DALLARA F300

FORMULA 3/2000
USER MANUAL
 Dallara Automobili 2
FOREWORD

Dallara Automobili is happy with the choice you made buying

our Formula 3 car and wishes you the very best in racing it.

For any question, advice or idea you might have, please don’t hesitate to contact us.

Dallara Automobili: Via Provinciale 33 – 43040 VARANO MELEGARI – PR – ITALY

Telephone +39-0525-550711
Fax +39-0525-53478

(design) Mr Ferdinando Concari Email [email protected]

(technical assistance) Mr Jos Claes Email [email protected]
(business) Mrs Caterina Dallara Email [email protected]
(commercial) Mr Alberto Lecordetti Email [email protected]

Dallara has its own web site www.dallara.it where you can find useful information
about our company, our people and our factory.

DALLARA PARTS DISTRIBUTORS

JAPAN Le Mans Company

Le Mans Building 3215 Hiroo – Shibuya-ku - Tokyo – JAPAN

Contact Mrs. Katsuhisa Homma/Shiro Matsunaga
Telephone +81-3-3400-5086 (+81-550 840-100)
Fax +81-3-3486-0820 (+81-550-885-552)

UNITED KINGDOM AMT Motorsport Aldershot, Hampshire

Contact Mr. Martin Stone

Telephone +44-0-1252 333 294
Fax +44-0-1252 321 661
Email [email protected]

GERMANY

Contact Miss Katrin Eichstaedt

Telephone +49 2331 954 275
Fax +49 2331 961 842

FRANCE

Contact ASM / Phillipe

Telephone +33 386 660 036
Fax +33 386 660 929
 Dallara Automobili 3

CONTENTS
CAR INFO 4-5
SET-UP 6-7

SUSPENSION FRONT 8-12

REAR 12-14
RIDE HEIGHT 15

DIFFERENTIAL 16-17
DAMPERS 18-19
AERODYNAMICS 20-24

UPRIGHT & HUB ASSEMBLY 25-26

SYSTEMS OIL 27
BRAKES 28
FUEL 29
ELECTRICS 30-33
EXTINGHUISHER 34
GEARBOX 35

SAFETY AND UTILITY NOTES 36-37

TIGHTENING TORQUES 38
CONVERSION TABLE 39

GENERAL AGREEMENT AND 40

WARRANTY
CERTIFICATES (& FIA DOCUMENTS) 41-
 Dallara Automobili 4

TOP AND SIDE VIEW F300

 Dallara Automobili 5

GENERAL DIMENSIONS AND SUPPLIERS

Wheelbase 2678mm
Front Track 1500mm
Rear Track 1430mm
Overall height 915 mm (from ground to top of roll hop)
Overall width 1750 mm (wide front suspension)
Overall length 4060 mm (front endplate to rearmost edge of rear wing)
Weight 540 Kg (including driver and ballast)
Front suspension push-rod monodamper
Rear suspension push-rod twin damper
Chassis Carbon and KEVLAR™ sandwich with AL / NOMEX h/comb
Bodywork Glass fibre prepreg with NOMEX honeycomb
Composites HEXCEL-HERCULES
Castings AGUSTA/FLABO
Gearbox DALLARA casing, five ratios and reverse gear
Gears and differential HEWLAND
Springs EIBACH 36 mm ID
Dampers KONI 2812-140 (bump and rebound adjustable)
Fuel cell PREMIER – FT3
Extinguisher system SPA design (electrical operated)
Steering wheel OMP – 270 mm OD
Steering release system SPA design
Coolers BEHR
Filters FIAAM
Rims SPEEDLINE 9” front – 10.5” rear
Brake system BREMBO
Battery FIAMM
Seat belt TRW-SABELT
Installed engines Fiat, Alfa, BMW Novamotor
Honda Mugen
Opel Spiess
Renault Sodemo
Toyota Tom’s
Mitsubishi HKS
VW Bertil’s (USA).
 Dallara Automobili 6

SET-UP

TIRE INFORMATION
Tire dimensions depend on tyre pressure, rim width and camber angle.
The stiffness values are based on the recommended inflating pressure (hot tyres).

