DALLARA F302

Manual F302/1 CONTENTS

CAR VIEWS 3
CAR INFO 4
SET-UP 5-6

SUSPENSION Front 7-11

Rear 13-14

DIFFERENTIAL 15-16
DAMPERS 17

RIDE HEIGHT 19
AERODYNAMICS 20-24
COOLING 25

UPRIGHT ASSEMBLY 26-27

SYSTEMS Oil 28
Brakes 29
Fuel 30
Extinguishers 31
GEARBOX 32

SAFETY AND UTILITY NOTES 33

TIGHTENING TORQUES 34
CONVERSION TABLE 35

GENERAL AGREEMENT 36

CERTIFICATES 37-
 DALLARA F302
DALLARA AUTOMOBILI IS HAPPY WITH THE CHOICE YOU MADE BUYING
THE DALLARA F302, AND WISHES YOU THE VERY BEST IN RACING IT.

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

Dallara Automobili
Via Provinciale 33
43040 VARANO MELEGARI – PR – ITALY
Telephone +39-0525-550711
Fax +39-0525-53478

design Mr Ferdinando Concari Email [email protected]

technical assistance Mr Jos Claes Email [email protected]
business Mrs Caterina Dallara Email [email protected]

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

DALLARA SPARE PARTS DISTRIBUTORS

JAPAN FRANCE ENGLAND GERMANY

contact Shiro Matsunaga Steeve Marcel Martin Stone Katrin Eichstadt
Tel +81 550 885 550 +33 386 660 036 +44 1252 333 294 +49 2331 954 275
Fax +81 550 885 552 +33 386 660 929 +44 1252 321 661 +49 2331 961 842
e-mail matsunaga@ team@ amtmsport@ Katrin.eichstaedt@
lemans.co.jp asm-f3.com aol.com gm-motorsport.de
3 SIDE & TOP VIEW OF THE F302
GENERAL DIMENSIONS AND SUPPLIER 4

Wheelbase 2675mm
Front Track 1520mm
Rear Track 1470mm
Overall height 915 mm (from ground to top of roll hop)
Overall width 1770 mm (width front suspension)
Overall length 4062 mm (from front end-plates to rearmost edge of rear wing)
Weight 550 Kg (including driver and ballast)
Front suspension push-rod mono-damper
Rear suspension push-rod twin damper
Chassis Carbon and KEVLAR™ sandwich with AL / NOMEXä honeycomb
Bodywork Glass fibre composite with NOMEX honeycomb
Composites HEXCEL-HERCULES
Castings AGUSTA/FLABO/ALLMAG
Gearbox HEWLAND, six forward gears plus reverse
Gears and differential HEWLAND
Springs EIBACH 36 mm ID
Dampers KONI 2812-140 (bump and rebound adjustable)
Fuel cell PREMIER – FT3
Extinguisher system Lifeline (electrical operated)
Steering wheel Sparco – 270 mm OD
Steering release system SPA design
Coolers BEHR/DALLARA
Filters FIAAM
Rims SPEEDLINE 9” front – 10.5” rear
Brake system BREMBO
Battery GATES
Seat belt TRW-SABELT
Installed engines Fiat Novamotor
Ford Swindon
Honda Mugen
Nissan Tomei
Opel Spiess
Renault Sodemo
Toyota Tom’s
5 TIRE INFORMATION
Tire dimensions depend on inflating pressure, rim width and camber angle.
These stiffness values are based on the recommended inflating pressure (hot tyres).

FRONT TIRE Avon Bridgestone Kumho Dunlop Yokohama

Specification 180/55-13 180/55-13 180/55-13 190/535-13 180/50-13
Free radius (mm) 277.5 277.2 275.0 268.0 278.0
Vertical stiffness (Kg/mm) 17.0 14.4 18.3 (1.2bar) 15.8 17.0
Hot tire pressure (bar) 1.50 1.50 1.50 1.60 1.60
REAR TIRE
Specification 250/57-13 240/57-13 240/57-13 230/57-13 240/45-13
Free radius (mm) 287.0 286.5 288.0 286.5 288.0
Vertical stiffness (Kg/mm) 17.5 16.7 19.6 (1.2bar) 21.6 17.8
Hot tire pressure (bar) 1.65 1.50 1.45 1.60 1.60
loaded radius depends on tyre make, tyre pressure and camber

SUGGESTED SETUP

These set-ups consider the complete car with the driver seated in it, ready to race.

