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Gp2 User Manual 2008 v10

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Gp2 User Manual 2008 v10

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7/18/2019 Gp2 User Manual 2008 v1.

GP2

2008
USER MANUAL

Release 1.0 (7/01/08)

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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
b. Rear top wing in VERY LOW DOWNFORCE configuration..........................................................57
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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
BASIC INSTRUCTIONS FOR THE USE OF OZ CAST MAG. WHEELS.................................................87

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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

Overall Height mm 1047 From tub bottom face to telecamera upper surface

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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 B ODYWORK
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
• Anti roll bars and anti roll bar adjustable blades, and torsion springs.

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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

REAR TETHERS – WHEEL SIDE

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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
3.75mm 5.18mm
Ride Height
0.002° 0.170°
change
5/8”UNEF24+5/8”UNEF 5/8”UNEF24+5/8”UNEF
+1 barrel TURN Camber change (deg) 24L=2.12mm 24L=2.12mm
Thread size

TOE ADJUSTER (PER WHEEL)

toe change (deg) 0.75° (per turn) -0.375° (per lmm shim)
1 .06mm-5/16UNF-24
thread step

CAMBERSHIM +lmm 0.30° 0.26°

toe change (deg) 0° 0°

CASTOR ADJUSTER
Castor change
0.485° 0.606°
(deg)
1 .06mm-3/8”UNF-24 1. 27mm- 1/2UNF-20
thread step&size
-0.84 mm -0.60 mm
+1TURN
camber Ride height change
change -0.122° 0.05°
0.022° 0.065°
(deg)
toe change (deg)

SPRING PLATFORM
1
+1TURN thread step (mm)
1.037
height change (mm)

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
REAR: 0.2, 0.4, 0.5, 0.6, 0.8, 1.0, 1.2, 1.5 and 2.0mm.

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SUSPENSION PICK-UP POINTS

Note:

• Z=0 is the bottom of the monocoque.

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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 BA R STIFFNESS

There are three different T shaped anti roll bars:

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

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

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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)].

The ARB stiffness @ Ground is AntiSymmetric Model Stiffness/MRarb^2.

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Front
MR arb - Drop li nk D1 (100 mm) 1.590
MR arb - Drop li nk D2 (55 mm) 1.627
Track 1.465 [m]

P1 P2 P3 P4 P5

Component Component Component Component Component

FARB Stiffness Stiffness Stiffness Stiffness Stiffness

[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 Component Component Component Component
Stiffness Stiffness Stiffness Stiffness Stiffness
FARB - - - - -
AntiSymmetric AntiSymmetric AntiSymmetric AntiSymmetric AntiSymmetric
Model Model Model Model Model
[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 Stiffness Stiffness Stiffness Stiffness

FARB @ Ground @ Ground @ Ground @ Ground @ Ground

[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 Stiffness Stiffness Stiffness Stiffness

FARB @ Ground @ Ground @ Ground @ Ground @ Ground

[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

Ø 30 ø 20 @ Droplink D2 2640 3369 4637 5525 5811

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STEERING COLUMN POSITIONS

FORWARD POSITION

INTERMEDIATE POSITION

REARWARD 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,
is 3120 the 20
mm)with mm
pitch front
angle and 40mm
is 0.367 ° and rear ride
castor heights,
angles measured
(both apparentatand
wheel axis,
total) are(wheelbase
reduced.

Pitc h angl e : [(40-20)/3120] 57.296 = 0,367°

Total Casto r angl e : 5.80° - 0,367° = 5.432°

Ap parent Castor angle : 0,00° - 0,367° = -0,367°

MAXIMUN CASTOR
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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 !!!

∆ Camber Castor-
Roll centre An ti li ft An ti sq uat
OPTION MR @10mm Bump-steer
height [%] [%]
BUMP adjustemt
Lengthen 2.5
1A A1-B1-C1-D2 64.2 1.113 -0.27° -33.9 -3.2
turns
Lengthen 2.5
1B A2-B2-C1-D2 91.6 1.138 -0.39° -33.8° -3.0
turns
Lengthen 3
1C A2-B2-C2-D3 39.1 1.021 -0.28° -33.8° -3.0
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 /

A2-B2-C2-D2
2D 31.9 1.037 -0.26° 17.3 23.9 /
(STD)
Shorten 3
3A A1-B1-C2-D1 -2.6 1.031 -0.12° 68.1 51.4
turns

3B A2-B2-C2-D1 26.6 1.057 -0.24° 68 51.1 Lengthen 3

turns

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) .

