gp2 user manual 2008 v1.0

GP2

2008 USER MANUAL

Release 1.0 (7/01/08)

Dallara Automobili GP2 user manual 2/87

MAIN VIEWS.....................................................................................................................................................4 GENERAL DIMENSIONS AND SUPPLIERS ................................................................................................7 GENERAL AGREEMENT AND WARRANTY ................................................................................................7 MILEAGE OF CRITICAL COMPONENTS ....................................................................................................8

CRACK CHECKS.......................................................................................................................................8 SAFETY WHEEL TETHERS ...........................................................................................................................9 SET-UP .............................................................................................................................................................10 SUSPENSION PICK-UP POINTS ..................................................................................................................12

FRONT SUSPENSION COORDINATES................................................................................................13 REAR SUSPENSION COORDINATES ..................................................................................................13 FRONT ANTI-ROLL BAR (FARB) POINTS COORDINATES.............................................................14 REAR ANTI-ROLL BAR (RARB) POINTS COORDINATES...............................................................14

FRONT ANTIROLL BAR STIFFNESS .........................................................................................................15 STEERING COLUMN POSITIONS...............................................................................................................18

FORWARD POSITION ............................................................................................................................18 INTERMEDIATE POSITION ..................................................................................................................18 REARWARD POSITION .........................................................................................................................18

STEERING ASSEMBLY .................................................................................................................................19 CASTOR ...................................................................................................................................................19 MAXIMUN CASTOR REGULATION....................................................................................................19 MINIMUN CASTOR REGULATION .....................................................................................................20

REAR SUSPENSION.......................................................................................................................................21 ROLL CENTER AND ANTISQUAT OPTIONS .....................................................................................21 REAR ANTIROLL BAR STIFFNESS .....................................................................................................22

NOSE FIXING .................................................................................................................................................24 FRONT AND REAR ROCKER MAINTENANCE .........................................................................................25 UPRIGHTS REBUILDING.............................................................................................................................28

FRONT WHEEL BEARING ....................................................................................................................28 FRONT HUB ASSEMBLY ..............................................................................................................................28 REAR HUB ASSEMBLY .................................................................................................................................31 DAMPERS ........................................................................................................................................................32

DIMENSIONS...........................................................................................................................................32 SETTING UP ............................................................................................................................................34

AERODYNAMICS ...........................................................................................................................................48 DEFINITIONS ..........................................................................................................................................48 FRONT MAINPLANE..............................................................................................................................48 FRONT FLAP ...........................................................................................................................................48 FRONT ENDPLATE ................................................................................................................................49 REAR LOWER MAINPLANE.................................................................................................................49 REAR UPPER BIPLANE .........................................................................................................................49 REAR ENDPLATE...................................................................................................................................49 2008 AERO MANUAL.............................................................................................................................50 1. Introduction .......................................................................................................................................50 2. Rear wing package.............................................................................................................................54 3. Aerodynamic data..............................................................................................................................56 a. Front wing flap adjustment and wicker sensitivity............................................................................56 b. Rear top wing in VERY LOW DOWNFORCE configuration..........................................................57


c. Rear top wing in LOW DOWNFORCE configuration......................................................................58 d. Rear top wing in MID DOWNFORCE configuration .......................................................................59 e. Rear top wing in HIGH DOWNFORCE configuration.....................................................................61 f. Balanced front and rear wings configurations ...................................................................................62 g. Roll angle sensitivity .........................................................................................................................63 h. Constant balance rear top assembly and front flap angles adjustments.............................................65 i. Effect of skirt wear ............................................................................................................................66

BRAKE SYSTEM .............................................................................................................................................67 BREMBO CALIPER:................................................................................................................................68 BREMBO CARBON-CARBON BRAKES: .............................................................................................71

THROTTLE SYSTEM......................................................................................................................................74 THROTTLE PEDAL HYDRAULIC DAMPER.......................................................................................74 The rebound or Throttle-Off setting can be adjusted by adding or deleting the calibrated shims, and by changing the oil density.............................................................................................................................75 The bump or Throttle On damping stiffness can be adjusted by modifying the hole on the valve, which is 0,8mm; and by changing the oil density.THROTTLE PEDAL HYDRAULIC DAMPER (OPTIONAL) OIL FILLING INSTRUCTIONS ...........................................................................................................75 THROTTLE PEDAL HYDRAULIC DAMPER (OPTIONAL) OIL FILLING INSTRUCTIONS ......76

OIL SYSTEM....................................................................................................................................................77 FUEL SYSTEM................................................................................................................................................78

THE FOAM IS NOT ALLOWED ANYMORE!!! ...................................................................................78 COLLECTOR POT MOUNTING PROCEDURE :..................................................................................78

FIRE EXTINGUISHER SYSTEM LAY-OUT................................................................................................79 SAFETY AND UTILITY NOTICES................................................................................................................80

STUD INSTALLATION AND REMOVAL ............................................................................................80 FIRE SYSTEM..........................................................................................................................................80 STEERING:...............................................................................................................................................80 WISHBONES:...........................................................................................................................................80 SUSPENSION...........................................................................................................................................80

SAFETY ISSUES .............................................................................................................................................82 13.1 COCKPIT OPENING :..................................................................................................................82 14.8 SEAT FIXING AND REMOVAL: ...............................................................................................84

TRANSPONDER LOCATION.........................................................................................................................85 SWG & CONVERSION TABLE......................................................................................................................86

SHEET METAL THICKNESS .................................................................................................................86 UNIT CONVERSION TABLE .................................................................................................................86

