Gp2 User Manual 2008 v1.0
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Manual Gp2...
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GP2 2008 USER MANUAL Release 1.0 (7/01/08)
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 Dallara Automobili – GP2 user manual
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c. d. e. f. g. h. i.
Rear top wing in LOW DOWNFORCE configuration......................................................................58 Rear top wing in MID DOWNFORCE configuration .......................................................................59 Rear top wing in HIGH DOWNFORCE configuration.....................................................................61 Balanced front and rear wings configurations ...................................................................................62 Roll angle sensitivity .........................................................................................................................63 Constant balance rear top assembly and front flap angles adjustments.............................................65 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
Overall Width
mm
1805,8
Overall Height
mm
1047
From nosetip to rear edge of rear endplate
From tub bottom face to telecamera upper surface
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GENERAL DIMENSIONS AND SUPPLIERS
Weight Front suspension Rear suspension Chassis Bodywork Composites Gearbox Gears and differential Springs Dampers
Fuel cell Extinguisher system Steering wheel Steering release system Coolers/Exchanger Rims Brake system Battery Seat belt Engine Type
595 Kg (without driver) Push-rod with torsion bars, twin dampers Push-rod twin dampers Carbon and ZYLON™ sandwich with AL / NOMEX™ h/comb Carbon prepreg with NOMEX honeycomb DALLARA with DELTA TECH materials Mecachrome six ratios plus reverse gear Front spring Dallara torsion bars - 2” ID REAR KONI 2612-010-961 Front (2 ways adjustable, bump and rebound) KONI 2822-728&729-475 Rear (4 ways adjustable, bump and rebound) PREMIER – FT5 LIFELINE (electrical operated) Magneti Marelli design SPA design Dallara ( water ) – Dallara ( oil ) O.Z. 13” x 11.75” front – 13” x 13.75” rear BREMBO Calipers and master cylinders – Hitco disc & pads ODISSEY PC545 (Red Top 20) TRW-SABELT 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 Anti Roll Bars and anti roll bar adjustable blades Suspension ball joints Front and rear rocker axial and radial needle bearings Front torsion bars Rocker caps Front hubs Rear hubs Rocker ball joints Front suspension studs Upright
5000 km 5000 km 4000 km 4000 km 5000 km 8000 km 8000 km 8000 km 2500 km 8000 km 8000 km
STEERING Steering column and tie rods Steering rack and pinion
5000 km 8000 km
TUB and BODYWORK Brake pedal Chassis to Engine installation studs Underwing stays
5000 km 10000 km 3000 km
WHEELS, TRANSMISSION and STARTER MOTOR Brake disc bell (unless fretting occurs) Wheel rims Wheel bearings
3000 km 5000 km 5000 km
SYSTEMS Wiring Loom Water Radiators & Oil coolers (unless fins getting damaged)
10000 km 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. Dallara Automobili – GP2 user manual
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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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SET-UP
Suggested Setup This setup considers the complete car, with all liquids (water, oil, etc), driver and 30 lts of fuel, ready to race. Height Springs
Axle Rate Preload
mm
mm
24
24 1200
B
Front
Damper
Setting Bump stop type B.S. length Packers
Bar Setting
Springs
Damper Rear
Axle Rate Preload
mm
Camber Toe Caster Ramps brake Ramps power Differential Plates Preload
32 900
Free work space with car @ ground
A.R.B.
R
6
32
Setting Bump stop type B.S. length Packers
Bar Setting
B
4 4 Koni rubber mm mm
25x2,5 External attachments P3 -2,3 -2,3 15" out 15" out Std. Std.
Camber Toe Caster Height
R
4 4 Koni rubber 10 -
Free work space with car @ ground
A.R.B.
-
1/2 Turn
1/2 Turn
B
R
B
R
4
4
4
4
Koni Std 46x10 Koni Std 46x10
10 -