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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 - Drop li nk D1 (130 mm) 1.476
MR arb - Drop li nk D2 (104 mm) 1.525
MR arb - Drop li nk D3 (78 mm) 1.581
Track 1.415 [m]

P1 P2 P3 P4 P5

Component Component Component Component Component

RARB Stiffness Stiffness Stiffness Stiffness Stiffness

[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 Component Component Component Component
Stiffness Stiffness Stiffness Stiffness Stiffness
RARB - - - - -
AntiSymmetric AntiSymmetric AntiSymmetric AntiSymmetric AntiSymmetric
Model Model Model Model Model
[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 Stiffness Stiffness Stiffness Stiffness

RARB @ Ground @ Ground @ Ground @ Ground @ Ground
[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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P1 P2 P3 P4 P5

Stiffness Stiffness Stiffness Stiffness Stiffness

RARB @ Ground @ Ground @ Ground @ Ground @ Ground
[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
Ø 13 @ Droplink D2 Ti Blade 137
229 164
273 184
307 191
319 192
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.
When you have found the proper thickness, perform a definitive installation with the O-rings.

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Front rocker installation detail:

Rear 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 K-nut M12x1.5 Fron t

Tighten 32lb*ft / 4,5kgm Tighten 58lb*ft / 8kgm
K-nut M12x1.5 Rear K-nut M14x1.5 Rear
Tighten 58lb*ft / 8kgm 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
c) Put both and
sides using
seals the
and jig 20501073
seeger rings intoplace the second bearing into the upright.
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.
e) Tighten the external platform to 500Nm by using jig 20501082.

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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.

      ]
      N
      [
2612 010 961
2000
REBOUND

1500

c1
c1
1000 c8
c8

500

[m/sec]
0

0 50 100 150 200 250 300 350 400

-500

-1000

BUMP
-1500

      ]
      N
      [ 2822 728/729 475
2000

REBOUND
C1H8
1500 C1H8
C8H8
C8H8
1000 C8H1
C8H1

500

[m/sec]
0
0 0,05 0,1 0,15 0,2 0,25 0,3

-500

-1000

-1500

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-2000

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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

6
   d
   n
   u
   o
5
   b
   e
   R
4

2
   ]
   N 1
   k
   [
   d
   a
   o 0
   L
0 100 200 300 400 500
-1

-2
   p
   m
   u-3
   B

-4
Velocity [mm/s]

3
   d
   n
   u 2.5
   o
   b
   e
   R
2

1.5

1
   ]
   N 0.5
   k
   [
   d
   a
   o 0
   L
0 50 100 150
-0.5

-1
p

   m
   u-1.5
   B

-2
Velocity [mm/s]

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Low Speed Bump Cartridge: 71-60-21-030-0

Low Speed Rebound Cartridge: 71-60-22-003-0

Low Speed Rebound Cartridge: 71-60-22-935-0

6
   d
   n
   u 5
   o
   b
   e
   R
4

2
   ]
   N 1
   k
   [
   d
   a
   o 0
   L
0 100 200 300 400 500
-1

-2
   p
   m
   u-3
   B

-4
Velocity [mm/s]

3
   d
   n
   u 2.5
   o
   b
   e
   R
2

1.5

1
   ]
   N 0.5
   k
   [
   d
   a
   o 0
   L
0 50 100 150
-0.5

-1
p

   m
   u-1.5
   B

-2
Velocity [mm/s]

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

High Speed Cart rid ge 1, bum p & re boun d

1,4

1,2

   )
   N 0,8
   k
   (
  e
  c
  r
  o 0,6
   F

0,4

0,2

0 100 200 300 400 500

Velocity (mm/s)

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High Speed Cartridge, for both Bump and Rebound: 71-40-01-019-2

High Speed Cart rid ge 2, bum p & re boun d

1,8

1,6

1,4

   )
   N 1,2
   k
   (
  e
  c
  r
  o
   F
1

0,8

0,6

0,4

0 100 200 300 400 500

Velocity (mm/s)

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High Speed Cartridge, for both Bump and Rebound: 71-40-01-019-3

High Speed Cart rid ge 3, bum p & re boun d

2,2

1,8

   )
   N 1,6
   k
   (
  e
  c
  r
  o 1,4
   F

1,2

0,8

0 100 200 300 400 500

Velocity (mm/s)

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High Speed Cartridge, for both Bump and Rebound: 71-40-01-019-4

High Speed Cart rid ge 4, bum p & re boun d

2,8

2,6

2,4

   )
   N 2,2
   k
   (
  e
  c
  r
  o
   F
2

1,8

1,6

1,4

0 100 200 300 400 500

Velocity (mm/s)

