Gp2 User Manual 2008 v1.0

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
2/87
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
3/87
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
4/87
5/87
6/87
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.
7/87
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.
8/87
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
9/87
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
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.
32
Setting
Bump stop type
B.S. length
Packers
Bar
Setting
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
4
4
Koni rubber
10
-
Free work space

with car @ ground
A.R.B.
1/2 Turn
1/2 Turn
Koni Std 46x10 Koni Std 46x10
10
-
mm
mm
15
mm
18x4,5
External attachments P1
-0,8
-0,8
0,15" in
0,15" in
-
20
80
Std. Hewland
Nm
0
10/87
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
5/8UNEF24+5/8UNEF 5/8UNEF24+5/8UNEF
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-3/8UNF-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/ )
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.
11/87
SUSPENSION PICK-UP POINTS
Note:
Z=0 is the bottom of the monocoque.
12/87
FRONT SUSPENSION COORDINATES

X
163,000
18,000
184,000
-320,000
15,000
195,000
110,000
150,700
380,000
-250,000
178,720
380,000
158,000
170,000
380,000
-23,000
607,983
380,000
-3,500
646,692
188,000
54,000
634,926
381,412
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
396,000
131,500
153,000
61,000
116,000
143,000
442,500
140,000
327,500
-62,500
113,500
317,500
-62,500
113,500
317,500
60,000
554,359
375,021
10,000
596,000
159,000
-91,031
554,578
372,938
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
13/87
FRONT ANTI-ROLL BAR (FARB) POINTS COORDINATES

X
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
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
14/87
FRONT ANTIROLL BAR STIFFNESS
There are three different T shaped anti roll bars:

18mm thickness 4,5mm
25mm thickness 2,5mm
30mm thickness 5mm
The digits in the following table represent the blade positions: 1=full soft, 5=full hard.
15/87
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.
16/87
Front
MR arb - Droplink D1 (100 mm)
Track
FARB
18 9 @ Droplink D1
25 20 @ Droplink D1
18 9 @ Droplink D2
25 20 @ Droplink D2
30 20 @ Droplink D2
FARB
18 9 @ Droplink D1
25 20 @ Droplink D1
18 9 @ Droplink D2
25 20 @ Droplink D2
30 20 @ Droplink D2
FARB
18 9 @ Droplink D1
25 20 @ Droplink D1
18 9 @ Droplink D2
25 20 @ Droplink D2
30 20 @ Droplink D2
FARB
18 9 @ Droplink D1
25 20 @ Droplink D1
18 9 @ Droplink D2
25 20 @ Droplink D2
30 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
17/87
STEERING COLUMN POSITIONS

FORWARD POSITION
INTERMEDIATE POSITION
REARWARD POSITION
18/87
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
19/87
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
20/87
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) .
21/87
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
Track
RARB
13 @ Droplink D1 Ti Blade
18 x 4.5 @ Droplink D1
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
RARB
[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
22/87
RARB
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 13 Solid MUST only be used with the Titanium blade.
The ARB 18 x 4,5mm MUST only be used with the Steel blade.
23/87
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.
24/87
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 hardenedspacer
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.
25/87
Front rocker installation detail:
Rear rocker installation detail:
26/87
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 (140C).
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

K-nut M14x1.5 Rear
27/87
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 60-70C
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.
28/87
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.
29/87
30/87
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 tightening jig
31/87
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
FRONT
236,6
207,6
29
32/87
[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
33/87
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!
34/87
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
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
50
100
150
B um p
-1
-1.5
-2
Velocity [mm/s]
35/87

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
50
100
150
B um p
-1
-1.5
-2
Velocity [mm/s]
36/87

71-60-21-050-0
71-60-22-005-0
R ebound
6
5
4
3
Load [kN ]
2
1
0
-1
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
50
100
150
B um p
-1
-1.5
-2
Velocity [mm/s]
37/87

71-60-21-070-0
71-60-22-007-0
R ebound
6
5
4
3
Load [kN ]
2
1
0
-1
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
50
100
150
B um p
-1
-1.5
-2
Velocity [mm/s]
38/87

71-60-21-923-0
71-60-22-009-0
R ebound
6
5
4
3
Load [kN ]
2
1
0
-1
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
50
100
150
B um p
-1
-1.5
-2
Velocity [mm/s]
39/87

71-60-21-932-0
71-60-22-932-0
R ebound
6
5
4
3
Load [kN ]
2
1
0
-1
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
50
100
150
B um p
-1
-1.5
-2
Velocity [mm/s]
40/87

