EUROFORMULA OWNERS MANUAL-320-2023 - V - 230220 - Def - Compressed APROB
EUROFORMULA OWNERS MANUAL-320-2023 - V - 230220 - Def - Compressed APROB
F-320
Owner’s MANUAL
2023
08-03-2023
320 Owner’s Manual
10 Battery ........................................................................................................................... 63
“320.002 - OWNER’S MANUAL SUPER B LITHIUM IRON PHOSPHATE STARTER BATTERIES.pdf” ............................ 63
11 Fuel System ................................................................................................................... 63
“320.001 - USE AND MAINTENANCE MANUAL FOR M.E.RIN FLEXIBLE TANKS.pdf” .............................................. 63
12 Pedals ............................................................................................................................ 65
12.1 Pedals for KIT car ........................................................................................................... 68
12.2 Brake Balance Adjuster.................................................................................................... 69
12.3 Pedals’ adjustments ........................................................................................................ 69
13 Dampers ........................................................................................................................ 69
“320.004 - CALIBRATION CURVE FOR KONI 320 DAMPERS.pdf” ................................................................................... 69
14 Halo device .................................................................................................................... 70
15 Wheel Tethers Routing and covers ................................................................................ 71
15.1 Wheel Tethers Protection ................................................................................................ 72
16 Side Cones replacement ................................................................................................ 73
17 Other important aspects ............................................................................................... 76
17.1 Suspension .................................................................................................................... 76
17.2 Mirror ............................................................................................................................ 76
17.3 Brakes ........................................................................................................................... 76
17.4 Data acquisition.............................................................................................................. 76
17.5 Engine ........................................................................................................................... 77
17.6 Kinematic Chain ............................................................................................................. 77
17.7 Cooling .......................................................................................................................... 77
17.8 Ballast ........................................................................................................................... 78
17.9 Skid pad ........................................................................................................................ 79
17.10 Headrest and head protection.......................................................................................... 79
18 Annexes ........................................................................................................................ 80
0.1 Preface
• This document describes the DALLARA 320 main technical characteristics and settings as well as the
maintenance, repairing and operating procedures.
• The foundation of the 320-car development is the intention to give continuity to the concept of
the former 317 car and technically the DALLARA 320 is an upgrade from the existing DALLARA
317 car. The suspension, mechanical components, gearbox and general layout remain
unchanged.
• A solution has been chosen that allows effective cost reduction for customers who have
the current cars.
• The F-320 is the only one that is authorized to participate at the Euroformula Open, within the
configuration that is described in this manual.
• It is not authorized, unless any other stated, any modification of any of the parts that have been
delivered with the vehicle. Whatever non-authorized modification will immediately mean that the car
is not according to the technical regulations.
• For any doubt, enquiry or suggestion, please do not hesitate to contact with the Organizer and
Promoter of the Championship.
• All the spare parts orders that are necessary to properly entertain and maintain the vehicle, would be
done through the Organizer and Promoter of the Championship.
• The 320 project guidelines have pursued several objectives, among which Safety, weight
reduction and aerodynamic performance, have been specially considered, setting the 320
as a clear benchmark vehicle, in terms of dynamic capabilities and performances.
• The chassis passive safety has been raised to the latest FIA standards. The monocoque and crash
structures are FIA F1 2018 homologated.
• The design and all the manufacturing technologies choices have been oriented to the weight
optimization. The adopted solutions largely compensate the extra weight of the titanium halo, the
composite side-impact structures and other safety features necessary for the FIA F1 standards
0.2 Issues
0.3 Contacts
GT Sport Organización S. L.
Motor racing is not covered by warranty due to the intentional choice of drivers to race in a
dangerous environment.
In the "320 OWNER’S MANUAL" you will find the details of the terms and conditions for the
maintenance/replacement/refurbishment/dimensional and crack check of the car and its
components.
DALLARA guarantees that, under normal operating conditions, the car and its components delivered
are free from defects and imperfections in materials, construction and assembly, and they would not
show failure in structural components. This holds true if necessary maintenance and checks are
provided and if the car had no previous accidents.
Any modification or alteration of the car, or its components, could seriously compromise safety and
road holding and cause accidents, with potentially fatal risks for driver and third parties.
DALLARA is not responsible for any modification or alteration or incorrect repairs or any incorrect
use of any car's components being Dallara parts or parts made outside DALLARA factory.
The purchaser undertakes to carry out the scheduled maintenance of the car (as paragraph 4.2
"Components Milage"), in accordance with the indications and within km limits set out in this "320
OWNER’S MANUAL", differently the car could have serious safety problems and DALLARA shall not
be liable for relative damage.
This owner’s manual is part of the technical regulations so, although most of the settings, data and
information that is reported in it are intended as a guideline for the correct use of the car, all those
aspects that are clearly stated, will be mandatory for the Euroformula Open Championship.
Anyhow, in case of doubt, please do not hesitate to contact the Technical Commission of the
Championship by writing, before making any modification to any part, and / or adding or removing
any component.
Components Type/supplier
Front suspension Push-rod with twin dampers, anti-roll bar and third element
Rear suspension Push-rod with twin dampers, anti-roll bar and third element
Front Springs Torsion bars
Rear Springs Coil springs
Chassis Carbon sandwich with AL honeycomb, additional protection panels
Bodywork Carbon micro-sandwich
Gearbox Gears and differential Hewland longitudinal six ratios plus reverse gear
Fuel cell M.E.RIN S.r.l. – FT5/99
Extinguisher system OMP Cefal 3 (remote activation led) or 2019 version without remote activation led.