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High Speed Cartridge, for both Bump and Rebound: 71-40-01-019-5

High Speed Cart rid ge 5, bum p & re boun d

3,2

2,8

   )
   N 2,6
   k
   (
  e
  c
  r
  o 2,4
   F

2,2

1,8

0 100 200 300 400 500

Velocity (mm/s)

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High Speed Cartridge, for both Bump and Rebound: 71-40-01-019-6

High Speed Cart rid ge 6, bum p & re boun d

3,6

3,4

3,2

   )
   N 3
   k
   (
  e
  c
  r
  o 2,8
   F

2,6

2,4

2,2

0 100 200 300 400 500

Velocity (mm/s)

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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
Efficiency is TotalisDownforce
meant at the rear axle, it includes frontal area contribution
/ 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 MAINPLA NE

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

“H” is meant with reference to the upper flap surface.

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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 BIPLA NE

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

REAR ENDPLATE

Maximum endplate TOP edge HEIGHT from reference plane is 849.5mm

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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.

Some pictures of the model installation are shown hereafter.

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Bodywor k package and bl anki ng sol ut i ons

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.

∆V rad V 0
Gills
CFG Chimney exhaust ∆C xT S ∆C zF S ∆C zRS (each
exhaust
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.

∆V rad V 0
CFG Description ∆C xT S ∆C zF S ∆C zRS (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 wi ng 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:

Mainplane add-ons Flap add-ons

Configuration Airfoil elements
available 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.

10mm gurney on rear wing mainplane

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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°
3 27° 28° 29° 30° 31° 32° 33° 34° 35°

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°

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3. Aerodyn amic 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 front flap with gurney
o rear wing top flap without gurney

 High downforce configuration :

o front flap with gurney
o rear wing top flap with/without 10 mm gurney

a. Front wing flap adjustment and wicker sensitiv ity

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 xT S C zF S C zRS BalFr
%

5° 0.986 1.146 1.574 42.1

7° None 0.991 1.181 1.576 42.8
9° 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:

20° 1.274 1.634 2.136 43.3

10-10-0 mm gurney
22° 1.272 1.647 2.120 43.7
24° 1.274 1.674 2.100 44.4

b. Rear top w ing i n VERY LOW DOWNFORCE config uratio n

The following tables

DOWNFORCE contain the
configuration (i.e.aero data mainplane).
isolated of the rear top assembly
Please sweeps
note that in VERY LOW
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 Rear wing top Front wing

Front wing flap C xT S C zF S C zRS %
BalFr
assembly angle assembly add-ons Central Flap
11° 0.960 1.164 1.508 43.6
13° 0.968 1.156 1.538 42.9
5°
14° 10mm gurney none 0.981 1.161 1.568 42.5
without gurney
15° 0.984 1.151 1.566 42.4
16° 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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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%

c. Rear top wing in LOW DOWNFORCE conf igu ration

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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 Rear wing top

Front wing flap C xT S C zF S C zRS %
BalFr
assembly angle assembly add-ons
9° 1.123 1.383 1.862 42.6
5°
11° none 1.138 1.366 1.906 41.7
10-10-0 mm gurney
13° 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%

d. Rear top win g in MID DOWNFORCE conf igur ation

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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 Rear wing top

Front wing flap C xT S C zF S C zRS %
BalFr
assembly angle assembly add-ons
12° 1.162 1.455 1.931 43.0

