Gp2 User Manual 2008 v1.0

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GP2

2008

USER MANUAL

Release 1.0 (7/01/08)

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Dallara Automobili – GP2 user manual 2/87

MAIN VIEWS...4

GENERAL DIMENSIONS AND SUPPLIERS ...7

GENERAL AGREEMENT AND WARRANTY ...7

MILEAGE OF CRITICAL COMPONENTS ...8

CRACK CHECKS...8

SAFETY WHEEL TETHERS ...9

SET-UP ...10

SUSPENSION PICK-UP POINTS ...12

FRONT SUSPENSION COORDINATES...13

REAR SUSPENSION COORDINATES ...13

FRONT ANTI-ROLL BAR (FARB) POINTS COORDINATES...14

REAR ANTI-ROLL BAR (RARB) POINTS COORDINATES...14

FRONT ANTIROLL BAR STIFFNESS ...15

STEERING COLUMN POSITIONS ...18

FORWARD POSITION ...18

INTERMEDIATE POSITION ...18

REARWARD POSITION ...18

STEERING ASSEMBLY ...19

CASTOR ...19

MAXIMUN CASTOR REGULATION...19

MINIMUN CASTOR REGULATION ...20

REAR SUSPENSION...21

ROLL CENTER AND ANTISQUAT OPTIONS ...21

REAR ANTIROLL BAR STIFFNESS ...22

NOSE FIXING ...24

FRONT AND REAR ROCKER MAINTENANCE ...25

UPRIGHTS REBUILDING ...28

FRONT WHEEL BEARING ...28

FRONT HUB ASSEMBLY ...28

REAR HUB ASSEMBLY ...31

DAMPERS ...32 DIMENSIONS...32 SETTING UP ...34 AERODYNAMICS ...48 DEFINITIONS ...48 FRONT MAINPLANE...48 FRONT FLAP ...48 FRONT ENDPLATE ...49

REAR LOWER MAINPLANE ...49

REAR UPPER BIPLANE ...49

REAR ENDPLATE ...49

2008 AERO MANUAL...50

1. Introduction ...50

2. Rear wing package...54

3. Aerodynamic data...56

a. Front wing flap adjustment and wicker sensitivity ...56

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c. Rear top wing in LOW DOWNFORCE configuration...58

d. Rear top wing in MID DOWNFORCE configuration ...59

e. Rear top wing in HIGH DOWNFORCE configuration...61

f. Balanced front and rear wings configurations ...62

g. Roll angle sensitivity ...63

h. Constant balance rear top assembly and front flap angles adjustments...65

i. Effect of skirt wear ...66

BRAKE SYSTEM ...67

BREMBO CALIPER:...68

BREMBO CARBON-CARBON BRAKES: ...71

THROTTLE SYSTEM...74

THROTTLE PEDAL HYDRAULIC DAMPER...74

The rebound or “Throttle-Off” setting can be adjusted by adding or deleting the calibrated shims, and by changing the oil density...75

The bump or “Throttle –On” damping stiffness can be adjusted by modifying the hole on the valve, which is 0,8mm; and by changing the oil density.THROTTLE PEDAL HYDRAULIC DAMPER (OPTIONAL) – OIL FILLING INSTRUCTIONS ...75

THROTTLE PEDAL HYDRAULIC DAMPER (OPTIONAL) – OIL FILLING INSTRUCTIONS ...76

OIL SYSTEM...77

FUEL SYSTEM ...78

THE FOAM IS NOT ALLOWED ANYMORE!!! ...78

COLLECTOR POT MOUNTING PROCEDURE :...78

FIRE EXTINGUISHER SYSTEM LAY-OUT ...79

SAFETY AND UTILITY NOTICES...80

STUD INSTALLATION AND REMOVAL ...80

FIRE SYSTEM...80 STEERING:...80 WISHBONES:...80 SUSPENSION ...80 SAFETY ISSUES ...82 13.1 COCKPIT OPENING :...82

14.8 SEAT FIXING AND REMOVAL: ...84

TRANSPONDER LOCATION...85

SWG & CONVERSION TABLE...86

SHEET METAL THICKNESS ...86

UNIT CONVERSION TABLE ...86

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MAIN VIEWS

Front Track

mm

1478

Rear Track

mm

1415

Wheelbase mm

3120

Overall Length

mm

4867

From nosetip to rear edge of rear endplate

Overall Width

mm 1805,8

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GENERAL DIMENSIONS AND SUPPLIERS

Weight

595 Kg (without driver)

Front suspension

Push-rod with torsion bars, twin dampers

Rear suspension

Push-rod twin dampers

Chassis

Carbon and ZYLON™ sandwich with AL / NOMEX™ h/comb

Bodywork

Carbon prepreg with NOMEX honeycomb

Composites

DALLARA with DELTA TECH materials

Gearbox Gears and differential Mecachrome six ratios plus reverse gear

Springs

Front spring Dallara torsion bars - 2” ID REAR

Dampers

KONI 2612-010-961 Front

(2 ways adjustable, bump and rebound)

KONI 2822-728&729-475 Rear

(4 ways adjustable, bump and rebound)

Fuel cell

PREMIER – FT5

Extinguisher system

LIFELINE (electrical operated)

Steering wheel

Magneti Marelli design

Steering release system

SPA design

Coolers/Exchanger

Dallara ( water ) – Dallara ( oil )

Rims

O.Z. 13” x 11.75” front – 13” x 13.75” rear

Brake system

BREMBO Calipers and master cylinders – Hitco disc & pads

Battery

ODISSEY PC545 (Red Top 20)

Seat belt

TRW-SABELT

Engine Type

Mecachrome V8 – 4000 cc.

GENERAL AGREEMENT AND WARRANTY

Motor racing is not covered by warranty due to the intentional choice of drivers to race in a dangerous environment

DALLARA indicates that, under normal operating conditions, this model of car, when new, would not show failure in structural components before it has completed around 10000 Km. This holds true if necessary maintenance and checks are provided and if the car had no previous accidents.

DALLARA is not responsible for incorrect chassis repairs, if made outside its factory or in centres not authorized by DALLARA.

Chassis should be checked for structural failure not later than two years after delivery from DALLARA factory, and after each major accident. After first check or after any major accident it is mandatory to check the chassis every year in a centre authorized by DALLARA.

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MILEAGE OF CRITICAL COMPONENTS

The following parts must follow a life-mileage program for periodic maintenance / replacement / refurbishment / dimensional and crack checks.

Listed below are typical expected life ( in kilometres ) to be intended just as a starting reference. For safety reasons, please contact immediately Dallara if you discover premature wear or problems

SUSPENSION

Suspension w/bones and pushrods 5000 km

Anti Roll Bars and anti roll bar adjustable blades 5000 km

Suspension ball joints 4000 km

Front and rear rocker axial and radial needle bearings 4000 km

Front torsion bars 5000 km

Rocker caps 8000 km

Front hubs 8000 km

Rear hubs 8000 km

Rocker ball joints 2500 km

Front suspension studs 8000 km

Upright 8000 km

STEERING

Steering column and tie rods 5000 km

Steering rack and pinion 8000 km

TUB and BODYWORK

Brake pedal 5000 km

Chassis to Engine installation studs 10000 km

Underwing stays 3000 km

WHEELS, TRANSMISSION and STARTER MOTOR

Brake disc bell (unless fretting occurs) 3000 km

Wheel rims 5000 km

Wheel bearings 5000 km

SYSTEMS

Wiring Loom 10000 km

Water Radiators & Oil coolers (unless fins getting damaged) 10000 km WING ASSEMBLIES

Front and Rear wing assemblies (including support plates between nosebox and front wing, and between lower rear

mainplane and rear crashbox). 10000 km

CRACK CHECKS

Routinely perform crack checks on structural parts and after every accident. Among them: • Rims

• Seat harness brackets • Brake disc bells

• Wishbones, Toe links, Track rods and Pushrods

• Uprights (visual after every event, with die liquids every 2 events or after shunts). • Suspension brackets, steering arms and rockers

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SAFETY WHEEL TETHERS

IMPORTANT: Front and rear wheel retation cables, on the chassis side; MUST always be assembled with the bobbins on the end loops.

FRONT TETHERS – CHASSIS SIDE

FRONT TETHERS – WHEEL SIDE FRONT TETHERS – WHEEL SIDE

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SET-UP

Suggested Setup

This setup considers the complete car, with all liquids (water, oil, etc), driver and 30 lts of

fuel, ready to race.