FRONT TIRE Avon Bridgestone Michelin Pirelli Yokohama

Specification 180/550-13 180/550-13 20/54-13 200/530-13 180/50-13
Free radius (mm) 277.5 277.2 272.3 266.3 278.0
Loaded radius (mm) 272 271.5 267.8 261.5 273.2
Vertical stiffness (Kg/mm) 21.0 14.4 20.7 17.1 17.0
Hot tire pressure (bar) 1.5 1.5 1.55 1.5 1.6
REAR TIRE
Specification 250/570-13 240/570-13 24/57-13 250/575-13 240/45-13
Free radius (mm) 287.0 286.5 289.1 289.4 288.0
Loaded radius (mm) 281.3 279.0 284.0 282.0 281.0
Vertical stiffness (Kg/mm) 22.8 16.7 21.8 17.2 17.8
Hot tire pressure (bar) 1.65 1.5 1.6 1.55 1.55

SUGGESTED SETUP
The set-ups consider the complete car with the driver seated, ready to race.
The front anti roll setting pre-load is ‘double stiffness’ pre-load, for details look at the FARB
pages.

FRONT Avon Bridge Michelin Pirelli Yokohama

Ride height (mm) 15 15 15 15 15
Camber (deg) 2°45’ 3°15’ 3°45’ 4° 3°15’
Toe (deg) (total two wheels) 20’ OUT 10’ OUT 20’ OUT 20’ OUT 20’OUT
Springs (lb/in) 800 700 800 800 700
Vertical Pre-load (mm) 8 6 8 5 5

Solid spacer (mm) 6 6 6 6 6

Push rod length (mm) 682.5 682.5 689.5 689.5 682.5
Roll centre setting STD STD STD STD STD
Roll bar setting <<>><< <<>><< <<>><< <<>><< <<>><<>>
Roll pre-load (notches) 9 9 9 9 0
REAR
Ride height (mm) 34 34 34 34 34
Camber (deg) 2°00’ 2°15’ 3°30’ 3°15’ 2°45’
Toe (deg) (total two wheels) 10’ IN 20’ IN 0 0 10’IN
Springs (lb/in) 900 800 900 900 800
Pre-load (mm) 0 0 0 0 0

Push rod length (mm) 572 572 572 572 572

Roll centre setting STD STD STD STD STD
Roll bar 21 OD 24 OD 24 OD 24 OD 24 OD
Differential setting 60/80#4 60/80#6 60/80#4 60/80#6 60/80#4
 Dallara Automobili 7
SETUP ADJUSTMENT
EFFECTS ON ADJUSTMENTS ON THE SET-UP

Positive change in: means:

Height car rises
Toe toe-out
Camber upper part of rim outward
Castor lower part of rim points ahead

ADJUSTMENTS

FRONT REAR
PUSHROD ADJUSTER
Height change 4.30mm 6.52mm
+1TURN Camber change (deg) 2’ 14’
Thread step M1.25R+24/”L=2.31mm M1.25R+24/''L=2.31mm
TOE ADJUSTER (PER WHEEL)
+1TURN toe change (deg) 36’ 1°25’
thread step 24/” M1.25R+24/”L=2.31mm
CAMBER SPACER +1mm 17’ 15’
toe variation 0.5mm = 18’
CASTOR ADJUSTER 20° brakecaliper=14.5°
Castor change (deg) 26’ -38’
thread step 24/'' 20/''
+1TURN height change (mm) -0.8 -0.2
camber change (deg) -7' 4'
toe change (deg) 2' -4'

SPRING PLATFORM
+1TURN thread step (mm) 2 2
height change (mm) 1.78 2.42
WHEEL/SPRING RATIO (vertical) 0.91 1.21
WHEEL/BELLEVILLE RATIO (lateral) 1.56 --
WHEEL/DROP LINK RATIO (roll) -- 1.77
ROLL CENTRE HEIGHT Tyre dependent Tyre dependent

Available front camber spacers: 1.0, 1.5 and 2.0 mm. For the rear are available 0.8, 1.0, 1.2,
1.5 and 2.0mm. Combine these to make fine adjustments.

Front and rear wheel to spring, front wheel to Belleville and rear wheel to drop link motion
ratios may be considered as constant for all the wheel motion.
 Dallara Automobili 8

FRONT SUSPENSION
VERTICAL or SPRING PRELOAD

In a non pre-load condition, as long as the damper is not fully extended, turning the platform
C raises the ride height and lowers slightly the pressure inside the damper.
When the damper gets fully extended, turning-on the platform C puts vertical spring pre-load
on the car. We advise though, not to proceed this way, because some dampers (including
Koni) should not be used fully extended. Therefore we advise to use the droop-stop ‘A’.