FRONT Avon Bridgestone Kumho Yokohama

Ride height (mm) 15 16 16 15
Camber (deg) 2°45’ 3°30’ 3°45’ 3°45’
Toe (deg) (total two wheels) 20’ OUT 10’ OUT 20’ OUT 20’ OUT
Springs (lb/in) 800 700 700 800
Vertical Pre-load (mm) 8 6 6 8
Damper static length (mm) 335 335 335 335
Solid spacer (mm) 6 6 6 6
Push rod length (mm)
Roll centre setting STD LOWER STD STD
Roll bar setting <<<>>><<< <<>><<>> <<>><<>> <<>><<>>
Roll pre-load (notches) none none none none
REAR
Ride height (mm) 27 28 28 28
Camber (deg) 1°45’ 2°30’ 3°00 3°15’
Toe (deg) (total two wheels) 10’ IN 20’ IN 20’ IN 20’IN
Springs (lb/in) 900 800 800 800
Pre-load (mm) none none none none
Damper static length (mm) 335 335 335 335
Push rod length (mm)
Roll centre setting STD STD STD STD
Roll bar 21 OD 26 OD 21OD 21OD
Differential setting 60/80#4 60/80#6 60/80#4 60/80#4

A well balanced car will make the driver come closer to the car’s limit.
• In fast corners aerodynamics (ride heights and wing settings) has more influence on the
balance than in slower corners.
• In mid-and slow speed corners the weight distribution and the differential settings are most
important.
• Tune the dampers to the chosen springs, not the springs to the dampers.
• Always pay attention to reach the correct tyre temperatures. No car can reach its limit on
too cold tyres. No car can be reasonably balanced with a significant difference between
front and rear tyre temperatures.
• Run the car always as low as possible, although without going too stiff on springs for
running lower.
SETUP ADJUSTMENT 6

Effects of the adjustments on the cars’ set-up.

Positive change in: means:

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

FRONT REAR
PUSHROD ADJUSTER
Height change 4.275mm 6.97mm
1TURN Camber change (deg) 2’ 14’
Thread step 20/”R+24/”L=2.32mm 20/”R+24/''L=2.32mm

TOE ADJUSTER (PER Height change -0.7mm

WHEEL) Camber change -13’
1TURN toe change (deg) 36’ -45’
thread step 24/”=1.06mm 20/”R+24/”L=2.32mm

CAMBER SPACER +1mm 16’ 16’

toe 11’=1/4Turn
variation

CASTOR ADJUSTER 20° brake calliper=14.5°

Castor change (deg) 25’ -35’
thread step 24/''=1.06mm 20/''=1.06mm
1TURN height change (mm) -0.14mm -0.8mm
camber change (deg) -6' 1'
toe change (deg) -2' 3'
SPRING PLATFORM
+1TURN thread step (mm) 2 2
height change (mm) 1.79 2.47

WHEEL/SPRING RATIO (vertical) 0.896 1.237

WHEEL/BELLEVILLE RATIO (lateral) 1.548 --
WHEEL/DROP LINK RATIO (roll) -- 1.808

ROLL CENTRE HEIGHT Tyre dependent Tyre dependent

• Spacers to adjust camber are available in the following thickness: FRONT: 1.0, 1.5 and 2.0 mm.
REAR: 0.8, 1.0, 1.2, 1.5 and 2.0mm. Combine these to make fine adjustments.

• Front and rear wheel to spring, front wheel to Belleville and rear wheel to drop link motion
ratios may be considered as constant for all the wheel motion.
7 FRONT SUSPENSION

VERTICAL PRELOAD ADJUSTMENT

Remind there is always some ‘pre-load’ in the damper: typically this is around 10kg for the
standard Koni damper. This ‘pre-load’ depends on damper make, type and the internal
gas pressure.

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

Pre-load is the necessary force that has to be applied to the spring to modify its length
with respect to the static length value.

P = Ks x t x 2

P = pre-load in kg
Ks = spring stiffness in kg/m [(Ks in Lb/in) / 56 = Ks in kg/mm]
T = number of platform (C) turns
2 = mm / turn (for standard Dallara damper top)

SETTING THE PRE-LOAD

• Mount the damper-spring combination with the platform C just in contact with the
spring
• Put the car including the driver on the set-up floor
• Screw the droop-stop A away from touching bolt B
• Adjust ride height with the pushrod adjusters to the desired setting
• Bring droop-stop A in contact with bolt B
• Turn platform C until desired pre-load force is achieved. (P = Ks x t x 2)
FRONT CASTOR ANGLE SETTING 8
When the car is flat (same ride height front and rear), the upright inclination angle
(apparent castor) is 1.75° and the castor angle (build in castor) is 10.5°.
With different front and rear ride heights: For instance, with 15 mm front and 28mm rear
ride height, measured at wheel axis, (wheelbase is 2675 mm) you would measure a
‘apparent’ castor angle of 2.03°:
Pitch angle [(28-15)/2675] x 57.29 = 0.28°
‘Build in’ castor angle becomes: 10.5° - 0.28° = 10.22° (corresponding to a 2.03°
measured ‘apparent’ castor angle)
each change in front and/or rear ride height alters the castor angle

REAR
The rear wheel ‘castor’ angle can be measured to check bump steer to be zero. You can measure
the angle on the brake caliper mounting platforms.
When the car is flat (front ride height equal to rear ride height) and you measure ‘apparent’ castor
of 23°, the ‘castor’ angle is 16° and bump steer is zero.
Castor on the rear axle is not relevant as the wheels are not steered.
9 FRONT ANTI-ROLL AND ROLL PRE-LOAD