B R B R 4 4 4 4 B R B R 4 4 4 4 0 - -32 32 20° 80° Std. Hewland Nm Toe 0,15" in 0,15" in Caster Camber -0,8 -0,8 A.R.B. Bar External attachments P1 Ø18x4,5 Setting Damper Differential Ramps brake Ramps power Plates Preload Rear Front Damper Packers - mm

Free work space

with car @ ground 15 mm

Setting

Bump stop type Koni Std 46x10 Koni Std 46x10

Preload 1/2 Turn 1/2 Turn

Springs Rate 900

B.S. length 10 mm

Height Axle

Caster Std. Std.

Camber -2,3 -2,3

Toe 15" out 15" out

A.R.B. Bar

Setting

25x2,5

External attachments P3

Bump stop type Koni rubber

B.S. length 10 mm

Koni rubber

Setting

Free work space

with car @ ground 6 mm

Packers - mm Preload - -Axle Height mm mm 24 24 Springs Rate 1200

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SETUP ADJUSTMENT

Positive change in: Means: Ride Height car moves up

Toe toe-out Camber upper part of rim outward

Castor lower part of rim points ahead

FRONT

REAR

PUSHROD ADJUSTER

Ride Height

change

+1 barrel TURN Camber change (deg)

Thread size

3.75mm

0.002° 5/8”UNEF24+5/8”UNEF 24L=2.12mm

5.18mm

0.170°

5/8”UNEF24+5/8”UNEF 24L=2.12mm

TOE ADJUSTER (PER WHEEL)

toe change (deg)

thread step

0.75° (per turn)

1 .06mm-5/16UNF-24

-0.375° (per lmm shim)

CAMBERSHIM +lmm

toe change (deg)

0.30°

0°

0.26°

0°

CASTOR ADJUSTER

Castor change

(deg)

thread step&size

+1TURN Ride height change

camber change

(deg)

toe change (deg)

0.485°

1 .06mm-3/8”UNF-24

-0.84 mm

-0.122°

0.022°

0.606°

1. 27mm- 1/2UNF-20

-0.60 mm

0.05°

0.065°

SPRING PLATFORM

+1TURN thread step (mm)

height change (mm)

1

1.037 WHEEL/DAMPER RATIO (mm/mm)

1.14

1.037

WHEEL/TORSION SPRING RATIO (mm/ α)

1.66 WHEEL/DROP LINK RATIO (roIl)

1.59

1.45 ROLL CENTRE HETGHT [from ground]

-0.5

31.9 mm [A2B2C2D2 ]

Spacers to adjust camber are available in the following thickness. FRONT: 1.0, 1.5 and 2.0 mm

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SUSPENSION PICK-UP POINTS

Note:

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FRONT SUSPENSION COORDINATES

X Y Z 1 163,000 18,000 184,000 2 -320,000 15,000 195,000 3 110,000 150,700 380,000 4 -250,000 178,720 380,000 5 158,000 170,000 380,000 6 -23,000 607,983 380,000 7 -3,500 646,692 188,000 8 54,000 634,926 381,412 9 0,000 732,500 -25,000 10 0,000 715,658 296,359 11 -4,245 600,920 219,327 12 -12,000 125,000 545,000 13 -12,000 110,000 490,000 14 -12,000 20,000 480,000 15 -12,000 130,000 281,895 16 261,000 110,000 490,000

REAR SUSPENSION COORDINATES

X Y Z 1 396,000 131,500 153,000 2 61,000 116,000 143,000 3 442,500 140,000 327,500 4 -62,500 113,500 317,500 5 -62,500 113,500 317,500 6 60,000 554,359 375,021 7 10,000 596,000 159,000 8 -91,031 554,578 372,938 9 0,000 707,500 -45,000 10 0,000 701,917 274,851 11 22,843 540,644 185,367 12 119,134 125,597 369,694 13 157,000 122,615 370,839 14 147,787 39,973 402,562 15 443,430 85,160 384,000 16 157,000 86,778 277,481

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FRONT ANTI-ROLL BAR (FARB) POINTS COORDINATES

X Y Z 17 239,500 0,000 320,000 18 20,500 0,000 325,000 19 239,500 50,000 320,000 20 20,500 50,000 325,000 21 20,950 50,000 484,500

REAR ANTI-ROLL BAR (RARB) POINTS COORDINATES

X Y Z 17 -88,046 0,000 212,755 18 -114,495 0,000 411,285 19 -88,046 79,000 212,755 20 -114,495 65,000 411,285 21 121,500 65,211 392,874

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FRONT ANTIROLL BAR STIFFNESS

There are three different T shaped anti roll bars:

Ø18mm thickness 4,5mm Ø25mm thickness 2,5mm Ø30mm thickness 5mm

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The data refers to the component stiffness: one side of the ARB (one drop link) is considered fixed and on the other one the stiffness is measured.

The stiffness in this case is F/displ (on one side).

If you need the ARB stiffness @ Ground you have to use what we call AntiSymmetric Model Stiffness that is 2*component stiffness.

In this case in fact, analyse the roll behaviour of the ARB and you have to consider that both the sides of the component are moving: under the same force F applied, the displacements will be displ/2 on one side and -displ/2 on the other side.

The stiffness, as explained, will be 2*component stiffness [F/(displ/2)].

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Dallara Automobili – GP2 user manual 17/87 Front MR arb - Droplink D1 (100 mm) 1.590 MR arb - Droplink D2 (55 mm) 1.627 Track 1.465 [m] P1 P2 P3 P4 P5 Component Stiffness Component Stiffness Component Stiffness Component Stiffness Component Stiffness

FARB

[kg/mm] [kg/mm] [kg/mm] [kg/mm] [kg/mm] Ø 18 ø 9 @ Droplink D1 26.0 28.8 32.4 34.1 34.7 Ø 25 ø 20 @ Droplink D1 39.9 47.2 57.4 63.2 65.0 Ø 18 ø 9 @ Droplink D2 87.8 97.7 110.2 116.2 118.1 Ø 25 ø 20 @ Droplink D2 136.7 162.1 200.3 221.2 227.6 Ø 30 ø 20 @ Droplink D2 186.6 238.1 327.7 390.5 410.7 P1 P2 P3 P4 P5 Component Stiffness - AntiSymmetric Model Component Stiffness - AntiSymmetric Model Component Stiffness - AntiSymmetric Model Component Stiffness - AntiSymmetric Model Component Stiffness - AntiSymmetric Model

FARB

[kg/mm] [kg/mm] [kg/mm] [kg/mm] [kg/mm] Ø 18 ø 9 @ Droplink D1 51.9 57.6 64.8 68.3 69.3 Ø 25 ø 20 @ Droplink D1 79.8 94.3 114.9 126.4 129.9 Ø 18 ø 9 @ Droplink D2 175.5 195.5 220.3 232.5 236.1 Ø 25 ø 20 @ Droplink D2 273.3 324.2 400.6 442.5 455.2 Ø 30 ø 20 @ Droplink D2 373.1 476.2 655.5 781.0 821.3 P1 P2 P3 P4 P5 Stiffness @ Ground Stiffness @ Ground Stiffness @ Ground Stiffness @ Ground Stiffness @ Ground

FARB

[kg/mm] [kg/mm] [kg/mm] [kg/mm] [kg/mm] Ø 18 ø 9 @ Droplink D1 20.5 22.8 25.6 27.0 27.4 Ø 25 ø 20 @ Droplink D1 31.6 37.3 45.4 50.0 51.4 Ø 18 ø 9 @ Droplink D2 66.3 73.9 83.2 87.8 89.2 Ø 25 ø 20 @ Droplink D2 103.2 122.5 151.3 167.1 172.0 Ø 30 ø 20 @ Droplink D2 140.9 179.9 247.6 295.0 310.3 P1 P2 P3 P4 P5 Stiffness @ Ground Stiffness @ Ground Stiffness @ Ground Stiffness @ Ground Stiffness @ Ground

FARB

[kgm/deg] [kgm/deg] [kgm/deg] [kgm/deg] [kgm/deg]

Ø 18 ø 9 @ Droplink D1 384 427 480 506 513

Ø 25 ø 20 @ Droplink D1 591 699 851 936 962

Ø 18 ø 9 @ Droplink D2 1242 1383 1559 1645 1670

Ø 25 ø 20 @ Droplink D2 1934 2294 2834 3130 3220

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STEERING COLUMN POSITIONS

FORWARD POSITION

INTERMEDIATE POSITION

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STEERING ASSEMBLY

Pinion primitive diameter [ mm ] 11.75

Static steering ratio 14.0 steering wheel/wheel

CASTOR

When the car is flat ( front and rear ride height are identical ) and the front upright inclination is

0.00° [APPARENT CASTOR ] the effective castor angle is 5.80° [ BUILT-IN CASTOR ].