BASIC INSTRUCTIONS FOR THE USE OF OZ CAST MAG. WHEELS.................................................87


MAIN VIEWS

Front Track mm 1478

Rear Track mm 1415

Wheelbase mm 3120

Overall Length mm 4867 From nosetip to rear edge of rear endplate

Overall Width mm 1805,8

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


GENERAL DIMENSIONS AND SUPPLIERS

Weight 595 Kg (without driver) Front suspension Push-rod with torsion bars, twin dampers Rear suspension Push-rod twin dampers Chassis Carbon and ZYLON sandwich with AL / NOMEX h/comb Bodywork Carbon prepreg with NOMEX honeycomb Composites DALLARA with DELTA TECH materials Gearbox Gears and differential Mecachrome six ratios plus reverse gear Springs Front spring Dallara torsion bars - 2 ID REAR Dampers KONI 2612-010-961 Front

(2 ways adjustable, bump and rebound) KONI 2822-728&729-475 Rear (4 ways adjustable, bump and rebound)

Fuel cell PREMIER FT5 Extinguisher system LIFELINE (electrical operated) Steering wheel Magneti Marelli design Steering release system SPA design Coolers/Exchanger Dallara ( water ) Dallara ( oil ) Rims O.Z. 13 x 11.75 front 13 x 13.75 rear Brake system BREMBO Calipers and master cylinders Hitco disc & pads Battery ODISSEY PC545 (Red Top 20) Seat belt TRW-SABELT Engine Type Mecachrome V8 4000 cc.

GENERAL AGREEMENT AND WARRANTY

Motor racing is not covered by warranty due to the intentional choice of drivers to race in a dangerous environment DALLARA indicates that, under normal operating conditions, this model of car, when new, would not show failure in structural components before it has completed around 10000 Km. This holds true if necessary maintenance and checks are provided and if the car had no previous accidents. DALLARA is not responsible for incorrect chassis repairs, if made outside its factory or in centres not authorized by DALLARA. Chassis should be checked for structural failure not later than two years after delivery from DALLARA factory, and after each major accident. After first check or after any major accident it is mandatory to check the chassis every year in a centre authorized by DALLARA.


MILEAGE OF CRITICAL COMPONENTS

The following parts must follow a life-mileage program for periodic maintenance / replacement / refurbishment / dimensional and crack checks. Listed below are typical expected life ( in kilometres ) to be intended just as a starting reference. For safety reasons, please contact immediately Dallara if you discover premature wear or problems

SUSPENSION Suspension w/bones and pushrods 5000 km Anti Roll Bars and anti roll bar adjustable blades 5000 km Suspension ball joints 4000 km Front and rear rocker axial and radial needle bearings 4000 km Front torsion bars 5000 km Rocker caps 8000 km Front hubs 8000 km Rear hubs 8000 km Rocker ball joints 2500 km Front suspension studs 8000 km Upright 8000 km

STEERING Steering column and tie rods 5000 km Steering rack and pinion 8000 km

TUB and BODYWORK Brake pedal 5000 km Chassis to Engine installation studs 10000 km Underwing stays 3000 km

WHEELS, TRANSMISSION and STARTER MOTOR Brake disc bell (unless fretting occurs) 3000 km Wheel rims 5000 km Wheel bearings 5000 km

SYSTEMS Wiring Loom 10000 km Water Radiators & Oil coolers (unless fins getting damaged) 10000 km

WING ASSEMBLIES Front and Rear wing assemblies (including support plates between nosebox and front wing, and between lower rear mainplane and rear crashbox). 10000 km

CRACK CHECKS Routinely perform crack checks on structural parts and after every accident. Among them:

Rims Seat harness brackets Brake disc bells Wishbones, Toe links, Track rods and Pushrods Uprights (visual after every event, with die liquids every 2 events or after shunts). Suspension brackets, steering arms and rockers Anti roll bars and anti roll bar adjustable blades, and torsion springs.


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


SET-UP

Suggested Setup

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

B R B R4 4 4 4

B R B R4 4 4 4

0

- -

32 32

2080

Std. HewlandNm

Toe 0,15" in 0,15" inCaster

Camber -0,8 -0,8

A.R.B.Bar

External attachments P118x4,5

Setting

Damper

Differential

Ramps brakeRamps powerPlatesPreload

Rear

Front

Damper

Packers - mmFree work space

with car @ ground 15 mm

SettingBump stop type Koni Std 46x10 Koni Std 46x10

Preload 1/2 Turn 1/2 TurnSprings

Rate 900

B.S. length 10 mm

Height Axle

Caster Std. Std.

Camber -2,3 -2,3Toe 15" out 15" out

A.R.B.BarSetting

25x2,5External attachments P3

Bump stop type Koni rubberB.S. length 10 mm

Koni rubberSetting

Free work space with car @ ground 6 mm

Packers - mm

Preload - -

AxleHeight

mm mm24 24

SpringsRate 1200


SETUP ADJUSTMENT

Positive change in: Means:

Ride Height car moves up Toe toe-out

Camber upper part of rim outward Castor lower part of rim points ahead

FRONT REAR

PUSHROD ADJUSTER Ride Height change +1 barrel TURN Camber change (deg) Thread size

3.75mm 0.002 5/8UNEF24+5/8UNEF 24L=2.12mm

5.18mm 0.170 5/8UNEF24+5/8UNEF 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.


SUSPENSION PICK-UP POINTS

Note:

Z=0 is the bottom of the monocoque.


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


FRONT ANTI-ROLL BAR (FARB) POINTS COORDINATES

X Y Z

17 239,500 0,000 320,000

18 20,500 0,000 325,000

19 239,500 50,000 320,000

20 20,500 50,000 325,000 21 20,950 50,000 484,500

REAR ANTI-ROLL BAR (RARB) POINTS COORDINATES

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


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.


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.


