop in order to guarantee the performance on every kind of circuit, given that all circuits have different surfaces, different tracks and energy released into the tyre. Then there is the parameter related to the weather, because the temperature can vary a lot during the weekend, especially in Europe. It is our duty first to get the teams ready to use the right tyre, then to understand how the tyre behaves on their cars, if their performance is consistent with the performance of all the other teams or, in case it is not, help them to get back on the right path. That doesn’t mean that we pass information from a team to another: it simply means that we compute the average of the data we collect from all the 11 teams about the operating parameters: from tyre wear and temperature, to tyre heat and so on. We do that to give each team a hint about where they are. That helps to improve their performance. Every evening we collect data from every team and we produce a daily report with a summary of all the information both on Friday and on Saturday, a report which we then give to the teams. Finally, on Sunday, we are the last ones to leave the racetrack, because we check all the tyres used during the race and, on the very same evening or on Monday morning, we send our last report to the teams with our final considerations about the race from the point of view of tyres>>. Your opinion about these first three years in F1: how things have gone so far? Which was your best day? <<The GP in Canada in 2011, for me, was the most exciting F1 race, with Button that overtakes Vettel on the last lap and wins after five pit stops. Another great moment was the first day of tests in Abu Dhabi, after 4-5 months of preparation: it was so exciting after all the work we did to be ready. Then Melbourne, the firts race with all the eyes locked on Pirelli>>.

How many staff do you have at the GPs? <<Around 55-65 staff members. Each team has its own technician>>.

What about the worst day? <<Silverstone of course. Because we did not have any forewarning of what it would happen. It is weird, because it usually happens. On the contrary, in Silverstone we saw cars going 2-3” faster than the previous year, which we didn’t expect. We underestimated the consequences of reversing tyres between axles. Then, there were secondary causes such as kerbs, the pressure and the extreme camber angle. Put all together and what you get is a hard weekend. However, we learnt that the system in F1 needs some change, because carrying out tests on current cars can no longer be forbidden. We did only one test with Mercedes, which caused lots of troubles (the team and the supplier got punished by the International Tribunal of FIA - editor’s note). Despite all, that has been the most useful test since our comeback to F1. It gave us lots of useful information, information we didn’t have. So far, we have been obiged to test our tyres on three or four-year-old cars, which would be 5-6 seconds per lap slower in Silverstone. It is just like moving from GP2 to GP3. It si true that a lot of work is done in the simulator, but still, especially when we talk about tyres, there is a big difference between what we see in the simulator and what we record on tracks. That’s because there are so many variables: track conditions, kerbs, operating windows>>.

Just like the stuff we buy at supermarkets, F1 tyres have got a barcode. Why? <<Yes. FIA gives us a series of barcodes that we have to stick on the tyres. The Federation draws the teams through these codes. This proves that those who say we favour certain teams with special tyres are wrong. That’s simply impossible: when we make a tyre we don’t know which car it will be mounted on>>.

What can be transferred from F1 to production vehicles? <<Of course we cannot transfer 100% of the technology we use in F1 to production vehicles. For sure the simulation, because also production vehicle tecnology is going that way, at least when they have to decide about chassis and tyres. Then there is the vulcanization, certain materials technologies, chemistry>>.

Where are your tyres produced? <<We project them in Milan, materials are produced in Turin and in Romania and the product is finally assembled in Izmit, in Turkey, where we make our prototypes. Once the product has stood the tests, we move to mass production>>. How many tyres do you produce for single World Championship? <<Almost 50,000>>.

1907-2013: MORE THAN 100 YEARS OF SUCCESS © Archivio Storico Pirelli

The history of Pirelli in motor sport began in 1907, when the Italian company was the tyre supplier of the Itala driven by by Luigi Barzini and Scipione Borghese in the Paris- Peking motor race. The two Italian brands accomplished such a feat that their names ended up on the front pages of the most important newspapers of the world: 17,000 km covered with only 4 tyre changes, despite the dirt roads of the time. From that moment onward, Pirelli became an almost constant presence in motor racing all around the world, both on two and four wheels, supplying the greatest drivers and riders with tyres: from Antonio Ascari on his AlfaP2 and Tazio Nuvolari - during the 20s, when he was a motorcycle racer - to Nino Farina, the first F1 World Champion in 1950 on an Alfa Romeo. Pirelli was also the undisputed star of Ferrari’s victories of Le Mans in 1954 and of the 12 Hours of Sebring in 1957. In 1957, Pirelli left F1 and came back only in 1981; in the meantime the Italian brand dominated in motorcycle racing and, above all, in rally, where it won in the most important races all around Europe. In 1981, as already said, Pirelli made its comeback to F1 supplying with its P7 radial tyre teams such as Osella , Arrows , Minardi and, successively, Fittipaldi, Lotus and Brabham. Thanks to the latter team, Pirelli came back to victory lane in 1985, when Piquet won the French GP. The Italian company left F1 racing again for a short period and returned in 1989. In 1991, Pirelli signed an agreement with Benetton: the drivers of the team were Nelson Piquet and a certain Michael Schumacher, a young rookie. Unfortunately, the global recession forced Pirelli to cancel its investments in F1. Twenty years passed before the Company, in 2011, signed a three-year agreement with Ecclestone and returned to F1 as the sole supplier, bringing on track its renowned PZero tyres.