With different front to rear ride heights, castor angle changes because of the pitch angle of the car. For instance, with 20 mm front and 40mm rear ride heights, measured at wheel axis, (wheelbase is 3120 mm) the pitch angle is 0.367° and castor angles (both apparent and total) are reduced.

Pitch angle : [(40-20)/3120] • 57.296 = 0,367°

Total Castor angle : 5.80° - 0,367° = 5.432° Apparent Castor angle : 0,00° - 0,367° = -0,367°

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REGULATION

CASTER MAX. = 6.7° (+2 lengthen turns = 2.12 mm) PUSH ROD = +5 mm (lengthen)

MINIMUN CASTOR REGULATION

CASTER MIN. =3.0° (-6 shorten turns = 6.36 mm) PUSH ROD = +5 mm (lengthen)

STEER RACK DISPLACEMENT = 28 mm CAMBER MAX. = -4.80°

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REAR SUSPENSION

ROLL CENTER AND ANTISQUAT OPTIONS

Roll centre height is measured from the ground with the car at design ride height ( 40 mm ).

DO NOT USE COMBINATIONS NOT LISTED BELOW !!!

MR = Wheel displacement / Spring displacement

Note : position 1C (A2-B2-C2-D3) is banned for safety reasons , due to too little clearance between

wishbone and rim in certain conditions . (August 2006) .

OPTION Roll centre

height MR

∆

Camber @10mm BUMP Antilift [%] Antisquat [%] Castor-Bump-steer adjustemt 1A A1-B1-C1-D2 64.2 1.113 -0.27° -33.9 -3.2 Lengthen 2.5 turns 1B A2-B2-C1-D2 91.6 1.138 -0.39° -33.8° -3.0 Lengthen 2.5 turns 1C A2-B2-C2-D3 39.1 1.021 -0.28° -33.8° -3.0 Lengthen 3 turns 2A A1-B1-C1-D1 57.1 1.132 -0.25° 17.3 23.9 / 2B A1-B1-C2-D2 2.5 1.013 -0.13° 17.3 23.9 / 2C A2-B2-C1-D1 84.4 1.158 -0.38° 17.3 23.8 / 2D A2-B2-C2-D2 (STD) 31.9 1.037 -0.26° 17.3 23.9 / 3A A1-B1-C2-D1 -2.6 1.031 -0.12° 68.1 51.4 Shorten 3 turns 3B A2-B2-C2-D1 26.6 1.057 -0.24° 68 51.1 Lengthen 3 turns

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REAR ANTIROLL BAR STIFFNESS

There are two different T shaped anti roll bars: • 13 Solid • 18x4,5mm

The digits in the following table represent the blade positions: 1=full soft, 5=full hard.

Rear MR arb - Droplink D1 (130 mm) 1.476 MR arb - Droplink D2 (104 mm) 1.525 MR arb - Droplink D3 (78 mm) 1.581 Track 1.415 [m] P1 P2 P3 P4 P5 Component Stiffness Component Stiffness Component Stiffness Component Stiffness Component Stiffness

RARB

[kg/mm] [kg/mm] [kg/mm] [kg/mm] [kg/mm] Ø 13 @ Droplink D1 Ti Blade 5.5 6.5 7.3 7.6 7.7 Ø 18 x 4.5 @ Droplink D1 8.6 10.2 11.5 11.9 12.0 Ø 13 @ Droplink D2 Ti Blade 15.3 18.2 20.5 21.3 21.5 Ø 18 x 4.5 @ Droplink D2 18.6 20.6 22.7 23.7 23.9 Ø 13 @ Droplink D3 Ti Blade 29.3 32.5 36 37.5 37.9 Ø 18 x 4.5 @ Droplink D3 52.7 58.5 64.8 67.6 68.4 P1 P2 P3 P4 P5 Component Stiffness - AntiSymmetric Model Component Stiffness - AntiSymmetric Model Component Stiffness - AntiSymmetric Model Component Stiffness - AntiSymmetric Model Component Stiffness - AntiSymmetric Model

RARB

[kg/mm] [kg/mm] [kg/mm] [kg/mm] [kg/mm] Ø 13 @ Droplink D1 Ti Blade 10.9 13.0 14.6 15.2 15.3 Ø 18 x 4.5 @ Droplink D1 17.1 20.4 22.9 23.8 24.0 Ø 13 @ Droplink D2 Ti Blade 30.5 36.4 40.9 42.5 42.9 Ø 18 x 4.5 @ Droplink D2 37.1 41.1 45.4 47.3 47.8 Ø 13 @ Droplink D3 Ti Blade 58.6 65.0 71.9 75.0 75.8 Ø 18 x 4.5 @ Droplink D3 105.4 116.9 129.6 135.2 136.7 P1 P2 P3 P4 P5 Stiffness @ Ground Stiffness @ Ground Stiffness @ Ground Stiffness @ Ground Stiffness @ Ground

RARB

[kg/mm] [kg/mm] [kg/mm] [kg/mm] [kg/mm] Ø 13 @ Droplink D1 Ti Blade 5.0 6.0 6.7 6.9 7.0 Ø 18 x 4.5 @ Droplink D1 7.8 9.4 10.5 10.9 11.0 Ø 13 @ Droplink D2 Ti Blade 13.1 15.7 17.6 18.3 18.4 Ø 18 x 4.5 @ Droplink D2 16.0 17.7 19.5 20.3 20.6 Ø 13 @ Droplink D3 Ti Blade 23.4 26.0 28.8 30.0 30.3 Ø 18 x 4.5 @ Droplink D3 42.2 46.8 51.8 54.1 54.7

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Dallara Automobili – GP2 user manual 23/87 P1 P2 P3 P4 P5 Stiffness @ Ground Stiffness @ Ground Stiffness @ Ground Stiffness @ Ground Stiffness @ Ground

RARB

[kgm/deg] [kgm/deg] [kgm/deg] [kgm/deg] [kgm/deg]

Ø 13 @ Droplink D1 Ti Blade 87 104 117 122 123 Ø 18 x 4.5 @ Droplink D1 137 164 184 191 192 Ø 13 @ Droplink D2 Ti Blade 229 273 307 319 322 Ø 18 x 4.5 @ Droplink D2 279 309 341 355 359 Ø 13 @ Droplink D3 Ti Blade 410 454 503 524 530 Ø 18 x 4.5 @ Droplink D3 737 817 906 945 956

At Full soft (Position 1) the blade is vertical. At Full Stiff (Position 5) the blade is horizontal

.

IMPORTANT:

The ARB Ø13 Solid

MUST

only be used with the Titanium blade.

The ARB Ø18 x 4,5mm

MUST

only be used with the Steel blade.

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NOSE FIXING

The nose fixing pins can be pre-adjusted by mounting them on the nose respecting the dimension illustrated below; which is 43,4mm from the top of the head of the pin to the nose counterbore hole on the nose in contact with the steel bush of the tub.

After that, a fine tuning is required, in order to guarantee a good lock on each cam; by using

the Allen key hole on the head of the pin.

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FRONT AND REAR ROCKER MAINTENANCE

Radial tolerance Front:

• Inner rocker hole has a dimensional tolerance of MIN: 38.09 mm MAX: 38.11 mm • Outer rocker pin shaft has a dimensional tolerance of MIN: 31.74 mm MAX: 31.75 mm

Rear:

• Inner rocker hole has a dimensional tolerance of MIN: 38.09 mm MAX: 38.11 mm • Outer rocker pin shaft has a dimensional tolerance of MIN: 31.74 mm MAX: 31.75 mm Wear might occur on the rocker (hole) and on the rocker pin (shaft). Periodically replace bearings to remove play.

Axial tolerance

During regular maintenance you might find the rocker is axially too tight or too loose. Look at the following procedure: remove all pieces except for the rocker pin and perform a preliminary installation without the O-rings

• Install the lower radial needle bearing • Install the lower “case hardened”spacer • Add grease

• Install the rocker

• Install the upper “case hardened” spacer • Install the upper radial needle bearing • Install the cap

• Tighten with the top nut.

• Measure how much force is needed to rotate the rocker from the damper pick-up point. If the force is more than 0.05 kg ( 0.1 lbs ), machine down the upper “case hardened” spacer. Typically, to prevent the rocker from being too tight, the spacer should be close to 1 mm thick for the front and 1.50 mm thick for the rear.

If the spacer is too thin, the rocker assembly has too much play, if the spacer is too thick the

rocker assembly is locked.

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Front rocker installation detail:

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FRONT AND REAR ROCKER REPLACEMENT

Rear rockers spin around a steel post (A), fitted into the gearbox by a main stud (B), with 242 Loctite.

