Nr. 21 Year 2012 MAGAZINE PUBLISHED BY DALLARA "Periodico regolarmente registrato presso il Tribunale di Parma (n.16, 03/09/2010)" GP2 FROM A DRIVER'S POINT OF VIEW: PROMISING ITALIAN RACER FABIO ONIDI TELLS US ABOUT HIS GP2 SERIES DEBUT ABOARD THE NEW DALLARA, A COMPLETE CAR ABLE TO BOOST A DRIVER'S TALENT

CRASH TESTS STRUCTURAL ANALISYS MANAGER ANDREA GIUBELLINI AND FABIO GRIPPA, FROM THE COMPOSITES DEPARTMENT, EXPLAIN EVERYTHING ABOUT CRASH TESTING, ONE OF THE KEY FACTORS IN DESIGNING ROAD AND RACE CARS ENGINEERS ON THE BLOCKS A RESEARCH OVER THE MOTIVATIONS OF THE NEW-GENERATION YOUNG ENGINEERS WORKING FOR DALLARA. A VALUABLE READ FOR ALL THE RECENT GRADUATES WHO WANT TO MAKE THEIR WAY TO MOTORSPORT CRASH TESTS THE ENGINEERS ARE EACH DAY MORE FOCUSED ON SAFETY, ON CRASH-TESTING WHETHER THEY ARE SIMULATED ON A COMPUTER OR PUT INTO REALITY. IN ORDER TO INVESTIGATE THIS KIND OF PROCESS, WE INTERVIEWED TWO EXPERIENCED DALLARA ENGINEERS: ANDREA GIUBELLINI, WHO IS RESPONSIBLE FOR THE MANUFACTURER'S STRUCTURAL ANALYSIS AND FABIO GRIPPA FROM THE COMPOSITES DEPARTMENT, WHO WORKS ON THE REAL-WORLD CRASH TESTS WHEN A CRAS TEST CAN SAV

2 YOUR LIFE ASH VE

3 SICUREZZA

How important is crash-testing in structure has been well engineered, a lot of static tests that are done on motorsports today? calculated and manufacturer in order the chassis in order to guarantee safety Andrea Giubellini: The first kind of to respond to the restrictive limits in case of rolling and impacts with a crash test was mandated by the rules imposed by the rules. Although a lot wheel, a kerb, etc. in the 1985 Formula One can be done in the prior phases, some championship and it was a frontal one. factors can't still be effectively How many people are working on this From that moment on, the different predicted (for example, the aspect and how are they organized? dynamic tests required to homologate detachment of the front wing from the A.G.: In our department, one person is the cars have increased and include car's nosecone during an impact) and in charge of investigating new means front, side and rear crashes. It's clear sometimes an actual impact is the only of calculating crashes with composite that they are really important because way to evaluate the situation. The structures, and his task is to transfer the crash structure must absorb the crash tests, together with the static the finding to all the other people energy from the impact, reducing the tests completed on the chassis, working in the field, in order to focus forces echoing themselves on the represents the final test on the on the "production" of structures driver's body. Indirectly, it's also really structures called to guarantee the going to be installed on the cars. I can important to test the elements used to driver's survival in case of an impact. say that five, six people are currently attach the structures to the chassis. The structures typically put through a working on structural analysis are crash test are three: the nosecone, the indirectly working in relation to crash- Fabio Grippa: The crash-tests today are rear crash and the side crash testing development. really important in order to develop structures, respectively used to protect F.G.: At least four Dallara departments the safety in motorsports. Crash-testing the driver from frontal, rear and side are involved in planning a crash test. is the only way to effectively test if a impacts. In addition to that, there are The technical department, which

“The first kind of crash test was mandated by the rules in the 1985 Formula One championship and it was a frontal one. From that moment on, the different dynamic tests required to homologate the cars have increased and include front, side and rear crashes”