From the top: • “Pirelli racing service” at Monza’s GP, 1950

Figures and Curiosities

• Brazilian GP, Circuit of Gavèa, Rio de Janeiro, 1936

• More than 50 Pirelli staff members present in every Grand Prix • More than 1,800 tyres brought to each Grand Prix • 50 are the rotations per second of a PZero at full speed during the race • An operating PZero tyre can reach 130 Celsius degrees ( 266 F ) • During laboratory tests, a Pirelli tyre can go at the speed of 450 km/h

• Gastone Brilli Peri on Alfa Romeo with Pirelli tyres, Monza’s GP, 1925 • Austrian GP, 1984 • Nigel Mansell’s Lotus equipped with Pirelli tyres, 1982

Finally, today Pirelli takes part in more than 250 motorcycle and car racing championships all over the world: an extraordinary undertaking which involves men, technology and manufacturing capacity.

• Nelson Piquet on Brabham-BMW with Pirelli tyres, 1984

Ancora Webber incorniciato fra i guard rail di Montecarlo e a desta mentre a Singapore si fa dare un passaggio a fine gara da Alonso, cosa che gli costera’ per punizione 10 posizioni in meno nel successivo GP. Webber again in the frame of Monaco’s guard rails; on the right he is getting a lift from Alonso at the end of the Singapore’s race, episode that cost him a 10 places grid penalty in the following GP.

ÂŠ Paul Gilham / Getty Images Sport

ÂŠ Giancarlo Cattagni

ÂŠ Alessio Morgese

Jenson Button, uno dei “vecchietti” della formula1, avendo debuttato nel 2000 nel GP d’Australia, chiude una stagione non proprio brillante anche se quasi sempre a punti nonostante una monoposto inferiore alle aspettative. Jenson Button, one of the “old” lads of Formula One “he made his debut in 2000 at the Australian GP” completed a not so brilliant season even if he managed to get nearly always into the points despite a car below the expectations.

ÂŠ Sahara Force India

ÂŠ LAT Photographic

Sono due esordienti in Formula 1 i piloti della Marussia: Jules Bianchi, francese di origini italiane di 24 anni, già pilota del programma della Ferrari Driver Academy, e Max Chilton, inglese di 22 anni, il cui padre, appassionato di competizioni è socio della scuderia. Two Formula 1 rookies in Maurssia’s lineup: Jules Bianchi, 24 years old French with Italian origins, who is already part of the Ferrari Driver Academy programme, and Max Chilton, 22 years old Briton whose father is a motorsports fan and team’s associate.

114

ÂŠ Alessio Morgese

115

116

ÂŠ Sahara Force India

La Force India all’attacco delle Eau Rouge-Raidillon, la serie di curve più famose di Spa Francorchamps e forse di tutta la formula uno perché considerate il vero test per i piloti dal piede “pesante”. A Force India attacking the Eau Rouge-Raidillon, the most famous series of corners of Spa Francorchamps and probably of the entire Formula One as they are a real test for drivers with a “heavy” foot.

117

128

ÂŠ Alessio Morgese

129

142

PHOTO REPORTAGE BY ALESSIO MORGESE & GIANCARLO CATTAGNI

FREE PRACTICES

practice 2

practice 3

154

Rosberg 1’36”717 Hamilton 1’37”171 Webber 1’37”658 Vettel 1’37”942 Alonso 1’37”965 Button 1’38”069 Massa 1’38”095 Sutil 1’38”125 Grosjean 1’38”398 Di Resta 1’38”561 Raikkonen 1’38”790 Vergne 1’39”057 Maldonado 1’39”158 Hülkenberg 1’39”180 Ricciardo 1’39”336 Pérez 1’39”360 Bottas 1’39”392 Gutiérrez 1’40”032 Bianchi 1’41”966 Chilton 1’42”056 van der Garde 1’42”083 Hua Ma 1’43”545 Massa 1’35”340 Raikkonen 1’35”492 Alonso 1’35”755 Rosberg 1’35”819 Webber 1’36”092 Button 1’36”432 Hamilton 1’36”496 Sutil 1’36”514 Di Resta 1’36”595 Vettel 1’36”791 Pérez 1’36”940 Grosjean 1’36”963 Gutiérrez 1’37”103 Ricciardo 1’37”206 Vergne 1’38”127 Bottas 1’38”185 Hülkenberg 1’38”211 Maldonado 1’38”276 Bianchi 1’38”725 van der Garde 1’39”271 Pic 1’39”814 Chilton 1’43”227 Alonso 1’35”391 Massa 1’36”013 Hamilton 1’36”065 Vettel 1’36”286 Webber 1’36”420 Sutil 1’36”549 Raikkonen 1’36”605 Button 1’36”693 Pérez 1’36”777 Hülkenberg 1’36”853 Vergne 1’37”072 Ricciardo 1’37”205 Maldonado 1’37”300 Rosberg 1’37”349 Bottas 1’37”457 Di Resta 1’37”487 Gutiérrez 1’37”740 Grosjean 1’37”813 Bianchi 1’38”496 Pic 1’38”821 Chilton 1’39”627 van der Garde 1’39”652