The post is forced with interference into its housing. This procedure helps when stripping down the rocker assy.

During maintenance, do not swap the rockers left to right !! Check also protruding dimension as shown to ensure correct bearing pack installation: in case this value is outside the indicated tolerance, notify immediately to Dallara.

• Unscrew the nut “C” by applying a torque of 8 Kgm ( 58 lb. ft ) • Take the top cap and the rocker off.

• Unscrew nut D by a tubular spanner.

• Remove pivot A with extractor F. Fit the tool around pivot outer flange and, screwing bolt E in, take out the pivot.

• Remove stud B with the proper tool. The stud is loctited in its insert, be careful when trying to take it off. When removing the stud, warm the loctited stud thread with heat gun (140°C). • Tools E and F can be bought from DALLARA.

K-nut M10x1.5 Front Tighten 32lb*ft / 4,5kgm K-nut M12x1.5 Rear Tighten 58lb*ft / 8kgm K-nut M12x1.5 Front Tighten 58lb*ft / 8kgm K-nut M14x1.5 Rear Tighten 100lb*ft / 14kgm

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UPRIGHTS REBUILDING

FRONT WHEEL BEARING

It is mandatory to fit the external front bearing as in the image below to have a proper face to face contact between the bearing itself and the hub surface.

FRONT HUB ASSEMBLY

The following procedure explains how to change front wheel bearings.

Bearing Removal

a) Remove the wheel speed indicator disc by removing the 3 M4 screws. b) Remove the bearing nut.

c) Put the upright under a press, resting it against the plane sides of it. d) Warm the upright up to 60-70°C

e) Press off the hub from the upright using an aluminum jig.

f) Keeping the upright warm, knock or load on the inner track of the bearing. In case of knocking, gn alluminun jig is recommended.

The following jigs for the front upright assembly are available from Dallara on order

• 20501072 Front wheel bearing assembly on upright • 20501073 Front wheel bearing assembly on upright • 20501074 Front wheel bearing hub assembly on upright • 20501082 Front wheel bearing hub tightening jig

• 20801055 Hub fitting on upright • 20801060

Upright assembly

a) Put the upright on a press, and using the jig 20501073 place one of the bearings into the upright. b) Put the upright onto jig 20501072, against the bearing mounted at a), introduce the bearing preload spacer and using the jig 20501073 place the second bearing into the upright.

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d) Put the hub into jig T0201064, locate the upright with inside the jig 20501075 on the top of the hub. And by pressing on the jig 20501074 introduce the hub into the upright.

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REAR HUB ASSEMBLY

The following jigs for the rear upright assembly are available from Dallara on order

• T02-010-061 Rear wheel bearing assembly on upright • T02-010-062 Rear wheel bearing assembly on upright • T02-010-063 Rear wheel bearing hub assembly on upright • T02-010-064 Rear wheel bearing hub assembly on upright • T02-010-065 Rear wheel bearing hub assembly on upright • T02-010-066 Rear wheel bearing hub tightening jig

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DAMPERS

DIMENSIONS

• Standard dampers are KONI 2612-010-961 Front and KONI 2822-728-475 Rear.

• On the front damper you should always use the 20mm Teflon spacer to prevent the rocker to lock.

• The standard Koni damper has about 30kg of pre-load, due to the internal gas pressure. REAR FRONT

full open length [mm] 314 236,6 full closed length [mm] 255 207,6 STROKE [mm] 59 29

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Koni dampers are adjustable both in bump and rebound, at low speed only the fronts, and at low and high speed the rears, by acting on the adjusters marked B (for bump adjustment) and R (for rebound adjustment). Each adjuster has eight different positions.

2822 728/729 475 -2000 -1500 -1000 -500 0 500 1000 1500 2000 0 0,05 0,1 0,15 0,2 0,25 0,3 [m/sec] [N ] C1H8 C1H8 C8H8 C8H8 C8H1 C8H1 BUMP REBOUND 2612 010 961 -1500 -1000 -500 0 500 1000 1500 2000 0 50 100 150 200 250 300 350 400 [m/sec] [N] c1 c1 c8 c8 BUMP REBOUND

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SETTING UP

Finding a good set-up for your dampers may seem a difficult task. It is not, as long as you keep in mind to:

-Make changes to the settings in small steps (1-2 clicks at a time) -Keep track of all changes made and their effect.

-Aim for a good chassis balance first, and only then starts searching for outright performance.

Basic damper set-up

1. Set all dampers at their minimum adjustment position for both Bump and Rebound.

2. Carefully drive the car a few laps and increase speed gradually so you can get a feeling for the car.

3. At this stage do not pay too much attention to excessive body roll, a wallowing ride and possible loss of down force that may occur because of this.

4. Increase the bump settings by two clicks at a time only, on all dampers.

5. When you arrive at a Bump setting that makes the car too harsh, back off the Bump setting one click.

6. Note: Front and rear may need different settings.

7. The standard Bump settings have now been determined.

8. Next increase the Rebound settings on all dampers one or two clicks at a time. Pay special attention to changes in attitude of the chassis when entering corners or accelerating out.

9. Increase Rebound settings until the car feels precise and stable. Changes of direction or throttle 10. Position should not result in drastic change of chassis attitude. Too much Rebound generally

results in loss of grip. Too much at the front will give understeer on turn-in, too much at the rear results in loss of traction and/or oversteer on turn-in.

11. Note: Front and rear may need different settings. 12. Basic set--up is now completed for this car and track.

13. To avoid mistakes, verify that the dampers are set correctly from time to time.

Additional tips

• A) When you change spring rates, expect to change your basic set-up as well.

• B) A damper only functions when it moves. When the suspension stops moving due to lack of travel, the damper will not have any influence on handling. A wheel that runs out of Bump travel loses grip suddenly and viciously.

• C) Try to stick to the balance between Bump and Rebound settings as found during standard set-up. If you wish to tighten things up, start by increasing both Bump and Rebound settings. Beware not to end up in a situation as described at B), caused by a damper dynamically jacking the suspension up or down.

• D) An increase of damping forces at one end of the car will tend to make the other end move more. On pitch sensitive ground effect cars this can disturb the aerodynamic balance.

Adjusting the setting

Adjusting is done by rotating the adjustment discs, located in the window of the top eye. For this you only need a steel pin, 1.5 X 50 mm. (0 0.06" x 2"). Drills and rivets work fine!

The UPPER disc is for BUMP (compression) adjustment; the LOWER disc is for REBOUND (extension) adjustment.

For both Bump and Rebound you have 8 different positions at your fingertips, each with a positive stop. The discs need to be rotated 180 degrees to go from minimum to maximum adjustment. The minimum position is referred to as position 1, the maximum adjustment position is referred to as position 8. Rotate the discs according to the markings on the top eye. It is marked with plus and minus signs and the letters B(ump) and R(ebound) next to the corresponding disc.

Never use excessive force when making adjustments!

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Low Speed Bump Cartridge: 71-60-21-140-0 Low Speed Rebound Cartridge: 71-60-22-140-0

-4 -3 -2 -1 0 1 2 3 4 5 6 0 100 200 300 400 500 Velocity [mm/s] Bu m p Loa d [ k N ] R e bound -2 -1.5 -1 -0.5 0 0.5 1 1.5 2 2.5 3 0 50 100 150 Velocity [mm/s] Bu m p Load [ k N ] R e bound

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-3 -2 -1 0 1 2 3 4 5 6 0 100 200 300 400 500 Velocity [mm/s] Bu m p Load [ k N ] R e bound -2 -1.5 -1 -0.5 0 0.5 1 1.5 2 2.5 3 0 50 100 150 Velocity [mm/s] Bu m p Loa d [ k N ] R e bound

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-4 -3 -2 -1 0 1 2 3 4 5 6 0 100 200 300 400 500 Velocity [mm/s] Bu m p Load [ k N ] R e bound -2 -1.5 -1 -0.5 0 0.5 1 1.5 2 2.5 3 0 50 100 150 Velocity [mm/s] Bu m p Loa d [ k N ] R e bound

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-4 -3 -2 -1 0 1 2 3 4 5 6 0 100 200 300 400 500 Velocity [mm/s] Bu m p Load [ k N ] R e bound -2 -1.5 -1 -0.5 0 0.5 1 1.5 2 2.5 3 0 50 100 150 Velocity [mm/s] Bu m p Load [ k N ] R e bound

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High Speed Cartridge, for both Bump and Rebound: 71-40-01-019-1

High Speed Cartridge 1, bum p & rebound

0 0,2 0,4 0,6 0,8 1 1,2 1,4 0 100 200 300 400 500 Velocity (m m /s) Fo rc e ( k N )