14° 1.169 1.450 1.979 42.3

16° none 10° + 1.191 1.450 2.016 41.8

10-10-0 mm gurney
18° 1.209 1.455 2.076 41.2

20° 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 .1 70 1 .17 1 1 .17 7 1. 185 1. 185 1 .1 87 1 .19 0 10 3 .39 8 3 .37 4 3. 370 3. 403 3 .45 8 3 .54 6 3 .54 5 3. 523
15 1. 161 1 .1 66 1 .17 4 1 .17 7 1. 180 1. 185 1 .1 87 1 .19 0 1 .19 2 15 3 .27 3 3 .28 3 3. 292 3. 334 3. 40 1 3 .44 8 3. 443 3. 414 3. 389
20 1 .1 66 1 .16 7 1 .17 4 1. 175 1. 180 1 .1 86 1 .18 8 1 .18 9 20 3. 197 3. 217 3. 259 3 .3 38 3 .32 5 3 .33 2 3. 314 3. 276
25 1 .16 4 1 .16 5 1. 175 1. 182 1 .1 77 1 .18 4 1 .18 5 25 3. 125 3. 178 3 .2 18 3 .23 0 3. 202 3. 176 3. 149
30 1 .16 6 1. 168 1. 171 1 .1 72 1 .18 1 1 .18 1 30 3 .0 96 3 .1 47 3 .12 1 3 .0 91 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 .4 47 1 .45 8 1 .47 1 1. 500 1. 537 1 .5 41 1 .54 2 10 1 .95 3 1. 927 1. 912 1 .9 31 1 .95 8 2 .01 0 2 .0 04 1. 981
15 1. 359 1 .3 73 1 .38 8 1 .41 1 1. 439 1. 461 1 .4 66 1 .46 1 1 .45 9 15 1 .91 4 1. 910 1. 905 1 .9 23 1 .96 2 1 .98 8 1 .9 77 1. 953 1. 931
20 1 .3 12 1 .32 6 1 .34 6 1. 381 1. 376 1 .3 86 1 .38 6 1 .38 1 20 1. 886 1. 891 1 .9 13 1 .95 6 1 .94 9 1 .9 47 1. 927 1. 894
25 1 .25 9 1 .28 0 1. 296 1. 305 1 .3 02 1 .30 0 1 .29 7 25 1. 867 1 .8 99 1 .92 2 1 .92 6 1 .9 00 1. 876 1. 852
30 1 .21 7 1. 241 1. 232 1 .2 31 1 .23 0 1 .22 4 30 1 .8 78 1 .90 6 1 .88 9 1 .8 60 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 .8 85 2 .87 8 2 .89 0 2. 919 2. 993 2. 986 2 .9 61 10 4 2. 5% 4 2.9 % 43 .3% 43 .2% 4 3. 4% 4 3. 3% 4 3.5 % 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 .5 28 2 .49 4 35 3 8. 5% 3 8. 7% 3 8.9 % 39 .1% 39 .3%

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e. Rear top wi ng in HIGH DOWNFORCE config uratio n

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

Rear wing top Rear wing top

Front wing flap C xT S C zF S C zRS %
BalFr
assembly angle assembly add-ons

21° 1.243 1.626 2.064 44.1

23° 20° + 1.261 1.619 2.097 43.6
None
25° 10-10-0 mm gurney 1.279 1.635 2.146 43.2

27° 1.284 1.625 2.153 43.0

Rear wing top Rear wing top

Front wing flap C xT S C zF S C zRS BalFr
%
assembly angle assembly add-ons

21° 1.286 1.623 2.145 43.1

20° +
23° 10 mm gurney 1.300 1.614 2.171 42.6
10-10-0 mm gurney
25° 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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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.

Front flap Rear top assembly Rear top assembly

Front flap add-ons Rear top assembly
Configuration angle angle add-ons
1 5° 16° None
None Mainplane 10mm gurney on
2 6° 16°
mainplane
3 5° 9°
4 6° 11°
5 7° 12°
6 8° 14°
7 10° 16° None
8 11° 10-10-0 mm gurney Mainplane+flap 18°
9 12° 21°
10 14° 23°
11 16° 27°
10 mm gurney
12 18° 25°
on flap

Configuration C xT S C zT S %

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

3.900

3.700
11 12
10
3.500
9
8
7
3.300
6
5
      T
     z 4
      C
3
3.100

2.900

2.700
2
1

2.500
0.950 1.000 1.050 1.100 1.150 1.200 1.250 1.300 1.350
CxT

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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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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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 fron t flap angles adjust ments

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, slope
assembly the rebalance
is constanthas
(i.e.been carried
not close outangle).
to stall in a range of angles for which the rear top

Rear wing
Front flap angle adj. Rear top assy angle adj.
configuration
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

∆V rad V 0
Skirt wear ∆C xT S ∆C zF S ∆C zRS
(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.

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BREMBO CALIPER:
Technical details

Introduction
The aim of this document is to inform the GP2 Teams about the caliper features and its components
giving also information about when and how service it.

Caliper technical details

P6 28/30/36 Aluminium Mono-block.
Front left p/n XA5.E5.01
Front right p/n XA5.E5.02
Rear left p/n XA5.E5.03

Rear right p/n XA5.E5.04

Maximum stack: 74mm

Caliper service
The recommended working temperature for the GP2 caliper is < 210°C.
Over 210°C the seals fitted into the caliper can be overheated and they will not guarantee the right
performances of the caliper (sealing, roll back, fluid absorption,…).
In order to keep under control the caliper temperature Brembo suggests to use its thermo-tape:
 scale 132°C/210°C p/n 02.5168.10
 scale 210°C/260°C p/n 02.5168.13
If the caliper temperature goes over 210°C the seals have to be opportunely refreshed.