CHINESE GP

Formula 1 came to China in 2004 at the brand-new Shanghai circuit. Measuring 5.451 km, it is very twisty but has a long straight before the curve that leads back to the start.

Circuit: Shangai International Circuit (5,451 Km.) Distance: 305,066 km. Laps: 56 Lap Record: 1’32”238 M. Schumacher (2004)

POLE POSITION and PODIUMS an overview

practice 1

ROUND 3 14 april 2013

R. Barrichello F. Alonso F. Alonso L. Hamilton L. Hamilton S. Vettel S. Vettel S. Vettel N. Rosberg

1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012

- - - - - - - - - - - - - - - - - - 1 2 R. Barrichello J. Button K. Raikkonen F. Alonso K. Raikkonen R. Schumacher M. Schumacher F. Alonso G. Fisichella K. Raikkonen F. Alonso F. Massa L. Hamilton F. Massa K. Raikkonen S. Vettel M. Webber J. Button J. Button L. Hamilton N. Rosberg L. Hamilton S. Vettel M. Webber N. Rosberg J. Button L. Hamilton

QUALIFYING and STARTING GRID DRIVER

CAR

FIRST

SECOND THIRD

Lewis Hamilton

Mercedes F1 W04

1’35”793

1’35”078

1’34”484

Fernando Alonso

Ferrari F138

1’36”253

1’35”148

1’34”788

2. 4. 5. 6. 7. 8. 9.

10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.

Kimi Raikkonen Nico Rosberg Felipe Massa

Romain Grosjean Daniel Ricciardo Jenson Button

Sebastian Vettel

Nico Hülkenberg Paul Di Resta Sergio Pérez Adrian Sutil

Pastor Maldonado Jean-Eric Vergne Valtteri Bottas

Esteban Gutiérrez Jules Bianchi Max Chilton Charles Pic

Giedo Van Der Garde

* Mark Webber

Lotus E21

Mercedes F1 W04 Ferrari F138 Lotus E21

Toro Rosso STR8 McLaren MP4-28 Red Bull RB9 Sauber C32

Force India VJM06 McLaren MP4-28

Force India VJM06 Williams FW35

Toro Rosso STR8 Williams FW35 Sauber C32

Marussia MR02 Marussia MR02

Caterham CT03 Caterham CT03 Red Bull RB9

1’37”046 1’35”959 1’35”972 1’36”929 1’36”993 1’36”667 1’36”537 1’36”985 1’37”478 1’36”952 1’37”349 1’37”281 1’37”508 1’37”769

1’35”659 1’35”537 1’35”403 1’36”065 1’36”258 1’35”784 1’35”343 1’36”261 1’36”287 1’36”314 1’36”405 1’37”139 1’37”199

1’37”990 1’38”780 1’39”537 1’39”614 1’39”660

1’36”148

1’36”679

* WEBBER: Excluded from qualifying due to insufficient fuel load on board, the Australian started from the pit lane.

1’34”761 1’34”861 1’34”933 1’35”364 1’35”998 2’05”673 no time no time

CHINESE GP: 14 april 2013

Alonso and Ferrari win the day in China their race. Gutierrez will be handed a five-place

during free practice, but Hamilton earns his spurs

penalty for next GP. On lap 10, the first round of

in qualifying and fills the pole position slot on his

pit stops begins for most of the teams. The lead

Mercedes for the first time in 2013. Raikkonen is

of the race is temporarily taken by Hulkenberg,

behind him, then Alonso and Rosberg. Vettel is

Vettel, Button and Di Resta. Webber ends his

only 9th, because his team decided not to push

disastrous weekend in the worst way possible:

in Q3. Webber is on the same strategy, but in Q2

started from the last position on the grid, on

he runs out of fuel and, according to the rules, he

lap 17 he runs into Vergne - he will be given a

starts from the last position on the grid.