4 “there are a lot of frontiers that can be opened by simulation. For example, the ability to represent crashes with composite materials opens the road, in the automotive field, to the use of composites where aluminium was used before”

design the crash structures according role in how a test is performed the volume that they are expected to to the limits set by the rulebooks in because it allows to build structures fit in. This phase features a tight co- terms of shape and dimensions, the able to perform in the real world in operation with the crash test specialist structural calculus office, which do all the same way that was expected. With that study the possible outcome of a the calculations, the composites the less complicated structures, the crash involving a specific shape. At development office, which define and simulation is so reliable that the crash- that point, the technical department develop the best process to produce tests are conducted directly in front of design the component and the tools them, and the assembly department the officials without prior testing. needed to build it. Then we move to that usually prepares the structures for the crash test simulation where we real-life testing. Does simulation bring room for a define the basic parameters of the further developments? structure (thickness of the sidewalls, What is the role of computer A.G.: There are a lot of frontiers that number, size and orientation of the simulation? can be opened by simulation. For carbon skins and so on‚Ķ). We define A.G.: In Dallara we've been analyzing example, the ability to represent the production procedures for the the passive crash components for crashes with composite materials structure that we need to build. In many years, I'm talking about the opens the road, in the automotive practice, three days before the date chassis supporting the nosecone and field, to the use of composites where scheduled for the crash test, we start the lateral cones. Over this time we aluminium was used before, while in to assembly the chassis with all the developed a robust way of calculating racing we can push beyond in studying needed parts. We mount the fuel tank, things and identified optimized the shape of the nose as we can the safety harness, the battery, the fire solutions to analyze and define the analyze the possible interaction of two extinguisher and all the other lamination. This enables us to create cars during a contact. components that can have a role in a structures that not only pass the crash crash. Then we start with the first test with flying colors but are also Are the tests conducted in the Dallara static tests (typically to prevent the light and performance-oriented once facilities? detachment of the structures from the on the car. In the last few years we F.G.: The Dallara factory is provided chassis in the event of a crash) and started to concentrate on the with an R&D department where we do move to the laboratory certified for simulation of proper composite crash all the static tests on the chassis (roll the selected test. Right after the test, structures. It's a borderline and really bar deflection and push-off tests are we evaluate the deceleration curves to complex activity because we're talking the most common), in addition to analyze if the limits set by the rules about many physical reactions tough some crash tests on smaller are met, and we also analyze the to describe and depending on the components (steering columns etc). videos that have been recorded. The speed, the geometry, the kind of The tests on the crash-absorbing crash is a matter of a few tenths of a material used. In addition to that structures are generally conducted second, and an high-speed video is we're talking about materials in which outside in specific laboratories that are needed to see what happened in each we have three different directions, all specifically accredited and certified. In moment in order to evaluate the with a different behavior, and the order to complete a frontal impact test structure's performance. structures are multi-material ones. we need an environment longer than There's no need to say that the 50 meters with sophisticated launch Who decides what are the standards to problems we're facing aren't easy to and data acquisition systems. Due to be met? approach. In order to conduct these the high cost, it's not financially viable A.G.: It's usually the technical studies in a more efficient way, we to develop an internal laboratory. rulebook which defines the types of started to co-operate with some crash tests to overcome and the specialized laboratories. Altair, the Can you take us through the steps of a specific requirements. More advice can software house that provides us with crash test from when the parameters come from the Dallara experience in the calculation software, has been are set to the moment when the terms of engineering and production deeply interested in the question and conclusions are drawn? in order to find a solution that can not we started a successful co-operation F.G.: Usually it all start from the only pass a crash test but also be with them. aerodynamics department as they functionally optimized (aero, weights, F.G.: The simulation today has a key define the crash structure or at least cost…). ➔