Coolers/Exchanger Dallara
Brake system BREMBO Calipers and master cylinders – BREMBO disc & pads
Battery Super B SB12V15P-EC (Recommended).
Seat belt Sparco
An overview of the safety equipment of the new 320 car is reported below.
1.6 Monocoque
Several tests have been performed on the monocoque according to the FIA procedures. An overview
of the main tests with the applied loads are reported in the following images.
Particular care should be taken in case of damaging of the panel. In case of doubt Dallara is
available to provide support to evaluate the damaging and the possible repairing approach.
The side crash structures are bonded to the monocoque, in case of extensive damaging the
structure should be replaced. Procedure of side structure replacing can be find on the chapter
6 of this document.
Once the sacrificial keel will be damaged, it should be replaced to provide again protection
to the edge of the monocoque and the surrounding area. It has been developed to absorb
energy and once its function is performed, it cannot be repaired providing for a second time
the original safety performance.
1.12 Halo
The 320 car has been designed to accommodate the halo device. The involved fixing devices follow
to the FIA specifications and required design (including pins and bolts). No modification to such
structures or devices are allowed.
In case of accident which involve the Halo, all the fixing bolts and pins must be replaced.
The front bracket should be checked carefully and if any deformation or damaging is detected
it must be replaced. Guidelines about the Halo safety evaluation after an accident are
provided by FIA and can be found in the appendix to this document.
Only the use of safety belt that are approved following the 8853/2016 regulation is allowed.
Always check that the fire extinguisher is armed when the car is on by checking the led light
on the dashboard.
The cable connected to the external extinguisher switch (D) is designed also to disengage
the master switch. When assembling it pay attention that pulling the cable is possible to
disengage completely the master switch before reaching the end of the stroke of the
extinguisher switch.
Wishbones 4000km Dye penetrant inspection 20000km 8000km COP lower wishbone
Pushroads 4000km Dye penetrant inspection 20000km
Anti Roll Bars 4000km Dye penetrant inspection 16000km
Torsion bar 2000km Visual 32000km
Rockers 4000km Dye penetrant inspection 20000km
Suspension ball joints Every event Visual -
Suspension studs Every event Visual -
Hubs 4000km Dye penetrant inspection 32000km
Uprights 4000km Dye penetrant inspection 15000km
Ackerman Brackets 4000km Dye penetrant inspection 20000km Change after every crash
Wheel bearing 4000km Visual 10000km
The limit mileage reported above are meant as the maximum kilometers allowable in case
of a normal operation of the car, with no contacts, no unexpected maneuvers (example
hard jump on kerbs, run on grass) and no damaging due to any unexpected condition (exposure
to high temperature or humidity, damaging while handling the parts, …).
The inspection mileage are meant as the maximum travelled kilometers which require a mandatory
and accurate inspection of the parts.
Visual inspection of all the main parts should be done in any case after every event.
After every accident, even of minor entity, every structural part of the car must be inspected with
extreme care. Particular care should be place on:
d) Wishbones, Toe links, Track rods and Pushrods
e) Uprights
f) Suspension brackets, steering arms and rockers
g) Anti roll bars and anti roll bar adjustable blades, and torsion springs
h) Brake disc bells
i) Monocoque (suspensions pick up points, engine pick up points, …)
2 Bodywork
• Unless other thing specifically stated, no modification of the initially supplied parts is authorized
• For the time being, no modification of the body panels’ mountings is accepted.
• No tape is allowed to cover the junctions between bodywork panels
• It is allowed to fit an aerodynamic shroud between the engine cover & the airbox, but it has to
be previously accepted by the Technical Commission, and cannot be changed / modified through
the season.
• Airbox Shroud: Although it is still strongly recommended to use one engine builder’s previously
approved layout, in case the team wants to define their own design, it should be previously
approved by the Technical Comission and, once fixed, it would be frozen.
• Antenna mounting hole: It is allowed to perform an antenna mounting hole in the front access
panel.
• Data downloading connector: It is allowed to make a data downloading connector access hole
in the engine cover.
• For Spiess engine equipped vehicles, 2020.06.16-Bulletin.320.005 – Spiess Engine Cover
additional installation must be followed.
• Dallara bulletin 320 - Technical Bulletin 006 - Rear Diffuser must be considered when trimming
the underfloor.
• Any part of the bodywork that is facing the ground, may deflect NO more than 5mm vertically
when a load of 20kg is applied vertically at both sides of the chassis, at the outermost points
directly in front of the rear wheels. The load will be simultaneously applied on both sides of the
car in downward direction. During the test the car must stay on the skid block and the deflection
is measured on both sides of the car.
To further help keeping the fairing in position, some pieces (example 20x10mm) of double tape (0.5
to 1mm thick) can be used as first step. In any case tape film along the border should be anyway
used.
It is ALLOWED to paint the Halo and to stick logos, publicity, name of the team, etc, provided that
Dallara’s instructions are strictly followed (2020.02.10-Bulletin.320.002-Halo.Painting).