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

P1 P2 P3 P4 P5

Component Stiffness

Component Stiffness

Component Stiffness

Component Stiffness

Component Stiffness FARB

[kg/mm] [kg/mm] [kg/mm] [kg/mm] [kg/mm]

18 9 @ Droplink D1 26.0 28.8 32.4 34.1 34.7 25 20 @ Droplink D1 39.9 47.2 57.4 63.2 65.0 18 9 @ Droplink D2 87.8 97.7 110.2 116.2 118.1

25 20 @ Droplink D2 136.7 162.1 200.3 221.2 227.6 30 20 @ Droplink D2 186.6 238.1 327.7 390.5 410.7

P1 P2 P3 P4 P5

Component Stiffness

- AntiSymmetric

Model

Component Stiffness

- AntiSymmetric

Model

Component Stiffness

- AntiSymmetric

Model

Component Stiffness

- AntiSymmetric

Model

Component Stiffness

- AntiSymmetric

Model

FARB


18 9 @ Droplink D1 51.9 57.6 64.8 68.3 69.3 25 20 @ Droplink D1 79.8 94.3 114.9 126.4 129.9 18 9 @ Droplink D2 175.5 195.5 220.3 232.5 236.1 25 20 @ Droplink D2 273.3 324.2 400.6 442.5 455.2 30 20 @ Droplink D2 373.1 476.2 655.5 781.0 821.3

P1 P2 P3 P4 P5

Stiffness @ Ground

Stiffness @ Ground

Stiffness @ Ground

Stiffness @ Ground

Stiffness @ Ground FARB


18 9 @ Droplink D1 20.5 22.8 25.6 27.0 27.4 25 20 @ Droplink D1 31.6 37.3 45.4 50.0 51.4 18 9 @ Droplink D2 66.3 73.9 83.2 87.8 89.2 25 20 @ Droplink D2 103.2 122.5 151.3 167.1 172.0 30 20 @ Droplink D2 140.9 179.9 247.6 295.0 310.3

P1 P2 P3 P4 P5

Stiffness @ Ground

Stiffness @ Ground

Stiffness @ Ground

Stiffness @ Ground

Stiffness @ Ground FARB

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

18 9 @ Droplink D1 384 427 480 506 513 25 20 @ Droplink D1 591 699 851 936 962 18 9 @ Droplink D2 1242 1383 1559 1645 1670 25 20 @ Droplink D2 1934 2294 2834 3130 3220 30 20 @ Droplink D2 2640 3369 4637 5525 5811


STEERING COLUMN POSITIONS

FORWARD POSITION

INTERMEDIATE POSITION

REARWARD POSITION


STEERING ASSEMBLY

Pinion primitive diameter [ mm ] 11.75 Static steering ratio 14.0 steering wheel/wheel

CASTOR When the car is flat ( front and rear ride height are identical ) and the front upright inclination is 0.00 [APPARENT CASTOR ] the effective castor angle is 5.80 [ BUILT-IN CASTOR ]. With different front to rear ride heights, castor angle changes because of the pitch angle of the car. For instance, with 20 mm front and 40mm rear ride heights, measured at wheel axis, (wheelbase is 3120 mm) the pitch angle is 0.367 and castor angles (both apparent and total) are reduced. Pitch angle : [(40-20)/3120] 57.296 = 0,367 Total Castor angle : 5.80 - 0,367 = 5.432 Apparent Castor angle : 0,00 - 0,367 = -0,367

MAXIMUN CASTOR


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


REAR SUSPENSION

ROLL CENTER AND ANTISQUAT OPTIONS Roll centre height is measured from the ground with the car at design ride height ( 40 mm ). DO NOT USE COMBINATIONS NOT LISTED BELOW !!!

MR = Wheel displacement / Spring displacement Note : position 1C (A2-B2-C2-D3) is banned for safety reasons , due to too little clearance between wishbone and rim in certain conditions . (August 2006) .

OPTION Roll centre height MR Camber @10mm BUMP

Antilift [%]

Antisquat [%]

Castor-Bump-steer adjustemt

1A A1-B1-C1-D2 64.2 1.113 -0.27 -33.9 -3.2 Lengthen 2.5 turns

1B A2-B2-C1-D2 91.6 1.138 -0.39 -33.8 -3.0 Lengthen 2.5 turns

1C A2-B2-C2-D3 39.1 1.021 -0.28 -33.8 -3.0 Lengthen 3 turns

2A A1-B1-C1-D1 57.1 1.132 -0.25 17.3 23.9 /

2B A1-B1-C2-D2 2.5 1.013 -0.13 17.3 23.9 /

2C A2-B2-C1-D1 84.4 1.158 -0.38 17.3 23.8 /

2D A2-B2-C2-D2 (STD) 31.9 1.037 -0.26 17.3 23.9 /

3A A1-B1-C2-D1 -2.6 1.031 -0.12 68.1 51.4 Shorten 3 turns

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


REAR ANTIROLL BAR STIFFNESS There are two different T shaped anti roll bars: 13 Solid

18x4,5mm The digits in the following table represent the blade positions: 1=full soft, 5=full hard.

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

P1 P2 P3 P4 P5 Component

Stiffness Component

Stiffness Component

Stiffness Component

Stiffness Component

Stiffness RARB [kg/mm] [kg/mm] [kg/mm] [kg/mm] [kg/mm]

13 @ Droplink D1 Ti Blade 5.5 6.5 7.3 7.6 7.7 18 x 4.5 @ Droplink D1 8.6 10.2 11.5 11.9 12.0


13 @ Droplink D3 Ti Blade 29.3 32.5 36 37.5 37.9 18 x 4.5 @ Droplink D3 52.7 58.5 64.8 67.6 68.4

P1 P2 P3 P4 P5 Component

Stiffness -

AntiSymmetric Model

Component Stiffness

- AntiSymmetric

Model

Component Stiffness

- AntiSymmetric

Model

Component Stiffness

- AntiSymmetric

Model

Component Stiffness

- AntiSymmetric

Model

RARB





P1 P2 P3 P4 P5 Stiffness

@ Ground Stiffness

@ Ground Stiffness

@ Ground Stiffness

@ Ground Stiffness

@ Ground RARB [kg/mm] [kg/mm] [kg/mm] [kg/mm] [kg/mm]





P1 P2 P3 P4 P5 Stiffness

@ Ground Stiffness

@ Ground Stiffness

@ Ground Stiffness

@ Ground Stiffness

@ Ground RARB [kgm/deg] [kgm/deg] [kgm/deg] [kgm/deg] [kgm/deg]

13 @ Droplink D1 Ti Blade 87 104 117 122 123 18 x 4.5 @ Droplink D1 137 164 184 191 192



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.


