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03/2010MAGAZINEPUBLISHEDBY DALLARAGP3THE NEW SINGLESEATERPASSES THE TEST IN THETWO DAYS OF PRACTICE ATTHE PAUL RICARD CIRCUITFORMULA 1DALLARA HAS A 22 YEAR HISTORY WITH F1:FROM THE BEGINNING WITHSCUDERIA ITALIA TO THEENORMOUS WORK DONETO ALLOW THE HISPANIATEAM’S DEBUT IN THE2010 CHAMPIONSHIP.HERE IS THE ENGINEER’S STORYINDYCARTONY KANAAN SPEAKS OF HIS GREATRELATIONSHIP WITH THE FACTORYAND PROMISES “I WILL WIN THE 500 MILES”

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TEST PASSEDAFTER THE FIRST TESTING OF LAST YEAR, PERSONALLY CARRIED OUT BY MARK WEBBER,THE NEW CAR PASSED WITH FLYING COLOURS, EVEN ON THE FIRST TWO DAYS ATTHE PAUL RICARD CIRCUIT, WHERE ALL 30 CARS TOOK TO THE TRACK WITH GREAT SUCCESSAfter last year’s tests, duringwhich the newly createdDallara GP3 was developedand was also baptised by F1driver Mark Webber (who being thejoint owner of a team, tested thecar himself), the years first preseasontesting was held at CircuitPaul Ricard. The car has changedengine to the Renault Turbo 240 hpwhich is equipped with a Hewland6 speed gearbox with steeringwheel paddle control and alsoPirelli tyres, developed especiallyfor this category.On the 4th and 5th March the tenparticipating teams took the thirtycars, which had not participated inJanuary and February, out on thetrack. Despite the fact that theweather could have been better, allthe cars went out on both of thescheduled days, putting many milesof track under their belts.Michael ChristensenMW Arden team’s danish driver3

GP3After just a few sessions getting toknow the car, there is already agroup of drivers fighting forposition and for the best time, justlike a real race; an unusualsituation to see on the first test ofthe championship with acompletely new car! It has given usa taste of what can be expectedduring the season!All of this has really impressed thetechnical director of GP3, DidierPerrin, who expects to see “greatthings during this season”, similarto the opinion of organiser BrunoMichel, who said he is convincedthat they “have got off on the rightfoot”, with at least 13.300 kmcovered in the first two days oftesting. As expected, there are nofree seats: all the teams havedemonstrated that they are readyand prepared to face thechampionship. Amongst the historicworld teams of the continentalcourses, such as Carlin Motorsportand ART, already big names in F3and GP2, the opinion is shared bymany team managers of the greatsupport given by Dallara and theother technical partners that hasallowed all the objectives to beachieved ready for the 2 days at LeCastellet. The amount of technicalpreparation by the ten teams isclear, they have been givenpermission to enter all thirtyof the cars on the grid whenthe pit lane is first opened!The drivers have a similar view,they immediately had a goodfeeling about the new singleseater,they are optimistic about the workto be done and for the excellenttraining that will provide for thelaunch into Formula 1 theyare hoping for.The next two events will be afurther two training sessions, againat Paul Ricard and then at theCircuit de Catalunya, before theofficial championship debut whichcoincides with the F.1 weekend,again at Barcelona, on 9th May.Project Manager GP3Antonio MontanariDean Stonemanwith the singleseaterof the french teamTech 1Mirko Bortolotti4