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0,4 0,6 0,8 1 1,2 1,4 1,6 1,8 0 100 200 300 400 500 Velocity (m m /s) Fo rc e ( k N )

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0,8 1 1,2 1,4 1,6 1,8 2 2,2 0 100 200 300 400 500 Velocity (m m /s) Fo rc e ( k N )

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1,4 1,6 1,8 2 2,2 2,4 2,6 2,8 0 100 200 300 400 500 Velocity (m m /s) Fo rc e ( k N )

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1,8 2 2,2 2,4 2,6 2,8 3 3,2 0 100 200 300 400 500 Velocity (m m /s) Fo rc e ( k N )

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2,2 2,4 2,6 2,8 3 3,2 3,4 3,6 0 100 200 300 400 500 Velocity (m m /s) Fo rc e ( k N )

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AERODYNAMICS

DEFINITIONS

Aero values are given @ the following amibient conditions; Temperature = 15°C

Pressure = 1013 mb Humidity = 0% (dry air)

Aeroloads are function of air temperature, pressure and humidity inasmuch they affect air density. Typically,

Higher Air Temperature by 10° F ( 5.5 °C) reduces downforce and drag by 3.0 % Higher Air Pressure by 1” Hg increases downforce and drag by 3.0% Higher Air Relative Humidity by 50% increases downforce and drag by 0.5% Drag number includes front and rear wheels contribution

Front Downforce is meant at the front axle , it includes frontal area contribution Rear Downforce is meant at the rear axle, it includes frontal area contribution Efficiency is Total Downforce / Drag

Balance is the Downforce split percentage on front (=100*Lf /Lt).

To calculate aero loads, D/force or Drag, multiply the coefficients given by Speed squared ( m/s ) and by current air density (kgm-2s^2 ), which is function of current ambient temperature, pressure and humidity.

Hence

Load ( kg ) = 0.5* Coefficient * Speed ( m/s ) ^2 * Density ( Kgm-2s^2 )

FRONT MAINPLANE

Design mainplane minimum HEIGHT (from reference plane) 57,5 mm Design mainplane INCIDENCE (relative to reference plane) 0°

FRONT FLAP

Flap angle is measured

At the outboard end (longer chord )

On upper surface (placing a ruler on top of the flap) Without wicker

From the reference plane (with zero rake) Flap angle RANGE is 5° - 32° (Step 1°) Nominal Flap WICKER HEIGHT = 10 mm

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FRONT ENDPLATE

Nominal endplate lower edge HEIGHT from reference plane is 102.5mm

REAR LOWER MAINPLANE

Design HEIGHT (from reference plane) of the upper point of the trailing 425,5 mm edge of the lower mainplane.

Design lower mainplane INCIDENCE (relative to reference plane) 8°

REAR UPPER BIPLANE

Design top biplane INCIDENCE RANGE (relative to reference plane) 9°-35°

REAR ENDPLATE

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2008 AERO MANUAL

1. Introduction

General wind tunnel testing information

This paragraph is dedicated to a brief description of the GP2 model used for the wind tunnel development and to some general information of the testing set up.

All runs have been carried out at the same air speed (35 m/s), temperature (25°C) and pressure (1013 mbar).

The car model is a 40% scale and hosts a balance in the driver/engine area. Therefore there is not an engine model apart from the engine exhaust tubes to simulate their blockage behind the radiators and a fairing is added in the area between the driver helmet and the steering wheel. The driver position has been fixed as illustrated in the following picture (dimension in model scale).

The radiator model has the same geometrical shape and permeability of its full scale counterpart. The correct permeability has been obtained through a preliminary calibration.

The wheels are separated from the model and their drag is measured by single axis load cells mounted on the wheel arms.

All the ride heights are evaluated on the front and rear wheel axis by means of the positioning system of the model.

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Bodywork package and blanking solutions

The aero data concerning the blanking of the sidepod exhaust components is summarised in the following table. For each configuration (see first column of the table) a picture is also included.

CFG Gills

exhaust Chimney exhaust ∆CxTS ∆CzFS ∆CzRS

0 V Vrad ∆ (each side) 1 OPEN OPEN - - - - 2 OPEN CLOSED ¼ -0.008 0.004 0.006 -0.8% 3 OPEN CLOSED ½ -0.013 0.003 0.007 -1.6% 4 OPEN CLOSED ¾ -0.013 0.002 0.004 -2.6% 5 OPEN CLOSED -0.015 0.005 0.012 -3.7% 6 CLOSED OPEN 0.000 -0.027 0.068 -3.0% CFG 1 CFG 2 CFG 3 CFG 4 CFG 5 CFG 6

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In particularly cold weather conditions it could be worth to blank the screen right ahead the radiator. The following table shows data for some possible blanking options, taping horizontally from the bottom. For these solutions two incremental steps of 50mm are considered.

CFG Description ∆CxTS ∆CzFS ∆CzRS 0 V V_rad ∆ (each side) 7 No blanking - - - - 8 50mm horizontal -0.001 0.000 0.006 -2.5% 9 100mm horizontal 0.000 0.004 0.029 -5.5% CFG 7 CFG 8 CFG 9

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2. Rear wing package

The top assembly can be fitted with or without the flap allowing an angle sweep from 9° to 35°. It is necessary to underline how the maximum angle before the wing stall depends on the rear wing configuration, i.e. with or without flap. Some wing add-ons are needed to reach the top downforce performance.

Hereafter we will refer to four main configurations:

Configuration Airfoil elements Mainplane add-ons available

Flap add-ons available

VERY LOW DOWNFORCE Mainplane 10mm gurney -

LOW DOWNFORCE Mainplane + flap None None MID DOWNFORCE Mainplane + flap None None HIGH DOWNFORCE Mainplane + flap None 10mm gurney

In the following pictures the different options of rear wing add-ons and the angle references for front and rear wing adjustments are illustrated.

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Angle references for front wing flap

A B C D E F 1 5° 6° 7° 8° 9° 10° 2 11° 12° 13° 14° 15° 16° 3 17° 18° 19° 20° 21° 22° 4 23° 24° 25° 26° 27° 28° 5 29° 30° 31° 32°

Angle references for rear wing top assembly

A B C D E F G H I

1 9° 10° 11° 12° 13° 14° 15° 16° 17°

2 18° 19° 20° 21° 22° 23° 24° 25° 26°

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3. Aerodynamic data

This section is dedicated to the aerodynamic data for the front and rear wing assemblies. All the data are relative to single ride heights (12.5mm/25mm) acquisitions with the exceptions of the aeromaps that require 50 or 32 ride heights acquisitions. Each of the rear wing angle sweeps included in paragraphs b, c and d are carried out at fixed front wing configuration, i.e. not balanced. The same approach is adopted for the front wing flap sweep (paragraph a). Some balanced configurations are presented in the final paragraph.

Definitions :

Very Low downforce configuration : o front flap without gurney

o front wing without central flap o no rear wing top flap

o rear wing top mainplane with/without 10 mm gurney Low downforce configuration :

o front flap with gurney

o rear wing top flap without gurney Mid downforce configuration :

o rear wing top flap without gurney High downforce configuration :

o rear wing top flap with/without 10 mm gurney

a. Front wing flap adjustment and wicker sensitivity

In the rear wing VERY LOW DOWNFORCE configuration (isolated mainplane at actual incidence 16°) the front wing flap slopes are:

Front wing flap angle Flap add-ons C_xTS CzFS CzRS BalFr%

5° 0.986 1.146 1.574 42.1

7° 0.991 1.181 1.576 42.8

9°

None

0.984 1.193 1.562 43.3

In the rear wing LOW DOWNFORCE configuration (mainplane+flap at 9°) the front wing flap slopes are:

Front wing flap angle Flap add-ons C_xTS C_zFS C_zRS BalFr%

5° 1.116 1.330 1.841 41.9

6°

10-10-0 mm gurney

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In the rear wing MID DOWNFORCE configuration (mainplane+flap at 18°) the front wing flap slopes are:

Front wing flap angle Flap add-ons C_xTS CzFS CzRS BalFr%

6° 1.208 1.369 2.074 39.8 8° 1.205 1.401 2.066 40.4 10° 1.209 1.455 2.076 41.2 12° 10-10-0 mm gurney 1.206 1.483 2.045 42.0

In the rear wing HIGH DOWNFORCE configuration (mainplane+flap at 25°) the front wing flap slope is:

Front wing flap angle Flap add-ons CxTS CzFS CzRS BalFr%

18° 1.270 1.594 2.136 42.7 20° 1.274 1.634 2.136 43.3 22° 1.272 1.647 2.120 43.7 24° 10-10-0 mm gurney 1.274 1.674 2.100 44.4

b. Rear top wing in VERY LOW DOWNFORCE configuration

The following tables contain the aero data of the rear top assembly sweeps in VERY LOW DOWNFORCE configuration (i.e. isolated mainplane). Please note that the reference axis to measure the top assembly incidence is the line through the leading edge of the mainplane and the trailing edge of the flap also if the flap is not fitted. Therefore, for example, when indicating the mainplane at the incidence of 35° its actual incidence is 16°.