You can use each of the Belleville stacks with or without pre-load. There are two types of
pre-load, described in detail here below. The limit of the system is the rocker touching
the magnesium support when moving laterally.
Double stiffness pre-load
• Within the pre-load range, the stiffness is double the stiffness of one stack, both stacks are
working
• Passed the pre-load, the stiffness gets back to the nominal stiffness of one stack

Infinite stiffness pre-load is accomplished with an additional nut and a counter nut
• Within the pre-load range, the rocker doesn’t move at all
• Passed the pre-load, the stiffness gets back to the nominal stiffness of one stack

• The choice of a pre-load setting, or the non pre-loaded setting might be based on the car’s
balance exigencies, tyre wear, drivers’ preference etc…. Pre-load settings generally help
for sharper turn-in characteristic.
• Clearance between the platform and the rocker (B) shall not be more than 6.5mm when
platform just touches the Belleville stack, with no pre-load.
• The amount of pre-load is the difference between the current and the free length of the
Belleville stack.
• For any Belleville stack, in running condition, rocker lateral motion and the chosen pre-load
must never reach the "Maximum Deflection" (see Table 6), to avoid a sudden lateral
locking of the rocker.
• Once the rocker overcomes the pre-load, the total stiffness reduces to the nominal stiffness
of one Belleville stack. You may like to work within the roll pre-load range under certain
conditions (turn-in…) and wish to pass over the pre-load range in some others (mid-corner,
curbs…). Set accurately the transition point (pre-load level) between the two conditions,
since the stiffness change is sudden and affects transient car behaviour.
You can achieve a progressive load / displacement characteristic by combining in series two
different stacks or a regressive load / displacement ratio by fitting an appropriate pre-load. Total
length of any stack should be maximum 28 mm.

BELLEVILLE STACK CONFIGURATIONS (Belleville thickness 2.0mm)

Stack configuration Max deflection Stack width Nominal stack stiffness Maximum
mm mm Kg/m (with no pre-load) notches
<<<<>>>> 1.12 17.50 2504 8
<<<>>> 1.12 13.50 1796 8
<<<>>><<< 1.69 20.25 1197 12
<<>><< 1.69 14.25 761 12
<<>><<>> 2.25 19.00 571 17
<<>><<>><< 2.81 23.75 457 22
<>< 1.69 8.25 362 14
<><> 2.25 11.00 272 17
<><>< 2.81 13.75 218 22
<><><> 3.37 16.50 181 26
<><><>< 3.93 19.25 155 28
<><><><> 4.50 22.00 136 34
<><><><><> 5.62 27.50 109 44

Note: the front rocker lateral movement has been increased from the previous maximum 6mm to
about 10mm.
PRE-LOAD SETTING PROCEDURES 10

DOUBLE STIFFNESS PRE-LOAD

• Mount the stack you want to use and turn the platform until in contact with the
Belleville stack
• Turn the platforms until distance A is the same on both sides
• Check distance B to be less than 6.5mm, if more, replace adjustment spacer
• Mark this platform position as the “zero pre-load” notch
• Turn both left and right platforms the amount of notches to set the desired pre-load.
One turn of platform is 15 notches corresponding to 1.5mm displacement
(1 notch = 0.1mm)
INFINITE STIFFNESS PRE-LOAD
• Set the pre-load as described for the double stiffness procedure here above
• Mount nut D in contact with the platform
Tighten counter nut E against nut D (check nut D stays against the platform)
11 FRONT SUSPENSION ROLL CENTRE SETTING

Front roll centre height can be changed by moving the spacer to its upper or lower position on the
wishbone spherical joint. When choosing "low roll centre" configuration, push-rod length has to be
shortened by 1.2 register turns ( 7 faces of the adjuster) to keep the car at the same ride height..
When adjusting the roll centre height camber gain versus wheel travel varies a little.

OPTION Roll centre height Camber change

@ static ride height with 10mm wheel travel

Std X 5’

Low -10 mm 3’

STEERING ASSEMBLY

Pinion primitive diameter 15.60 mm

Static steering ratio 13.1 steering wheel/wheel
Ackermann [%] 29
13 REAR SUSPENSION

REAR SUSPENSION ROLL CENTER AND ANTISQUAT SETTING

OPTION Roll centre height Camber change Antisquat

@ static ride height with 10mm wheel travel %
A-1 Std 20’ 48
B-2 -18 16’ 48
C-1 +18 24’ 48
*D-1 std 23’ 66
*E-2 -15 18’ 66
F-1 +8 22’ 35
G-2 -10 18’ 35

Option D-1 and E-2 alter caster angle. To obtain std value shorten by 2 turns the ‘caster’
uniball.
Option B-2 needs special bracket for front top mounting (available at Dallara)
REAR ANTIROLL BAR STIFFNESS 14