Esteban Gutierrez,the mexican of the ART team5

A TRUE LOVE SLA INDYCAR NOVITÀ“ME AND DALLARA,6

Tony KanaanAN INTERVIEW WITH THE BRASILIAN DRIVER.HE DRIVES IN THE INDYCAR BUT HE FEELSAT HOME IN VARANO DE’MELEGARITORY”Having raced with so manyteams, what, in your opinion,makes Dallara so special?“ With me and Dallara - it’s like alove story. Dallara help me whenI started to race in Europe, theytook care of me like a son. Tovisit the factory is like visitingyour family - you know everybodyby their first name. You workwith the engineers at the shop orhaving a delicious dish of pastaand good wine ... we can keeptalking about cars & racesforever. It's very special!How much do you think youhave contributed tothe Dallarasuccess?“Sincerely, forme it's an honorand a privelege towork with Dallara.You give then someopinion and they areright on it - alwaystrying to improve indesign and development.They listen to you - theyhear your arguments anddo their homework. If I was ableto help then...great! But, thetrue is - they help me much more- giving me great cars to race andsetting new standards of safetyand technology”.You race with so many differentsingleseaters in so many series(F.Abarth, F3 in Europe,Indy Lights an Indycar in Usa) :have you any regrets since younever been on a F.1 starting grid?"I've always followed F.1, I'm verygood friends with Rubens and Iknew Ayrton Senna well and usedto go to the races with him. Mymain goal when I was little wasto come to Formula One andobviously as time goes by, youdon't get a good opportunity ora, chance to do it so you've got totry to make a living out of racing.Thanks to Honda - I've earnedthe opportunity to drive F.1 whenI won the IRL Championship in2004. It was definitely a dreamcome true from me, I had funand enjoyed the opportunity. Ican tell that story to my son oneday".7

INDYCAR«SINCERELY, FOR ME IT'S AN HONOR AND A PRIVELEGE TO WORK WITH DALLARA. YOU GIVE THEN SOME OPINION ANDTHEY ARE RIGHT ON IT - ALWAYS TRYING TO IMPROVE IN DESIGN AND DEVELOPMENT. THEY LISTEN TO YOU - THEY HEARYOUR ARGUMENTS AND DO THEIR HOMEWORK. IF I WAS ABLE TO HELP THEN...GREAT! BUT, THE TRUE IS - THEY HELP MEMUCH MORE - GIVING ME GREAT CARS TO RACE AND SETTING NEW STANDARDS OF SAFETY AND TECHNOLOGY»TONY KANAAN8

Tony KanaanThis year you’re part of a verynew team, owned by MichaelAndretti, with a brand new car:how do you rate your chances inthe championships?"I’m very excited about the futureof the team and and I’m lookingforward to being a contenderagain in 2010. Everyone atAndretti Autosport is 100 percentfocused on winning races andchampionships. I can’t behappier with Michael Andretti asmy race strategist andveteran Pete Gibbons (Michaeland Mario Andretti’sengineer atNewman/HaasRacing in the1990s) as myengineer. The boss iswith me now. I thinkMichael, being a racecar driver, heunderstands all thepros and cons and Ialways have had a veryclose relationship withhim. He was the onewho hired me to drivefor him – to replace himactually – back in ’02and I came to the teamin the ’03 season. It’sawesome because I cantalk straight up and hewill know exactly whatI mean. I think he did a great jobhis first year calling the races forDanica so it’s always nice to havethe boss around.”You allready won the IndyCarChampionships and got the poleat Indy 500, but you never wonthe “the race”. If you couldchoose will you pick a newchampionships title or the fisrtwin in the Indy 500?Whenever I talk to my boss,Michael Andretti, about Indy, hetells me, “Don’t worry. You’regoing to win it.” This is comingfrom a guy who went through thesame thing but never won it.Should I believe him? Honestly, Ithink so. To do otherwise wouldbe detrimental. It also wouldn’tbe much fun. The key is toremain positive, and I haveplenty of reasons to do so. Everytime I’ve raced in the Indy 500,I’ve had a chance to win. Theonly way you can win the race isby being consistently fast in it.You have to be able to putyourself in position to win thisrace, and you can’t do that unlessyou’re fast. We’ve proven yearafter year that we can be fastin the Indianapolis 500. We haveput ourselves in position to winit. The next logical step is toactually win it.9