Rear wing top assembly angle

Rear wing top assembly add-ons

Front wing

Central Flap Front wing flap CxTS CzFS CzRS BalFr%

11° 0.960 1.164 1.508 43.6 13° 0.968 1.156 1.538 42.9 14° 0.981 1.161 1.568 42.5 15° 0.984 1.151 1.566 42.4 16° 10mm gurney none 5° without gurney 0.986 1.146 1.574 42.1

The complete aero data over a map of 50 ride heights couples (all heights are full scale) are shown hereafter. The rear top assembly is the isolated mainplane set to 16° with 10 mm gurney on mainplane, the front wing flap set to 5° without gurney and front main wing without central flap.

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Dallara Automobili – GP2 user manual 58/87 CxT CzT FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45 5 0.979 0.987 0.991 0.998 0.993 1.004 1.006 5 2.919 2.863 2.839 2.850 2.893 2.955 2.973 10 0.982 0.988 0.994 0.997 0.995 1.003 1.002 1.010 10 2.763 2.765 2.749 2.773 2.797 2.866 2.862 2.861 15 0.983 0.981 0.990 0.993 0.994 1.002 1.003 1.002 1.009 15 2.646 2.674 2.652 2.706 2.731 2.808 2.796 2.751 2.721 20 0.983 0.984 0.992 0.995 1.001 0.999 1.005 1.006 20 2.609 2.615 2.632 2.698 2.712 2.685 2.647 2.619 25 0.980 0.982 0.992 0.998 0.999 1.004 0.998 25 2.516 2.573 2.618 2.630 2.598 2.558 2.522 30 0.984 0.984 0.994 0.995 0.996 1.001 30 2.524 2.555 2.542 2.508 2.472 2.438 35 0.985 0.988 0.994 0.995 0.997 35 2.474 2.453 2.432 2.403 2.367 CzF CzR FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45 5 1.255 1.240 1.241 1.252 1.271 1.294 1.304 5 1.664 1.622 1.598 1.598 1.621 1.661 1.669 10 1.154 1.169 1.170 1.187 1.199 1.226 1.226 1.233 10 1.609 1.597 1.579 1.586 1.598 1.640 1.637 1.628 15 1.083 1.106 1.105 1.133 1.143 1.174 1.175 1.162 1.154 15 1.563 1.568 1.547 1.573 1.588 1.634 1.621 1.588 1.567 20 1.057 1.066 1.077 1.106 1.108 1.102 1.092 1.088 20 1.551 1.549 1.554 1.592 1.604 1.583 1.555 1.531 25 1.002 1.028 1.046 1.053 1.047 1.036 1.028 25 1.513 1.546 1.572 1.577 1.551 1.522 1.494 30 0.982 0.999 0.997 0.990 0.982 0.974 30 1.542 1.556 1.545 1.518 1.491 1.464 35 0.944 0.940 0.937 0.934 0.929 35 1.529 1.513 1.495 1.468 1.438 Eff R.A.% FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45 5 2.981 2.900 2.865 2.856 2.912 2.943 2.956 5 43.0% 43.3% 43.7% 43.9% 44.0% 43.8% 43.9% 10 2.814 2.800 2.767 2.783 2.811 2.858 2.855 2.832 10 41.8% 42.3% 42.6% 42.8% 42.9% 42.8% 42.8% 43.1% 15 2.693 2.726 2.680 2.724 2.749 2.803 2.789 2.744 2.697 15 40.9% 41.4% 41.7% 41.9% 41.8% 41.8% 42.0% 42.3% 42.4% 20 2.653 2.657 2.654 2.710 2.709 2.688 2.635 2.604 20 40.5% 40.8% 40.9% 41.0% 40.9% 41.0% 41.3% 41.5% 25 2.568 2.621 2.640 2.635 2.602 2.547 2.527 25 39.8% 39.9% 39.9% 40.0% 40.3% 40.5% 40.7% 30 2.564 2.597 2.557 2.520 2.482 2.435 30 38.9% 39.1% 39.2% 39.5% 39.7% 39.9% 35 2.511 2.482 2.446 2.414 2.374 35 38.2% 38.3% 38.5% 38.9% 39.2%

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The following tables contain the aero data of the rear top assembly sweeps in LOW DOWNFORCE configuration (i.e. mainplane + flap).

Rear wing top

assembly add-ons Front wing flap CxTS CzFS CzRS BalFr%

9° 1.123 1.383 1.862 42.6 11° 1.138 1.366 1.906 41.7 13° none 5° 10-10-0 mm gurney 1.162 1.368 1.969 41.0

The complete aero data over a map of 50 ride heights couples (all heights are full scale) are shown hereafter. The rear top assembly is the isolated mainplane+flap set to 9°, the front wing flap set to 6° with gurney 10-10-0 mm.

CxT CzT FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45 5 1.107 1.110 1.113 1.115 1.119 1.125 1.129 5 3.307 3.280 3.241 3.250 3.292 3.383 3.413 10 1.102 1.111 1.114 1.113 1.119 1.124 1.127 1.134 10 3.133 3.152 3.146 3.157 3.251 3.306 3.322 3.303 15 1.105 1.105 1.111 1.114 1.119 1.120 1.123 1.128 1.129 15 3.017 3.032 3.041 3.106 3.160 3.208 3.193 3.186 3.143 20 1.104 1.104 1.108 1.117 1.117 1.118 1.124 1.121 20 2.953 2.957 3.004 3.113 3.105 3.086 3.068 3.028 25 1.104 1.107 1.112 1.114 1.120 1.122 1.120 25 2.873 2.938 3.014 2.980 2.987 2.955 2.899 30 1.104 1.109 1.116 1.117 1.117 1.124 30 2.854 2.912 2.916 2.869 2.854 2.840 35 1.100 1.104 1.108 1.115 1.113 35 2.791 2.791 2.758 2.753 2.718 CzF CzR FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45 5 1.444 1.444 1.440 1.450 1.473 1.501 1.519 5 1.863 1.837 1.801 1.800 1.819 1.882 1.894 10 1.334 1.351 1.362 1.371 1.416 1.433 1.445 1.442 10 1.798 1.801 1.784 1.786 1.835 1.872 1.877 1.860 15 1.251 1.268 1.285 1.317 1.339 1.356 1.361 1.359 1.354 15 1.766 1.763 1.756 1.790 1.821 1.852 1.832 1.826 1.789 20 1.211 1.219 1.242 1.289 1.285 1.283 1.279 1.270 20 1.742 1.738 1.762 1.823 1.820 1.803 1.789 1.757 25 1.157 1.185 1.216 1.204 1.214 1.202 1.188 25 1.716 1.753 1.798 1.776 1.773 1.753 1.710 30 1.122 1.145 1.150 1.136 1.140 1.146 30 1.733 1.767 1.766 1.733 1.714 1.694 35 1.068 1.074 1.066 1.075 1.067 35 1.723 1.717 1.692 1.678 1.650 Eff R.A.% FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45 5 2.987 2.954 2.913 2.914 2.942 3.009 3.024 5 43.7% 44.0% 44.4% 44.6% 44.7% 44.4% 44.5% 10 2.843 2.837 2.823 2.837 2.905 2.942 2.948 2.913 10 42.6% 42.9% 43.3% 43.4% 43.5% 43.4% 43.5% 43.7% 15 2.730 2.744 2.736 2.789 2.824 2.866 2.842 2.823 2.784 15 41.5% 41.8% 42.3% 42.4% 42.4% 42.3% 42.6% 42.7% 43.1% 20 2.675 2.679 2.710 2.787 2.781 2.761 2.730 2.700 20 41.0% 41.2% 41.4% 41.4% 41.4% 41.6% 41.7% 42.0% 25 2.603 2.654 2.709 2.674 2.667 2.635 2.588 25 40.3% 40.3% 40.3% 40.4% 40.7% 40.7% 41.0% 30 2.586 2.626 2.612 2.569 2.554 2.526 30 39.3% 39.3% 39.4% 39.6% 39.9% 40.3% 35 2.537 2.528 2.489 2.468 2.441 35 38.3% 38.5% 38.6% 39.0% 39.3%

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The following tables contain the aero data of the rear top assembly sweeps in MID DOWNFORCE configuration (i.e. mainplane + flap without gurney.