33
3 Setup
Pushrod Adjuster
+1 barrel turn [mm] 2,12 2,33
3/8"-24 UNF (LH)
Thread size 2x 5/8"-24 UNEF
1/2’’-20 UNF
Ride height change [mm] 5,974 6.082
Camber change [deg] 0,090 0,188
Toe Adjuster (per Wheel)
+1 barrel turn [mm] 1,06 2,33
3/8"-24 UNF (LH)
Thread size 5/16"-24UNEF
1/2’’-20 UNF
Toe change [deg] 0,613 -0,316
Camber shim +1mm
Camber change [deg] 0,434 0,388
Toe change [deg] -0,063 -0,201
Caster Adjuster
+1 barrel turn [mm] 1,06 1,27
Thread size 5/16"-24UNF 1/2"-20UNF
Castor change [deg] 0,516 -0,780
Ride height change [mm] -0,885 -1,550
Camber change [deg] -0,169 +0,025
Toe change [deg] 0,040 -0,029
Wheel/Damper Ratio
Ratio [mm/mm] 1,447 1,289
Wheel/Spring Ratio
Ratio [mm/deg] 1,699 -
Ratio [mm/mm] - 1,289
Wheel/Heave Ratio
Assuming a parallel wheel travel [mm/mm] 1,045 To see ARB table
Wheel/Drop Link Ratio
Assuming an opposite wheel travel [mm/mm] To see ARB table To see ARB table
Roll Centre height
From ground @ design ride height [mm] 9.4 To see rear geom. adj.
∆ C ambe r
@10mm BUMP [deg] 0.15 To see rear geom. adj.
Design ride height
From ground to Z-0 ref plane [mm] 25 39.5
From ground to skid bottom [mm] 20 34.5
In order to secure the integrity of the assembly, distance A of lower wishbone rod end must be less
than a certain value:
AFR < 27 mm
ARR < 27 mm
Front Pushrod:
Although the front pushrod is carried over from F312, the nuts and adjuster have been modified to
meet the adjustment range. Front pushrod holes must not be used to check the turn-buckle position.
Please always refer to the dimension reported below:
BFR < 29 mm
Rear pushrods:
3.1.3 Toe
Front and Rear toe can be changed by lengthened/shorten toe link arm. When the toe link arm is
lengthened.
In order to secure the integrity of the assembly, the adjustment shaft must always protrude less
than “CFR” reported below:
CFR < 14 mm
Although the front toe link is carried over from F312, the spherical end has been modified
to meet the new front suspension layout. Only the use of the updated part is allowed.
3.1.4 Camber
Spacer to adjust camber are available in the following thickness:
In order to secure the integrity of the assembly, the recommended maximum camber shims’
thickness are:
Front: 9 mm
Rear: 16 mm
When the car is flat (front and rear ride height are identical) and the front upright inclination is
6.77° [APPARENT CASTER] the effective caster angle is 16.03° [BUILT-IN CASTER].
With different front to rear ride heights, caster 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
2866 mm) the pitch angle is 0.4° and caster angles (both apparent and total) are reduced.
When the car is flat ( front and rear ride height are identical ) and the front upright inclination is
23° [APPARENT CASTER] the effective caster angle is 17.14° [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
2866 mm) the pitch angle is 0.4° and caster angles (both apparent and total) are reduced.
The front suspension jacking effect with steering can be tuned by bolting the pushrod on the upright
on the 4x different positions listed here below:
P-0 (std) and P-2 → achieved by fitting the pushrod bracket with the etched arrow aligned with the
car’s travel direction.
P+1 and P-1 → achieved by fitting the pushrod bracket with the etched arrow opposite to the car’s
travel direction.
Table below compares the different options described above respect to the rack travel. All these
values are referred to the design configuration with the front ride height at 25mm from reference
plane.
-40,0 13,3 3,70 33,6 7,52 34,9 11,40 36,2 15,34 37,5
-36,0 13,8 3,17 32,0 6,66 33,4 10,20 34,7 13,79 36,1
-32,0 13,0 2,67 30,6 5,82 32,0 9,01 33,4 12,25 34,8
-28,0 11,9 2,22 29,4 5,01 30,8 7,85 32,2 10,71 33,6
inner wheel
-24,0 11,6 1,80 28,3 4,23 29,7 6,69 31,1 9,18 32,5
-20,0 12,3 1,41 27,3 3,46 28,7 5,55 30,1 7,65 31,6
-16,0 13,5 1,06 26,5 2,72 27,9 4,41 29,3 6,12 30,7
-12,0 14,1 0,74 25,7 2,01 27,1 3,29 28,5 4,59 30,0
-8,0 13,3 0,45 25,1 1,31 26,5 2,18 27,9 3,06 29,3
-4,0 12,1 0,21 24,5 0,65 25,9 1,08 27,3 1,53 28,7
0,0 11,5 0,00 24,2 0,00 25,5 0,00 26,9 0,00 28,3
4,0 12,0 -0,17 24,5 -0,62 25,9 -1,07 27,3 -1,52 28,7
8,0 13,0 -0,29 25,1 -1,20 26,5 -2,12 27,9 -3,04 29,3
12,0 13,6 -0,36 25,7 -1,75 27,1 -3,15 28,5 -4,55 30,0
16,0 12,9 -0,38 26,5 -2,26 27,9 -4,15 29,3 -6,05 30,7
outer wheel
20,0 11,5 -0,33 27,3 -2,72 28,7 -5,12 30,1 -7,52 31,6
24,0 10,8 -0,20 28,3 -3,12 29,7 -6,04 31,1 -8,97 32,5
28,0 10,9 0,02 29,4 -3,45 30,8 -6,91 32,2 -10,38 33,6
32,0 11,7 0,34 30,6 -3,69 32,0 -7,71 33,4 -11,74 34,8
36,0 12,1 0,80 32,0 -3,82 33,4 -8,42 34,7 -13,02 36,1
40,0 11,4 1,43 33,6 -3,80 34,9 -9,01 36,2 -14,21 37,5
Please note that on the 320 the rack travel is limited to 30 mm.
When changed one step towards higher roll center configuration the push-rod length has to be
shortened by 1/12 register turns to put the car back at the same front ride height.
When adjusting the roll center height also camber gain ratio varies a little.