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.


FRONT AND REAR ROCKER MAINTENANCE

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

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

Install the lower radial needle bearing Install the lower case 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.


Front rocker installation detail:

Rear rocker installation detail:


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 Tighten 58lb*ft / 8kgm K-nut M14x1.5 Rear Tighten 100lb*ft / 14kgm


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 Front wheel bearing assembly on upright 20501073 Front wheel bearing assembly on upright 20501074 Front wheel bearing hub assembly on upright 20501082 Front wheel bearing hub tightening jig 20801055 Hub fitting on upright 20801060

Upright assembly a) Put the upright on a press, and using the jig 20501073 place one of the bearings into the upright. b) Put the upright onto jig 20501072, against the bearing mounted at a), introduce the bearing preload spacer and using the jig 20501073 place the second bearing into the upright. c) Put both sides seals and seeger rings into the upright.


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.


REAR HUB ASSEMBLY

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

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


DAMPERS

DIMENSIONS Standard dampers are KONI 2612-010-961 Front and KONI 2822-728-475 Rear. On the front damper you should always use the 20mm Teflon spacer to prevent the rocker to

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

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


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

2822 728/729 475

-2000

-1500

-1000

-500

0

500

1000

1500

2000

0 0,05 0,1 0,15 0,2 0,25 0,3

[m/sec]

[N]

C1H8

C1H8

C8H8

C8H8

C8H1

C8H1

BUMP

REBOUND

2612 010 961

-1500

-1000

-500

0

500

1000

1500

2000

0 50 100 150 200 250 300 350 400

[m/sec]

[N]

c1

c1

c8

c8

BUMP

REBOUND


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!


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

-4

-3

-2

-1

0

1

2

3

4

5

6

0 100 200 300 400 500

Velocity [mm/s]

Bum

p

L

oad

[kN

]

R

ebou

nd

-2

-1.5

-1

-0.5

0

0.5

1

1.5

2

2.5

3

0 50 100 150

Velocity [mm/s]

Bum

p

L

oad

[kN

]

R

ebou

nd



-3

-2

-1

0

1

2

3

4

5

6

0 100 200 300 400 500

Velocity [mm/s]

Bum

p

L

oad

[kN

]

R

ebou

nd

-2

-1.5

-1

-0.5

0

0.5

1

1.5

2

2.5

3

0 50 100 150

Velocity [mm/s]

Bum

p

L

oad

[kN

]

R

ebou

nd



-4

-3

-2

-1

0

1

2

3

4

5

6

0 100 200 300 400 500

Velocity [mm/s]

Bum

p

L

oad

[kN

]

R

ebou

nd

-2

-1.5

-1

-0.5

0

0.5

1

1.5

2

2.5

3

0 50 100 150

Velocity [mm/s]

Bum

p

L

oad

[kN

]

R

ebou

nd


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

High Speed Cartridge 1, bump & rebound

0

0,2

0,4

0,6

0,8

1

1,2

1,4

0 100 200 300 400 500

Velocity (mm/s)

Forc

e (k

N)




0,4

0,6

0,8

1

1,2

1,4

1,6

1,8

0 100 200 300 400 500

Velocity (mm/s)

Forc

e (k

N)




0,8

1

1,2

1,4

1,6

1,8

2

2,2

0 100 200 300 400 500

Velocity (mm/s)

Forc

e (k

N)




1,4

1,6

1,8

2

2,2

2,4

2,6

2,8

0 100 200 300 400 500

Velocity (mm/s)

Forc

e (k

N)




1,8

2

2,2

2,4

2,6

2,8

3

3,2

0 100 200 300 400 500

Velocity (mm/s)

Forc

e (k

N)




2,2

2,4

2,6

2,8

3

3,2

3,4

3,6

0 100 200 300 400 500

Velocity (mm/s)

Forc

e (k

N)


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) 57,5 mm Design mainplane INCIDENCE (relative to reference plane) 0

FRONT FLAP Flap angle is measured

At the outboard end (longer chord ) On upper surface (placing a ruler on top of the flap) Without wicker From the reference plane (with zero rake)

Flap angle RANGE is 5 - 32 (Step 1) Nominal Flap WICKER HEIGHT = 10 mm

H is meant with reference to the upper flap surface.


FRONT ENDPLATE Nominal endplate lower edge HEIGHT from reference plane is 102.5mm

REAR LOWER MAINPLANE Design HEIGHT (from reference plane) of the upper point of the trailing 425,5 mm edge of the lower mainplane. Design lower mainplane INCIDENCE (relative to reference plane) 8

REAR UPPER BIPLANE Design top biplane INCIDENCE RANGE (relative to reference plane) 9-35

REAR ENDPLATE Maximum endplate TOP edge HEIGHT from reference plane is 849.5mm


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.


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

CFG Gills exhaust Chimney exhaust SCxT SCzF SCzR 0VVrad

(each side)

1 OPEN OPEN - - - -

2 OPEN CLOSED -0.008 0.004 0.006 -0.8%

3 OPEN CLOSED -0.013 0.003 0.007 -1.6%

4 OPEN CLOSED -0.013 0.002 0.004 -2.6%

5 OPEN CLOSED -0.015 0.005 0.012 -3.7%

6 CLOSED OPEN 0.000 -0.027 0.068 -3.0%

CFG 1 CFG 2

CFG 3 CFG 4

CFG 5 CFG 6


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

CFG Description SCxT SCzF SCzR 0VVrad

(each side)

7 No blanking - - - -

8 50mm horizontal -0.001 0.000 0.006 -2.5%

9 100mm horizontal 0.000 0.004 0.029 -5.5%

CFG 7 CFG 8 CFG 9


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


Angle references for front wing flap

A B C D E F

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

Angle references for rear wing top assembly

A B C D E F G H I

1 9 10 11 12 13 14 15 16 17 2 18 19 20 21 22 23 24 25 26 3 27 28 29 30 31 32 33 34 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 SCxT SCzF SCzR %BalFr