F302 features a rear anti-roll bar with two adjustable blades, long 80mm.
Ø 40mm is the biggest possible RARB, Ø13mm is the softest RARB available.
The two digits in this table represent the blade positions: 1=full soft, 5=full stiff.
Stiffness in kg/mm. Note: P1-P5 = P3-P3 = P2-P4

Ø 13 Ø 14 Ø 16 Ø 19 Ø 21 Ø 22 Ø 24 Ø 26 Ø 28 Ø 30 Ø 35 Ø 40
P1-P1 15.7 19.9 29.4 44.6 53.8 57.8 65.0 70.6 75.1 78.7 84.5 87.7
1-2 15.8 20.2 30.0 45.9 55.7 60.1 67.9 74.1 79.0 83.0 89.5 93.0
2-2 16.0 20.4 30.6 47.4 57.8 62.5 71.0 77.8 83.3 87.7 95.0 99.0
1-3 16.3 20.8 31.5 49.5 61.1 66.3 76.0 83.8 90.2 95.5 104.1 108.9
2-3 16.4 21.1 32.1 51.2 63.6 69.3 80.0 88.7 95.8 101.8 111.7 117.3
1-4 16.7 21.5 33.1 53.7 67.6 74.1 86.3 96.6 105.1 112.3 124.5 131.4
1-5 16.9 21.8 33.8 55.7 70.7 77.8 91.5 103.1 112.8 121.2 135.5 143.8
2-5 17.0 22.1 34.6 57.8 74.1 82.0 97.3 110.5 121.8 131.6 148.7 158.7
3-4 17.3 22.6 35.7 61.0 79.6 88.7 106.9 123.0 137.2 149.8 172.3 185.9
3-5 17.5 22.9 36.6 63.5 83.9 94.2 114.9 133.8 150.7 166.0 194.2 211.5
4-4 17.8 23.4 37.9 67.5 91.0 103.1 128.4 152.5 174.9 195.8 236.3 262.5
4-5 18.0 23.8 38.8 70.6 96.7 110.5 140.2 169.3 197.5 224.5 279.4 316.8
5-5 18.2 24.2 39.8 74.0 103.2 119.1 154.3 190.4 226.7 263.1 341.7 399.4

REAR SUSPENSION ROCKER REPLACEMENT

Rear rocker spins around the steel pivot A fitted onto the gearbox case by the stud B,
fixed with LOCTITE 242ä. The following procedure shows the disassembly of the rocker
and the pivot A. Contact DALLARA customer’s service regarding the special tools E and F.

• Unscrew the nut C. The tightening torque to fit it back is 3.5 Kgm;
• Take off the top cap and the rocker;
• Unscrew nut D with a long 14mm tubular spanner. The tightening torque to fit it back is
5.5 Kgm;
• Fit extractor F around pivot’s outer flange and by screwing in bolt E you will extract the
pivot;
• Remove stud B with the proper tool. The stud is fitted with Loctite in its insert. When
removing the stud, heat up the stud’s thread to break the Loctite with a heatgun up to
140°C.
15 POWER FLOW DIFFERENTIAL

This differential is designed with versatility as its major asset. Many parameters will lead
you to the required setting. A car with good grip and low power may require a completely
different arrangement than that required for a high power/low grip car.
Working principles: Ten friction plates within the diff, six connected to the side gears, four to
the diff casing, control the amount of ‘differential’ action available. The amount of limited slip
depends only on the frictional resistance between these ten plates.
Four factors contribute in defining this frictional resistance:
1. The bevel gears thrust apart as soon as the car moves. This is a feature of bevel gears and is not
adjustable. The contribution of this on friction is minimal.
2. The ramp angle on the side gear ring influences the amount of the driving force on the diff that gets
directed sideways and onto the plates. E.g., on the power/drive side ramp, 60 degrees transmits less
force sideways than a 30 degree ramp. Likewise, on the off-power side ramp, an 80 degrees angle will
transmit little force while 45 degrees locks much more. 60°/80° is normally fitted as standard;
3. The pre-load with which they are assembled to start. In each diff there is a pre-load spacer that looks like
one of the B plates, but thicker. Depending on diff model, it is either the first or the last component
assembled into the diff casing. Its thickness dictates to what degree the plates are pre-loaded / forced
against each other. The pre-load is set and checked on each diff by holding one side gear locked, via a
dummy output shaft held in a vice, and by turning the other with a torque wrench. If the measured
resistance is deemed too high, the spacer is ground down until the desired figure is achieved. The figure
should be checked periodically as it tends to reduce as the diff runs, meanwhile a new A, slightly thicker
spacer will allow re-setting;
4. The final and easiest adjustment is the re-arrangement of the contact order of the friction discs. The
arrangement 1, with a disc succession A, B, A, B, A, has the maximum number of working friction faces.
It gives the maximum resisting torque. The arrangement 3 has the minimum of working friction faces
and gives the minimum resisting torque.
Standard Hewland available ramp angles are: 30/60; 45/45; 45/80; 60/80; 80/80

Differential settings have an important influence on the cars’ balance, especially on corner turn-in and exit.