Changing the fixing points position move the suspension points as follow:
n) Position C is fixed
A3/B1
Rear roll centre height in A2-B2-C1-D2-E1-F1 (STD configuration) is 63,40mm from ground at an
effective static rear ride height of 39.5 mm (measured from ground to reference plane).
Antilift and Antisquat are calculated considering a center of gravity height at 295mm from the car
reference plane.
Camber Gain
Roll centre height from ground
CONFIGURATION @10mm From Antisquat Antilift
@39.5mm ride height
Design Config.
WHEEL
G-BOX SIDE [mm] [°] [%] [%]
SIDE
A2-B2-C1-D2-E1 F1
63.4 -0.31 46.2 6.1
STANDARD CONFIGURATION
62,3
A2-B3-C1-D1-E1 F1 -0.34 66.0 63.9
Shorten 0.5 turns caster adjust joint
44.2
A1-B2-C1-D1-E1 F2 -0.27 66.0 63.9
Shorten 0.5 turns caster adjust joint
70.3
A2-B3-C1-D2-E1 F1 -0.35 35.8 20.3
Shorten 0.5 turns caster adjust joint
51.6
A1-B2-C1-D2-E1 F2 -0.27 35.8 20.3
Shorten 0.5 turns caster adjust joint
58.7
A1-B3-C1-D2-E1 F2 -0.31 25.5 34.5
Shorten 1.5 turns caster adjust joint
75.0
A3-B2-C1-D2-E1 F1 -0.36 56.6 -8.1
Lengthen 1.0 turns caster adjust joint
56.4
A2-B1-C1-D2-E1 F1 -0,27 56.6 -8.1
Lengthen 0.5 turns caster adjust joint
77.1
A3-B2-C1-D1-E2 F1 -0,34 86.7 35.4
Lengthen 1.0 turns caster adjust joint
77.1
A2-B4-C1-D2-E1 F1 -0,38 25.5 34.5
Shorten 1.5 turns caster adjust joint
58.7
A1-B3-C1-D2-E1 F1 -0,30 25.5 34.5
Shorten 1.5 turns caster adjust joint
94.8
A3-B5-C1-D2-E1 F1 -0,47 25.5 34.5
Shorten 1.5 turns caster adjust joint
65.6
A1-B4-C1-D2-E1 F1 -0,33 15.1 48.7
Shorten 2.5 turns caster adjust joint
83.7
A2-B5-C1-D2-E1 F1 -0,42 15.1 48.7
Shorten 2.0 turns caster adjust joint
Ø30mm 3mm thick body Ø18mm solid body Ø15mm solid body
Ø30mm 3mm thick body Ø18mm solid body Ø15mm solid body
Ø30mm 3mm thick body Ø18mm solid body Ø15mm solid body
u) T-shaped
Here below the coordinates of the significant points used in the calculation for each configuration:
U-shaped, Long blades 213,500 0,000 317,390 213,500 35,000 317,390 43,793 35,000 367,362
U-shaped, Medium blades 173,500 0,000 317,390 173,500 35,000 317,390 43,793 35,000 367,362
U-shaped, Short blades 115,500 0,000 335,390 115,500 35,000 335,390 43,793 35,000 367,362
T-shaped, Wide fixing 173,500 0,000 317,390 173,500 35,000 317,390 41,190 37,000 360,000
T-shaped, Narrow fixing 173,500 0,000 317,390 173,500 35,000 317,390 41,190 27,000 360,000
Below the corresponding motion ratio at an effective static rear ride height of 25 mm (measured
from ground to reference plane):
Anti-Roll bar
Motion Ratio
configuration
Table below shows front anti-roll bar stiffness value at ground calculated using the anti-symmetric
model. Respect to the standard model used in the past for calculating the component stiffness, this
method gives more precise values but the value obtained using anti-symmetric model is the double
of the standard component stiffness.
Please consider that all the values are calculated not considering the stiffness of the chassis
and the compliance of the joints between mechanical elements.
The digits reported represent the blade positions: 1=full soft → 5=full hard
Long blades, Ø15 solid 7,3 7,7 8,8 10,4 11,4 8,2 9,5 11,4 12,5 11,4 14,2 16 18,8 22 25,7
Long blades, Ø18 solid 7,9 8,3 9,7 11,6 12,8 8,9 10,5 12,8 14,3 12,8 16,5 19 23,1 28,2 34,6
Long blades, Ø30x3 8,4 8,8 10,4 12,7 14,1 9,5 11,3 14,1 15,9 14,1 18,8 22 27,7 35,2 46
Medium blades, Ø15 solid 27,7 28,7 31,7 35,6 37,7 30 33,3 37,7 40 37,7 43,2 46,4 50,5 54,8 58,8
Medium blades, Ø18 solid 33,4 34,8 39,3 45,5 49 36,8 41,9 49 53 49 58,7 64,6 73 82,4 91,9
Medium blades, Ø30x3 39,1 41,1 47,6 56,9 62,5 43,9 51,4 62,5 69,1 62,5 79,3 90,3 108 129 155
Short blades, Ø15 solid 131 134 142 152 157 138 147 157 163 157 170 176 184 192 198
Short blades, Ø18 solid 175 180 196 216 226 187 205 226 238 226 253 268 286 304 321
Short blades, Ø30x3 232 241 270 309 331 254 287 331 356 331 391 427 476 529 582
The angle value is measured from the full soft position (0 deg) with the positive direction as shown
in the picture below. It is possible to rotate the blade in both directions by switching it upside-down.
T-bar, Wide Fixing 415 329 250 211 208 240 311 403 415
T-bar, Narrow Fixing 765 780 608 458 389 385 445 588 765
Here attached a diagram showing all the possible configurations for the front anti-roll bar:
FRONT ARB
The digits reported represent the droplink positions: 1=full soft → 7=full hard
Two positions are available on the rocker side fixing in order to allow additional tuning options.