mm mm
15
mm Ø18x4,5 External attachments P1 -0,8 -0,8 0,15" in 0,15" in -
20° 80° Std. Hewland Nm 0
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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
PUSHROD ADJUSTER Ride Height change +1 barrel TURN Camber change (deg) Thread size
FRONT
REAR
3.75mm
5.18mm
0.002° 0.170° 5/8”UNEF24+5/8”UNEF 5/8”UNEF24+5/8”UNEF 24L=2.12mm 24L=2.12mm
TOE ADJUSTER (PER WHEEL) toe change (deg) thread step
0.75° (per turn) 1 .06mm-5/16UNF-24
-0.375° (per lmm shim)
CAMBERSHIM +lmm toe change (deg)
0.30° 0°
0.26° 0°
CASTOR ADJUSTER Castor change (deg) thread step&size +1TURN Ride height change camber change (deg) toe change (deg)
0.485° 1 .06mm-3/8”UNF-24 -0.84 mm -0.122° 0.022°
0.606° 1. 27mm- 1/2UNF-20 -0.60 mm 0.05° 0.065°
SPRING PLATFORM +1TURN thread step (mm) height change (mm)
1 1.037
WHEEL/DAMPER RATIO (mm/mm)
1.14
1.037
WHEEL/TORSION SPRING RATIO (mm/ α)
1.66
WHEEL/DROP LINK RATIO (roIl)
1.59
1.45
ROLL CENTRE HETGHT [from ground]
-0.5
31.9 mm [A2B2C2D2 ]
Spacers to adjust camber are available in the following thickness. FRONT: 1.0, 1.5 and 2.0 mm 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 21
20,500
50,000
325,000
20,950
50,000
484,500
REAR ANTI-ROLL BAR (RARB) POINTS COORDINATES X
Y
Z
17
-88,046
0,000
212,755
18
-114,495
0,000
411,285
19
-88,046
79,000
212,755
20
-114,495
65,000
411,285
21
121,500
65,211
392,874
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FRONT ANTIROLL BAR STIFFNESS
There are three different T shaped anti roll bars: Ø18mm thickness 4,5mm
Ø25mm thickness 2,5mm
Ø30mm thickness 5mm
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 - Droplink D1 (100 mm) MR arb - Droplink D2 (55 mm) Track
FARB Ø 18 ø 9 @ Droplink D1 Ø 25 ø 20 @ Droplink D1 Ø 18 ø 9 @ Droplink D2 Ø 25 ø 20 @ Droplink D2 Ø 30 ø 20 @ Droplink D2
FARB Ø 18 ø 9 @ Droplink D1 Ø 25 ø 20 @ Droplink D1 Ø 18 ø 9 @ Droplink D2 Ø 25 ø 20 @ Droplink D2 Ø 30 ø 20 @ Droplink D2
FARB Ø 18 ø 9 @ Droplink D1 Ø 25 ø 20 @ Droplink D1 Ø 18 ø 9 @ Droplink D2 Ø 25 ø 20 @ Droplink D2 Ø 30 ø 20 @ Droplink D2
FARB Ø 18 ø 9 @ Droplink D1 Ø 25 ø 20 @ Droplink D1 Ø 18 ø 9 @ Droplink D2 Ø 25 ø 20 @ Droplink D2 Ø 30 ø 20 @ Droplink D2
1.590 1.627 1.465 [m] P1
P2
P3
P4
P5
Component Stiffness
Component Stiffness
Component Stiffness
Component Stiffness
Component Stiffness
[kg/mm]
[kg/mm]
[kg/mm]
[kg/mm]
[kg/mm]
26.0 39.9 87.8 136.7 186.6
28.8 47.2 97.7 162.1 238.1
32.4 57.4 110.2 200.3 327.7
34.1 63.2 116.2 221.2 390.5
34.7 65.0 118.1 227.6 410.7
P1 P2 P3 P4 P5 Component Component Component Component Component Stiffness Stiffness Stiffness Stiffness Stiffness AntiSymmetric AntiSymmetric AntiSymmetric AntiSymmetric AntiSymmetric Model Model Model Model Model [kg/mm]
[kg/mm]
[kg/mm]
[kg/mm]
[kg/mm]
51.9 79.8 175.5 273.3 373.1
57.6 94.3 195.5 324.2 476.2
64.8 114.9 220.3 400.6 655.5
68.3 126.4 232.5 442.5 781.0
69.3 129.9 236.1 455.2 821.3
P1
P2
P3
P4
P5
Stiffness @ Ground
Stiffness @ Ground
Stiffness @ Ground
Stiffness @ Ground
Stiffness @ Ground
[kg/mm]
[kg/mm]
[kg/mm]
[kg/mm]
[kg/mm]
20.5 31.6 66.3 103.2 140.9
22.8 37.3 73.9 122.5 179.9
25.6 45.4 83.2 151.3 247.6
27.0 50.0 87.8 167.1 295.0
27.4 51.4 89.2 172.0 310.3
P1
P2
P3
P4
P5
Stiffness @ Ground
Stiffness @ Ground
Stiffness @ Ground
Stiffness @ Ground
Stiffness @ Ground
[kgm/deg]
[kgm/deg]
[kgm/deg]
[kgm/deg]
[kgm/deg]
384 591 1242 1934 2640
427 699 1383 2294 3369
480 851 1559 2834 4637
506 936 1645 3130 5525
513 962 1670 3220 5811
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STEERING COLUMN POSITIONS FORWARD POSITION
INTERMEDIATE POSITION
REARWARD POSITION
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STEERING ASSEMBLY Pinion primitive diameter [ mm ] Static steering ratio
11.75 14.0 steering wheel/wheel
CASTOR When the car is flat ( front and rear ride height are identical ) and the front upright inclination is 0.00° [APPARENT CASTOR ] the effective castor angle is 5.80° [ BUILT-IN CASTOR ]. With different front to rear ride heights, castor angle changes because of the pitch angle of the car. For instance, with 20 mm front and 40mm rear ride heights, measured at wheel axis, (wheelbase is 3120 mm) the pitch angle is 0.367° and castor angles (both apparent and total) are reduced. Pitch angle