3-position penalty for next GP -. Then, during his

At the start of the GP, Hamilton manages to

pit stop, his right-rear wheel is not fitted properly

keep the lead, while Raikkonen makes his tyres

and comes off, forcing him to retire.

slide and gets overtaken by the two Ferraris,

On lap 29, Alonso overtakes Vettel and takes the

with Alonso ahead of Massa. On lap 5, with a

lead of the GP, a position he will keep until the

manoeuvre of times gone by, the two Ferraris

end. Raikkonen is the runner-up, then Hamilton.

get rid of the Briton at the end of the start-finish

Vettel is 4th. For Alonso is the 31st victory of

straight and take the lead. In the meantime, the

his career - as many as Mansell’s in all-time

rookie Gutierrez (Sauber), when trying to overtake

standings - but it is, above all, his comeback

Sutil into the hairpin at turn 14, runs into the

on the highest step of the podium since his last

back of Sutil’s Force India and they both end

victory at Hockenheim, July 2012.

RESULTS

TYRES

DRIVER

CAR

KPH

TOP SPEED

F. Alonso

Ferrari F138

189,778

319,2

L. Hamilton

Mercedes F1 W04

189,375

319,9

2. 4. 5. 6. 7. 8. 9.

10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.

K. Raikkonen S. Vettel

J. Button F. Massa

D. Ricciardo P. Di Resta

R. Grosjean

N. Hülkenberg S. Pérez

J.E. Vergne V. Bottas

P. Maldonado J. Bianchi C. Pic

M. Chilton

G. van der Garde N. Rosberg M. Webber A. Sutil

E. Gutiérrez

Lotus E21

Red Bull RB9

McLaren MP4-28 Ferrari F138

Toro Rosso STR8

Force India VJM06 Lotus E21

Sauber C32

McLaren MP4-28

Toro Rosso STR8 Williams FW35 Williams FW35

Marussia MR02

Caterham CT03 Marussia MR02

Caterham CT03

Mercedes F1 W04 Red Bull RB9

Force India VJM06 Sauber C32

189,445 189,368 188,628 188,448

188,042

317,6

188,117

318,3

187,940

316,8

187,707 187,426 186,749 186,698 186,005 185,939 184,797 183,813 179,506 183,605 180,751 182,059

1’39”506

Vettel

12”322

1’39”981

Alonso

S M 06° M 23° M 41°

Button

M M 23° S 49°

12”525

319,4

316,9 320,8 309,6 305,3 319,0 315,2 318,4 314,5 319,1 319,3 317,9 318,6

Tyres used during the race. First column shows the tyres mounted at the start of the race.

LAP

310,9

320,9

TYRE CHANGES

FASTEST LAP

10”168

188,388

Tyre compounds available in this GP.

GAP

318,0

312,4

Daniel Ricciardo, 24-year-old Australian, has been driving for Toro Rosso since his debut in F1, with the exception of a brief experience on a HRT in 2011, when he substituted Karthikeyan. In the Chinese GP, he achieves an excellent 7th place in qualifying and he arrives seventh also in the GP, driving carefully and sensibly. He could even have got a better result if he had not been forced to pit on lap 1 after a contact with Rosberg which damaged the nose of his car.

HIGHLIGHTS

Ferrari seemed to outpace all the other teams

35”285 40”827

1’39”955

1’36”808 53 1’38”058 1’40”284

56 55

42”691 1’40”240 55 51”084

1’40”101

56”598

1’40”630

53”423 1’03”860 1’12”604 1’33”861 1’35”453 1 lap 1 lap 1 lap 1 lap

Suspension 21 Wheel nut 15 Accident Accident

5 4

1’40”563 1’41”281 1’40”138 1’38”200 1’40”968 1’41”537 1’41”997 1’41”978 1’42”357 1’43”378

55 55 56 53 54 35 48 39 42 7

1’43”416

1’44”775

1’44”257

Webber Massa Pérez

Raikkonen Grosjean

M M 14° M 31° S 51° S M 01° M 15° S M 07° M 19° M 36° M S 24° M 31° S M 06° M 21° M 34° S M 07° M 23° M 37°

Rosberg

S M 05° M 19° M 20°

Hülkenberg

M M 14° S 29° M 36°

Hamilton

Gutiérrez Di Resta

S M 05° M 21° M 37° M M M 14° M 32° S 53°

Sutil

Bottas

M M 16° M 34° S 51°

Maldonado Vergne

Ricciardo Pic

van der Garde Bianchi Chilton

S M 07° M 23° M 39° M M 15° S 37° M 43° S M 04° M 23° M 38° S M 05° M 17° M 33° S M 06° M 20° M 37° S M 06° M 16° M 32° S M 07° M 21° M 33°

155

ÂŠ Alessio Morgese

137

Eugene Kaspersky, co-fondatore e CEO di Kaspersky Lab e Chairman del gruppo Kaspersky Lab.

2013