Here below the coordinates of the significant points used in the calculation for each configuration:
Below the corresponding motion ratio at an effective static rear ride height of 39.5 mm (measured
from ground to reference plane) and in the standard layout of the wishbones fixing to the gearbox
(A2-B2-C1-D2-E1-F1).
Table below shows front anti-roll bar stiffness value at ground calculated using the anti-symmetric
model. Respect to the standard model used in the past for calculating the component stiffness, this
method gives more precise values but the value obtained using anti-symmetric model is the double
of the standard component stiffness.
Please consider that all the values are calculated not considering the stiffness of the
chassis and the compliance of the joints between mechanical elements.
Here attached a diagram showing all the possible configurations for the rear anti-roll bar:
REAR ARB
Ø25x2mm, Narrow
Ø25x2mm, Wide
w) Place the hub into jig F31220B008, place the upright on top of the hub driving its position by
using the jigs F31222B005-006 as shown in the picture below. Move the hub in position by
pressing on the jig F31220B005: this will introduce the hub into the upright through a guided
movement.
x) Keeping the assembly in position using F31220B008+B007(x3) tighten the bearing nut at
800Nm using a socket wrench 65mm.
y) Secure the bearing nut in position mounting the locking plate with 3x M4 screw. The bolts
must be mounted (after a proper degreasing with Acetone) with Loctite 638 (high
temperature). The torque applied to each bolt should be 1Nm. Spring washer should be used.
a) Remove the hub from the upright doing the opposite of the previous procedure. Doing this
warm the upright up to 60-70°C and keep it warm while pressing or knocking off the hub
from the upright. In case of knocking an aluminium jig is recommended. The outboard inner
track of the bearing should remain on the hub.
b) Press off the inner track of the bearing from the hub the proper jig assembly
(F31220B009+3xFCOM1465).
aa) Place the upright onto jig F31220C004 with the spacer F31220C002, against the bearing
previously mounted. Insert the bearing preload spacer and using the jig F31220C003 with
the spacer F31220C002 press the second bearing into the upright.
bb) Place the hub into jig F31220B008, place the upright on top of the hub driving its position by
using the jigs F31222C005-006 as shown in the picture below. Move the hub in position by
pressing on the jig F31220C005: this will introduce the hub into the upright through a guided
movement.
cc) Keeping the assembly in position using F31220B008+B007(x3) tighten the bearing nut at
650Nm using the proper jig (F31220C008).
dd) Secure the bearing nut in position mounting the locking plate with 3x M4 screw. The bolts
must be mounted (after a proper degreasing with Acetone) with Loctite 638 (high
temperature). The torque applied to each bolt should be 1Nm. Spring washer should be used.
a) Remove the hub from the upright doing the opposite of the previous procedure. Doing this
warm the upright up to 60-70°C and keep it warm while pressing or knocking off the hub
from the upright. In case of knocking an aluminium jig is recommended. The outboard inner
track of the bearing should remain on the hub.
b) Press off the inner track of the bearing from the hub the proper jig assembly
(F31220C009+3xFCOM1466).
The uprights can be serviced by checking and adjusting the bearing spacers. In case an upright need
to replace the bearing spacer, this must be dimensioned accordingly with the dimension in between
the two bearing resting wall of the upright, measure “A” on the pics here below:
The replacement bearing spacers are delivered slightly oversized, in order to be grinded off up to
the proper width
The nominal tightening torque prescribed for aluminum nuts is 50-55 Kgm.
In order not to compromise the functionality of the wheel assembly, please never exceed the
maximum allowed nut (both steel and aluminum ones) tightening torque (80kgm).
Please take care of the tightening torque applied through the pit stop air gun. Always double check
that the torque applied is corresponding to the desiderated value.
The axial load on the wheel assembly is the results of the torque applied on the nut.
The torque and the consequent axial load is strongly influenced by the status of the coupling surfaces
and in particular by the friction and the lubrication between the nut and rim surfaces. For this reason
only nuts and rims in good state should be used. Please always check after every session the status
of the nut and the rims. The coupling surfaces must be worn homogeneously especially in the area
of the bigger diameter of the cone. No deep imprinting or lines, dents or other lack of material are
permitted as they can jeopardize the torque force resulting in a dangerous wheel fixing. A good and
smooth contact between wheel and nuts shall be always present.
In case the optional wheel nut retainer is mounted the functionality of the locking pins which prevent
the wheel to be detached should be checked after every session. The locking pins should come out
freely when pushed and released.
The locking pins shouldn’t be worn, the original shape should be kept and the height with respect
to the hub surface should be checked after every session.
Nominal overhang is 3.3mm, a minimum of 2.5mm is permitted.
Axial tolerance: during regular maintenance you might find the rocker is axially too tight or too loose.
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, replace the calibrated shim with a thinner one.
Typically, to prevent the rocker from being too tight, the spacer should be close to 0.90 mm thick.
If the spacer is too thin, the rocker assembly has too much play, if the spacer is too thick the rocker
assembly is locked.
Calibrated shims from 0.77 to 1.00mm thick are available on the Dallara Spare Parts List
(39745029_A, 39745029_B, …, 39745029_Z, 39745029_AA, …, 39745029_AC).
In case the proper thickness value is outside the indicated tolerance, notify immediately to Dallara.
When found the proper thickness, perform a definitive installation with the prescribed tightening
torque and Loctite.
The rocker pivot is forced with interference into its housing.