71-60-21-935-0
71-60-22-935-0
R ebound
6
5
4
3
Load [kN ]
2
1
0
-1
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
50
100
150
B um p
-1
-1.5
-2
Velocity [mm/s]
41/87
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)
0,8
0,6
0,4
0,2
0
0
100
200
300
400
Velocity (m m /s)
42/87
500
71-40-01-019-2
1,8
1,6
Force (kN)
1,4
1,2
0,8
0,6
0,4
0
100
200
300
400
Velocity (m m /s)
43/87
500
71-40-01-019-3
2,2
Force (kN)
1,8
1,6
1,4
1,2
0,8
0
100
200
300
400
Velocity (m m /s)
44/87
500
71-40-01-019-4
2,8
2,6
Force (kN)
2,4
2,2
1,8
1,6
1,4
0
100
200
300
400
Velocity (m m /s)
45/87
500
71-40-01-019-5
3,2
Force (kN)
2,8
2,6
2,4
2,2
1,8
0
100
200
300
400
Velocity (m m /s)
46/87
500
71-40-01-019-6
3,6
3,4
Force (kN)
3,2
2,8
2,6
2,4
2,2
0
100
200
300
400
Velocity (m m /s)
47/87
500
AERODYNAMICS
DEFINITIONS
Aero values are given @ the following amibient conditions;
Temperature = 15C
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.
48/87
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
849.5mm
49/87
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 (25C) 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.
50/87
51/87
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
OPEN
OPEN
OPEN
CLOSED
-0.008
0.004
0.006
-0.8%
OPEN
CLOSED
-0.013
0.003
0.007
-1.6%
OPEN
CLOSED
-0.013
0.002
0.004
-2.6%
OPEN
CLOSED
-0.015
0.005
0.012
-3.7%
CLOSED
OPEN
0.000
-0.027
0.068
-3.0%
(each
side)
CFG 1
CFG 2
CFG 3
CFG 4
CFG 5
CFG 6
52/87
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
No blanking
50mm horizontal
-0.001
0.000
0.006
-2.5%
100mm horizontal
0.000
0.004
0.029
-5.5%
CFG 7
(each
side)
CFG 8
CFG 9
53/87
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
54/87
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
E
9
15
21
27
F
10
16
22
28
55/87
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 rear wing top flap without gurney
High downforce configuration :
o rear wing top flap with/without 10 mm gurney
a. Front wing flap adjustment and wicker sensitivity

In the rear wing VERY LOW DOWNFORCE configuration (isolated mainplane at actual incidence
16) the front wing flap slopes are:
Front wing flap angle
Flap add-ons
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:
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
56/87
In the rear wing MID DOWNFORCE configuration (mainplane+flap at 18) the front wing flap
slopes are:
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
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.
57/87
CxT
FRH/RRH
CzT
5
10
15
20
25
30
35
40
45
FRH/RRH
10
15
20
25
30
35
40
45
0.979 0.987 0.991 0.998 0.993 1.004 1.006
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
10
15
20
25
30
35
40
45
1.255 1.240 1.241 1.252 1.271 1.294 1.304
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
10
15
20
25
30
35
40
45
2.981 2.900 2.865 2.856 2.912 2.943 2.956
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

58/87
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
10
15
20
25
30
35
40
45
1.107 1.110 1.113 1.115 1.119 1.125 1.129
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
10
15
20
25
30
35
40
45
1.444 1.444 1.440 1.450 1.473 1.501 1.519
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
10
15
20
25
30
35
40
45
2.987 2.954 2.913 2.914 2.942 3.009 3.024
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
59/87
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
10
15
20
25
30
35
40
45
1.166 1.172 1.178 1.181 1.182 1.189 1.192
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
10
15
20
25
30
35
40
45
1.556 1.550 1.552 1.552 1.582 1.599 1.629
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
10
15
20
25
30
35
40
45
3.057 3.001 2.969 2.952 3.006 3.034 3.071
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%
60/87
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
10
15
20
25
30
35
40
45
1.239 1.250 1.255 1.255 1.263 1.268 1.273
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
10
15
20
25
30
35
40
45
1.635 1.642 1.637 1.636 1.665 1.684 1.699
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
61/87
Eff
R.A.%
FRH/RRH
10
15
20
25
30
35
40
45
FRH/RRH
10
15
20
25
30
35
40
45
3.043 3.005 2.965 2.956 2.987 3.023 3.027
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
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%
0.955
2.672
43.8
0.980
2.739
43.0
1.110
3.194
43.0
1.137
3.231
42.4
1.144
3.306
42.5
1.157
3.389
42.2
1.175
3.443
42.5
1.195
3.490
42.3
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
62/87
BALANCED POLAR
3.900
3.700
11
12
10
3.500
3.300
CzT
3.100
2.900
2.700
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.
63/87
ROLL ANGLE = 0.0

CxT
CzT
FRH/RRH
15
20
25
30
35
40
45
FRH/RRH
15
20
25
30
35
40
45
15
1.174
1.177
1.180
1.185
1.187
1.190
1.192
15
3.292
3.334
3.401
3.448
3.443
3.414
3.389
20
1.167
1.174
1.175
1.180
1.186
1.188
1.189
20
3.217
3.259
3.338
3.325
3.332
3.314
3.276
25
1.164
1.165
1.175
1.182
1.177
1.184
1.185
25
3.125
3.178
3.218
3.230
3.202
3.176
3.149
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
64/87
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
65/87
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%
(each side)
66/87
BRAKE SYSTEM
FRONT & REAR BRAKE MASTER CYLINDER:

CHECK DALLARA-GP2 SPARE PARTS CATALOGUE!!!
Brembo suggest a maximum caliper temperature of 200C. 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.
67/87
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 < 210C.
Over 210C 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 132C/210C
p/n 02.5168.10
scale 210C/260C
p/n 02.5168.13
If the caliper temperature goes over 210C 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.
68/87
69/87
Quantity
per
caliper
p/n
Inlet nipple
06.3710.20
Copper seal
06.2196.13
Bleeding screw
05.2812.13
Mounting Torque 15Nm @ cold
Piston Seal 28
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 30
05.5955.53

Piston Seal 36
05.5955.56

Piston 28
20.7954.42
Piston 30
20.7954.43
Piston 36
20.7954.46
Ti insert 28
20.8204.23
Ti insert 30
20.8204.24
Ti insert 36
20.8204.27
Elastic ring for the insert 28
05.2091.30
05.2091.31
05.2091.34
Spring for the piston 28
05.4360.42
05.4360.43
X93.41.09
Pad abutment
(Central bridge)
20.7268.67
Pad abutment (Side)
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)
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)
20.7269.68
Fit it using the correspondent screw (p/n 05.4424.61).
Screw M4 for the pad abutment

(side)
XA0.03.50
Mounting torque 4Nm @ cold
Screw M6 for the pad abutment

(bottom)
05.4424.61
Cross over pipe
06.4317.97
Before the assembly wet all threads with brake fluid.

Assembly fluid 250ml
04.8164.90
Use only with new seals
Brake fluid 500cl

(20 bottles)
04.8164.11
70/87
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 350C550C.
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:
71/87
the green paint completely turn to white (T> 430C);

the red paint turn to white just close to the friction surface (T>610C);
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 300-350C.
The same procedure has to be followed if the track is extremely light on brakes or if it is in low grip
condition.
72/87
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.
73/87
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.
74/87
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.
75/87
THROTTLE PEDAL HYDRAULIC DAMPER (OPTIONAL) OIL FILLING INSTRUCTIONS

1 To fit the spring and its 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.
76/87
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.
77/87
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 10 filter located before the high pressure pump, and one 3 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 mustnt 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 .
78/87
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 youll 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.
79/87
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).
80/87
81/87
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.
82/87
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.
83/87
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.
84/87
TRANSPONDER LOCATION
Dont drill any hole close to the points indicated below.
85/87
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)
86/87
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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GP2

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

BRAKE SYSTEM .............................................................................................................................................67

Dallara Automobili GP2 user manual

From nosetip to rear edge of rear endplate

From tub bottom face to telecamera upper surface

Dallara Automobili GP2 user manual

Dallara Automobili GP2 user manual

Dallara Automobili GP2 user manual

GENERAL DIMENSIONS AND SUPPLIERS

595 Kg (without driver)

GENERAL AGREEMENT AND WARRANTY

Dallara Automobili GP2 user manual

MILEAGE OF CRITICAL COMPONENTS

TUB and BODYWORK

WHEELS, TRANSMISSION and STARTER MOTOR

SAFETY WHEEL TETHERS

FRONT TETHERS WHEEL SIDE

FRONT TETHERS WHEEL SIDE

REAR TETHERS WHEEL SIDE

Dallara Automobili GP2 user manual

Free work space

Free work space

Koni Std 46x10 Koni Std 46x10

Dallara Automobili GP2 user manual

upper part of rim outward

lower part of rim points ahead

TOE ADJUSTER (PER WHEEL)

0.75 (per turn)

-0.375 (per lmm shim)

WHEEL/DAMPER RATIO (mm/mm)

WHEEL/TORSION SPRING RATIO (mm/ )

WHEEL/DROP LINK RATIO (roIl)

ROLL CENTRE HETGHT [from ground]

Spacers to adjust camber are available in the following thickness.

Dallara Automobili GP2 user manual

SUSPENSION PICK-UP POINTS

Z=0 is the bottom of the monocoque.

Dallara Automobili GP2 user manual

FRONT SUSPENSION COORDINATES

REAR SUSPENSION COORDINATES

Dallara Automobili GP2 user manual

FRONT ANTI-ROLL BAR (FARB) POINTS COORDINATES

REAR ANTI-ROLL BAR (RARB) POINTS COORDINATES

Dallara Automobili GP2 user manual

FRONT ANTIROLL BAR STIFFNESS

There are three different T shaped anti roll bars:

25mm thickness 2,5mm

30mm thickness 5mm

Dallara Automobili GP2 user manual

Dallara Automobili GP2 user manual

Dallara Automobili GP2 user manual

STEERING COLUMN POSITIONS

Dallara Automobili GP2 user manual

[(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

MINIMUN CASTOR REGULATION