Remind that there is some pre-load in each damper. With a Koni damper this pre-load is
about 30kg.
This pre-load depends on damper type, settings and internal gas pressure.

Pre-load is the force that has to be applied on the spring to start to modify its length with
respect to the static value. To set the on car pre-load, put the car with the driver seated on
the set-up floor. Unscrew the droop-stop A to contact the opposite bolt B. Now turn platform
C to set the pre-load. As the platform thread step is 2 mm, the pre-load P = Ks x t x 2
P = pre-load in kg
Ks = spring stiffness in kg/mm (spring stiffness in Lb/in) / 56 = spring stiffness in kg/mm
T = number of platform C turns
2 = mm / turn (for Koni)

SETTING THE ‘ON CAR PRE-LOAD’

Mount the damper-spring combination with the platform C just in contact with the spring.
Mount damper-spring combination on the car and put the car with the driver seated on the
set-up floor. Make the car bounce a few times to settle down.
Screw the droop-stop A into the rocker, away from touching bolt B.
Adjust ride height with the pushrod adjusters to the desired setting.
Bring droop-stop A in contact with bolt B.
Turn platform C until desired pre-load force is achieved. (P = Ks x tTx 2)
 Dallara Automobili 9

FRONT ANTI ROLL AND PRE-LOAD

There are 3 different ways of setting the front anti-roll Belleville washers.

Mount a stack configuration and turn the platforms just in contact with the stack. This way
there is no pre-load on the stack and the roll stiffness is the nominal stack stiffness.
For example: the configuration <<>><< gives 761kg/mm stiffness.
When both platforms get turned on a few notches the system is preloaded. The roll stiffness
under this pre-load is double the nominal stiffness. When the rocker passes the pre-load
the stiffness gets back to the nominal.
For example: >><<>> + 5 notches is for 0.5mm of lateral movement 761x2=1522kg/mm stiff.
When both platforms get turned on a few notches and locked up with the two extra locknuts
the system is infinite stiff, this means there is no lateral movement as long as the force
doesn’t overcome the pre-load. Once the pre-load passed, the stiffness gets back to
nominal.

Both pre-load settings (2 and 3) generally help for sharper turn-in.

Soft no pre-load settings (1) can make the tyres last longer and make the car easier to drive.
Over the pre-load, the stiffness gets back to the nominal stiffness. The driver may prefer
some pre-load in certain conditions (turn-in…) and wish to overcome the pre-load in some
other conditions (mid corner, curbs…). Set accurately the transition point of ‘pre-load / no
pre-load’ since the consequently stiffness variation is sudden and reflects immediately on the
cars’ balance and behaviour.
You can combine different stacks in series to obtain a progressive load / displacement
characteristic. Total length of the combined stack should never be more than 28mm.

Pay attention to:

-The clearance between the platform and the rocker (B) should not be more than 6.5mm
when platform just touches the Belleville stack, with no pre-load.
-For any Belleville stack, in running condition, rocker lateral displacement and the chosen
pre-load must never reach the "Maximum Deflection" (see Table below), to avoid a sudden
lateral locking of the rocker.

BELLEVILLE STACK CONFIGURATIONS (Belleville thickness 2.0mm)

Stack Nominal Stack Maximum Maximum

configuration stiffness kg/mm length deflection notches
mm mm
<<<<>>>> 2504 17.50 1.12 8
<<<>>> 1796 13.50 1.12 → 8
<<<>>><<< 1197 20.25 1.69 respect 12
maximum
<<>><< 761 14.25 1.69 12
notches
<<>><<>> 571 19.00 2.25 17
when
<<>><<>><< 457 23.75 2.81 22
using pre-
<>< 362 8.25 1.69 load 14
<><> 272 11.00 2.25 configu- 17
<><>< 218 13.75 2.81 rations 22
<><><> 181 16.50 3.37 26
→
<><><>< 155 19.25 3.93 28
 Dallara Automobili 10

SETTING THE PRE-LOAD

DOUBLE STIFFNESS PRE-LOAD

• Mount the stack you want to use and turn the platform until contact with the Belleville
stack
• Adjust by turning the platforms until distance A is the same on both sides
• Check distance B to be under than 6.5mm, if it’s more, replace adjustment spacer
• Mark this platform position as the “zero pre-load” notch
• Turn both left and right platforms the amount of notches to set the desired pre-load.
One turn of platform is 15 notches corresponding to 1.5mm displacement (1
notch = 0.1mm)