After 2000km the caliper has to be serviced changing the following components:
1. pistons
2. seals

3. pad abutments
4. bleed screws
5. bridge pipe

Ti insert
The caliper has fitted Ti inserts in order to reduce the heat exchange between the pads and the
caliper body/brake fluid. The thickness of the Ti inserts is 4mm. The Ti inserts are just clipped on the
pistons.
Even when the Ti inserts are fitted on the pistons the maximum carbon stack is 74mm.

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BREMBO CARBON-CARBON BRAKES:

Introduction
The aim of this document is to help the GP2 Teams on managing the carbon friction material.
Because of wear rate and performance are strictly related with the pads and the disc working
temperature in the next rows the brake system cooling will be focused.

Carbon Technical details

Disc
Carbon material: CCR 300
Brembo p/n: 09.8392.20
Dimensions: 278mm x 28mm x 44 mm

Ventilation holes. 10 mm round holes

Minimum thickness: 17mm

Pad
Carbon material: CCR 500
Brembo p/n: 07.A012.21
Dimensions: 23mm x 44mm
Back plate: 12mm
Minimum thickness: 12mm
Remarks:
last year Brembo supply the CCR400 as pad friction material. After the positive experience in F1
Brembo will supply for the 2006 season the new CCR500 that guaranty the same friction
performance of CCR400 and a sensible reduction in the pad wear. With the CCR500 Brembo is
expecting a better and even distribution of the wear between disc and pads for the 2006 season.

Carbon material working temperature

In order to have the best performances from the carbon material CCR400/CCR500 the disc working
temperature at the beginning of the braking phase (it is what Brembo calls “Initial Temperature”,
measurable in the end of the straight before touching the brakes) have to be in the range of 350°C-
550°C.
Use the Brembo paint (p/n 02.5711.10) on the discs in order to check the disc temperature. In a
normal use it should be:
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 the green paint completely turn to white (T> 430°C);

 the red paint turn to white just close to the friction surface (T>610°C);

On a green track, during the first practice, Brembo suggests to start always with partially blanked

ducts (from 20% to 50% it depends on the circuit duty). After the first run adjust the duct blanking
in order to guarantee the correct working temperature of carbon material and caliper.

Bedding
With new discs and pads it is necessary generate a high temperature in order to guarantee the quick
bedding of the disc and pad contact surfaces. On the out lap the driver has not to be too gentle on
the brakes in order to avoid any glazing problem.
Brake ducts: about 50% blanked.

Glazing
The “glazing” is a physical phenomenon that happens when the carbon material is used in low
temperature/energy conditions. If the disc and the pads are glazed the friction coefficient drop
dramatically creating problem on the brake balance and on the braking performance.
It is quite easy recognize a disc or a pad glazed: the surface looks shiny and touching it with a finger
it remains normally quite clean (or cleaner than with the carbon not glazed!).

On the GP2 car the rear axle is more sensible to the glazing because of the balance distribution and
the brake system cooling, this is the reason why Brembo suggests to the teams to consider always a
partial rear duct blanking on the light duty tracks.
The glazing is a degenerative phenomenon, if it starts it is possible trying to recover blanking the
ducts and asking the driver to push hard on the brakes. In this case the best thing to do is glass
paper the disc and/or the pads in order to remove the glazed layer.

In case of rain / cold conditions / extremely light track

Carbon can be used in raining condition without any problem, but a blank of the air ducts of about
50% is recommended in order to have the initial disc temperature higher then 300-350°C.
The same procedure has to be followed if the track is extremely light on brakes or if it is in low grip
condition.

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New pads on a used disc

it could happen it is necessary fit new pads on a used disc or vice versa, in these cases for the first
laps the pedal could feel a bit longer because of the pad and the discs surfaces have to be bedded.
In this case Brembo suggest to follow the same procedure recommended for the “bedding”.

Remember that disc and pads must be changed when the minimum thicknesses are:

DISCS PADS

New Min th. New Min th.

28mm 17mm 23mm 12mm

Disc resurfacing
The discs can be resurfaced in order to have flat rubbing surfaces and the disc holes centred in the
disc thickness (the disc wear could not be even between the two half of the disc).
The disc resurface is not easy and if it is not done properly the disc could generate judder. If you are
going to resurface the discs Brembo recommends to contact Dallara and send the discs to the
Brembo factory in order to be machined.

Storing
Carbon discs and pads must be stored in appropriate boxes in order to avoid any possible damage
during transportation.