:
[(40-20)/3120] • 57.296 = 0,367°
Total Castor angle :
5.80° - 0,367° = 5.432°
Apparent Castor angle :
0,00° - 0,367° = -0,367°
MAXIMUN
CASTOR Dallara Automobili – GP2 user manual
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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
Antilift [%]
Antisquat [%]
CastorBump-steer adjustemt
-0.27°
-33.9
-3.2
Lengthen 2.5 turns
1.138
-0.39°
-33.8°
-3.0
Lengthen 2.5 turns
39.1
1.021
-0.28°
-33.8°
-3.0
Lengthen 3 turns
A1-B1-C1-D1
57.1
1.132
-0.25°
17.3
23.9
/
2B
A1-B1-C2-D2
2.5
1.013
-0.13°
17.3
23.9
/
2C
A2-B2-C1-D1
84.4
1.158
-0.38°
17.3
23.8
/
2D
A2-B2-C2-D2 (STD)
31.9
1.037
-0.26°
17.3
23.9
/
3A
A1-B1-C2-D1
-2.6
1.031
-0.12°
68.1
51.4
Shorten 3 turns
3B
A2-B2-C2-D1
26.6
1.057
-0.24°
68
51.1
Lengthen 3 turns
OPTION
Roll centre height
MR
@10mm BUMP
1A
A1-B1-C1-D2
64.2
1.113
1B
A2-B2-C1-D2
91.6
1C
A2-B2-C2-D3
2A
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 - Droplink D1 (130 mm) MR arb - Droplink D2 (104 mm) MR arb - Droplink D3 (78 mm) Track
RARB Ø 13 @ Droplink D1 Ti Blade Ø 18 x 4.5 @ Droplink D1 Ø 13 @ Droplink D2 Ti Blade Ø 18 x 4.5 @ Droplink D2 Ø 13 @ Droplink D3 Ti Blade Ø 18 x 4.5 @ Droplink D3
1.476 1.525 1.581 1.415 [m] P1
P2
P3
P4
P5
Component Stiffness
Component Stiffness
Component Stiffness
Component Stiffness
Component Stiffness
[kg/mm]
[kg/mm]
[kg/mm]
[kg/mm]
[kg/mm]
5.5 8.6 15.3 18.6 29.3 52.7
6.5 10.2 18.2 20.6 32.5 58.5
7.3 11.5 20.5 22.7 36 64.8
7.6 11.9 21.3 23.7 37.5 67.6
7.7 12.0 21.5 23.9 37.9 68.4
P1 P2 P3 P4 P5 Component Component Component Component Component Stiffness Stiffness Stiffness Stiffness Stiffness AntiSymmetric AntiSymmetric AntiSymmetric AntiSymmetric AntiSymmetric Model Model Model Model Model
RARB Ø 13 @ Droplink D1 Ti Blade Ø 18 x 4.5 @ Droplink D1 Ø 13 @ Droplink D2 Ti Blade Ø 18 x 4.5 @ Droplink D2 Ø 13 @ Droplink D3 Ti Blade Ø 18 x 4.5 @ Droplink D3
RARB Ø 13 @ Droplink D1 Ti Blade Ø 18 x 4.5 @ Droplink D1 Ø 13 @ Droplink D2 Ti Blade Ø 18 x 4.5 @ Droplink D2 Ø 13 @ Droplink D3 Ti Blade Ø 18 x 4.5 @ Droplink D3
[kg/mm]
[kg/mm]
[kg/mm]
[kg/mm]
[kg/mm]
10.9 17.1 30.5 37.1 58.6 105.4
13.0 20.4 36.4 41.1 65.0 116.9
14.6 22.9 40.9 45.4 71.9 129.6
15.2 23.8 42.5 47.3 75.0 135.2
15.3 24.0 42.9 47.8 75.8 136.7
P1
P2
P3
P4
P5
Stiffness @ Ground
Stiffness @ Ground
Stiffness @ Ground
Stiffness @ Ground
Stiffness @ Ground
[kg/mm]
[kg/mm]
[kg/mm]
[kg/mm]
[kg/mm]
5.0 7.8 13.1 16.0 23.4 42.2
6.0 9.4 15.7 17.7 26.0 46.8
6.7 10.5 17.6 19.5 28.8 51.8
6.9 10.9 18.3 20.3 30.0 54.1
7.0 11.0 18.4 20.6 30.3 54.7
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RARB Ø 13 @ Droplink D1 Ti Blade Ø 18 x 4.5 @ Droplink D1 Ø 13 @ Droplink D2 Ti Blade Ø 18 x 4.5 @ Droplink D2 Ø 13 @ Droplink D3 Ti Blade Ø 18 x 4.5 @ Droplink D3
P1
P2
P3
P4
P5
Stiffness @ Ground
Stiffness @ Ground
Stiffness @ Ground
Stiffness @ Ground
Stiffness @ Ground
[kgm/deg]
[kgm/deg]
[kgm/deg]
[kgm/deg]
[kgm/deg]
87 137 229 279 410 737
104 164 273 309 454 817
117 184 307 341 503 906
122 191 319 355 524 945
123 192 322 359 530 956
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 Outer rocker pin shaft has a dimensional tolerance of MIN: 31.74 mm
MAX: 38.11 mm MAX: 31.75 mm
Rear: • •
Inner rocker hole has a dimensional tolerance of MIN: 38.09 mm Outer rocker pin shaft has a dimensional tolerance of MIN: 31.74 mm
MAX: 38.11 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 Tighten 32lb*ft / 4,5kgm K-nut M12x1.5 Rear Tighten 58lb*ft / 8kgm
K-nut M12x1.5 Front Tighten 58lb*ft / 8kgm K-nut M14x1.5 Rear Tighten 100lb*ft / 14kgm
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UPRIGHTS REBUILDING FRONT WHEEL BEARING It is mandatory to fit the external front bearing as in the image below to have a proper face to face contact between the bearing itself and the hub surface.
FRONT HUB ASSEMBLY The following procedure explains how to change front wheel bearings.