INFINITE STIFFNESS PRE-LOAD

• Set the pre-load as described for the double stiffness procedure here above
• Mount nut D in contact with the platform
• Tighten counter nut E against nut D
 Dallara Automobili 11

FRONT ROLL CENTER

Moving the spacer underneath or above the lower wishbone spherical joint changes the
height of the front roll centre. When choosing "low roll centre" configuration, push-rod length
has to be shortened by 1.4 register turns (8 faces of the adjuster) to keep the car at the same
ride height.
When adjusting the roll centre height, there will also be a slight change in camber gain in
function of vertical wheel travel.

OPTION Roll centre height Camber change

static ride height for 10mm wheel travel

Std X 5’
Low -12.5 mm 3’

STEERING ASSEMBLY
Pinion primitive diameter 15.71 mm
Static steering ratio 12.6 steering wheel/wheel
Ackermann [%] 28.5
 Dallara Automobili 12

MEASURING CASTOR
FRONT
When the car is flat (front ride height equals rear) and the front upright inclination is 1.80°,
castor angle is 10.5°.
With different front to rear ride heights, castor angle changes because of the pitch angle of
the car. For instance, with 15 mm front and 40mm rear ride height, measured at wheel axis,
(wheelbase is 2678 mm) the pitch angle is 0.53° as:
Pitch angle (40-15)/2678 = 1 / tan 0.53° castor angle: 10.5° - 0.53° = 9.97°

REAR
The rear wheel castor (not relevant because the wheel is not steered) can be checked using
the brake-calliper mounting platforms.
When the car is flat (front ride height equals rear) and the measured angle is 20° the castor
is 14.5°. The pitch angle must be added because the castor is rearward.
 Dallara Automobili 13
REAR SUSPENSION
REAR SUSPENSION ROLL CENTER AND ANTISQUAT SETTING
OPTION Roll centre height Camber change Antisquat
static ride height for 10mm wheel travel %
A-1 std 21’ 48
B-2* -15 17’ 48
C-1 +15 25’ 48
D-1* std 21’ 60
E-2* -15 17’ 60
F-1 +5 22’ 30
G-2 -10 18’ 30

Option D-1 and E-2 alter caster angle. To obtain std value shorten by 2 turns the ‘castor’
uniball.
Option B-2 needs special bracket for front top mounting (available at Dallara)

REAR ANTIROLL BAR STIFFNESS

 Dallara Automobili 14

F300 has a rear anti-roll bar with two 75mm long adjustable blades.
40mm diameter ARB is the stiffest available, this can be milt down to any softer ARB.
The two digits in this table represent the blade positions: 1=full soft, 5=full hard.
Stiffness in kg/mm.

OD 1-1 1-5 2-5 3-5 4-5 5-5

14 mm 22.6 24.8 25.1 25.9 27.0 27.6
16 mm 33.4 38.6 39.2 41.2 44.0 45.5
19 mm 50.6 63.3 65.1 70.9 79.5 84.6
21 mm 61.1 80.7 83.6 93.4 108.9 118.6
24 mm STD 73.8 104.3 109.2 126.7 156.8 177.9
28 mm 85.1 128.6 136.1 164.3 218.9 262.2

REAR SUSPENSION ROCKER REPLACEMENT

The rear rocker spins around a steel pivot ‘A’ fitted onto the gearbox casing by stud B, fixed
with LOCTITE 242. The following procedure shows the disassembly of the rocker and the
pivot A.
Contact DALLARA customers’ service to get the tools E and F.

• Unscrew nut C. The tightening torque to fit it back is 3.5 Kgm;

• Take off the top cap and the rocker;
• Unscrew nut D with a long 14mm tubular dowel. The tightening torque to fit it back is
5.5 Kgm;
• Fit extractor F around the pivot’s outer flange, screwing in bolt E, and remove the
pivot
• Remove stud B with the proper tool. The stud is fitted with Loctite in its insert. When
removing the stud, heat up the stud’s thread to break the Loctite with a heat gun up to
140 C°.