FORMULA 1F.1 DALLARA:A TWENTY-TWO YDDallara and F1: the chassisdesigned for Hispania RacingTeam is just the most recentchapter of a long story. Anadventure that began twenty-two yearsago and continues to come up withsurprises.Everything began in 1988, in BresciaItaly, with the Scuderia Italia, foundedby Giuseppe Lucchini, who worked inthe steel industry and had a passionfor cars with some experience as acompetitive driver: all for Dallaraexcept the Ford Cosworth engines.After the Brazil debut in a DallaraF3000 car that was adapted to F1regulations (which was possible at thattime), Alex Caffi achieved encouragingresults, considering that it was a newteam and a new car for him. Thesecond year was even more impressive.Caffi’s Dallara was in second place inthe US Grand Prix at Phoenix,unfortunately after an attempt atlapping his own team mate, Andrea DeCesaris who stared in sixteenth, the twoDallaras were forced to retire. The twodrivers redeemed themselves however:in Monaco, where Caffi finished fourth;and Montreal, where De Cesaris tookan incredible third place and put asmall team on the podium, a trulyexciting result! Unfortunately it is wasnot repeated in 1990. De Cesaris,Emanuele Pirro and (in reserve) GianniMorbidelli did not achieve the desiredresults and the team had to face thedreaded pre-qualifying in 1991. For thenew season with the Ford-Cosworth(Judd 10 cylinder) engines, Pirro joinedthe Fin JJ Lehto, who finished in thirdposition at the San Marino GP. 1992The Scuderia Italia’s Dallara 191driven in 1991 by J.J Lehto.1992 was the last F.1 season for Dallara10

EAR HISTORYThe Scuderia Italia’sDallara 188 drivenBy Alex Caffi in 198811

FORMULA 1F.1 DALLARA:A TWENTY-TWO YEAR HISTORYsaw a move to a Ferrari engine andwould be the final year for the ScuderiaItalia’s Dallara.It seemed like it was over, but theopportunity returned. In 1999 Hondaknocked on Dallara’s door to ask themto make a car torejoin the great F1competition, afterexiting way back in1968. It wassupposed to be akind of exercise instyle, a prototype,waiting for a HondaCentre in England totake care ofdevelopment.Designed togetherwith the Britishengineer HarveyPostlethwaite, whohad previouslyworked for Ferrariand Tyrell; the carwas subjected tolong testing sessionsboth at Suzuka andJerez, and the Dutchdriver JosVerstappenachieved amazingtimes with theItalian-Japanesesingleseater.Postlethwaite’ssudden death froma heart attack and Honda’s decision notto devote themselves to their own team,but to support the BAR team with theirengines, put an end to the project.The F1 project did not even take off in2005 when the Midland owner, Russian-Canadian businessman Alez Shnaiderasked, through his director Colin Kolles,for a Dallara singleseater. Later however,Schnaier took over Jordan and underpressure from the English team’stechnical personnel, he decided to stopthe collaboration with Dallara. Afterthat, the Parma business worked solelyEmanuele Pirroin the cockpitof the ScuderiaItalia’s Dallara 190in 1990on the development of certainaerodynamic details.And it continued like this until recently,when between 2009 and 2010, Dallara’sreal second adventure in Formula onebegan. Not an easy route, but one takenwith the Varano factory’s usual passionand professionalism. There have been12