Bearing Removal a) Remove the wheel speed indicator disc by removing the 3 M4 screws. b) Remove the bearing nut. c) Put the upright under a press, resting it against the plane sides of it. d) Warm the upright up to 60-70°C e) Press off the hub from the upright using an aluminum jig. f) Keeping the upright warm, knock or load on the inner track of the bearing. In case of knocking, gn alluminun jig is recommended. The following jigs for the front upright assembly are available from Dallara on order • • • • • •
20501072 20501073 20501074 20501082 20801055 20801060
Front wheel bearing assembly on upright Front wheel bearing assembly on upright Front wheel bearing hub assembly on upright Front wheel bearing hub tightening jig Hub fitting on upright
Upright assembly a) Put the upright on a press, and using the jig 20501073 place one of the bearings into the upright. b) Put the upright onto jig 20501072, against the bearing mounted at a), introduce the bearing preload spacer and using the jig 20501073 place the second bearing into the upright. c) Put both sides seals and seeger rings into the upright. Dallara Automobili – GP2 user manual
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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 T02-010-062 T02-010-063 T02-010-064 T02-010-065 T02-010-066
Rear Rear Rear Rear Rear Rear
wheel wheel wheel wheel wheel wheel
bearing bearing bearing bearing bearing bearing
assembly on upright assembly on upright hub assembly on upright hub assembly on upright hub assembly on upright 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. full open length [mm] full closed length [mm] STROKE [mm]
REAR 314 255 59
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FRONT 236,6 207,6 29
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[N]
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.
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
[N]
-1500
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
-500
-1000
-1500
BUMP -2000
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0,3
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! Dallara Automobili – GP2 user manual
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Low Speed Bump Cartridge: Low Speed Rebound Cartridge:
71-60-21-140-0 71-60-22-140-0
R ebound
6 5 4 3
Load [kN ]
2 1 0 -1
0
100
200
300
400
500
B um p
-2 -3 -4 Velocity [mm/s]
R ebound
3 2.5 2 1.5
Load [kN ]
1 0.5 0 -0.5
0
50
100
150
B um p
-1 -1.5 -2 Velocity [mm/s]
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Low Speed Bump Cartridge: Low Speed Rebound Cartridge:
71-60-21-030-0 71-60-22-003-0
R ebound
6 5 4 3 Load [kN ]
2 1 0 0
100
200
300
400
500
B um p
-1 -2 -3 Velocity [mm/s]
R ebound
3 2.5 2 1.5
Load [kN ]
1 0.5 0 -0.5
0
50
100
150
B um p
-1 -1.5 -2 Velocity [mm/s]
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Low Speed Bump Cartridge: Low Speed Rebound Cartridge:
71-60-21-050-0 71-60-22-005-0
R ebound
6 5 4 3
Load [kN ]
2 1 0 -1
0
100
200
300
400
500
B um p
-2 -3 -4 Velocity [mm/s]
R ebound
3 2.5 2 1.5
Load [kN ]
1 0.5 0 -0.5
0
50
100
150
B um p
-1 -1.5 -2 Velocity [mm/s]
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Low Speed Bump Cartridge: Low Speed Rebound Cartridge:
71-60-21-070-0 71-60-22-007-0
R ebound
6 5 4 3
Load [kN ]
2 1 0 -1
0
100
200
300
400
500
B um p
-2 -3 -4 Velocity [mm/s]
R ebound
3 2.5 2 1.5
Load [kN ]
1 0.5 0 -0.5
0
50
100
150
B um p
-1 -1.5 -2 Velocity [mm/s]
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Low Speed Bump Cartridge: Low Speed Rebound Cartridge:
71-60-21-923-0 71-60-22-009-0
R ebound
6 5 4 3
Load [kN ]
2 1 0 -1
0
100
200
300
400
500
B um p
-2 -3 -4 Velocity [mm/s]
R ebound
3 2.5 2 1.5
Load [kN ]
1 0.5 0 -0.5
0
50
100
150
B um p
-1 -1.5 -2 Velocity [mm/s]
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Low Speed Bump Cartridge: Low Speed Rebound Cartridge:
71-60-21-932-0 71-60-22-932-0
R ebound
6 5 4 3
Load [kN ]
2 1 0 -1
0
100
200
300
400
500
B um p
-2 -3 -4 Velocity [mm/s]
R ebound
3 2.5 2 1.5
Load [kN ]
1 0.5 0 -0.5
0
50
100
150
B um p
-1 -1.5 -2 Velocity [mm/s]
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Low Speed Bump Cartridge: Low Speed Rebound Cartridge:
71-60-21-935-0 71-60-22-935-0
R ebound
6 5 4 3
Load [kN ]
2 1 0 -1
0
100
200
300
400
500
B um p
-2 -3 -4 Velocity [mm/s]
R ebound
3 2.5 2 1.5
Load [kN ]
1 0.5 0 -0.5
0
50
100
150
B um p
-1 -1.5 -2 Velocity [mm/s]
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High Speed Cartridge, for both Bump and Rebound:
71-40-01-019-1
High Speed Cartridge 1, bum p & rebound
1,4
1,2
Force (kN)
1
0,8
0,6
0,4
0,2
0 0
100
200
300
400
Velocity (m m /s)
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500
High Speed Cartridge, for both Bump and Rebound:
71-40-01-019-2
High Speed Cartridge 2, bum p & rebound
1,8
1,6
Force (kN)
1,4
1,2
1
0,8
0,6
0,4 0
100
200
300
400
Velocity (m m /s)
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500
High Speed Cartridge, for both Bump and Rebound:
71-40-01-019-3
High Speed Cartridge 3, bum p & rebound
2,2
2
Force (kN)
1,8
1,6
1,4
1,2
1
0,8 0
100
200
300
400
Velocity (m m /s)
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500
High Speed Cartridge, for both Bump and Rebound:
71-40-01-019-4
High Speed Cartridge 4, bum p & rebound
2,8
2,6
Force (kN)
2,4
2,2
2
1,8
1,6
1,4 0
100
200
300
400
Velocity (m m /s)
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500
High Speed Cartridge, for both Bump and Rebound:
71-40-01-019-5
High Speed Cartridge 5, bum p & rebound
3,2
3
Force (kN)
2,8
2,6
2,4
2,2
2
1,8 0
100
200
300
400
Velocity (m m /s)
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500
High Speed Cartridge, for both Bump and Rebound:
71-40-01-019-6
High Speed Cartridge 6, bum p & rebound
3,6
3,4
Force (kN)
3,2
3
2,8
2,6
2,4
2,2 0
100
200
300
400
Velocity (m m /s)
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500
AERODYNAMICS DEFINITIONS Aero values are given @ the following amibient conditions; Temperature = 15°C Pressure = 1013 mb Humidity = 0% (dry air) Aeroloads are function of air temperature, pressure and humidity inasmuch they affect air density. Typically, Higher Air Temperature by 10° F ( 5.5 °C) reduces downforce and drag by 3.0 % Higher Air Pressure by 1” Hg increases downforce and drag by 3.0% Higher Air Relative Humidity by 50% increases downforce and drag by 0.5% Drag number includes front and rear wheels contribution Front Downforce is meant at the front axle , it includes frontal area contribution Rear Downforce is meant at the rear axle, it includes frontal area contribution Efficiency is Total Downforce / Drag Balance is the Downforce split percentage on front (=100*Lf /Lt). To calculate aero loads, D/force or Drag, multiply the coefficients given by Speed squared ( m/s ) and by current air density (kgm-2s^2 ), which is function of current ambient temperature, pressure and humidity. Hence Load ( kg ) = 0.5* Coefficient * Speed ( m/s ) ^2 * Density ( Kgm-2s^2 )
FRONT MAINPLANE Design mainplane minimum HEIGHT (from reference plane) Design mainplane INCIDENCE (relative to reference plane)
57,5 mm 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 edge of the lower mainplane. Design lower mainplane INCIDENCE (relative to reference plane)
425,5 mm 8°
REAR UPPER BIPLANE Design top biplane INCIDENCE RANGE (relative to reference plane)
9°-35°
REAR ENDPLATE Maximum endplate TOP edge HEIGHT from reference plane is
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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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Bodywork package and blanking solutions
The aero data concerning the blanking of the sidepod exhaust components is summarised in the following table. For each configuration (see first column of the table) a picture is also included. ∆Vrad V0
CFG
Gills exhaust
Chimney exhaust
∆CxT S
∆CzF S
∆CzRS
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%
(each side)
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. ∆Vrad V0
CFG
Description
∆CxT S
∆CzF S
∆CzRS
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
(each side)
CFG 8
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CFG 9
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2. Rear wing package The top assembly can be fitted with or without the flap allowing an angle sweep from 9° to 35°. It is necessary to underline how the maximum angle before the wing stall depends on the rear wing configuration, i.e. with or without flap. Some wing add-ons are needed to reach the top downforce performance. Hereafter we will refer to four main configurations: Configuration
Airfoil elements
Mainplane add-ons available
Flap add-ons available
VERY LOW DOWNFORCE
Mainplane
10mm gurney
-
LOW DOWNFORCE
Mainplane + flap
None
None
MID DOWNFORCE
Mainplane + flap
None
None
HIGH DOWNFORCE
Mainplane + flap
None
10mm gurney
In the following pictures the different options of rear wing add-ons and the angle references for front and rear wing adjustments are illustrated.