RIDE HEIGHT CHECK AND REFERENCES

 Dallara Automobili 15
Ride height is fundamental for setting and changing the aerodynamic performance of the car.
It might be difficult to measure it directly, so we provide alternative references.
The example shows front ride height 15mm and rear 34mm (at wheel axis). With 2678mm
wheelbase, pitch angle is 0.40°. Calculation: (34 – 15) / 2678 = inv. tan x → x = 0.40°
(The two round platforms on top of the tub to measure front ride height at front axis are 50mm
behind the axis when using the long wheelbase front suspension)

Measuring front ride height:

A flat surface (skid) about 310 mm behind the wheel axis and 50 mm behind the skid leading
edge. You can measure its distance from ground as 17 - (tan0.40°x310)=15mm

Measuring rear ride height:

Two machined areas, at 327.5 mm from car bottom, on the gearbox at wheel axle line. You
can measure their distance from the ground as 361.5 – 327.5 = 34mm height.
Under the flat bottom, 50mm ahead of the start of the diffuser and 313mm ahead of the rear
wheel axis, you can measure and calculate the floor distance from the ground as following:
measured 32mm + (tan0.40°x313) = 34mm

REAR RIDE HEIGHT FRONT RIDE HEIGHT

34mm 15mm

POWER FLOW DIFFERENTIAL

 Dallara Automobili 16
WORKING PRINCIPLE AND SETUP
This differential (“diff”) is designed with versatility as its major asset. Many parameters will
lead you to the required setting. A car with good grip and low power may require a completely
different arrangement than that for a high power/low grip car.

The working principles of powerflow differentials:

Ten friction plates within the diff, six connected to the side gears, four to the
diff casing, control the amount of differential action available. The amount of
limited slip depends only on the frictional resistance between these ten plates.

Four factors contribute in defining this frictional resistance (see figure next page):
1. The bevel gears thrust apart as soon as the car moves. This is a feature of bevel
gears and is not adjustable;
2. The ramp angle on the side gear ring influences the amount of the driving force on the
diff round that is directed sideways and onto the plates. E.g., on the power/drive side
ramp, 45 degrees transmits less force sideways than 30 degrees. Likewise, on the
brake/coast side ramp, an 80 degrees angle will transmit little or no force while 45
degrees does. Check to see which different side rear rings are available for each
model of diff. 60°/80° is normally fitted as standard;
3. The pre-load with which they are assembled to start. In each diff there is a pre-load
spacer that looks like one of the B plates, but thicker. Depending on diff model, it is
either the first or last component assembled into the diff casing. Its thickness dictates
to what degree the plates are pre-loaded / forced against each other. The pre-load is
set and checked on each diff by holding one side gear still, via a dummy output shaft
held in a vice, and by turning the other with a torque wrench. If the measured
resistance is deemed too high, the spacer is ground down until the desired figure is
achieved (usually between 5 to 20 lbs ft). The figure should be checked periodically
as it tends to reduce as the diff runs, meanwhile a new A, slightly thicker spacer will
allow re-setting;
4. The final and easiest adjustment is the re-arrangement of the contact order of the
plates. The arrangement 1, with a plates succession A, B, A, B, A, has the maximum
number of working friction faces and is the standard one. It gives the maximum
resisting torque. The arrangement 3 has the minimum of working friction faces and
gives the minimum resisting torque. By swapping from arrangement 1 to 3, the
resisting torque approximately halves.

AVAILABLE RAMP ANGLES

Power side Brake side

30° 60°
60° 80°
80° 80°
45° 80°
45° 45°
 Dallara Automobili 17

DIFFERENTIAL LAY-OUT
• Make sure the plate arrangement is always equal on left and right-hand side.

• Side gear ring, diff end plate, diff wall and pre-load spacer all act as “B” plates

• Bigger ramp angle transmits less thrust onto plates than smaller one.
 Dallara Automobili 18

DAMPERS
DIMENSIONS & GENERAL INFORMATION
• Standard dampers are KONI 2812-140. Front and rear dampers have identical valving,
the same full-extended length and identical installation parts. Damper assembly
dimensions are:

mm
full open length 335
full closed length
(front) 297
(rear) 291
stroke
(front) 38
(rear) 44

• The difference in stroke and full closed length is due to the 6mm Teflon spacer on front
damper to prevent the rocker to lock. If you use different dampers check that max stroke
is not more than 38 mm.
• The standard Koni damper has about 30kg of pre-load, due to the internal gas pressure.
• Dallara, on request, delivers installation kits for PENSKE and QUANTUM dampers.
Eibach dampers can be installed using standard mountings.
 Dallara Automobili 19
DAMPERS DIAGRAM
The Koni dampers are adjustable both in bump and rebound by acting on the adjuster wheels
marked B (for bump adjustment) and R (for rebound adjustment) on the damper top. Each
adjuster wheel has eight different positions.