5 LA NOVITÀ

Do you believe that the current lateral structures. The Grand Am series How expensive is it to organize a crash standards are sufficient for all the has lateral and rear protection while test? racing series or there are cases that the frontal impact protection relies on F.G.: It's difficult to estimate the cost of should require tougher tests? some of the car's front components. I a crash test because it's tied to a lot of A.G.: Each racing series has its own know it might sound obvious, but we calculations and engineering works that history and its own specs in addition to can't afford to ignore every single can't be identified clearly. If we include the fact that there are specific possibility we have to improve safety. the organization of the test, the tools commissions which define the safety needed, the cost of the test itself, the standards. Currently, among the F.G.: The current testing requirements transfer and the cost of the structures racecars produced, the GP2, GP3 and are usually extremely high, and that are destroyed in the impact, the World Series by Renault ones follow the guarantee the complete driver's safety total bill is approximately ranging from same rules of Formula 1. even in really serious crash. I believe 20.000 to 30.000 Euros. The IndyCar doesn't have lateral cones, that in the future more efforts should but in calculating the size of the chassis be concentrated in providing more Does a crash test reflect perfectly a chance for that kind of impact has protection for the driver's head. It's the what can happen in case of an accident also been considered. In addition to only body part which is completely or does it just give some generic that, this series requires the same exposed, we should indications? nosecone to undertake two consecutive think to what happened to Massa at F.G.: The crash structures are tested in crashes with different parameters to be Budapest in 2009, when a spring a really different environment than homologated. coming from the car he had in front hit they will find on-track. First of all you The F.3 and Formulino cars have good him with serious injuries as the only test the chassis with the crash front and rear crash structures but no consequence. structures and just the accessories that

“It's usually the technical rulebook which define the types of crash tests to overcome and the specific requirements. More advice can come from the Dallara experience in terms of engineering and production in order to find a solution that can not only pass a crash test but also be functionally optimized (aero, weights, cost…).”

6 “Sid Watkins, the famous FIA doctor, remembered how in the first years of Formula One, one crash out of ten resulted in death or permanent injuries. Now that number is one on 300”

might have an influence on the results. around the world, with a lot of crashes. energy-absorbing structure that has to In addition to that, all the tests are Fortunately, only a few of them have crash, not the chassis, while in roadcars held at about 50, 60 kilometers per grave consequences. the chassis can break if that brings no hour which are lower speed compared danger for the occupants. If the to what we can see on-track. It has to F.G.: Several years ago a crash test was question is "is a racecar safer than a be said that a 50-km/h impact against a made between the nose of a racecar road car?" the answer is: both of them solid barrier equals a 250/300-km/h and the chassis of another. It came out are designed to be as safe as possible in impact against a mobile barrier (the that the nosecones were so rigid (to their typical range of use. type that we can usually find on a absorb the needed energy) that they racetrack). History told us that the could have penetrated the side and hit What's the best reward for your job? crash tests reflect the situations that the driver. Following to that test, in A.G.: Of course it's successfully can be found on-track pretty well. In Formula One and in many other predicting the car's behaviour, finding crashes like Kovalainen's at Barcelona championship, the use of 6-mm a correspondence between what was in 2008 or Kubica's impact at Montreal ballistic anti-intrusion panels was calculated and the real test is a great the crash structures worked perfectly mandated for the sides of the chassis. satisfaction. However, nothing can despite the impacts happened at speeds Our impression is that many drivers compare with the gratitude of a driver over 200 km/h. today have been saved with that who survives a crash. That happened innovation despite some scary crashes. with Indy 500 winner Kenny Brack. Will there be a day when the tests will After an horrendous crash in Texas, he only be done using simulation? What about roadcars? Their crash tests said: I am convinced that it was thanks F.G.: No, because although the are more or less stringent? to Dallara's innovation and safety calculation systems are each day more A.G.: It's a complex topic that would thinking that I lived to race another precise and reliable, crash-testing is key deserved more time to be analyzed. I day. to evaluate how the crash structure won't speak about more or less behaves. The rules are so restrictive stringent parameters. There are Stefano Semeraro that it just takes a little for a structure different problems to solve despite the to pass or miss the test. In addition to goals are the same for both kinds of that, in simulations the crash structure cars: the safety of the people inside the is considered to be without defects, and car and the safety of who crash into it a real test is just needed to avoid from the outside. missing a test due to an error in the production process. F.G.: The crash tests for roadcars are completely different than in racecars. Can you give us an example of how For roadcars, the crash test is extremely safety progressed thanks to a crash test? strict and is conducted with a complete A.G.:: Sid Watkins, the famous FIA car, evaluating the accelerations in doctor, remembered how in the first different points of it, the impacts years of Formula One, one crash out of between the occupants and the internal ten resulted in death or permanent components, the efficiency of the injuries. Now that number is one on passive safety equipment (air-bags, 300. Some examples are Kubica's crash pretensioners, etc…). For the racing at Montreal, Firman with the Jordan in cars, only the crash structure and the Hungary and Wayne Boyd with the survival cells are tested, and less Formula 3 at Macau. All of them didn't parameters are evaluated (basically leave them with permanent only the accelerations and the force consequences despite how scary they've peaks). Plus, the nature of the test itself been. A lot of cars race each weekend is different as in racecars it's only the