10mm gurney on rear wing mainplane
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Angle references for rear wing top assembly
1 2 3
A 9° 18° 27°
B 10° 19° 28°
C 11° 20° 29°
D 12° 21° 30°
E 13° 22° 31°
F 14° 23° 32°
H 16° 25° 34°
G 15° 24° 33°
Angle references for front wing flap
1 2 3 4 5
A 5° 11° 17° 23° 29°
B 6° 12° 18° 24° 30°
C 7° 13° 19° 25° 31°
D 8° 14° 20° 26° 32°
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E 9° 15° 21° 27°
F 10° 16° 22° 28°
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I 17° 26° 35°
3. Aerodynamic data This section is dedicated to the aerodynamic data for the front and rear wing assemblies. All the data are relative to single ride heights (12.5mm/25mm) acquisitions with the exceptions of the aeromaps that require 50 or 32 ride heights acquisitions. Each of the rear wing angle sweeps included in paragraphs b, c and d are carried out at fixed front wing configuration, i.e. not balanced. The same approach is adopted for the front wing flap sweep (paragraph a). Some balanced configurations are presented in the final paragraph. Definitions : Very Low downforce configuration : o front flap without gurney o front wing without central flap o no rear wing top flap o rear wing top mainplane with/without 10 mm gurney Low downforce configuration : o front flap with gurney o rear wing top flap without gurney Mid downforce configuration : o 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 sensitivity In the rear wing VERY LOW DOWNFORCE configuration (isolated mainplane at actual incidence 16°) the front wing flap slopes are: Front wing flap angle
Flap add-ons
5° None
7° 9°
CxT S
CzF S
CzRS
BalFr%
0.986
1.146
1.574
42.1
0.991
1.181
1.576
42.8
0.984
1.193
1.562
43.3
In the rear wing LOW DOWNFORCE configuration (mainplane+flap at 9°) the front wing flap slopes are: Front wing flap angle 5° 6°
Flap add-ons 10-10-0 mm gurney
CxT S
CzF S
CzRS
BalFr%
1.116
1.330
1.841
41.9
1.121
1.377
1.845
42.7
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In the rear wing MID DOWNFORCE configuration (mainplane+flap at 18°) the front wing flap slopes are: Front wing flap angle
Flap add-ons
6° 8°
10-10-0 mm gurney
10° 12°
CxT S
CzF S
CzRS
BalFr%
1.208
1.369
2.074
39.8
1.205
1.401
2.066
40.4
1.209
1.455
2.076
41.2
1.206
1.483
2.045
42.0
In the rear wing HIGH DOWNFORCE configuration (mainplane+flap at 25°) the front wing flap slope is: CxT S
CzF S
CzRS
BalFr%
1.270
1.594
2.136
42.7
1.274
1.634
2.136
43.3
22°
1.272
1.647
2.120
43.7
24°
1.274
1.674
2.100
44.4
Front wing flap angle
Flap add-ons
18° 20° 10-10-0 mm gurney
b. Rear top wing in VERY LOW DOWNFORCE configuration The following tables contain the aero data of the rear top assembly sweeps in VERY LOW DOWNFORCE configuration (i.e. isolated mainplane). Please note that the reference axis to measure the top assembly incidence is the line through the leading edge of the mainplane and the trailing edge of the flap also if the flap is not fitted. Therefore, for example, when indicating the mainplane at the incidence of 35° its actual incidence is 16°. Rear wing top assembly angle
Rear wing top assembly add-ons
Front wing Central Flap
CxT S
CzF S
CzRS
BalFr%
0.960
1.164
1.508
43.6
0.968
1.156
1.538
42.9
0.981
1.161
1.568
42.5
15°
0.984
1.151
1.566
42.4
16°
0.986
1.146
1.574
42.1
Front wing flap
11° 13° 14°
10mm gurney
none
5° without gurney
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 FRH/RRH
CzT 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 FRH/RRH
CzR 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 FRH/RRH
R.A.% 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 configuration Dallara Automobili – GP2 user manual
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The following tables contain the aero data of the rear top assembly sweeps in LOW DOWNFORCE configuration (i.e. mainplane + flap).
Rear wing top assembly angle
Rear wing top assembly add-ons
Front wing flap
none
5° 10-10-0 mm gurney
9° 11° 13°
CxT S
CzF S
CzRS
BalFr%
1.123
1.383
1.862
42.6
1.138
1.366
1.906
41.7
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 FRH/RRH
CzT 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 FRH/RRH
CzR 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 FRH/RRH
R.A.% 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 wing in MID DOWNFORCE configuration
Dallara Automobili – GP2 user manual
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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 assembly angle
Rear wing top assembly add-ons
CxT S
CzF S
CzRS
BalFr%
12°
1.162
1.455
1.931
43.0
14°
1.169
1.450
1.979
42.3
1.191
1.450
2.016
41.8
18°
1.209
1.455
2.076
41.2
20°
1.224
1.446
2.101
40.8
10° + 10-10-0 mm gurney
none
16°
Front wing flap
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 FRH/RRH
CzT 5
10
15
20
25
30
35
40
45
FRH/RRH
5
10
15
20
25
30
35
40
45
5
1.166 1.172 1.178 1.181 1.182 1.189 1.192
5
3.564 3.518 3.497 3.486 3.551 3.606 3.661
10
1.167 1.170 1.171 1.177 1.185 1.185 1.187 1.190
10