Rear wing top

12° 1.162 1.455 1.931 43.0 14° 1.169 1.450 1.979 42.3 16° 1.191 1.450 2.016 41.8 18° 1.209 1.455 2.076 41.2 20° none 10° + 10-10-0 mm gurney 1.224 1.446 2.101 40.8

The complete aero map is obtained with the rear top assembly set to 16°. The front wing flap is set to 12° + 10-10-0 mm gurney in order to achieve an average front balance of around 42%. CxT CzT FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45 5 1.166 1.172 1.178 1.181 1.182 1.189 1.192 5 3.564 3.518 3.497 3.486 3.551 3.606 3.661 10 1.167 1.170 1.171 1.177 1.185 1.185 1.187 1.190 10 3.398 3.374 3.370 3.403 3.458 3.546 3.545 3.523 15 1.161 1.166 1.174 1.177 1.180 1.185 1.187 1.190 1.192 15 3.273 3.283 3.292 3.334 3.401 3.448 3.443 3.414 3.389 20 1.166 1.167 1.174 1.175 1.180 1.186 1.188 1.189 20 3.197 3.217 3.259 3.338 3.325 3.332 3.314 3.276 25 1.164 1.165 1.175 1.182 1.177 1.184 1.185 25 3.125 3.178 3.218 3.230 3.202 3.176 3.149 30 1.166 1.168 1.171 1.172 1.181 1.181 30 3.096 3.147 3.121 3.091 3.080 3.039 35 1.167 1.171 1.172 1.173 1.174 35 3.039 3.038 3.005 2.967 2.928 CzF CzR FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45 5 1.556 1.550 1.552 1.552 1.582 1.599 1.629 5 2.008 1.969 1.945 1.934 1.970 2.007 2.032 10 1.445 1.447 1.458 1.471 1.500 1.537 1.541 1.542 10 1.953 1.927 1.912 1.931 1.958 2.010 2.004 1.981 15 1.359 1.373 1.388 1.411 1.439 1.461 1.466 1.461 1.459 15 1.914 1.910 1.905 1.923 1.962 1.988 1.977 1.953 1.931 20 1.312 1.326 1.346 1.381 1.376 1.386 1.386 1.381 20 1.886 1.891 1.913 1.956 1.949 1.947 1.927 1.894 25 1.259 1.280 1.296 1.305 1.302 1.300 1.297 25 1.867 1.899 1.922 1.926 1.900 1.876 1.852 30 1.217 1.241 1.232 1.231 1.230 1.224 30 1.878 1.906 1.889 1.860 1.850 1.815 35 1.170 1.175 1.168 1.160 1.152 35 1.869 1.863 1.837 1.807 1.776 Eff R.A.% FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45 5 3.057 3.001 2.969 2.952 3.006 3.034 3.071 5 43.6% 44.0% 44.4% 44.5% 44.5% 44.3% 44.5% 10 2.911 2.885 2.878 2.890 2.919 2.993 2.986 2.961 10 42.5% 42.9% 43.3% 43.2% 43.4% 43.3% 43.5% 43.8% 15 2.819 2.816 2.805 2.832 2.883 2.911 2.900 2.869 2.844 15 41.5% 41.8% 42.1% 42.3% 42.3% 42.4% 42.6% 42.8% 43.0% 20 2.742 2.758 2.777 2.841 2.818 2.811 2.789 2.755 20 41.0% 41.2% 41.3% 41.4% 41.4% 41.6% 41.8% 42.2% 25 2.685 2.729 2.740 2.734 2.720 2.682 2.658 25 40.3% 40.3% 40.3% 40.4% 40.7% 40.9% 41.2% 30 2.655 2.694 2.664 2.637 2.607 2.573 30 39.3% 39.4% 39.5% 39.8% 39.9% 40.3% 35 2.603 2.595 2.563 2.528 2.494 35 38.5% 38.7% 38.9% 39.1% 39.3%

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e. Rear top wing in HIGH DOWNFORCE configuration

The following table contains the aero data of a rear top assembly sweep in HIGH DOWNFORCE configuration (i.e. mainplane + flap).

Rear wing top

21° 1.243 1.626 2.064 44.1 23° 1.261 1.619 2.097 43.6 25° 1.279 1.635 2.146 43.2 27° None 20° + 10-10-0 mm gurney 1.284 1.625 2.153 43.0

Rear wing top

21° 1.286 1.623 2.145 43.1 23° 1.300 1.614 2.171 42.6 25° 10 mm gurney 20° + 10-10-0 mm gurney 1.317 1.616 2.192 42.4

The complete aero map is obtained with the rear top assembly set to 23°. The front wing flap is set to 16° + 10-10-0 mm gurney in order to achieve a front balance of around 42%.

CxT CzT FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45 5 1.239 1.250 1.255 1.255 1.263 1.268 1.273 5 3.770 3.756 3.722 3.710 3.774 3.833 3.854 10 1.238 1.242 1.248 1.250 1.256 1.264 1.268 1.268 10 3.600 3.596 3.587 3.609 3.671 3.751 3.755 3.708 15 1.234 1.236 1.247 1.248 1.254 1.259 1.259 1.260 1.271 15 3.451 3.471 3.481 3.549 3.611 3.655 3.639 3.589 3.578 20 1.233 1.240 1.249 1.253 1.255 1.260 1.268 1.268 20 3.382 3.405 3.449 3.525 3.540 3.527 3.502 3.457 25 1.233 1.241 1.254 1.253 1.258 1.263 1.265 25 3.313 3.377 3.436 3.444 3.420 3.376 3.356 30 1.236 1.237 1.251 1.251 1.251 1.257 30 3.287 3.328 3.336 3.300 3.263 3.234 35 1.237 1.243 1.243 1.248 1.252 35 3.221 3.201 3.159 3.151 3.108 CzF CzR FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45 5 1.635 1.642 1.637 1.636 1.665 1.684 1.699 5 2.136 2.114 2.085 2.074 2.109 2.150 2.155 10 1.518 1.531 1.537 1.547 1.576 1.612 1.617 1.609 10 2.082 2.065 2.050 2.063 2.095 2.139 2.138 2.099 15 1.416 1.432 1.445 1.482 1.509 1.530 1.532 1.520 1.526 15 2.035 2.039 2.035 2.068 2.102 2.126 2.106 2.069 2.053 20 1.366 1.384 1.404 1.437 1.441 1.448 1.446 1.437 20 2.016 2.021 2.045 2.088 2.098 2.080 2.056 2.020 25 1.312 1.340 1.364 1.374 1.371 1.360 1.362 25 2.001 2.038 2.072 2.070 2.048 2.016 1.994 30 1.271 1.291 1.298 1.292 1.284 1.281 30 2.016 2.037 2.038 2.008 1.979 1.953 35 1.218 1.215 1.206 1.212 1.202 35 2.003 1.986 1.953 1.940 1.906

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Dallara Automobili – GP2 user manual 62/87 Eff R.A.% FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45 5 3.043 3.005 2.965 2.956 2.987 3.023 3.027 5 43.4% 43.7% 44.0% 44.1% 44.1% 43.9% 44.1% 10 2.909 2.896 2.874 2.887 2.923 2.967 2.960 2.924 10 42.2% 42.6% 42.8% 42.9% 42.9% 43.0% 43.1% 43.4% 15 2.796 2.808 2.791 2.844 2.879 2.904 2.890 2.849 2.816 15 41.0% 41.3% 41.5% 41.7% 41.8% 41.8% 42.1% 42.4% 42.6% 20 2.744 2.746 2.762 2.813 2.819 2.800 2.763 2.727 20 40.4% 40.6% 40.7% 40.8% 40.7% 41.0% 41.3% 41.6% 25 2.686 2.722 2.741 2.749 2.717 2.673 2.653 25 39.6% 39.7% 39.7% 39.9% 40.1% 40.3% 40.6% 30 2.660 2.691 2.666 2.638 2.608 2.574 30 38.7% 38.8% 38.9% 39.1% 39.4% 39.6% 35 2.603 2.574 2.541 2.525 2.482 35 37.8% 37.9% 38.2% 38.4% 38.7%

f. Balanced front and rear wings configurations

The following tables contain some configurations of front and rear wings adjustments in order to guarantee approximately a range of front aero balance from 42% for the VERY LOW, LOW, MID and HIGH DOWNFORCE configurations. The link between the two tables is the configuration label indicated in the first columns as well as in the final graph.