• The torque on the differential in drive (acceleration) is much bigger than the torque on the
differential given by the engine brake (deceleration). Typical in line acceleration gets to about 1g,
off-power/braking by the engine only gets typically up to 0.3g.
• The disc configuration (2, 4 or 6 faces) has the same effect on drive and off-power, the ramps are
the only tool to differentiate the friction force or ‘lock’ between drive and brake.
• The discs wear off, just as a clutch, and should get checked regularly. This also means that the pre-
load is ‘wearing’ down, especially when using the 2 friction discs configuration.
• Pre-load is kind of a ‘constant lock’ and the effect is felt in slow and fast corners in entry, mid-corner
and exit. The ramps and disc configurations have more effect in slow and less in fast corners, and
affect corner entry and exit, less so mid-corner.
• Pre-load blocks the differential (both wheels turn at the same speed) until the difference in torque is
bigger than the pre-load. Once passed the pre-load, the remaining lock is achieved by the ramps
and disc configuration only.
• Most circuits require little lock to prevent the inner wheel from spinning coming out of the corners,
depending though on tyres, track, driving style and weather conditions. Excessive lock might result
in power understeer.
• Some amount of lock in off-power helps to stabilize the rear end, excessive lock might cause turn-in
understeer.

This table shows the % of lock from minimum to maximum lock.

Lock%= (slower wheel torque – faster wheel torque)/ total torque

LOCK% 2.5 5.0 9.5 12.0 18.0 24.0 25.0 33.5 42.0 44.0 55.0 68.5
RAMP 80 80 80 60 60 45 60 45 30 45 30 30
DISCS 2 4 6 2 4 2 6 4 2 6 4 6
DIFFERENTIAL LAY-OUT 16

• Check the plate arrangement is equal on both sides.

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

• A bigger ramp angle transmits less thrust onto the plates than a smaller ramp angle.
17 DAMPERS

DAMPER DIMENSIONS
Standard dampers are KONI 2812-140. Front and rear have the same open length and identical
installation parts. Damper assembly dimensions are:

mm
full open length 335
full closed length FRONT 299
REAR 291
Stroke FRONT 36
REAR 44

On Koni dampers you should always use the 8mm Teflon spacer on front assembly to prevent
the rocker to lock. If you plan to use alternative products check that maximum stroke to be less
than 36 mm.
Dallara, on request, delivers installation kits for PENSKE and QUANTUM dampers. If you want to
install other dampers, remind that full open and closed length must be equal to those listed above.
DAMPER GRAPH 18

KONI 2812/140

100

80

60

40

20
F (kg)

0
0 20 40 60 80 100 120

-20

-40

-60

-80

-100
V (mm/s)

BUMP min BUMP max REBOUND min REBOUND max

19 RIDE HEIGHT CHECK AND REFERENCES

• Ride height is fundamental for setting and changing the aerodynamic balance of the
car.
• A lower car generally generates more down-force than a higher car.
• A lower car improves performance as it features a lower centre of gravity.
• The easiest way to measure ride heights is checking the FR and RR distances
between the floor wood and the set-up floor, preferably with the driver on board
and tyres at hot tyre pressure. This is the only method which takes into account
the ride height changes caused by wear on the floor wood.
It might sometimes be difficult to measure ride heights directly, so we also provide alternative
references.
The example shows front ride height 15mm and rear 30mm (at wheel axis).
With 2675mm wheelbase, this gives 0.32 ° pitch angle. [(30 – 15) / 2675] x 57.29 = 0.32°

At the front end of the car you have two alternative references:
• Two round platforms 513.5mm from car bottom, on top of the tub at the wheel axle line.
You can measure their distance from the ground as 528.5-513.5 = 15mm ride height

• A flat surface (skid) about 310 mm behind the wheel axis and 40 mm behind the skid
leading edge. Measure its distance from ground as 16.7 - (tan0.32°*310)=15mm

At the rear end of the car you have two alternative references:
• Two machined areas, at 328.5 mm from car bottom, on the gearbox at wheel axle line.
You can measure their distance from the ground as 358.5 – 328.5 = 30mm height

• Under the flat bottom, about 310 mm ahead of rear wheel axis and 50mm ahead of the
start of the diffuser. Measure and calculate its distance from ground as
(tan0.32° *310) + 28 (measured)= 30mm height

REAR RIDE HEIGHT FRONT RIDE HEIGHT

30mm 15mm
FRONT WING 20

FRONT WING CONFIGURATIONS

FRONT WING SIDEPLATE HOLES

21 REAR WING

REARWING PROFILES

REAR WING CONFIGURATION

LDF MDF HDF UHDF

REAR WING SIDEPLATE HOLES

_____________________
FRONT AND REAR WING SIDEPLATES TABLE 22

• Front flap angle is measured on top of the flap front-end and inside the Gurney
‘corner’.