3.398 3.374 3.370 3.403 3.458 3.546 3.545 3.523
15
1.161 1.166 1.174 1.177 1.180 1.185 1.187 1.190 1.192
15
3.273 3.283 3.292 3.334 3.401 3.448 3.443 3.414 3.389
20
1.166 1.167 1.174 1.175 1.180 1.186 1.188 1.189
20
3.197 3.217 3.259 3.338 3.325 3.332 3.314 3.276
25
1.164 1.165 1.175 1.182 1.177 1.184 1.185
25
3.125 3.178 3.218 3.230 3.202 3.176 3.149
30
1.166 1.168 1.171 1.172 1.181 1.181
30
3.096 3.147 3.121 3.091 3.080 3.039
35
1.167 1.171 1.172 1.173 1.174
35
3.039 3.038 3.005 2.967 2.928
CzF FRH/RRH
CzR 5
10
15
20
25
30
35
40
45
FRH/RRH
5
10
15
20
25
30
35
40
45
5
1.556 1.550 1.552 1.552 1.582 1.599 1.629
5
2.008 1.969 1.945 1.934 1.970 2.007 2.032
10
1.445 1.447 1.458 1.471 1.500 1.537 1.541 1.542
10
1.953 1.927 1.912 1.931 1.958 2.010 2.004 1.981
15
1.359 1.373 1.388 1.411 1.439 1.461 1.466 1.461 1.459
15
1.914 1.910 1.905 1.923 1.962 1.988 1.977 1.953 1.931
20
1.312 1.326 1.346 1.381 1.376 1.386 1.386 1.381
20
1.886 1.891 1.913 1.956 1.949 1.947 1.927 1.894
25
1.259 1.280 1.296 1.305 1.302 1.300 1.297
25
1.867 1.899 1.922 1.926 1.900 1.876 1.852
30
1.217 1.241 1.232 1.231 1.230 1.224
30
1.878 1.906 1.889 1.860 1.850 1.815
35
1.170 1.175 1.168 1.160 1.152
35
1.869 1.863 1.837 1.807 1.776
Eff FRH/RRH
R.A.% 5
10
15
20
25
30
35
40
45
FRH/RRH
5
10
15
20
25
30
35
40
45
5
3.057 3.001 2.969 2.952 3.006 3.034 3.071
5
43.6% 44.0% 44.4% 44.5% 44.5% 44.3% 44.5%
10
2.911 2.885 2.878 2.890 2.919 2.993 2.986 2.961
10
42.5% 42.9% 43.3% 43.2% 43.4% 43.3% 43.5% 43.8%
15
2.819 2.816 2.805 2.832 2.883 2.911 2.900 2.869 2.844
15
41.5% 41.8% 42.1% 42.3% 42.3% 42.4% 42.6% 42.8% 43.0%
20
2.742 2.758 2.777 2.841 2.818 2.811 2.789 2.755
20
41.0% 41.2% 41.3% 41.4% 41.4% 41.6% 41.8% 42.2%
25
2.685 2.729 2.740 2.734 2.720 2.682 2.658
25
40.3% 40.3% 40.3% 40.4% 40.7% 40.9% 41.2%
30
2.655 2.694 2.664 2.637 2.607 2.573
30
39.3% 39.4% 39.5% 39.8% 39.9% 40.3%
35
2.603 2.595 2.563 2.528 2.494
35
38.5% 38.7% 38.9% 39.1% 39.3%
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e. Rear top wing in HIGH DOWNFORCE configuration The following table contains the aero data of a rear top assembly sweep in HIGH DOWNFORCE configuration (i.e. mainplane + flap). Rear wing top assembly angle
Rear wing top assembly add-ons
Front wing flap
21° 23°
20° + 10-10-0 mm gurney
None 25° 27°
Rear wing top assembly angle
Rear wing top assembly add-ons
Front wing flap
10 mm gurney
20° + 10-10-0 mm gurney
21° 23° 25°
CxT S
CzF S
CzRS
BalFr%
1.243
1.626
2.064
44.1
1.261
1.619
2.097
43.6
1.279
1.635
2.146
43.2
1.284
1.625
2.153
43.0
CxT S
CzF S
CzRS
BalFr%
1.286
1.623
2.145
43.1
1.300
1.614
2.171
42.6
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 FRH/RRH
CzT 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 FRH/RRH
CzR 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.
Configuration 1
Front flap angle 5°
2
6°
3 4 5 6 7 8 9 10 11
5° 6° 7° 8° 10° 11° 12° 14° 16°
12
18°
Front flap add-ons
Rear top assembly
None
Mainplane
10-10-0 mm gurney
Rear top assembly angle 16°
Rear top assembly add-ons None
16°
10mm gurney on mainplane
9° 11° 12° 14° 16° 18° 21° 23° 27°
None
25°
10 mm gurney on flap
Mainplane+flap
Configuration
CxT S
CzT 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
6
3.300 CzT
4
8
7
9
5
3
3.100
2.900
2.700
1
2
2.500 0.950
1.000
1.050
1.100
1.150 CxT
1.200
1.250
1.300
1.350
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 1010-0 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
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
1.167
1.171
1.172
1.173
1.174
35
3.039
3.038
3.005
2.967
2.928
30 35
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
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
1.170
1.175
1.168
1.160
1.152
35
1.869
1.863
1.837
1.807
1.776
30 35
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%
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%
2.603
2.595
2.563
2.528
2.494
35
38.5%
38.7%
38.9%
39.1%
39.3%
30 35
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
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
1.169
1.176
1.177
1.180
1.185
35
2.814
2.843
2.830
2.820
2.821
30 35
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
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
1.095
1.114
1.117
1.120
1.130
35
1.719
1.728
1.713
1.700
1.691
30 35
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Eff
R.A.%
FRH/RRH
15
20
25
30
35
40
45
FRH/RRH
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%
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%
2.407
2.417
2.404
2.390
2.380
35
38.9% 39.2% 39.5% 39.7% 40.1%
30 35
15
20
25
30
35
40
45
h. Constant balance rear top assembly and front flap angles adjustments Keeping the same approach of the previous paragraph, it is here analysed the variation of rear top assembly angle needed to rebalance a fixed variation of front wing flap. For the sake of simplicity, the rebalance has been carried out in a range of angles for which the rear top assembly slope is constant (i.e. not close to stall angle). Rear wing configuration
Front flap angle adj.
Rear top assy angle adj.