5 0.986 1.146 1.574 42.1

7 0.991 1.181 1.576 42.8

9

None

0.984 1.193 1.562 43.3

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


5 1.116 1.330 1.841 41.9

6 10-10-0 mm gurney

1.121 1.377 1.845 42.7


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


6 1.208 1.369 2.074 39.8

8 1.205 1.401 2.066 40.4

10 1.209 1.455 2.076 41.2

12

10-10-0 mm gurney

1.206 1.483 2.045 42.0

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


18 1.270 1.594 2.136 42.7

20 1.274 1.634 2.136 43.3

22 1.272 1.647 2.120 43.7

24

10-10-0 mm gurney

1.274 1.674 2.100 44.4

b. Rear top wing in VERY LOW DOWNFORCE configuration

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

Rear wing top assembly angle

Rear wing top assembly add-ons

Front wing Central Flap Front wing flap SCxT SCzF SCzR %BalFr

11 0.960 1.164 1.508 43.6

13 0.968 1.156 1.538 42.9

14 0.981 1.161 1.568 42.5

15 0.984 1.151 1.566 42.4

16

10mm gurney none 5 without gurney

0.986 1.146 1.574 42.1

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


CxT CzT

FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45

5 0.979 0.987 0.991 0.998 0.993 1.004 1.006 5 2.919 2.863 2.839 2.850 2.893 2.955 2.973

10 0.982 0.988 0.994 0.997 0.995 1.003 1.002 1.010 10 2.763 2.765 2.749 2.773 2.797 2.866 2.862 2.861

15 0.983 0.981 0.990 0.993 0.994 1.002 1.003 1.002 1.009 15 2.646 2.674 2.652 2.706 2.731 2.808 2.796 2.751 2.721

20 0.983 0.984 0.992 0.995 1.001 0.999 1.005 1.006 20 2.609 2.615 2.632 2.698 2.712 2.685 2.647 2.619

25 0.980 0.982 0.992 0.998 0.999 1.004 0.998 25 2.516 2.573 2.618 2.630 2.598 2.558 2.522

30 0.984 0.984 0.994 0.995 0.996 1.001 30 2.524 2.555 2.542 2.508 2.472 2.438

35 0.985 0.988 0.994 0.995 0.997 35 2.474 2.453 2.432 2.403 2.367

CzF CzR

FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45

5 1.255 1.240 1.241 1.252 1.271 1.294 1.304 5 1.664 1.622 1.598 1.598 1.621 1.661 1.669

10 1.154 1.169 1.170 1.187 1.199 1.226 1.226 1.233 10 1.609 1.597 1.579 1.586 1.598 1.640 1.637 1.628

15 1.083 1.106 1.105 1.133 1.143 1.174 1.175 1.162 1.154 15 1.563 1.568 1.547 1.573 1.588 1.634 1.621 1.588 1.567

20 1.057 1.066 1.077 1.106 1.108 1.102 1.092 1.088 20 1.551 1.549 1.554 1.592 1.604 1.583 1.555 1.531

25 1.002 1.028 1.046 1.053 1.047 1.036 1.028 25 1.513 1.546 1.572 1.577 1.551 1.522 1.494

30 0.982 0.999 0.997 0.990 0.982 0.974 30 1.542 1.556 1.545 1.518 1.491 1.464

35 0.944 0.940 0.937 0.934 0.929 35 1.529 1.513 1.495 1.468 1.438

Eff R.A.%

FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45

5 2.981 2.900 2.865 2.856 2.912 2.943 2.956 5 43.0% 43.3% 43.7% 43.9% 44.0% 43.8% 43.9%

10 2.814 2.800 2.767 2.783 2.811 2.858 2.855 2.832 10 41.8% 42.3% 42.6% 42.8% 42.9% 42.8% 42.8% 43.1%

15 2.693 2.726 2.680 2.724 2.749 2.803 2.789 2.744 2.697 15 40.9% 41.4% 41.7% 41.9% 41.8% 41.8% 42.0% 42.3% 42.4%

20 2.653 2.657 2.654 2.710 2.709 2.688 2.635 2.604 20 40.5% 40.8% 40.9% 41.0% 40.9% 41.0% 41.3% 41.5%

25 2.568 2.621 2.640 2.635 2.602 2.547 2.527 25 39.8% 39.9% 39.9% 40.0% 40.3% 40.5% 40.7%

30 2.564 2.597 2.557 2.520 2.482 2.435 30 38.9% 39.1% 39.2% 39.5% 39.7% 39.9%

35 2.511 2.482 2.446 2.414 2.374 35 38.2% 38.3% 38.5% 38.9% 39.2%

c. Rear top wing in LOW DOWNFORCE configuration


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 SCxT SCzF SCzR %BalFr

9 1.123 1.383 1.862 42.6

11 1.138 1.366 1.906 41.7

13

none 5 10-10-0 mm gurney 1.162 1.368 1.969 41.0

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

CxT CzT

FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45

5 1.107 1.110 1.113 1.115 1.119 1.125 1.129 5 3.307 3.280 3.241 3.250 3.292 3.383 3.413

10 1.102 1.111 1.114 1.113 1.119 1.124 1.127 1.134 10 3.133 3.152 3.146 3.157 3.251 3.306 3.322 3.303

15 1.105 1.105 1.111 1.114 1.119 1.120 1.123 1.128 1.129 15 3.017 3.032 3.041 3.106 3.160 3.208 3.193 3.186 3.143

20 1.104 1.104 1.108 1.117 1.117 1.118 1.124 1.121 20 2.953 2.957 3.004 3.113 3.105 3.086 3.068 3.028

25 1.104 1.107 1.112 1.114 1.120 1.122 1.120 25 2.873 2.938 3.014 2.980 2.987 2.955 2.899