7 GP2 «A COMPLETE MACHINE» THE NEW GP2 SERIES DALLARA IS THE STATE OF THE ART IN SINGLE-MAKE RACING. FABIO ONIDI, WHO MADE HIS DEBUT THIS SEASON WITH THE SCUDERIA COLONI TEAM, EXPLAINED THE MAIN HIGHLIGHTS OF THE CAR FROM A DRIVER'S POINT OF VIEW

fter a great career that propelled him to race and win in many categories, from Formula BMW to the Euroseries 3000 and the AF.3000 Italia Series (he ended up as the runner-up in 2008), and after two seasons in AutoGP, the Milan-based 24-year-old Fabio Onidi has finally found his way to the GP2 Series as he races a Dallara racecar fielded by the Coloni team. In a series that is both an accomplishment and a stepping stone, the shy and promising Italian shared his thoughts over his new "office". ➔

8 9 GP2

10 You finally made your GP2 debut, what What is the feature that suits your team is very satisfied too, also concerning do you expect from racing in this driving style the most? the spare parts”. championship? “It gives me positive feelings in almost “Surely I'm extremely happy to be in GP2. all compartments. It has great brakes, Are you looking forward to make your I had been trying for several years, now I I like the engine's torque curve and more way to Formula 1 or you have alternative found the right budget to do it and I can than that it's a car that must be driven projects? say it's a really demanding category, with clean, without overreacting. Usually I “My dream is definitely to get to a bunch of great drivers. A category have a pretty delicate driving style and I Formula 1. Everybody knows how little where experience counts a lot but I race found myself really well-suited”. chances are available though, especially with a great team like Coloni and I think I seen how Italian drivers are considered have all the best possible chances to do Is it easy to set-up? there”. well. In the first three races we faced “Not at all, it's a little more complicated some issues but now we're improving, but that's right. I think that with How can you explain the lack of Italian finding the right pace. We'll be able to do some good technicians a great balance is drivers in Formula 1? well in the next few races”. definitely achievable”. “I have been asking myself why. I don't think that Italy is lacking good What are the car's strongest points in If you could suggest an improvement drivers, not by any chance. For us is terms of driving? to the Dallara engineers what whould definitely bad. Maybe we gave “It's a really powerful car, demanding and it be? ourselves a bad name, or there's not complete. In the past years I raced in “Maybe I would like an even more aero enough interest. It's also due to the lack Formula BMW, Formula Renault, AutoGp, efficiency”. of institutional support. The German tested in the World Series, and this is the manufacturers give a great support to most complete racecar I've ever driven. It Are you and your team satisfied of the their drivers. We have Ferrari, but they incredibly rewarding for a driver and it assistance provided by Dallara? don't seem interested in having an Italian teaches you a lot. It can also become “From my perspective, yes, completely. driver in Formula 1”. incredibly helpful when approaching And since I never heard any kind Formula 1”. of complaints I'm convinced that the Massimo Costa

11 YOUNG ENGINEERS YOUNG

«A GROUND-BREAKING AN INTERESTING RESEARCH AMONG WHO DECIDED TO WORK WITH THE VARANO-BASED FACTORY IN MOTORSPORTS TO DISCOVER WHAT THE NEW GENERATIONS ARE EXPECTING FROM THE ITALIAN INDUSTRY. A MUST READ FOR THE NEWLY-GRADUATED AND STUDENTS THAT ARE LOOKING FORWARD TO FIND A JOB IN THE FIELD