During maintenance, do not swap the rockers left to right.
a) Unscrew the M10 nut on top and take the cap, washers, radial needle bearings and the rocker
off. Unscrew nut D by a tubular spanner.
b) Assemble the extractor tooling as shown below around the rocker pivot.
c) Take off the rocker pivot tightening the top screw of the tooling.
d) Remove stud B with the proper tool. As the stud has been tightened with Loctite warm it
with a heat gun up to 140°C. Be careful when trying to take the stud off from the gearbox
in order to not damage the casing.
In order to overcome the consequence of tolerances in design and/or production, that could result
in a not perfectly straight or correct angle of the front wing main plane, it is allowed the use of
calibrated spacers between the front wing main plane and the front wing hangers, of a maximum
thickness of 0,6 mm.
In order to avoid the use of such spacers with the intent to lower the front wing, instead of merely
correcting its position, the spacers could be used in a maximum of 3 (three) of the 4 (four) fitting
points (studs).
Therefore, the allowance of none, one, two or three calibrated spacers, on maximum 3 of the fitting
studs, will always be sufficient to have a correct front wing main plane position and angle. The
thickness of any of these ‘adjusting’ spacers should be maximum 0.6 mm.
5 Steering
5.1 Longitudinal adjustment
The longitudinal position of the steering wheel is limited by FIA regulation with relation to the halo
position. According to the FIA F1-2018 Regulation the steering wheel must be positioned so as it
intersects the helmet free volume at all angular positions. For 320 this means that the steering wheel
must intersect a plane 690mm far from the back face of the chassis cockpit opening.
The steering line length could be adjusted only by shortening the highlighted part. Max shortening
allowed is 50mm from the brand-new component.
In case of shortening the steering column please attentively respect the dimension written below.
In particular distance between the steering line adjustable tube and the sphere of the steering line
support is important for guarantee the correct collapsible performance of the steering line.
To adjust the steering wheel height is possible to add or remove shims (washers or bespoke spacers)
between steering column support and the chassis.
The STD position is 2.0mm distance, the height variation of the steering wheel for every 1mm shim
is 1.4mm
In case of play between idle gear and rack, the backlash can be adjusted by setting the optimal
position of the lower plunger cap.
In case of play between pinion and idle gear, the preferable way for doing the adjustment is through
the pinion mounting eccentric bush. To do this operation the steering housing cap doesn’t need to
be removed, untighten the bush-locking top screw is enough to rotate the eccentric bush.
Once the backlash adjustment is done by rotating the eccentric bush tighten the bush-locking screw.
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In case of shortening the carried-over steering column please attentively respect the dimension
written below.
The longitudinal limit of the steering wheel position written in the longitudinal
adjustment chapter is mandatory also for the KIT steering line with carry-over
parts. If c.o.p. doesn’t reach the minimum length they must be replaced.
Documentation concerning the gearbox Hewland F3B-200 can be found in the APPENDIX attached
to this document:
“320.003 - INSTRUCTIONS AND PARTS LIST FOR EUROFORMULA OPEN HEWLAND F3B GEARBOX.pdf”
It is authorized to polish the gear ratios (provided that the total mass of the parts keeps unaltered).
6.3 Clutch
Just the following clutches would be authorized:
7 Oil System
Engine oil tank is positioned in the gearbox casing, in front of the differential housing.
Typical level of engine oil while the engine is running could be measured as shown in the drawing:
measuring 130mm from the top cap hole means that the tank contains 5.0 liters.
Engine oil level should always be according to the instructions of the engine supplier.
8 Leg Padding
In order to minimize the risk of legs injury during an accident, padding has to be fitted in the driver’s
legs area inside the chassis.
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According to the FIA F1 2018 regulations the leg padding must cover up to 100mm behind the face
of the rearmost pedal when in the inoperative position.
Leg padding is provided at maximum length to all cars but teams could shorten it when adjusting
the pedals position.
Dallara suggest to keep the most forward fixing point on both clutch and throttle sides up to pedal
position -75mm (in the picture below the -50mm position as example). When using pedal position
from -100mm to -175mm the leg padding foremost fixing should not be needed anymore and could
be cut.
If, after having already cut the padding, pedals have to be moved in forward direction
the padding doesn’t reach the minimum length and it must be replaced.
9 Heat Shields
In order to protect bodywork and chassis from heat related issue, parts are delivered with heat
protection layers as shown in the picture below.
Chassis is protected on the rear surface facing the engine and on its sides where facing the exhaust.
Sidepods, engine cover and underwing are also protected where they could be close to the exhaust.
All the heat shields are symmetrical respect to the car centerline as different engines could have the
exhaust on opposite sides.
In case of need teams could improve the heat protection.
In some case, especially when exhaust exit is flushed with the sidepods surface, additional heat
protection could be necessary on the external surface of the bodywork in order to shield the area
directly blown by the exhaust gasses.
I3n case of damaging of the heat protection layers teams must fix it or replace it.
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10 Battery
Documentation concerning the recommended battery (Super B) can be found in the APPENDIX
attached to this document:
In order to not over-load the alternator battery must be charged before use.
11 Fuel System
Documentation concerning the bladder can be found in the APPENDIX attached to this document:
Fuel Cell contains a maximum of approximately 46 liters (including the collector filled). The fuel
system for the 320 uses a flexible FT5/99 specification bladder.
The bladder is installed through an access hole in the rear face of the chassis. Before installing the
bladder, make sure that the cavity in the monocoque is clean and free of sharp edges. It is
recommended to add thin adhesive foam on the faces of the fuel cell cavity.
In order to avoid un-desired severe working condition a new vent valve has been provided by Dallara
and must replace the old one-way valve on the F312 carry over fuel systems.