30 1.104 1.109 1.116 1.117 1.117 1.124 30 2.854 2.912 2.916 2.869 2.854 2.840

35 1.100 1.104 1.108 1.115 1.113 35 2.791 2.791 2.758 2.753 2.718

CzF CzR

FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45

5 1.444 1.444 1.440 1.450 1.473 1.501 1.519 5 1.863 1.837 1.801 1.800 1.819 1.882 1.894

10 1.334 1.351 1.362 1.371 1.416 1.433 1.445 1.442 10 1.798 1.801 1.784 1.786 1.835 1.872 1.877 1.860

15 1.251 1.268 1.285 1.317 1.339 1.356 1.361 1.359 1.354 15 1.766 1.763 1.756 1.790 1.821 1.852 1.832 1.826 1.789

20 1.211 1.219 1.242 1.289 1.285 1.283 1.279 1.270 20 1.742 1.738 1.762 1.823 1.820 1.803 1.789 1.757

25 1.157 1.185 1.216 1.204 1.214 1.202 1.188 25 1.716 1.753 1.798 1.776 1.773 1.753 1.710

30 1.122 1.145 1.150 1.136 1.140 1.146 30 1.733 1.767 1.766 1.733 1.714 1.694

35 1.068 1.074 1.066 1.075 1.067 35 1.723 1.717 1.692 1.678 1.650

Eff R.A.%

FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45

5 2.987 2.954 2.913 2.914 2.942 3.009 3.024 5 43.7% 44.0% 44.4% 44.6% 44.7% 44.4% 44.5%

10 2.843 2.837 2.823 2.837 2.905 2.942 2.948 2.913 10 42.6% 42.9% 43.3% 43.4% 43.5% 43.4% 43.5% 43.7%

15 2.730 2.744 2.736 2.789 2.824 2.866 2.842 2.823 2.784 15 41.5% 41.8% 42.3% 42.4% 42.4% 42.3% 42.6% 42.7% 43.1%

20 2.675 2.679 2.710 2.787 2.781 2.761 2.730 2.700 20 41.0% 41.2% 41.4% 41.4% 41.4% 41.6% 41.7% 42.0%

25 2.603 2.654 2.709 2.674 2.667 2.635 2.588 25 40.3% 40.3% 40.3% 40.4% 40.7% 40.7% 41.0%

30 2.586 2.626 2.612 2.569 2.554 2.526 30 39.3% 39.3% 39.4% 39.6% 39.9% 40.3%

35 2.537 2.528 2.489 2.468 2.441 35 38.3% 38.5% 38.6% 39.0% 39.3%

d. Rear top wing in MID DOWNFORCE configuration


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 add-ons Front wing flap SCxT SCzF SCzR %BalFr

12 1.162 1.455 1.931 43.0

14 1.169 1.450 1.979 42.3

16 1.191 1.450 2.016 41.8

18 1.209 1.455 2.076 41.2

20

none 10 + 10-10-0 mm gurney

1.224 1.446 2.101 40.8

The complete aero map is obtained with the rear top assembly set to 16. The front wing flap is set to 12 + 10-10-0 mm gurney in order to achieve an average front balance of around 42%.

CxT CzT

FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45

5 1.166 1.172 1.178 1.181 1.182 1.189 1.192 5 3.564 3.518 3.497 3.486 3.551 3.606 3.661

10 1.167 1.170 1.171 1.177 1.185 1.185 1.187 1.190 10 3.398 3.374 3.370 3.403 3.458 3.546 3.545 3.523

15 1.161 1.166 1.174 1.177 1.180 1.185 1.187 1.190 1.192 15 3.273 3.283 3.292 3.334 3.401 3.448 3.443 3.414 3.389

20 1.166 1.167 1.174 1.175 1.180 1.186 1.188 1.189 20 3.197 3.217 3.259 3.338 3.325 3.332 3.314 3.276

25 1.164 1.165 1.175 1.182 1.177 1.184 1.185 25 3.125 3.178 3.218 3.230 3.202 3.176 3.149

30 1.166 1.168 1.171 1.172 1.181 1.181 30 3.096 3.147 3.121 3.091 3.080 3.039

35 1.167 1.171 1.172 1.173 1.174 35 3.039 3.038 3.005 2.967 2.928

CzF CzR

FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45

5 1.556 1.550 1.552 1.552 1.582 1.599 1.629 5 2.008 1.969 1.945 1.934 1.970 2.007 2.032

10 1.445 1.447 1.458 1.471 1.500 1.537 1.541 1.542 10 1.953 1.927 1.912 1.931 1.958 2.010 2.004 1.981

15 1.359 1.373 1.388 1.411 1.439 1.461 1.466 1.461 1.459 15 1.914 1.910 1.905 1.923 1.962 1.988 1.977 1.953 1.931

20 1.312 1.326 1.346 1.381 1.376 1.386 1.386 1.381 20 1.886 1.891 1.913 1.956 1.949 1.947 1.927 1.894

25 1.259 1.280 1.296 1.305 1.302 1.300 1.297 25 1.867 1.899 1.922 1.926 1.900 1.876 1.852

30 1.217 1.241 1.232 1.231 1.230 1.224 30 1.878 1.906 1.889 1.860 1.850 1.815

35 1.170 1.175 1.168 1.160 1.152 35 1.869 1.863 1.837 1.807 1.776

Eff R.A.%

FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45

5 3.057 3.001 2.969 2.952 3.006 3.034 3.071 5 43.6% 44.0% 44.4% 44.5% 44.5% 44.3% 44.5%

10 2.911 2.885 2.878 2.890 2.919 2.993 2.986 2.961 10 42.5% 42.9% 43.3% 43.2% 43.4% 43.3% 43.5% 43.8%

15 2.819 2.816 2.805 2.832 2.883 2.911 2.900 2.869 2.844 15 41.5% 41.8% 42.1% 42.3% 42.3% 42.4% 42.6% 42.8% 43.0%

20 2.742 2.758 2.777 2.841 2.818 2.811 2.789 2.755 20 41.0% 41.2% 41.3% 41.4% 41.4% 41.6% 41.8% 42.2%

25 2.685 2.729 2.740 2.734 2.720 2.682 2.658 25 40.3% 40.3% 40.3% 40.4% 40.7% 40.9% 41.2%

30 2.655 2.694 2.664 2.637 2.607 2.573 30 39.3% 39.4% 39.5% 39.8% 39.9% 40.3%

35 2.603 2.595 2.563 2.528 2.494 35 38.5% 38.7% 38.9% 39.1% 39.3%


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).