• Correspondence between holes and incidence angle is just indicative, because wing
angle is also a function of the front and rear ride heights.

• Machined side-plates allow 1 degree step adjustment.

FRONT
FRONT FLAP (MF & SF)
A B C D E F G
1 10° 11° 12° 13° 14° 15° 16°
2 17° 18° 19° 20° 21° 22° 23°
3 24° 25° 26° 27° 28° 29° 30°
4 31° 32° 33° 34° 35° 36° 37°

REAR
REAR TOP LDF
A B C D E F
1 0° 1° 2° 3° 4° 5°
2 6° 7° 8° 9° 10° 11°

MDF & HDF

A B C D E F
1 2° 3° 4° 5° 6° 7°
2 8° 9° 10° 11° 12° 13°
3 14° 15° 16° 17° 18° 19°
4 20° 21° 22° 23° 24° 25°

The following gives the F302 HDF rear wing incidence to achieve the same
level of down-force as the F301 HDF rear wing configuration.

F302 F301
LOWER 5° 7° LOWER
HDF 15° 23° HDF
23 POLAR DIAGRAM

Each point corresponds to a down-force level listed in the configurations chart below.

1.05

1 10
9
0.95
8
7
0.9
DOWNFORCE (CzT)

6
0.85 5

0.8
4
0.75 3

0.7
2

0.65
1

0.6
0.75 0.8 0.85 0.9(CxT)
DRAG 0.95 1 1.05

REAR FRONT
LDF = Low Down Force (single small top) Without Flap
MDF = Medium Down Force (twin small top) MF = Medium Flap
HDF = High Down Force (std, small and mid combined top) SF = Standard Flap
UHDF = Ultra High Down Force (twin mid top) SF = Standard Flap

REAR FRONT
CFG TOP TOP FLAP FLAP MAIN CFG
LOWER
TYPE SETTING TYPE SETTING PLANE
1 LDF 2 5 NONE - -0.5 1
2 MDF 8 5 MF 10 -0.5 2
3 MDF 13 5 MF 16 -0.5 3
4 MDF 18 5 MF 21 -0.5 4
5 HDF 11 5 SF 12 -0.5 5
6 HDF 15 5 SF 15 -0.5 6
7 HDF 17 5 SF 18 -0.5 7
8 HDF 20 5 SF 21 -0.5 8
9 HDF 22 7 SF 24 -0.5 9
10 UHDF - 7 SF 34 -0.5 10

ALL NUMBERS IN DEGREES

 AERODYNAMIC INFORMATION 24

• Front wing main-plane and rear lower wing are set relative to the chassis reference
plane.
• The optimum setting for most of the setting range is the front main-plane at -0.5°, and
the rear lower wing at +5°. Any chassis rake angle will alter this setting.
• Front flap inclination is intended to be the angle, relative to the chassis reference
plane, measured on top of the flap front and inside the Gurney ‘corner’.
• Rear top wing assembly inclination is intended to be the angle, relative to the chassis
reference plane, measured between the front of the flap, on top and the rearmost
trailing edge. Any chassis rake will alter this setting.
• Front and rear ride height settings are fundamental to the aerodynamic balance and
ultimate performance of the car. Pay attention to the changes between static setting
and the dynamic values on the track.

MINIMUM SUGGESTED MAXIMUM SUGGESTED

DOWNFORCE CFG
HOLE INCIDENCE HOLE INCIDENCE
FRONT MF FLAP A1 10° G4 37°
FRONT SF FLAP A1 10° D4 34°
REAR TOP MDF WING A1 0° A4 18°
REAR TOP HDF WING A1 2° C4 23°

BALANCE

HOW TO BALANCE 1° FRONT FLAP VARIATION BY CHANGING THE REAR

WING, REAR RIDE HEIGHT OR FRONT RIDE HEIGHT?

Front Front
RR TOP => flap MDF flap HDF
type type
0.7 holes RR top 0.7 holes RR top

2.5mm lower RR
2mm lower RR height MF
height
0.4mm lower FR 0.5mm lower FR
height height
FRONT FLAP MF 1 holes RR top

3mm lower RR height

SF
0.6mm lower FR
height

MF: MEDIUM FLAP; SF: STANDARD FLAP

25 COOLING ADJUSTMENT

• Depending on the ambient temperature and the ‘engine tuner’ requested water
temperature you might need to adjust the cooling capacity of the radiators.
• Cooling efficiency increases by sealing any eventual leakage in the inlet ducts to the
radiators.
• Blanking increases rear down-force. To keep the same balance you might need to reduce
the rear top wing incidence, or increase the front flap incidence.

The most efficient way of adjusting the cooling is the following;

EQUIVALENT INCREASE IN
CONFIGURATION
REAR HDF WING INCIDENCE
Without Blanking Reference
1 +30% FRONT +0.5°
2 +30% FRONT + REAR +1°
3 +60% FRONT + REAR +1.5°

Figure shows the 30% and 60% blanking of the radiator inlet regarding configuration 1,2 and 3.