Notice that the vent flange must be mounted in the correct way. The right orientation is laser-etched
on the body of the valve itself and is shown in the picture below.
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Please consider that despite this updated vent valve, temperature and pressure conditions
inside the fuel bladder could be severe. In particular working conditions, due to the polymeric
nature of the safety fuel cell bladders, fuel permeation, or diffusion may occur.
Moreover, some small blister could appear temporary on the external surface of the bladder:
don’t prick it or it will damage the external coating of the fuel cell.
Do not leave fuel in the bladder for long time, dry the fuel out at the end of every
event/session.
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12 Pedals
Pedals are mounted on a support which can be placed in 8 different positions. The foremost position
is the standard one, and can be adjusted all the way from 0 to 175mm rearward by steps of 25mm.
Each position needs a proper pushrod for brake and clutch pump. Moreover, throttle and clutch
pedal-stop for rearmost positions (from -125mm to -175mm) could need to be replaced with the
optional version. Pushrods and pedal-stops are available in the Dallara Spare Parts List.
Here below some example of different configuration suggested.
Optimal configuration is subjected to many factors as type of throttle cable end, stroke
required by the engine and pedal angle desired by the driver. The positions below are the
suggested ones but every case must be evaluated in detail. Whenever pedals position is
changed, teams must check for any clash and that nothing interferes with the cable sliding.
-25mm Position:
-50mm Position:
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-75mm Position:
-100mm Position:
-125mm Position: depending on the type of throttle cable used and on desired ratio of the
throttle pedal both options below could be adopted
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-150mm Position:
-175mm Position:
In case throttle ratio needs to be tuned specific optional brackets are available:
In the picture below dimension for calculating the throttle ratio available.
If 32035067 is used so the optional throttle pedal stop (32035038RH) must be mounted in
order to avoid clashes between throttle pedal and the body of the pedal stop.
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In some case the edge welded on the pedal could clash into the brackets above. In order
to avoid any clashes to use washers as spacer between the pedal and the bracket is
allowed as shown in the picture below.
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In order to guarantee the best performance of this system, particular attention must be paid on the
routing of the oil lines: try to keep the pipes as aligned as possible to the axis of the respectively
pump in order to not introduce un-desired forces which could affect the brake balance.
This system is designed to allow a regulation of about ±10% of balance from the centered position;
in case this is not enough it is allowed to use pump with different diameters on front and rear brake
lines. Four different interchangeable pumps are available on the Dallara Spare Part List and their
combination allow to tune the centered position value of balance from 50% to 61.7%. The table
below shows the centered position value of the front brake balance in the different configurations:
13 Dampers
Documentation concerning the KONI dampers can be found in the APPENDIX attached to this
document:
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14 Halo device
The secondary roll structure (i.e. the Halo) must be secured on the chassis with Dallara homologated
fasteners only (including nuts); the use of any other type of fasteners is forbidden.
The halo fasteners should be mounted with the reported tightening torque:
1 -
2 52 Nm
3 52 Nm
4 65 Nm
5 28 Nm
6 28 Nm
Always use copper grease when mounting the halo fasteners. The front Halo bolts must be installed
with the washers and nuts provided by Dallara as shown below.
Additional notes:
It is not permitted to grind or modify the Halo structure to improve its aspect
Painting the Halo is permitted, although the label with the homologation number must not
covered
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33
Front wheel
Rear wheel
The use of all eight cables is mandatory. When required from design, the wheel restraint cables
MUST always be assembled with the bobbins on the end loops.
The wheel tether cable should be replaced in case the cable has been damaged, i.e. the braid,
tape or mold have been damaged exposing the fibre, the cable or cover has been cut, the cable
has been over-tensioned (cables are not designed to be exposed to any load prior to an accident)
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The front wheel wishbone covers should be mounted with the following orientation:
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1. Cut the remaining part of the cone at the base, as much close as possible to the monocoque
surface
2. Remove the remaining cone carbon material inside the monocoque pocket by using a rotary
tool. The monocoque is protected by an aluminum cup, the carbon material can be removed
until reaching the aluminum. This operation is quite long and it require good tools with proper
rotating speed.
It is possible also to heat the material to soften the glue (maximum allowed temperature is
110°C) and remove the cone by a cutting tool, but this operation has been more difficult
than proceeding like described above according to Dallara experience and tryouts.
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3. Be sure to remove all the carbon material especially in the edge between the side and the
bottom of the cone cup.
4. Check the fitting of the cone without glue. Be sure that the cone is touching on the bottom
of the cone cup. Check the alignment by measuring the distance from the cone to the floor
of the monocoque.
5. Prepare both the surfaces (cone and aluminum cup) for bonding (grind the surfaces to make
them rough, clean with acetone)
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7. Make the glue became harder at room temperature for 24h. If time is not enough the surfaces
can be heated by using a gun heater at roughly 80°C, in this case the harden process will
last 1h.
The repairing process has been simulated by Dallara, and during these tryouts the timing needed to
replace the side cone is about one hour of man work, plus the time to cure the glue.
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17.1 Suspension
• Suspension third elements (both front and rear), are strictly forbidden.
• It is allowed to use conventional bump-stops on shock absorbers’ axle.
17.2 Mirror
• Provided that the modification is only made with the purpose of improving the view from
the drivers position when looking rearwards, it is authorized to extend the mirror support,
vertically upwards, of one side of the vehicle, up to a maximum of 100 mm.
• Only the parts supplied from Dallara, with no modifications, are authorized as
mirror stems.
17.3 Brakes
• Neither front nor rear brake ducts are authorized.
• Just Brembo (Refs. 09A26111 / 09A26121 or FCOM1151 / FCOM1152) and TM (Refs.
