135 kWh


un­for­tu­nately some­times there is no time to re­act,” said Kvyat. “I had no time to re­act to Seb’s brak­ing. When you are one me­tre be­hind a car at 150km/h and sud­denly some­one brakes, it’s un­avoid­able. It’s not great but some­times these things hap­pen. It’s prob­a­bly the not the nicest rst lap in my ca­reer, but I will learn from it.”

Vet­tel went to speak with his for­mer team boss Chris­tian Horner on the Red Bull pit­wall dur­ing the race and Horner ad­mit­ted later that all he could do was apol­o­gise to Vet­tel.

The Safety Car was de­ployed to clear up the Vet­tel in­ci­dent and a fur­ther Turn 2 drama in­volv­ing Hülken­berg and Haryanto. When the Safety Car peeled in, Bot­tas re­claimed sec­ond place from Räikkö­nen with a sweet move into Turn 2, while be­hind him, Hamil­ton, who’d avoided the open­ing lap mayhem, swept past Massa for fourth. From this po­si­tion, it looked as though Hamil­ton could at least chal­lenge his team-mate – if he could quickly dis­pose of the Fer­rari and sec­ond Williams ahead of him.

The crit­i­cal part of the race came dur­ing the one and only pitstop for the front-run­ners. Bot­tas was the rst to stop on lap 16 and was sta­tion­ary for just 2.7 sec­onds. When Hamil­ton stopped for soft rub­ber a lap later, he emerged from the pit­lane af­ter 3.2s, still be­hind the Williams. Two laps later, he found a way past at Turn 5.

By this stage Räikkö­nen was still cir­cu­lat­ing, and when he stopped on lap 20 he was able to re­join ahead of Bot­tas and guar­an­tee his podium po­si­tion, the 700th for Fer­rari. Be­hind Bot­tas was his team-mate Felipe Massa, and Fer­nando Alonso – col­lect­ing his rst points of the year. Mag­nussen was an im­pres­sive sev­enth for Re­nault ahead of a du­elling Gros­jean and Pérez, and But­ton rounded out the top ten.

Up front, Hamil­ton’s en­gine was in trou­ble again. On lap 37, Ros­berg put in the fastest lap of the race, a 1m 40.450s, and Hamil­ton – just 7.6s be­hind – went frac­tion­ally quicker, record­ing a 1m 40.266s. Then Hamil­ton’s en­gi­neer Pete Bonnington was forced to re­veal the news that would end the ght for this race: “We have a wa­ter-pres­sure is­sue.”

Af­ter that it was a com­fort­able run to the ag for Ros­berg, who col­lected his fourth win of the sea­son and in­creased his lead to 43 points. “Yeah, but it’s only four races from 21 and Lewis is go­ing to come back, of course,” said a philo­soph­i­cal Ros­berg. “He’s on it and as mo­ti­vated as ever. So, it’s early days – we’re just tak­ing it race-by-race.”

But the re­main­ing 15 races look pretty good for Nico, with Lewis likely to be the rst to suc­cumb to a grid penalty for re­place­ment en­gine parts... Can anyone catch Ros­berg this year? En­ergy dis­si­pated

Turn 2 Sta­tis­tics

Ini­tial speed Fi­nal speed Stop­ping dis­tance Brak­ing time Max­i­mum de­cel­er­a­tion Max­i­mum pedal load Brak­ing power

325km/h 99km/h 128m 1.4 sec 5.5g 165kg 2368kW

This is a hard-brak­ing cir­cuit. When brak­ing for turn 2, the drivers ap­ply a pedal force of 165kg to bring their cars from 325 to 100km/h in just 1.4 sec­onds. The en­ergy given off in brak­ing by each car dur­ing this GP is 135 kWh (av­er­age) - that’s the equiv­a­lent of the monthly en­ergy de­mand for a res­i­dent of Uzbek­istan.

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