Contamination
Carbon discs and pads do not have to go in touch with lubricants, brake fluids, hydrocarbons,

solvents or acids.

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THROTTLE SYSTEM
Pay special attention to the M4 bolts which fix the rotary potentiometer, it have to be flush to the
inner surface of the pedal bracket.

THROTTLE PEDAL HYDRAULIC DAMPER

Four different springs will be available:

Maximun Stroke
Color Stiffness Shaft Code
achievable

Grey 8,5 pound/inch 35mm GP20811D015

Yellow 5 pound/inch 35mm GP20811D015

White 3,5 pound/inch 50mm GP20811D007

Black 2,5 pound/inch 50mm GP20811D007

Two different shafts will be available; in order to achieve the configuration detailed above.

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The rebound or “Throttle-Off” setting can be adjusted by

adding or deleting the calibrated shims, and by changing
the oil density.

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.

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THROTTLE PEDAL HYDRAULIC DAMPER (OPTIONAL ) – OIL FILLING INSTRUCTIONS

1 – To fit the spring and it’s top washer into the 2 - To fill the body with hydraulic oil (5W
throttle body, which is secure in the vise. The suggested), up to the top of the spring washer.
lower body cap must be fitted on it.

3 – To prepare the shaft assy with the main 4 – To introduce the shaft into the body, and
valve, the “throttle-off” shims stack setting, and push it down slowly to avoid oil splashing.
the top cap; as illustrated below.

5 – To bleed it as a normal damper, by moving 6 – Once the damper is bleeded, keep the shaft
the shaft up and down in order to eliminate any at the bleeding position (see page before), and
air bubbles. secure it in the vice on this position. After that it is
possible to fix the top cap with the Seeger ring.

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OIL SYSTEM

• See engine users manual for oil level and procedures.

• The dimensions illustrated below are referred to the capacity of the oil tank, not considering
the oil remained in the engine and the radiator.

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FUEL SYSTEM
GP2 features :

• Twin electrical-submerged fuel low pressure pumps (with filters), which works
simultaneously.
• A four simultaneously lift pumps configuration is available.
• One electrical-submerged fuel high pressure pump.
• One 10µ filter located before the high pressure pump, and one 3µ filter located after that.

THE FOAM IS NOT ALLOWED ANYMORE!!!

COLLECTOR POT MOUNTING PROCEDURE :

• When fitting the collector pot into the fuel tank particular care must be taken to the
submersible pumps rubber hoses .
• Fit the low pressure pumps in the tank

•
• Fit thethe
From rubber
RHShoses andbuckeye
fuel tank the electrical
checkwiring .
the correct path of the hoses ; there must be no
sharp corner , and the hoses mustn’t be folded up .
• The rubber hoses must stick out from the LHS buckeye.
• Insert the collector pot , connecting the wiring loom and the hoses to the fitting .

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FIRE EXTINGUISHER SYSTEM LAY-OUT

DETAILS

The Lifeline system is an electrically triggered Halon or foam spray fire extinguisher system. The
system uses actuators to operate the valves located on the pressurised container, containing the
extinguishing liquid. These are triggered remotely using a battery powered ‘power pack’.
In order to guarantee reliability the actuators are of military specifications. The system/battery test
electronics are integrated into the remote power pack. Connectors on the firing heads are also of
military grade and use two contacts per lead to guarantee the best connections.
Actuators are designed either to operate individually, or connected in series if two heads are used.

TESTING

The power pack electronics can test the continuity of the electrical wiring, and provides a high
current pulse test on the battery, to ensure system integrity before use. The battery test electronics
do not excessively drain the battery during this test.
The tests are carried out using a three-way switch on the power pack. Since the system is only as
good as the battery that powers it and the integrity of the wiring and its connections, the tests
should be performed before each race.
To check the battery, press and hold up the power pack switch. Every 2 seconds you’ll see a
YELLOW light flash. If the light flashes very dimly the battery should be replaced. In doubt change
the battery.
To check the wiring continuity, ensure that the power pack switch is on “SYSTEM INACTIVE” to
ensure that the extinguisher is not fired. Press the internal firing button and check that the RED light
comes on. Press the external firing button and check that this also makes the RED light comes on.

CARES

Ensure that the electric ‘command’ cables are not laying next to or in the same loom as the car
battery power cables or ignition cables. Ideally, all cables should lie next to the chassis (earth);
Ensure that all plugs exposed to water spray are protected with rubber boots;
If tubing is to be removed, push orange collet in. While holding in the collet, pull out the tube;
Avoid any cable to run over sharp edges without protection;
Do not fix the cables next to or onto any surface likely to exceed 200 °C;
Do not turn the firing heads when the system is activated.