FRNDSC4339 / FRNDSC4340) brake discs are authorized.
• Just the Brembo originally supplied calipers are authorized (HRB option included).
• Just the two following PAGID brake pads are authorized: Pagid EFO [Ref. S7163EFO060], and
Pagid EFC [Ref. S7163EFC060]. GT Sport could decide to supply both types pre-bedded or
not-bedded, so both of them are authorized, (same references and compounds as last season,
this is Ref. S7163EFO060) are authorized.
• Master cylinders: The brand is free, but all the diameters must be among the followings: 16
mm 17,46 mm, 19 mm, 20,64 mm or 22,22 mm.
• Brake lines: Free. Quick couplings are also authorized.
• It is allowed to complete the originally equipped data acquisition system (specified in article 8.6 of
Art. 275 of FIA Annex J of 2018) with other sensors. The manufacturer of those sensors that are not
included into the engine homologation form (for example suspension potentiometers, brake line
pressure, etc.) is free.
• If for whatever reason the team wants to run without any of the sensors specified in article 8.6 of
Art. 275 of FIA Annex J of 2018, it should previously obtain the authorization from both the engine
builder and the Technical Delegate. It is extremely important to keep the front wheel speed sensor
working. Any breach of this point will be communicated to the Stewards, who could apply the
penalty they deem appropriate.
• It is additionally allowed to install a pitot tube
• If any other sensors are used by the teams for private practice sessions (strain gauges,
thermocouples, ride height sensors, radars, etc), all of them should be disassembled from the cars
for the official events (from Friday’s FP1 until Sunday’s second race). It would just be allowed to
leave the extra wiring loom (the one that is needed to operate those sensors) into the vehicle, but
not the sensors.
NOTE: The Technical Commission, together with the Organizing Committee, would analyze
any other proposal for this subject (modification of the authorized sensors, etc.).
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17.5 Engine
For all that concerns to the engine and its ancillaries, the teams are free to choose the supplier that
they want for each vehicle. In any case, all the engine related components (including exhaust line,
engine electronics, alternator, etc.), must agree with the following specifications:
• Engine homologation. In order to ease as much as possible, the entertainment works, and to
keep costs as low as possible, the Technical Commission is working with the engine suppliers
(Spies and HWA) in some slight modifications, that would be included into the final form before
the start of the season. Some interesting aspects are the internal ballast decrease in both
engines, exhaust line optimization, life increase in some parts, etc.
• “Scrutineering box”: In addition to the homologation form, an “scrutineering box” will be sealed
for each type of available engines, including some drawings and some physical parts that would
be treated as “reference” or “homologated” parts, in case of any engine scrutineering work is
performed.
• “Exhaust line”: The engine builders have not finished the final definition, but once defined, it
would be frozen and included into the engine homologation form. It has also been agreed with
Spiess and HWA to converge, if possible, to a common spec silencer for both engines.
• Thermal protection: Thermal coating in contact with the exhaust pipes is allowed, provided that
they must be detachable. Thermal protective shields / barriers can be installed, in such a way
that they are of the same layout for each type of engine.
• ECU calibration: Free, but must be delivered to the Technical Delegate.
• Engine mileage: All the vehicles have the right to perform JUST one rebuilt of the engine (same
engine number) during the season. In case of catastrophic failure, instead of rebuilding the
engine, a complete substitution of the engine could be authorized. In case of any other
situation of “force majeure”, the Technical Delegate, with the Organizing Committee, will
decide with the Stewards how to proceed. For all the private tests, and / or collective ones,
apart from the runs of the 9 events of the season, the maximum allowed running time of the
engine for each car will be 14 hours (over 3000 rpm)
• Engine oil: Free, but must be accepted by the engine builder.
• Engine oil pipes: Just the Dallara standard ones are accepted.
17.7 Cooling
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Provided that the only objective is to cool down some electro-mechanical important
components (alternator, shifting pneumatic box, etc), it is authorized to install a cooling duct
similar to the one that is described in the attached pictures. In any case, the final layout must
be previously approved by the Technical Delegate and, once fixed, it cannot be modified during
the season.
17.8 Ballast
In case it it necessary to install ballast to reach the minimum weight, the ONLY authorized locations will
be: Keel (preferred), Cockpit Tray and Bellhousing (with the stated maximum quantities).
When installing the ballast on the keel, the attached layout must be followed.
The ballast can be made either from a block, or from horizontal “slices” of material corresponding
to the following criteria:
The “slices” or block can be made from lead or steel, being strictly forbidden other exotic
materials like tungsten, etc.
Each “slice” must be made from a continuous single piece of material
Each “slice” must be fitted to the monocoque by the prescribed fixing points
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Teams are allowed to manufacture their own ballast provided that the ballast is maintained in
place with all the fixings designed for this purpose
The ballast that is included into the engine homologation form can also be used to adjust the total
weight of the car, so it could be installed or not. In this case:
• It should always be under the conditions and procedures established by the engine builder and
included in the homologation form.
• The total engine ballast could NOT be higher than the value fixed at the engine homologation
form.
• In order to verify the conformity of the skid block, it's thickness will only be measured around the
four 80mm diameter holes and the minimum thickness must be respected in at least one place
on the circumference of all four holes.
• Skid Pad must not be glued / fixed with silicon to the chassis.
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18 Annexes
• Calibration Curve for Koni dampers
• Sachs Clutch Engineering Drawings
• AP Clutch Engineering Drawing
• Merin Fuel Tanks Use and Maintenance Information
• Super B Battery Use and Maintenance Information
• F3B Manual & Parts Information for EUROFORMULA
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