Figure shows blanking of the radiator exit regarding configuration 2 and 3 (blanking off the lateral
part only).
HUB 26

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

FRONT HUB

REAR HUB
SYSTEMS 28

ENGINE OIL SYSTEM

The distance between the oil cap and the oil surface should be about 115 mm.
Less oil may cause cavitation and lead air into the oil circuit.
More oil may cause excessive power consumption due to the oil squash.
Typically you would need a total of 4.5 litres to fit in the oil tank (including the oil in the engine
and hoses). Check with the engine tuner for the specific amount for your engine.

GEARBOX OIL
In order to properly run the gearbox and the differential you need 2.5 litres of oil, SAE 80 or 90.
29 BRAKE SYSTEM

BREMBO BRAKE CALIPER ASSEMBLY

Note: the dark piston is the bigger in diameter from both. The car features four different
callipers.

TRAVEL DIRECTION

BRAKE DISC ASSEMBLY

FUEL SYSTEM 30

F302 features twin electrical-submerged low pressure fuel pumps as a redundant caution
in case one pump fails. The driver can switch one or the other low pressure pump from
the cockpit.
31 EXTINGUISHER SYSTEM
LAYOUT

DETAILS
The LIFELINE system is an electrically triggered Halon or foam spray fire extinguisher system. The
system uses an actuator to operate the valve located on the pressurised container, containing the
extinguishing liquid. These are triggered remotely using a battery powered power pack.
In order to guarantee reliable operation the actuator follow military specifications. The
system/battery test electronics are integrated into the remote power pack. The connector on the
firing head is also of military grade.
TESTING
The power pack electronics can test the continuity of the electrical wiring, and provides a high
current pulse test on the battery, to ensure system integrity before use. The battery test
electronics do not excessively drain the battery during this test.
The tests are carried out using a three way switch on the power pack. Since the system is only as
good as the battery that powers it and the integrity of the wiring and its connections, the tests
should be performed before each race.
To check the battery, press and hold up the power pack switch. Every 2 seconds you’ll see a
YELLOW light flash. If the light flashes very dimly the battery should be replaced. If 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 wiring cables do not run next or in the same loom as the power ones, especially
those for ignition and battery power. Ideally, run all cables next to the chassis (earth);
• ensure that all plugs exposed to water spray are protected with rubber boots;
• do not allow cables to run through sharp edged passages without protection;
• do not fix the cables next to or onto any surface likely to exceed 100 °C;
• do not attempt to turn firing heads as system may be activated.
GEARBOX & DIFFERENTIAL 32

GEARBOX information
The F302 car mounts a new Hewland 6 gear sequential gearbox, the FTR-200. All gears, crown-
wheel and pinion, some differential parts, bearings and the casing are new. Consequently the
maintenance is different in many ways and some specific tools are required for proper
maintenance. Hewland has written a technical manual, including a spare parts list, for the FTR-
200. The manual is available at Hewland. To receive a copy please, contact the commercial office
at Hewland by e-mail: [email protected]

To take the differential out you first need to take remove the LH-side outer tripod housing which is
locked with a wire ring (circlip type fitting) inside the RH tripod housing. We build a specific tool,
available at Dallara’s stores.

To open the differential you have to remove the bearing in order to reach the bolts of the casing
cover. Use proper tools in order to avoid damaging the bearing and the diff cover.

IMPORTANT BASIC INFO

• The mandatory standard Dallara crown-wheel & pinion ratio: 12/34

• Total oil quantity for diff and gearbox: 2.5L
• Oil type: SAE 80 or 90
• Pinion bearing nut tightening torque: 176Nm (130lbs.ft)
• Pinion shaft nut tightening torque: 135Nm (100lbs.ft)
33 SAFETY AND UTILITY NOTICES

PLEASE; CONTACT US IMMEDIATELY REGARDING ANY PROBLEM OR ANOMALY

STUD INSTALLATION AND REMOVAL
Please, take extreme care when removing and substituting any stud.
Typically use:
Loctite 270 (soft Loctite) for suspension brackets, brake callipers
Loctite 242 (hard Loctite) for chassis, gearbox, bell-housing, roll hoop

Most studs are mounted with loctite and do require a proper installation procedure
- Clean the hole from dust, debris, oil etc
- Drive a screw tap to remove machining residuals
- Clean the hole with brake cleaner and dry with compressed air
- Pre-assemble the stud without Loctite to check its position and remove again
- Clean the hole again with a degreaser and dry with compressed air
- Coat the hole with Loctite
- Install the stud
- Tight the stud with the recommended tightening torque. You can do so by using a pair of
nuts locked against each other.
Stud tightening torques: M5: M6: M7: M8: M10:
TRANSMISSION
• to prevent the drive-shaft bolts from loosing, fit them with LOCTITE 242;
AERODYNAMICS
• do not remove from high- and mid-downforce rear top wing assembly the small profile for use
as rear low downforce wing because these are not reinforced. Use the specific wing profile,
available at Dallara;
• when running the car with a rear ride height of 40mm or more, check the height of the rear
wing endplate. Total height cannot exceed 900mm.
STEERING
steering rack-end rod ends must absolutely get replaced after crashing;
CLUTCH
When using a thicker than F3 typical AP twin-plate metal clutch (i.e. carbon clutch…), check that
the clutch piston can move backwards enough to release the clutch completely. You can shorten
the clutch piston spacer by turning off the required amount.
WISHBONES
Never lift up the car gripping the middle of the wishbones. Never sit or stand on any wishbone.