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SAFETY AND UTILITY NOTICES

IN CASE OF ANOMALIES, CONTACT IMMEDIATELY DALLARA.

STUD INSTALLATION AND REMOVAL

It is very important to take an extreme care when removing and substituting the studs. Typically
use:
Loctite 270 (soft Loctite) for suspension brackets, brake calipers
Loctite 242 (hard Loctite) for chassis, gearbox, bell-housing, roll hop

Most of these studs are loctited and do require a proper installation procedure to follow
- Clean the hole from dust, debris
- Drive a screw tap to remove machining residuals
- Clean the hole with compressed air
- Pre assemble the stud without Loctite and remove it.
- Clean the hole again with a degreaser and dry with compressed air

-- Coat
Installthe
thehole
studwith Loctite
- Tight the stud with the recommended tightening torque.

FIRE SYSTEM
Take good care of the fire extinguisher: T02 models are activated with small explosive charge. Worn
to all the team crew for improper handling.

STEERING:
Steering rack side tie rod ends must be absolutely replaced in case of every crash .

WISHBONES:
Never lift up the car by pulling on the wishbones. Never sit or stand on the wishbones.

SUSPENSION
• After every accident, check alignment of front and rear pushrod and of their respective adjusters.
• Wishbones are treated with PARCO-LUBRITE. Clean the surface with acetone before inspection.
• Check periodically the K-nuts, which fix the blade of rear antiroll bar to the drop links: they must
not come loose.
• After every event check visually the front and rear uprights.
• After 3 events check with penetrating die the front and rear uprights.
• Replace the front lower wishbone stud after mid season (approximately 3500-
4000Km).

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SAFETY ISSUES

13.1 COCKPIT OPENING :

13.1.2 The forward extremity of the cockpit opening, even if structural and part of the survival cell,
must be at least 50mm in front of the steering wheel.

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13.4.1 The survival cell must extend from behind the fuel tank in a rearward direction to a point at
least 300mm in front of the driver's feet, with his feet resting on the pedals and the pedals in
the inoperative position.
13.4.2 When he is seated normally, the soles of the driver's feet, resting on the pedals in the
inoperative position, must not be situated forward of the front wheel centre line.

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14.8 SEAT FIXING AND REMOVAL:

14.9 Head and neck supports :
No head and neck support worn by the driver may be less 25mm from any structural part of
the car when he is seated in his normal driving position.

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TRANSPONDER LOCATION

Don’t drill any hole close to the points indicated below.

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SWG & CONVERSION TABLE

SHEET METAL THICKNESS

SWG 8 10 12 14 16 18 20
Metric [mm] 4.064 3.251 2.642 2.032 1.626 1.219 0.914

UNIT CONVERSION TABLE

1 millimeter=0.03937 in
1 foot=304.8 mm=12 in 1 centimeter=0.3937 in
1 yard=914.4 mm=3 ft 1 meter=39.37 in
1 mile=5280 ft=1.60934 km 1 kilometer=0.62137 miles

Volume
1 cubic inch (c.i.)=16.387 cubic centimetres 1 cubic centimeter=0.061 cubic inch
1 liter=1000 cc=61.0255 cubic inch

Pressure

1 psi=0.0716 bar 1 kg/cm2=1.019 bar

1 bar=105 Pa=0.1MPa
1 bar=13.95 psi

Weight
1 ounce (oz)=28.35 grams 1 Kg=1000 grams = 2.205 lb
1 pound (lb.)=16 ounces=453.592 grams

Speed

1 mph=0.62137 kilometres per hour 1 kilometre per hour=1.60934 mph

1 IPS (in/s)=25.4 mm/s 1 mm/s=0.039 IPS

Specific w eight

Water = 1.000 kg/l

Mineral Oil = 0.903 Kg/l
Gasoline = 0.740 Kg/l

Useful for mulas

Engine displacement=0.7854 × bore × bore × stroke × no. of cylinders

British horsepower (BHP)= RPM × torque (lbs ft)/5250
Km/h = RPM × tire diameter (mm)/(gear ratio × 5308)
Lap speed (km/h) = track length (Km) × 3600/lap time (s)
Average speed (km/h) =track length (Km) ×3600 × no. of laps/total time (seconds)

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Rev. 15/10/2007 - page 1/5

BASIC INSTRUCTIONS FOR THE USE OF OZ CAST MAGNESIUM WHEELS

The wheels are manufactured in accordance with the drawing and design agreed with the TEAM or
CAR MAKER.