KONI 2812/140
Figure shows force/velocity graphs for full soft and full stiff settings.
 Dallara Automobili 20
FRONT WING
FRONT WING CONFIGURATIONS

FRONT WING SIDEPLATE HOLES

 Dallara Automobili 21
REAR WING
REAR WING PROFILES

REAR WING CONFIGURATION

LDF MDF HDF

LOW DOWNFORCE MID DOWNFORCE HIGH DOWNFORCE

REAR WING SIDEPLATE HOLES

 Dallara Automobili 22

FRONT AND REAR WING SIDEPLATE TABLE

• Front flap angle is measured on top of the flap front and inside the
Gurney ‘corner’, as shown on page 20.

• Correspondence between holes and incidence angle is just

indicative, because wing angle is also function of front and rear
ride heights.

• The machined side-plates allow 1 deg step adjustment.

FRONT FLAP

A B C D E F G
1 8° 9° 10° 11° 12° 13° 14°
2 15° 16° 17° 18° 19° 20° 21°
3 22° 23° 24° 25° 26° 27° 28°
4 29° 30° 31° 32° 33° 34° 35°

REAR TOP

A B C D E F
1 0° 1° 2° 3° 4° 5°
2 6° 7° 8° 9° 10° 11°
3 12° 13° 14° 15° 16° 17°
4 18° 19° 20° 21° 22° 23°
 Dallara Automobili 23
POLAR DIAGRAM
Every point corresponds to a downforce level listed below.

F300 POLAR DIAGRAM

2,200

2,000
DOWNFORCE (CzT)

1,800

1,600

1,400

1,200
0,600 0,650 0,700 0,750 0,800
DRAG (CxT)

REAR FRONT
LDF= Low Down Force (single small top) MF= Medium Flap (small flap)
MDF= Medium DF (twin small top) SF= Standard Flap
HDF= High DF (small and mid combined top) EF= Extended Flap (standard plus extension)

REAR FRONT
TOP FLAP MAIN
CFG TYPE SETTING LOWER TYPE SETTING PLANE CFG
1 NONE - 1 NONE - -0.5 1
2 LDF 2 5 MF 9 -0.5 2
3 MDF 6 5 MF 14 -0.5 3
4 MDF 10 5 MF 18 -0.5 4
5 MDF 14 5 MF 22 -0.5 5
6 MDF 18 5 MF 26 -0.5 6
7 HDF 11 5 SF 16 -0.5 7
8 HDF 14 5 SF 18 -0.5 8
9 HDF 17 5 SF 20 -0.5 9
10 HDF 17 7 EF 20 -0.5 10
11 HDF 20 7 EF 22 -0.5 11
12 HDF 23 7 EF 24 -0.5 12

ALL NUMBERS ARE DEGREES

 Dallara Automobili 24

AERODYNAMIC information
• Front wing main-plane and rear lower wing, are set relative to the chassis reference
plane.
• The optimum setting for most of the setting range is for front wing main-plane –0.5°,
and for the rear lower wing + 5°. Any chassis rake angle will alter this setting.
• Front flap inclination is intended to be the angle, relative to the chassis reference
plane, measured between front of the flap, on top and rearmost trailing edge (without
any Gurney).
• Rear top wing assembly inclination is intended to be the angle, relative to the chassis
reference plane, measured between front of the flap, on top and rearmost trailing
edge. Any chassis rake angle will alter this setting.
• Front and rear ride height settings are fundamental to the aerodynamic balance and
ultimate performance of the car. Pay attention to the changes between the static
setting and the dynamic values on track.
Downforce CFG Part Min Suggested Max Suggested
Hole Incidence Hole Incidence
Front Flap A1 2o C4 25o
o
Rear top LDF Wing C1 0 B2 5o
Rear top MDF/HDF Wing A1 0o A4 / F4 18°/23°

How to balance 1° FR flap variation by changing the rear wing, RR ride

height or FR ride height?