Right, the Honda 199 prototypedesigned for the japanese factoryin cooperation with Harvey Postlethwaitemany obstacles: firstly, there was thebudget cup which attracted new teamsto enter F1, but then failed tomaterialize; then the financial mishapsof the Campos-Meta team, which in lessthan a month changed owner andbecame Hispania Racing Team, managedby Colin Kolles. Then the debut inBahrein, where the first GP of the seasonwas transformed into a shakedown forthe Dallara chassis.In the Engineer’s wordsMontanari: "The F1 today? Ultra technological, but does it cost too much"Pignacca: "We need regulations to help the show"We spoke about Dallara’s F1 experience withthe director of production and engineer ItaloMontanari, who has been with them since thedays of Scuderia Italia.What is your assessment of Dallare in F1 inthese years?“With regards to the Honda and Midlandprojects, there was a block that did not comefrom us, but from the client. With reference tothe experience with Scuderia Italia on theother hand, I would say it was positive. Wewere one of the few small teams to finishseveral times in the points and to becompetitive”.How do you see F1 today?“It is not good for the small teams. It requires acrazy budget that only the big car companiescan afford. It is difficult to stay afloat for asmall team. Furthermore, at a technologicallevel, in the past the transfer of knowledgebetween track and industry benefited thesmaller teams who took a lot from theinnovations in F1. Now the F1 singleseater is aworld within itself, almost self-referential”.Does the technological evolution also bringmanagement problems?“Yes, I would say almost an exasperation thatmakes you look around at the others. There islittle time to experiment, optimze…”. EngineerLuca Pignacca, Dallara’s chief designer is onthe same wavelength; we asked him what thedifference was between today’s Dallara andthat of twenty years ago. “Compared to twentyyears ago, technology has moved forward inleaps and bounds. What is striking is thecomplexity of all the systems, especiallyelectronic and hydraulic. The Dallara BMS ofScuderia Italia was technologically at a muchlower level than today’s GP2”.Regarding GP2, how is it that in the othercategories the entertainment level and theovertaking chances are much highercompared to F1?“In GP2, for example, the cars are all thesame. Therefore more equilibrium is to beexpected. In F1 the budgets and the cars arevery different from team to team andtherefore the hierarchy of value shows thedisparity. There are more regulations, whichare not concerned with entertainment.Especially for aerodynamics, in F1 when onecar is behind another, overtaking is difficultbecause of the so called “stream”. Even if ithas not been scientifically proven, if the loadwas lower, they would be less sensitive to thestreams.Which are your best memories of Dallara inF1?“I have good memories of the experience withSchuderia Italia. We achieved good results,also getting some podium finishes. Many ofthe little and medium level teams of thatteams vanished, while Dallara is still hereafter twenty years, as stronger and reliiable asever”.Dallara and F1: a history that began in 1988,with fascination and incredible emotions andit is a partnership that should never bewritten off.13

STRUCTURAL ANALYSISAND SO SPEED IS “CONIN THE LAST 50 YEARS THE STUDY OF THE MATERIALS AND STRUCTURES OF RACE CARS HAS MADEGIANT STEPS FORWARD. TODAY, THE LEVEL OF THE DRIVER’S SAFETY IS VERY HIGH, BUT FORMECHANICS AND ENGINEERS THE PROBLEM OF FINDING SOLUTIONS FOR IMPROVING PERFORMANCEON THE TRACK REMAINS, TOGETHER WITH MAKING THE SOLUTIONS COST EFFECTIVE. AN ALMOSTIMPOSSIBLE SITUATION, WHICH HAS HOWEVER RESULTED IN THE COOPERATION BETWEEN THEFACTORY’S DIFFERENT DEPARTMENTS AND THE DEVELOPMENT OF NEW TECHNOLOGIESIn the Formula 1 of the sixties one ineight accidents carried seriousconsequences for the driver, sometimeseven death; today the figure is one infifty. Seeing Kubica coming out unscathedfrom the crash he had in Montreal 2007,gives a good idea of the safety levels incurrent cars. Nowadays, the car acts like aprotective cell around the driver, so muchso that almost every year the FIA modifiesthe rules, demanding that cars pass evermore stringent tests. Such rules are thenextended to the other categories so thatmore drivers are able to benefit.Each part that covers one of the driver’sessential organs is subject to tests: statictests that require a certain load for aspecific amount of time; other active testswhere the chassis is subjected to crashes atvarious speeds and directions. To get anidea of how difficult the tests are to pass,think that the roll bar is subjected to a loadof around 12 tonnes, whilst the forcerecorded in side impact is around 15tonnes. Being able to pass the tests isnecessary in order for a car to race, but forit to win it must also have othercharacteristics: it must be light and rigid;and if the category is a single brand it mustalso be “affordable”. It becomesimmediately obvious that these differentneeds overlap and contradict each other.How can the best configuration be puttogether, to satisfy all these requirements?That is the job of the department forStructural Analysis. In the last year we haveworked a lot, looking at solutions that maysatisfy the various requests. For example wecreated reinforcements for more tests thatalso would have the effect of improving therigidity. We have introduced unbalancedlaminates, so that we could improve therigidity and resistance, without affectingthe weight whilst being able to abandonthe ballistic type of (heavy and expensive)material to absorb energy.But how is it possible to predict thebehaviour of a structure in various complexforms made with materials that behavedifferently according to the direction of thefibre? The instrument that is used is finiteelements’ method of dividing complexgeometries into simple ones(squares and triangles) whosebehaviour mathematicalformulae are able toexplain.Over the last fewyears thecompany hascontinuallyinvested inthis14