21 1.243 1.626 2.064 44.1

23 1.261 1.619 2.097 43.6

25 1.279 1.635 2.146 43.2

27

None 20 + 10-10-0 mm gurney

1.284 1.625 2.153 43.0



21 1.286 1.623 2.145 43.1

23 1.300 1.614 2.171 42.6

25

10 mm gurney 20 + 10-10-0 mm gurney 1.317 1.616 2.192 42.4

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

CxT CzT

FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45

5 1.239 1.250 1.255 1.255 1.263 1.268 1.273 5 3.770 3.756 3.722 3.710 3.774 3.833 3.854

10 1.238 1.242 1.248 1.250 1.256 1.264 1.268 1.268 10 3.600 3.596 3.587 3.609 3.671 3.751 3.755 3.708

15 1.234 1.236 1.247 1.248 1.254 1.259 1.259 1.260 1.271 15 3.451 3.471 3.481 3.549 3.611 3.655 3.639 3.589 3.578

20 1.233 1.240 1.249 1.253 1.255 1.260 1.268 1.268 20 3.382 3.405 3.449 3.525 3.540 3.527 3.502 3.457

25 1.233 1.241 1.254 1.253 1.258 1.263 1.265 25 3.313 3.377 3.436 3.444 3.420 3.376 3.356

30 1.236 1.237 1.251 1.251 1.251 1.257 30 3.287 3.328 3.336 3.300 3.263 3.234

35 1.237 1.243 1.243 1.248 1.252 35 3.221 3.201 3.159 3.151 3.108

CzF CzR

FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45

5 1.635 1.642 1.637 1.636 1.665 1.684 1.699 5 2.136 2.114 2.085 2.074 2.109 2.150 2.155

10 1.518 1.531 1.537 1.547 1.576 1.612 1.617 1.609 10 2.082 2.065 2.050 2.063 2.095 2.139 2.138 2.099

15 1.416 1.432 1.445 1.482 1.509 1.530 1.532 1.520 1.526 15 2.035 2.039 2.035 2.068 2.102 2.126 2.106 2.069 2.053

20 1.366 1.384 1.404 1.437 1.441 1.448 1.446 1.437 20 2.016 2.021 2.045 2.088 2.098 2.080 2.056 2.020

25 1.312 1.340 1.364 1.374 1.371 1.360 1.362 25 2.001 2.038 2.072 2.070 2.048 2.016 1.994

30 1.271 1.291 1.298 1.292 1.284 1.281 30 2.016 2.037 2.038 2.008 1.979 1.953

35 1.218 1.215 1.206 1.212 1.202 35 2.003 1.986 1.953 1.940 1.906


Eff R.A.%

FRH/RRH 5 10 15 20 25 30 35 40 45 FRH/RRH 5 10 15 20 25 30 35 40 45

5 3.043 3.005 2.965 2.956 2.987 3.023 3.027 5 43.4% 43.7% 44.0% 44.1% 44.1% 43.9% 44.1%

10 2.909 2.896 2.874 2.887 2.923 2.967 2.960 2.924 10 42.2% 42.6% 42.8% 42.9% 42.9% 43.0% 43.1% 43.4%

15 2.796 2.808 2.791 2.844 2.879 2.904 2.890 2.849 2.816 15 41.0% 41.3% 41.5% 41.7% 41.8% 41.8% 42.1% 42.4% 42.6%

20 2.744 2.746 2.762 2.813 2.819 2.800 2.763 2.727 20 40.4% 40.6% 40.7% 40.8% 40.7% 41.0% 41.3% 41.6%

25 2.686 2.722 2.741 2.749 2.717 2.673 2.653 25 39.6% 39.7% 39.7% 39.9% 40.1% 40.3% 40.6%

30 2.660 2.691 2.666 2.638 2.608 2.574 30 38.7% 38.8% 38.9% 39.1% 39.4% 39.6%

35 2.603 2.574 2.541 2.525 2.482 35 37.8% 37.9% 38.2% 38.4% 38.7%

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

Configuration

Front flap angle Front flap add-ons Rear top assembly

Rear top assembly angle

Rear top assembly add-ons

1 5 16 None

2 6 None Mainplane 16 10mm gurney on mainplane

3 5 9 4 6 11 5 7 12 6 8 14 7 10 16 8 11 18 9 12 21 10 14 23 11 16 27

None

12 18

10-10-0 mm gurney Mainplane+flap

25 10 mm gurney on flap

Configuration SCxT SCzT %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


BALANCED POLAR

12

910

11

87

65

43

12

2.500

2.700

2.900

3.100

3.300

3.500

3.700

3.900

0.950 1.000 1.050 1.100 1.150 1.200 1.250 1.300 1.350CxT

CzT

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


ROLL ANGLE = 0.0

CxT CzT

FRH/RRH 15 20 25 30 35 40 45 FRH/RRH 15 20 25 30 35 40 45

15 1.174 1.177 1.180 1.185 1.187 1.190 1.192 15 3.292 3.334 3.401 3.448 3.443 3.414 3.389

20 1.167 1.174 1.175 1.180 1.186 1.188 1.189 20 3.217 3.259 3.338 3.325 3.332 3.314 3.276

25 1.164 1.165 1.175 1.182 1.177 1.184 1.185 25 3.125 3.178 3.218 3.230 3.202 3.176 3.149