SUSPENSION

• check wheel stud to inner hub tightening in front and rear uprights. You can notice if the lock-
nut did come loose by observing relative displacement of two red notches on the lock-nut and
on the spigot
• check, every 1000 Km, lower pin lock-nut of front upright to prevent from coming loose
• after any accident, check alignment of front and rear push-rods and their respective adjusters
• wishbones are treated with PARCO-LUBRITE. Clean the surface with acetone before inspection
• check periodically the tightening of the K-nuts which fixes the drop links on the rear anti roll bar
blades.
SUSPENSION 34

• ball joint A, used in the front lower and rear lower wishbones, must be fitted with sharp-edge
side in contact with circlip B, as shown in following drawing

TIGHTENING TORQUES
This table lists suggested tightening torques. For additional security use LOCTITE 242 or 243.

Tightening torques
Nm Kgm lbs ft
Pinion bearing nut 176 17.9 130
pinion-shaft nut 135 13.8 100
Final drive bolts 73 7.5 55
Brake disc bolt 7 0.7 5
Brake caliper studs 50 5.1 37
Wheel nut 165 17.0 125
Wheel stud 245 25.0 180
Damper end-stroke spacer 65 6.6 49
Wheel driver columns 50 5.1 37
Nut 7 × 1 (see hub assembly) 17 1.7 13
Bolt 8.8 (see hub assembly) 25 2.5 19
Bolt 12K (see hub assembly) 39 4.0 29
Rocker cap nut 34 3.5 25
Rocker stud nut 54 5.5 40
10-32 UNF ‘K’ nut 3 0.3 2
1
/4 UNF ‘K’ nut 12 1.2 9
5
/16 UNF ‘K’ nut 24 2.4 18
3
/8 UNF ‘K’ nut 50 5.1 37
35 SWG & CONVERSION TABLES

Table shows conversion from SWG (Std Wire Gage) to metric units for sheet-metal thickness

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

CONVERSION TABLE
Length
1 inch=25.4 mm 1 millimeter=0.03937 in
1 foot=304.8 mm=12 in 1 centimeter=0.3937 in
1 yard=914.4 mm=3 ft 1 meter=39.37 in
1 mile=5280 ft=1.60934 km 1 kilometer=0.62137 miles

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

Pressure
1 psi=0.0716 bar 1 kg/cm2=1.019 bar
1 bar=105 Pa=0.1MPa
1 bar=13.95 psi

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

Speed
1 MPH=1.467 feet per second
1 mph=0.62137 kilometres per hour 1 kilometre per hour=1.60934 mph
1 IPS (in/s)=25.4 mm/s 1 mm/s=0.039 IPS

Specific weight
Water=1 kg/l
Mineral Oil=0.903 Kg/l
Gasoline=0.74 Kg/l

Useful formulas
Engine displacement=0.7854 × bore × bore × stroke × no. of cylinders
British horsepower (BHP)= RPM × torque (lbs ft) / 5250
Km/h = [RPM × tire radius(mm) x gear ratio] / 7519
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)
GENERAL AGREEMENT AND WARRANTY 36

Motor racing is not covered by warranty due to the intentional choice of drivers to race in
a dangerous environment

DALLARA indicates that, under normal operating conditions, a new car would not show failure in
structural components before it has completed around 25000 Km. It holds true if necessary
maintenance and checks are provided and if the car had no incidents from the origin.
DALLARA is not responsible for incorrect chassis repairs, if made outside its factory or in centres
not-recognised by FIA.
Chassis should be checked for structural failure not later than two years after delivery from
DALLARA factory, and anyway after any major accident. After first check or after any major
accident it is mandatory to check the chassis every year in a centre recognised by FIA authority.
DALLARA is not responsible for damage caused by non-genuine spare parts.

Under maintenance, following parts should be replaced after 25000 Km or two-years use:
• wiring loom
• starter motor
• steering column
• steering rack and tie-rods
• brake pedal
• brake disc bell
• wheel bearings
• suspension arms and spherical joints
• engine installation parts
• drive-shafts
• wings and rear wing supporting plate

We firmly remind you that Main roll over hoop, Mono-coque and Front nose-box and all
other parts mentioned in Art 2.7 of the FIA F3 regulations are FIA approved and cannot be
modified by unauthorised personnel for whatever reason.
Any change to these parts is sufficient reason for disqualification.