TRUCTED”technology, firstly by increasing thenumber of dedicated staff, and thereforeby providing specialist programmes. Evermore complex problems can therefore bestudied, for example the collision of roadcars. There have also been collaborationswith other departments of the company,such as the attempt to define theCalculation Office’s target foroptimized rigidity with regards toperformance and the evermore precise introductionto the study of fatigue’smethodology. Thecollaborations betweencolleagues become evercloser, working togetheron materials, toward theideal performanceevaluation of newcomposites and with thenew aerodynamicsdepartment, inparticular CFD, for thedefinition of distortion instructures subjected toaerodynamic loads.Therefore, what is our work’s objective? Itis the same as everyone who works inDallara: to construct a faster and safercar.Andrea GiubelliniManager Structural Analysis15

WORLD SERIES BY RENAULTA quest for gloryHALF WAY THROUGH APRIL, THE CATEGORY THAT IS BEST AT PREPARING YOUNG TALENT FOR THE DIFFICULTIESOF F1 WILL BEGIN ITS SIXTH YEAR. IT INCLUDES A CAR, THE DALLARA T08, WITH POWER,TECHNICAL EVOLUTION AND SAFETY FEATURES THAT BRING IT VERY CLOSE TO ITS FORMULA ONE EQUIVALENTJean-Eric VergneJunior Red Bull driver’sPublished by Dallara Automobiliin cooperation with Inpagina srl (info@inpagina-bo.it)Last week’s group testing atAlcaniz brought the preseason2010 of WorldSeries by Renault to a close,and it is now just over twoweeks until one of the mostinteresting and competitivecontinental championships forthe singleseater begins. Theseries began in 2005 followinga discussion that began withthe World Series by Nissan in2002 and has continued to relyon the collaboration withDallara, a combination that hasmade the category, promotedby Renault, the ideal series forpreparing drivers for a carrierin Formula One. After theDallara T02 took to the track inthe three years between 2002and 2004, when the Nissanname was still being used, andthe T05 (2005-2007), this yearwill see the turn of the T08,development of which began in2008 and which has nowreached its third year inexistence. A car that cancomfortable draw nearer the F1car at a technological level,especially in terms ofaerodynamics and safety. TheDallara T08 is the same size asand F1 car, with Michelin tyres,and has passed the strictedcrash test set by the FIA. With500 horsepower at 8500 rpmdelivered by a Renault V6 3.5litre engine and kept groundedby the very efficientaerodynamics it is the idealtrial for driver wishing to getused to the performance of thetop categories. Amongst thedrivers that shined in the WorldSeries by Renault and moveddirectly to F1 are RobertKubica, Sebastian Vettel andJaime Alguersuari. Thechampionship will begin on the18th April on the MotorlandAragon circuit in Alcaniz, andwill continue with a furthernine dates, all in Europe:Belgium, Germany, France,Monoco, Hungary, CzechRepublic, Great Britain andSpain. The winner will be givena test with the Renault F1 team.16