12 he economic crisis, wich five field for a living brought me to years on from the "Lehman choose a technical-scientific path for TBrothers" failure, has not yet my studies since high school. been resolved. The future still seems Then I decided to continue here at very grim and Italy in most respects the University of Parma despite the seems a country for old men, as fact that there wasn't a specific young people's unemployment rate course related to cars. Together with rose to 30%, about 10 or 15 percent some friends, we put together a over the OECD average. Formula SAE team to increase our Despite all the issues, there are still knowledge. It's been a choice based companies like Dallara that believe in on my passion for motorsports, then young people, hiring fresh graduates, of course the proximity also had its giving them sense of responsibility. part in it. Because only their fresh-minded approach can lead to innovation, new Giacomo Campione (G.C.): In my case ideas, motivation, enthusiasm. it's been a mix of both things. When I Actually, many Nobel prize winners graduated I wanted to follow my were younger than 35. We spoke with passions and work in the automotive two young, 28-year-old Dallara field, but I did not send my engineers about the crisis, the job application directly to Dallara. Let's market and their perspectives. say that I've been scouted around the Marcello Alfieri from Parma, is being web while I was almost accepting working for Dallara for the last three another position. When I had to years, while Giacomo Campione, from decide, I opted for the Varano-based G CHOICE» Palermo, has joined one year ago. factory due to its fascinating history and heritage, the type of job that was offered me and because it would How did you meet Dallara. It was a have been one of the few chances to choice or just fate? What pushed you work in the motorsports arena, which towards the motorsports industry? is difficult to reach from other paths. Marcello Alfieri (M.A.): My father Motorsports mean technology, passed on his passion for motorsport innovation, dedication, passion, since I was a kid and, living in Parma, competition and deep relations that I always kept learning about all the you can build with people. It's wins scored by Dallara. The ambition difficult to find all these things in a of being working in the automotive work environment. ➔

13 YOUNG ENGINEERS YOUNG

Marcello Alfieri with Tony Kanaan

What kind of prospectives can be offered motivations and rewards. Also, I'm work you need, with all type of to a young, fresh-graduate by Dallara? deeply rooted to the area I live in and I components, to keep talking to the other M.A.: Dallara is a cutting-edge company don't know if I could move on without departments of the company. I find this in many ways, and has contact and co- it. I think that Dallara can be a career- aspect pretty exciting and useful. operations with all the most important long arrival point because I believe we'll automotive companies in Italy and never run out of new challenges and What is the most important thing for beyond. This aspect enables young ways to improve ourselves. someone attempting to start a career? people at their first work experience to Being in a solid company open to get in touch with new environments and G.C.: This question is tough to answer innovation, the fact of being open to the step up professionally. I believe that even after years and years of a career. international markets, the chance of these two aspects are key in the first The factors in play are many and most of balancing the work with the personal years at work when you learn to work in them not dependent on the will of the commitments or good pay? a team and establish relations with the person in question. So I can't answer. Of M.A.: I think that for a young, fresh outside world. course, if I decided to go for this graduate the first few years at work are experience it is because I deeply believe key. That’s why solidity and innovation G.C.: Yes if I'm here is because I think that it can satisfy and reward me with are necessary to make your job exciting that the prospectives are good and high- new all-around challenges. Until now, it and long-lasting. The last two things are quality. Of course, that depends on the has always been so. important too, but afterwards. personal tastes and abilities but as a first job, for a young guy at his first work What kind of position do you cover? How G.C.: They are all really desirable aspects experience, I think it's really good. The demanding is your job? but a lot depends on the type of works. company, thanks to its small dimensions, M.A.: I work in the R&D department. In general, I think that the most allows you to work on some really Specifically I work in the development of important thing is finding a company in interesting projects since the beginning the vehicle models for the driving which you're able to do what you love and get a complete global vision. That simulator. and what makes you happy. By the way, leads to a really quick learning curve. In we spend most part of our lives working! addition to that, you can get in touch G.C.: I work in the design department, In my field, being in an highly- with high-profile professionals that you precisely in the technical office. The innovative environment is key in order can learn from every day. basic assignment is to design, using a to keep the pace with the technology solid modeling software, the various advancements, and being open to Do you consider Dallara a place to settle components and sub-assemblies of the foreign market is really important too for an entire career or it might become a car that I'm assigned. I need to figure because we are in a big global market an step in a more complex experience? out the conditions around them, define not doing so would mean losing valuable M.A.: I think that having a complex the shape, the dimensions, thinking occasions. Of course, being in a solid working experience means facing new about the production and assembly and company, especially with the current tasks every day, having always something verifying the correct assembly once they economic outlook, always helps. to learn from the people and what is are produced. The parallel work is the around us, facing new challenges and try realizing production designs and Are you concerned with the current to overcome them. I've been working for compiling the documents necessary for economic downturn in Italy? Dallara for the last three year and I the production departments. M.A.: Of course, but I'm more concerned never ran out of new challenges, In addition to a large part of individual by the fact that there are no solutions