RR TOP→ LDF MDF HDF

2 holes RR top 1 hole RR top
MF 1.5mm lower RR height MF 1.5mm lower RR height
1mm higher FR height 1mm higher FR height
2 holes RR top 1 hole RR top
FR -
FR FLAP
SF 3.5mm lower RR height SF 2.5mm lower RR height
2mm higher FR height 1.5mm higher FR height
2 holes RR top
EF 2.5mm lower RR height
1.5mm higher FR height

MF: Medium Flap; SF: Standard Flap (as ’99); EF: Extended Flap

COOLING ADJUSTMENT
Depending on air temperature and engine optimum water temperature you can set the
cooling capacity of the radiators. Efficiency increases by sealing any eventual leakage in
the inlet ducts to the radiators.
 Dallara Automobili 25

FRONT UPRIGHT

SAFETY NOTE
We advice to regularly check the lower stud on the front uprights, which could show little
cracks difficult to detect by men’s eye. Use penetrating liquid to check these studs after each
accident and according the following schedule: Check after 3000km, 4000km and 5000km,
after 5000km each 500km or after each race meeting or test day.

HUB ASSEMBLY
The following procedure tells to change front and rear hub bearings
Removal of bearing
a) Remove spigot by removing the 6 screws A;
b) Push off drive flange by using two 6x1 screws set on thread B;
c) Remove seeger C;
d) Press off bearing from the upright;
e) Push off retainer by means of two 6x1 screws set on thread B.
Replacement of bearing
a) Press wheel bearing into the upright;
b) Fit seeger C;
c) Press the retainer into the wheel bearing;
d) Place spigot in position on the drive flange, fit A screws, washers and nuts and tighten to
41 Nm (Caution: this value is for 12K screws only).
Wheel stud removal
a) To reduce resistance to Loctite, heat wheel stud and retainer to 180°C;
b) Remove pin D, remove wheel stud.
Wheel stud replacement
a) Remove pin D;
b) Clean and degrease retainer thread and wheel stud;
c) Spray degreaser to threaded area of retainer and wheel stud. Caution: Don’t use petrol;
d) Apply LOCTITE 638 to wheel stud thread;
e) Screw wheel stud into retainer and tighten to 245 Nm by forcing on head T;
f) Drill wheel stud and insert pin D.
Bearing assembly into hub replacement
Warm the hub to 100°C;
Fit the bearing assembly
 Dallara Automobili 26

HUB ASSEMBLY
FRONT HUB

REAR HUB
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SYSTEMS

ENGINE OIL SYSTEM

• We recommend keeping the oil level at 115 mm from the oil cap, measured with
running engine.
• Less oil may cause cavitation and so air to get into the oil circuit.
• More oil may cause power loss.
• Typically you would need 4.5 litres to fit in the oil tank, or 5.0 when using an oil cooler.

GEARBOX OIL
Typically you would need 1.2 litres to properly run the gearbox and the differential.
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BRAKE SYSTEM

BREMBO BRAKE CALIPER ASSEMBLY

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FUEL SYSTEM
• F300 features twin electrical-submerged fuel pumps as a redundant caution in case
one pump fails. The driver can switch between the two pumps from the cockpit.
• OPEL-Spiess installation has a specific high-pressure pump.
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ELECTRICAL SYSTEM
Analogical dashboard wiring
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PI and BOSCH dashboard wiring
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MARELLI dashboard wiring
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STANDARD ENGINE WIRING
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EXTINGUISHER SYSTEM LAYOUT

DETAILS
The SPA Fire Fighter 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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GEARBOX
GEARBOX BEARINGS AND TORQUES
For ease of maintenance and replacement you find in this drawing the standard fitted
bearings in the gearbox and the tightening torques we suggest for the primary and secondary
shaft nuts.
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SAFETY AND UTILITY NOTICES

In case of anomalies, contact immediately Dallara.