VERY LOW
From 7° to 8°
(hole) From 28.2 to 30.3
LOW
From 5° to 6°
From 8.7° to 9.6°
MID
From 11° to 12°
From 15.3° to 16.7°
HIGH
From 19° to 20°
From 19.5° to 21.2°
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i. Effect of skirt wear This paragraph is dedicated to the evaluation of the effect of the skirt wear on the aerodynamic performance. Two different wear configurations are considered: the first is described by a “linear” wear starting from the mid length point and ending with a full wear at the skirt rear end, the second is a constant full wear from the front end to the rear end.
New
“Linear” wear
Full wear
∆Vrad V0
Skirt wear
∆CxT S
∆CzF S
∆CzRS
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. Dallara Automobili – GP2 user manual
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Quantity per caliper
p/n
Inlet nipple
1
06.3710.20
Copper seal
1
06.2196.13
Bleeding screw
2
05.2812.13
Mounting Torque 15Nm @ cold
Piston Seal Ø 28
2
05.5955.52
Before the assembly plunge it in the assembly fluid for at least 24 hours and no longer the 48 hours
Piston Seal Ø 30
2
05.5955.53
Before the assembly plunge it in the assembly fluid for at least 24 hours and no longer the 48 hours
Piston Seal Ø 36
2
05.5955.56
Before the assembly plunge it in the assembly fluid for at least 24 hours and no longer the 48 hours
Piston Ø 28
2
20.7954.42
Piston Ø 30
2
20.7954.43
Piston Ø 36
2
20.7954.46
Ti insert Ø 28
2
20.8204.23
Ti insert Ø 30
2
20.8204.24
Ti insert Ø 36
2
20.8204.27
Elastic ring for the insert Ø 28
2
05.2091.30
Elastic ring for the insert Ø 30
2
05.2091.31
Elastic ring for the insert Ø 36
2
05.2091.34
Spring for the piston Ø 28
2
05.4360.42
Spring for the piston Ø 30
2
05.4360.43
Spring for the piston Ø 36
2
X93.41.09
Pad abutment (Central bridge)
1
20.7268.67
Pad abutment (Side)
2
20.7268.65
Fit it using the correspondent screw (p/n XA0.03.50). The back of the pad abutment has to touch in all its points the caliper body. The distance between the two pad abutment of each pad has to be 156mm MIN!
Component
Mounting instruction Mounting torque 25Nm (fit it with copper seal) @ cold
Pad abutment (Side)
2
20.7268.66
Fit it using the correspondent screw (p/n XA0.03.50). The back of the pad abutment has to touch in all its points the caliper body. The distance between the two pad abutment of each pad has to be 156mm MIN!
Pad abutment (Bottom)
4
20.7269.68
Fit it using the correspondent screw (p/n 05.4424.61).
Screw M4 for the pad abutment (side)
4
XA0.03.50
Mounting torque 4Nm @ cold
Screw M6 for the pad abutment (bottom)
4
05.4424.61
Mounting torque 8Nm @ cold
Cross over pipe
1
06.4317.97
Before the assembly wet all threads with brake fluid. Mounting torque 20Nm @ cold
Assembly fluid 250ml
-
04.8164.90
Use only with new seals
Brake fluid 500cl (20 bottles)
-
04.8164.11
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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°C550°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: Dallara Automobili – GP2 user manual
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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: Color
Stiffness
Maximun Stroke achievable
Shaft Code
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 throttle body, which is secure in the vise. The lower body cap must be fitted on it.
2 - To fill the body with hydraulic oil (5W suggested), up to the top of the spring washer.
3 – To prepare the shaft assy with the main valve, the “throttle-off” shims stack setting, and the top cap; as illustrated below.
4 – To introduce the shaft into the body, and push it down slowly to avoid oil splashing.
5 – To bleed it as a normal damper, by moving the shaft up and down in order to eliminate any air bubbles.
6 – Once the damper is bleeded, keep the shaft at the bleeding position (see page before), and 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 the rubber hoses and the electrical wiring . From the RHS fuel tank buckeye check 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 the hole with Loctite Install the stud 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 35004000Km).
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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 Metric [mm]
8 4.064
10 3.251
12 2.642
14 2.032
16 1.626
18 1.219
UNIT CONVERSION TABLE
1 foot=304.8 mm=12 in 1 yard=914.4 mm=3 ft 1 mile=5280 ft=1.60934 km
1 millimeter=0.03937 in 1 centimeter=0.3937 in 1 meter=39.37 in 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 pound (lb.)=16 ounces=453.592 grams
1 Kg=1000 grams = 2.205 lb
Speed 1 mph=0.62137 kilometres per hour 1 IPS (in/s)=25.4 mm/s
1 kilometre per hour=1.60934 mph 1 mm/s=0.039 IPS
Specific weight Water Mineral Oil Gasoline
= = =
1.000 kg/l 0.903 Kg/l 0.740 Kg/l
Useful formulas 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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20 0.914
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
Rev. 15/10/2007 - page 2/5
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.
Rev. 15/10/2007 - page 3/5
“06” year
“25”
“005”
batch nr.
serial nr.
FIG.1 wheel marking position
FIG.2
FIG.3
current 12 spokes GP2 and T05: fatigue critical areas in red (back spoke)
new 9 spokes GP2: fatigue critical areas in red (back spoke)
Rev. 15/10/2007 - page 4/5
FIG.4
FIG.5
current 12 spokes GP2 and T05: fatigue critical areas in red (outer face)
new 9 spokes GP2: 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)
Rev. 15/10/2007 - page 5/5
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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