14 Giacomo Campione available. In these type of moments, produced in the technical department. M.A.: Certainly, experience is important there's no need to complain, we must The most particular and useful thing but the main thing is the ability to solve the problems. that Dallara offers is the chance to cover mature a global vision of the projects a position of responsibility. G.C.: It would be weird not to be at and the cars we work on, and least a little concerned. unfortunately, particularly having the chance to see G.C.: Being one of the youngest hires the crisis is touching everybody and, in the designed components finally and having no big knowledge of the addition to the problems we have now, assembled and tested. It's something company's past, I believe I'm not the it will rebound on our future. That's the that really helps to grow up and learn right person to answer this question. If I most concerning thing we should be at a fast pace that would be impossible look around though, I see many young thinking about. Indeed, I'm not to achieve in other ways. people covering high-profile roles so I particularly concerned for the situation would say there isn't a standard age for in Italy or for my future rather than for Would you like to have a working that. Of course you need a solid the world economic scenarios that keep experience abroad? preparation behind and it can be coming to light and seem each day M.A.: Of course, having a good acquired only with time and a lot of more grim. We are living in a deeply international working experience is work, but for some positions maybe it's unfair world and the situation might incredibly important, not only from a even more important to have strong just not improve. personal standpoint but also for the interpersonal skills, resource company which receives a valuable management, mental flexibility. It's What has been the most know-how from different realities. I tough to work on these aspects, they are valuable/interesting experience you really like Italy though so it will be mostly natural skills. made since working for Dallara? difficult for me to move abroad M.A.: To talk about a single aspect indefinitely. How well do you fare on racecars would definitely be reductive. The most and/or roadcars? important thing I see in Dallara every G.C.: Yes, I think that being in touch M.A.: I like racecars and driving on the day is the flexibility, the capacity of with new cultures, way of living, mountain roads but sometimes my quickly adapting to the requests of the thinking and working are always really friends tend to suffer from, ehm, motion market and customers. Since I've been valuable for the personal and sickness. I still have to understand if the working for Dallara I saw many professional growth of an individual. I problem resides in my driving style or in different projects come to light and always traveled a lot and not only for the mountain road itself. each time I'm surprised with their final vacation; while at the University I spent G.C.: I think I'm pretty ok behind the outcome. one year studying in Spain thanks to the wheel, I got that feeling from my over- Erasmus project. And on top of that, eighties aunts when I was carrying them G.C.: I've just been here for a year but honestly, considering how easy is to around. Jokes apart, I'm not a racer but so far everything has been new and travel by plane today, the distances I feel OK. Unfortunately I never had the useful. From the job rotation done in have been shortened and you're always chance to drive a racecar so I don't the first month, which enabled me to a few hours away from home. have any indication. merge with the company's processes, to the talks and teachings received from At what age do you thing someone can Maybe that will be the next Dallara my managers and more experienced cover an high-responsibility role in a experience? colleagues and the latest designs company like Dallara? Alessandro Santini

15 • Consultancies, design and production of racing cars and high performance road cars.

• Aerodynamics: wind tunnel and computational fl uid dynamics (CFD).

• Research & development: vehicle dynamics and driving simulator.

Dallara is a performance partner of www.dallara.it