SAFETY NOTICES
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
- Clean the hole again with a degreaser and dry with compressed air
- Coat the hole with Loctite
- Install the stud
- Tight the stud with the recommended tightening torque, you can do so by using a pair of
nuts locked against each other.
TRANSMISSION:
To prevent the drive-shaft bolts from loosing, fit them with LOCTITE 242;
FIRE SYSTEM:
Take good care to the fire extinguisher: F399 models have electrically operated activation
with small explosive charge. Notice to all the team crew for improper handling.
AERODYNAMICS:
It is forbidden to extract from mid downforce rear wing assembly the small profile and to use it
for the rear low downforce configuration because they are differently reinforced. Buy the
specific part.
When running the car with a rear ride height of 45mm or more, please, check the height of
the wing endplate. Total height cannot exceed 900mm.
STEERING:
Steering rack side tie rod ends must be absolutely replaced in case of crash.
FUEL SYSTEM:
Dallara, on request, can deliver quick release adapter for the fuel line connector
CLUTCH:
When using a thicker than F3 typical AP twin-plate metal clutch (i.e. carbon clutch…), please
check that the clutch piston can move backwards enough to release the clutch completely.
You can shorten the clutch piston spacer by turning off the required amount.
WISHBONES:
Never lift up the car, taking the middle of the wishbones. Never sit or stand on the
wishbones.
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SUSPENSION
• Check pin to inner hub tightening both for front and rear upright assembly. You can
notice if the locknut came loose by observing relative displacement of two red notches
on locknut and on spigot.
• Check every 1000 Km lower pin locknut of front hub to prevent coming loose.
• Check the front upright lower stud on cracks after 3000km, 4000km and 5000km, after
5000km check them every 500km or after each race meeting or test day.
• After any 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 fixes the blades of rear antiroll bar to the drop
links: they shouldn’t come loose.
• Ball joint A, used in front lower and rear lower wishbones, must be fitted with sharp
side in contact with seeger B, as shown in following sketch.
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TIGHTENING TORQUES

The table lists some suggested tightening torques. For additional security use LOCTITE 242
or 243.

Tightening torques:
Nm Kgm lbs ft
Bevel gear nuts 330 33.5 250
Lay-shaft / main-shaft nuts 198 20.2 150
Final drive bolts 73 7.5 55
Brake disc bolt 7 0.7 5
Brake caliper studs 50 5.1 38
Wheel nut 165 17.0 125
Wheel stud 245 25.0 185
Damper end-stroke spacer 65 6.6 49
Wheel driver columns 50 5.1 38
Nut 7 × 1 (see hub assembly) 17 1.7 13
Bolt 8.8 (see hub assembly) 25 2.5 19
Bolt 12K (see hub assembly) 39 4 29
Rocker cap nut 34 3.5 25
Rocker stud nut 54 5.5 40
10-32 UNF ‘K’ nut 3 0.3 2
1
/4 UNF ‘K’ nut 15 1.5 9
5
/16 UNF ‘K’ nut 30 3.0 18
3
/8 UNF ‘K’ nut 45 4.6 37
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SWG & CONVERSION TABLE
This table provides conversion from SWG (Std Wire Gage) to metric units for 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

CONVERSION TABLE

Length
1 inch=25.4 mm 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=1.467 feet per second
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 weight
Water=1 kg/l
Mineral Oil=0.903 Kg/l
Gasoline=0.74 Kg/l
Useful formulas
Engine displacement=0.7854 × bore × bore × stroke × no. of cylinders
British horsepower (BHP)= RPM × torque (lbs ft)/5250
MPH=RPM × tire diameter (in)/(gear ratio × 336)
Km/h = RPM × tire diameter (mm)/(gear ratio × 5308)
Lap speed (MPH) =track length (miles) ×3600/lap time (seconds)
Lap speed (km/h) = track length (Km) × 3600/lap time (s)
Average speed (MPH) =track length (miles) ×3600 × no. of laps/total time (seconds)
Average speed (km/h) =track length (Km) ×3600 × no. of laps/total time (seconds)
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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 a new car would not show failure
in structural components before it has completed around 25000 Km. This holds true if
necessary maintenance and checks are provided and if the car had no previous incidents.
DALLARA is not responsible for incorrect chassis repairs, if made outside its factory or in
centres not recognised by FIA.
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 recognised by FIA authority.
DALLARA is not responsible for damage caused by non-genuine spare parts.
Under maintenance, following parts should be replaced after 25000 Km or two-years use:
wiring loom;
starter motor;
steering column
steering rack and tie-rods
brake pedal;
brake disc bell;
wheel bearings;
suspension arms and spherical joints;
engine installation parts;
drive-shafts;
wings and rear wing supporting plates;

We firmly remind you that Main roll over hoop, Monocoque and Front nose-box
(crushable structure) are FIA approved and cannot be modified by unauthorised personnel
for whatever reason.
Any change to these parts is sufficient reason for disqualification.
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FUEL SYSTEM LAYOUT

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