Configuration

Front flap

angle Front flap add-ons Rear top assembly

Rear top assembly angle

Rear top assembly add-ons

1 5° 16° None

2 6° None Mainplane 16° 10mm gurney on

mainplane 3 5° 9° 4 6° 11° 5 7° 12° 6 8° 14° 7 10° 16° 8 11° 18° 9 12° 21° 10 14° 23° 11 16° 27° None 12 18° 10-10-0 mm gurney Mainplane+flap 25° 10 mm gurney on flap Configuration CxTS CzTS BalFr% 1 0.955 2.672 43.8 2 0.980 2.739 43.0 3 1.110 3.194 43.0 4 1.137 3.231 42.4 5 1.144 3.306 42.5 6 1.157 3.389 42.2 7 1.175 3.443 42.5 8 1.195 3.490 42.3 9 1.223 3.550 41.9 10 1.240 3.601 42.2 11 1.266 3.673 42.5 12 1.298 3.745 42.7

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BALANCED POLAR

12 9 10 11 8 7 6 5 4 3 1 2 2.500 2.700 2.900 3.100 3.300 3.500 3.700 3.900 0.950 1.000 1.050 1.100 1.150 1.200 1.250 1.300 1.350 CxT CzT

g. Roll angle sensitivity

The paragraph is dedicated to a brief analysis of the aerodynamic behaviour of the model in rolling conditions. Considering a fixed mid downforce configuration (front wing flap at 12° with 10-10-0 mm gurney and rear wing top assembly @ 16°) the effect of a roll angle of 1.0° is explored. For the obvious reason of having a minimum clearance between the model and the belt, the comparison is carried out over a ride heights map that in the most demanding condition (i.e. 1.0° roll angle) respect the minimum clearance constraint. We remember that all ride heights are always measured on the centre line.

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Dallara Automobili – GP2 user manual 64/87 ROLL ANGLE = 0.0° CxT CzT FRH/RRH 15 20 25 30 35 40 45 FRH/RRH 15 20 25 30 35 40 45 15 1.174 1.177 1.180 1.185 1.187 1.190 1.192 15 3.292 3.334 3.401 3.448 3.443 3.414 3.389 20 1.167 1.174 1.175 1.180 1.186 1.188 1.189 20 3.217 3.259 3.338 3.325 3.332 3.314 3.276 25 1.164 1.165 1.175 1.182 1.177 1.184 1.185 25 3.125 3.178 3.218 3.230 3.202 3.176 3.149 30 1.166 1.168 1.171 1.172 1.181 1.181 30 3.096 3.147 3.121 3.091 3.080 3.039 35 1.167 1.171 1.172 1.173 1.174 35 3.039 3.038 3.005 2.967 2.928 CzF CzR FRH/RRH 15 20 25 30 35 40 45 FRH/RRH 15 20 25 30 35 40 45 15 1.388 1.411 1.439 1.461 1.466 1.461 1.459 15 1.905 1.923 1.962 1.988 1.977 1.953 1.931 20 1.326 1.346 1.381 1.376 1.386 1.386 1.381 20 1.891 1.913 1.956 1.949 1.947 1.927 1.894 25 1.259 1.280 1.296 1.305 1.302 1.300 1.297 25 1.867 1.899 1.922 1.926 1.900 1.876 1.852 30 1.217 1.241 1.232 1.231 1.230 1.224 30 1.878 1.906 1.889 1.860 1.850 1.815 35 1.170 1.175 1.168 1.160 1.152 35 1.869 1.863 1.837 1.807 1.776 Eff R.A.% FRH/RRH 15 20 25 30 35 40 45 FRH/RRH 15 20 25 30 35 40 45 15 2.805 2.832 2.883 2.911 2.900 2.869 2.844 15 42.1% 42.3% 42.3% 42.4% 42.6% 42.8% 43.0% 20 2.758 2.777 2.841 2.818 2.811 2.789 2.755 20 41.2% 41.3% 41.4% 41.4% 41.6% 41.8% 42.2% 25 2.685 2.729 2.740 2.734 2.720 2.682 2.658 25 40.3% 40.3% 40.3% 40.4% 40.7% 40.9% 41.2% 30 2.655 2.694 2.664 2.637 2.607 2.573 30 39.3% 39.4% 39.5% 39.8% 39.9% 40.3% 35 2.603 2.595 2.563 2.528 2.494 35 38.5% 38.7% 38.9% 39.1% 39.3% ROLL ANGLE = 1.0° CxT CzT FRH/RRH 15 20 25 30 35 40 45 FRH/RRH 15 20 25 30 35 40 45 15 1.174 1.178 1.186 1.187 1.192 1.194 1.196 15 3.167 3.215 3.221 3.221 3.220 3.202 3.177 20 1.170 1.169 1.184 1.185 1.187 1.189 1.202 20 3.098 3.106 3.134 3.114 3.103 3.105 3.101 25 1.168 1.167 1.177 1.179 1.187 1.187 1.194 25 3.004 3.002 3.030 3.019 3.022 3.003 3.016 30 1.171 1.173 1.183 1.187 1.179 1.192 30 2.919 2.926 2.938 2.922 2.901 2.907 35 1.169 1.176 1.177 1.180 1.185 35 2.814 2.843 2.830 2.820 2.821 CzF CzR FRH/RRH 15 20 25 30 35 40 45 FRH/RRH 15 20 25 30 35 40 45 15 1.337 1.363 1.372 1.377 1.387 1.387 1.384 15 1.829 1.852 1.848 1.844 1.833 1.815 1.793 20 1.279 1.287 1.307 1.301 1.307 1.315 1.321 20 1.819 1.819 1.826 1.813 1.796 1.791 1.779 25 1.214 1.219 1.234 1.236 1.246 1.246 1.257 25 1.790 1.783 1.797 1.783 1.775 1.757 1.760 30 1.158 1.166 1.177 1.181 1.178 1.188 30 1.761 1.760 1.760 1.742 1.723 1.719 35 1.095 1.114 1.117 1.120 1.130 35 1.719 1.728 1.713 1.700 1.691

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Dallara Automobili – GP2 user manual 65/87 Eff R.A.% FRH/RRH 15 20 25 30 35 40 45 FRH/RRH 15 20 25 30 35 40 45 15 2.698 2.730 2.715 2.713 2.701 2.681 2.656 15 42.2% 42.4% 42.6% 42.7% 43.1% 43.3% 43.6% 20 2.649 2.657 2.646 2.629 2.613 2.612 2.579 20 41.3% 41.4% 41.7% 41.8% 42.1% 42.3% 42.6% 25 2.573 2.573 2.576 2.561 2.546 2.529 2.526 25 40.4% 40.6% 40.7% 40.9% 41.2% 41.5% 41.7% 30 2.492 2.494 2.484 2.462 2.461 2.439 30 39.7% 39.9% 40.1% 40.4% 40.6% 40.9% 35 2.407 2.417 2.404 2.390 2.380 35 38.9% 39.2% 39.5% 39.7% 40.1%

h. Constant balance rear top assembly and front flap angles adjustments

Keeping the same approach of the previous paragraph, it is here analysed the variation of rear top assembly angle needed to rebalance a fixed variation of front wing flap. For the sake of simplicity, the rebalance has been carried out in a range of angles for which the rear top assembly slope is constant (i.e. not close to stall angle).

Rear wing

configuration Front flap angle adj. Rear top assy angle adj. VERY LOW From 7° to 8° (hole) From 28.2 to 30.3

LOW From 5° to 6° From 8.7° to 9.6° MID From 11° to 12° From 15.3° to 16.7° HIGH From 19° to 20° From 19.5° to 21.2°

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i. Effect of skirt wear

This paragraph is dedicated to the evaluation of the effect of the skirt wear on the aerodynamic performance. Two different wear configurations are considered: the first is described by a “linear” wear starting from the mid length point and ending with a full wear at the skirt rear end, the second is a constant full wear from the front end to the rear end.

New “Linear” wear Full wear Skirt wear ∆CxTS ∆CzFS ∆CzRS 0 V Vrad ∆ (each side) New - - - - “Linear” wear -0.004 -0.018 -0.018 0.0% Full wear -0.005 -0.095 -0.099 0.1%

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BRAKE SYSTEM

• FRONT & REAR BRAKE MASTER CYLINDER:

CHECK DALLARA-GP2 SPARE PARTS CATALOGUE!!!

• Brembo suggest a maximum caliper temperature of

200°C

. Overheating could damage the piston seals and the hub bearing seals too. Dallara STRONGLY SUGGEST to use cooler fan devices when the car stops at the garages.