30 1.166 1.168 1.171 1.172 1.181 1.181 30 3.096 3.147 3.121 3.091 3.080 3.039

35 1.167 1.171 1.172 1.173 1.174 35 3.039 3.038 3.005 2.967 2.928

CzF CzR

FRH/RRH 15 20 25 30 35 40 45 FRH/RRH 15 20 25 30 35 40 45

15 1.388 1.411 1.439 1.461 1.466 1.461 1.459 15 1.905 1.923 1.962 1.988 1.977 1.953 1.931

20 1.326 1.346 1.381 1.376 1.386 1.386 1.381 20 1.891 1.913 1.956 1.949 1.947 1.927 1.894

25 1.259 1.280 1.296 1.305 1.302 1.300 1.297 25 1.867 1.899 1.922 1.926 1.900 1.876 1.852

30 1.217 1.241 1.232 1.231 1.230 1.224 30 1.878 1.906 1.889 1.860 1.850 1.815

35 1.170 1.175 1.168 1.160 1.152 35 1.869 1.863 1.837 1.807 1.776

Eff R.A.%

FRH/RRH 15 20 25 30 35 40 45 FRH/RRH 15 20 25 30 35 40 45

15 2.805 2.832 2.883 2.911 2.900 2.869 2.844 15 42.1% 42.3% 42.3% 42.4% 42.6% 42.8% 43.0%

20 2.758 2.777 2.841 2.818 2.811 2.789 2.755 20 41.2% 41.3% 41.4% 41.4% 41.6% 41.8% 42.2%

25 2.685 2.729 2.740 2.734 2.720 2.682 2.658 25 40.3% 40.3% 40.3% 40.4% 40.7% 40.9% 41.2%

30 2.655 2.694 2.664 2.637 2.607 2.573 30 39.3% 39.4% 39.5% 39.8% 39.9% 40.3%

35 2.603 2.595 2.563 2.528 2.494 35 38.5% 38.7% 38.9% 39.1% 39.3%

ROLL ANGLE = 1.0

CxT CzT

FRH/RRH 15 20 25 30 35 40 45 FRH/RRH 15 20 25 30 35 40 45

15 1.174 1.178 1.186 1.187 1.192 1.194 1.196 15 3.167 3.215 3.221 3.221 3.220 3.202 3.177

20 1.170 1.169 1.184 1.185 1.187 1.189 1.202 20 3.098 3.106 3.134 3.114 3.103 3.105 3.101

25 1.168 1.167 1.177 1.179 1.187 1.187 1.194 25 3.004 3.002 3.030 3.019 3.022 3.003 3.016

30 1.171 1.173 1.183 1.187 1.179 1.192 30 2.919 2.926 2.938 2.922 2.901 2.907

35 1.169 1.176 1.177 1.180 1.185 35 2.814 2.843 2.830 2.820 2.821

CzF CzR

FRH/RRH 15 20 25 30 35 40 45 FRH/RRH 15 20 25 30 35 40 45

15 1.337 1.363 1.372 1.377 1.387 1.387 1.384 15 1.829 1.852 1.848 1.844 1.833 1.815 1.793

20 1.279 1.287 1.307 1.301 1.307 1.315 1.321 20 1.819 1.819 1.826 1.813 1.796 1.791 1.779

25 1.214 1.219 1.234 1.236 1.246 1.246 1.257 25 1.790 1.783 1.797 1.783 1.775 1.757 1.760

30 1.158 1.166 1.177 1.181 1.178 1.188 30 1.761 1.760 1.760 1.742 1.723 1.719

35 1.095 1.114 1.117 1.120 1.130 35 1.719 1.728 1.713 1.700 1.691


Eff R.A.%

FRH/RRH 15 20 25 30 35 40 45 FRH/RRH 15 20 25 30 35 40 45

15 2.698 2.730 2.715 2.713 2.701 2.681 2.656 15 42.2% 42.4% 42.6% 42.7% 43.1% 43.3% 43.6%

20 2.649 2.657 2.646 2.629 2.613 2.612 2.579 20 41.3% 41.4% 41.7% 41.8% 42.1% 42.3% 42.6%

25 2.573 2.573 2.576 2.561 2.546 2.529 2.526 25 40.4% 40.6% 40.7% 40.9% 41.2% 41.5% 41.7%

30 2.492 2.494 2.484 2.462 2.461 2.439 30 39.7% 39.9% 40.1% 40.4% 40.6% 40.9%

35 2.407 2.417 2.404 2.390 2.380 35 38.9% 39.2% 39.5% 39.7% 40.1%

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

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

VERY LOW From 7 to 8 (hole) From 28.2 to 30.3

LOW From 5 to 6 From 8.7 to 9.6

MID From 11 to 12 From 15.3 to 16.7

HIGH From 19 to 20 From 19.5 to 21.2


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

New

Linear wear

Full wear

Skirt wear SCxT SCzF SCzR 0VVrad (each side) New - - - -

Linear wear -0.004 -0.018 -0.018 0.0%

Full wear -0.005 -0.095 -0.099 0.1%


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.


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.


Component Quantity

per caliper

p/n Mounting instruction

Inlet nipple 1 06.3710.20 Mounting torque 25Nm (fit it with copper seal) @ cold

Copper seal 1 06.2196.13

Bleeding screw 2 05.2812.13 Mounting Torque 15Nm @ cold

Piston Seal 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 28 2 20.7954.42

Piston 30 2 20.7954.43

Piston 36 2 20.7954.46

Ti insert 28 2 20.8204.23

Ti insert 30 2 20.8204.24

Ti insert 36 2 20.8204.27

Elastic ring for the insert 28 2 05.2091.30



Spring for the piston 28 2 05.4360.42

Spring for the piston 30 2 05.4360.43

Spring for the piston 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!

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


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 350C-

550C.

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:


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.


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.


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.


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.


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.


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.


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 .


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

gp2 user manual 2008 v1.0

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