Each wheel is then identified with a serial number which makes the tracing of the wheels possible.
This serial number is composed of: production batch of the wheel, production year of the wheel,
progressive number of the wheel.
It is marked on the front side of the wheel as per attached FIG.1.

Example: 25 06 005
25 = production batch
06 = year (2006)
005 = serial number id.

The use of the wheel is only permitted on competition vehicles.

No amendments can be made to the wheel, the latter shall conform to the original drawing and design.

In case of amendments to the assembly system with reference to the original vehicle, they will have to
be sent to O.Z. at first for checking and confirmation of the possibility to still use the wheel on the
vehicle.

The wheels duration is not infinite but is limited in the time. The normal life of a wheel is considered to
be a couple of seasons of average use.

Careful washing and visual control of the wheels are highly recommended after every use.

Only water and mild soap shall be used for cleaning in order to not damage the paint and avoid
corrosion start. The use of aggressive products is not allowed.

Special care has to be taken not only on washing/cleaning of the wheels but also in storage as in
general Mg alloys suffer from galvanic corrosion in presence of water or simply of humidity.

After washing the wheels shall be dried and stored in dry places; they shall not be kept in humid places
or wet floors and shall lay on an insulating base (such as wooden pallet or similar). The use of
water/humidity tight boxes is highly recommended for wheel freight.

Little scratches are sure starting points for corrosion start and progress. Corrosion can proceed under
the paint layer also without evident bubbles or signs.

A corrosion spot (even little) is a potential trigger for a crack start.

The critical areas where a special care is needed are:

- the inside lip of the rim (possibility of out-of-round due to collision with curbs and possibility of
fatigue cracks due to stress)
- the central area – disc - (it is subject to fatigue stress); especially the spoke backside and the tip
of the ventilation windows (see critical areas in red colour on FIG.2, FIG.3, FIG.4 and FIG.5)
- the mounting flange (it is subjected to fretting “black powder” due to use): black powder worn
surfaces shall be as homogeneous as possible and located (see FIG.6):
- on the area from the pegs PCD to the outer diameter
- around the pegs (especially on the area of a.m. point)
NO deep imprinting or lines, dents or other lack of material that can jeopardise a good and
smooth contact between wheel and hubs shall be present. A jeopardised contact between
wheel and hub can cause failures in the disk and in the central nut areas reducing a lot the

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wheel life.
- the central nut seat; it must be worn homogeneously especially in the area of the bigger
diameter of the cone (see FIG.7). No deep imprinting or lines, dents or other lack of material are
permitted as they can jeopardise the torque force resulting in a dangerous wheel fixing.
- the rim on brake side; no deep (more than 0.5mm) or sharp lines are permitted (e.g. for example
lines coming from little stones in between wheel and brake or cooling air duct etc.

Out-of-roundness should be detected by means of gauge measurement on the outer and inner bead
seats (radial and axial), making the wheel rotate around their axis (centred on the wheel hub).
Crack detection should be executed by means of penetrating/fluorescent liquid investigation. Simple
visual check is not sufficient to identify a start of a crack. Under visual check , if there is a doubt , the
wheel shall not be used without a more comprehensive test.

The wheels shall not be used if / in case of:

- out-of-round on edges (axial or radial run out of inner or outer rim lip) bigger than 1 mm;
- lack of material, due to collision in general or interference with the Calliper, which depth is
bigger than 0,5 mm;
- collisions or accidents which cause considerable deformation to the wheels;
- cracks which can be singled out visually / as a consequence of penetrating/fluorescent
liquid investigation .
- deep imprinting or lack of material in the mounting flange or in the central nut seat

Whatever incident involving the wheel occurs, even small, penetrating/fluorescent liquid control and
dimensional check are highly recommended before using the wheel again.

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“06”
year

“25” “005”
batch nr. serial nr.

FIG.1

wheel marking position

FIG.2 FIG.3

current 12 spokes GP2 and T05: new 9 spokes GP2:

fatigue critical areas in red (back spoke) fatigue critical areas in red (back spoke )

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FIG.4 FIG.5

current 12 spokes GP2 and T05: new 9 spokes GP2:

fatigue critical areas in red (outer face) fatigue critical areas in red (outer face)

FIG.6

Right wearing on wheel mounting flange in green (right side)

Wrong wearing on wheel mounting flange in red (left side)

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FIG.7

Right wearing on wheel central nut seat in green (right side)

Wrong wearing on central nut seat in red (left side)

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