Amazingly ToroRosso tested from launch to the very first 2014 race in Australia three in total rear wing specs, very similar in basic structure but different in details. The spec for Melbourne race was similar to the one seen in launch, having two flap fasteners and a curvy upper flap. The team tested during Winter testing one more version with three flap fasteners and reshaped upper flap, an evolution of which having a single pillar briefly equipped on Jean-Eric Vergne car for the Aussie GP free practice sessions.
STR9 had a face lifting before Melbourne in an attempt to increase the amount of air passing under the nose . The new front end has elongated finger extension and highly arched and wider wing pillars which both increase the volume of space under the nose cone and furthermore curve a distinctive air channel above the nose. Channel shaped noses spring their origin back in 1998 on Mc Laren MP4/13, but in Mc Laren case the channel was shaped close the cocpit, rather than the nose end.
STR9 lacked any nose vanes on its launch version (studio images), but in Jerez a pair of splitted vanes added just below the suspension wishbones . Nose vanes are common in Formula 1 for more than a decade now, pioneered by Jordan team which preferred to abandon the classic bargeboards in favor of nose hanging skirts. Nowadays multi sectioned vanes consist of two or even three elements and play a significant role on aero efficiency .
Engine: Renault Energy F1-2014
Energy Recovery Systems: Renault Sport F1
Chassis material: Composite monocoque structure
Front suspension: Upper and lower carbon wishbones, pushrod, torsion bar springs, central damper and Anti roll bars, Multimatic/Penske dampers
Rear suspension: Upper and lower carbon wishbones, pullrod, torsion bar springs, central damper and anti roll bars, Multimatic/Penske dampers
Assisted Steering Rack: Scuderia Toro Rosso
Bellhousing: Carbon fibre composite
Gearbox Maincase: Scuderia Toro Rosso, Aluminium alloy
Gears: Eight-speed sequential – hydraulically operated.
Supplied by RedBull Technology
Hydraulic system: RedBull Technology
Clutch: AP Racing, pull-type
Exhaust: Scuderia Toro Rosso, Inconel, with turbo heatshield
Pads and discs: Brembo
Brake By Wire: Scuderia Toro Rosso
Cooling system (radiators, heat exchangers, intercoolers): Scuderia Toro Rosso.
Cockpit instrumentation: Scuderia Toro Rosso
Steering wheel: Scuderia Toro Rosso
Driver’s seat: Carbon fibre construction, moulded to driver’s shape
Seat belts: OMP/Sabelt
Pedals: Scuderia Toro Rosso
Extinguisher system: Scuderia Toro Rosso/FEV
Wheels: Apptech, Magnesium alloy
Fuel system: ATL tank with Scuderia Toro Rosso internals
Bodywork material: Carbon fibre composite
Overall weight: 690 kg (including driver and camera)
Credit: Scuderia Toro Rosso
Scuderia Toro Rosso launched its 2014 contender, coded STR9, in the Jerez pitlane on 27th January .
Key spots analysis on the new car follows
1. STR9 retains a quite high and flat nose which ends to a finger-like extension in a way to meet somehow the new 2014 nose height regulations. Furthermore the nose tip still is able to maintain an air inlet for cooling electronics housed inside the nose cone. Worries risen as finger extensions may potentially detach from the car, increasing the total amount of harmful flying debris on front crash conditions .
2. No innovations or interesting spots on the front wing which bears large resemblance to last season .Consequently updated specs are likely to be seen soon
3.There is a small opening on the nose for aiding cockpit ventilation
4.Middle zones aero components (vertical sidepod panels and bargeboards) remain quite simple and conservative while the sidepod top surface vanes are now absent on launch version
5.Slightly enlarged sidepod inlets as cooling needs in 2014 are increased for all cars
6.Instead of sculpting the area underneath the airbox inlet behind driver’s head, Toro Rosso put a large rectangular inlet there to help cooling efficiency. A similar tactic was followed by Mc laren during past. Additionally a small oval additional cooling opening also exists under the rectangular inlet.
7.New supplier of the power unit , changed from Ferrari to Renault
8. Rear wing is supported on the floor via the lower section of the vertical endplates . That method of mounting increases the effectiveness hence more downforce, but also increases wing’s structural vibration. Above the central exhaust pipeline exit there is also a small arched multi profiled plane to claw back some of the downforce lost caused from beam wing loss.
All images credited to Scuderia Toro Rosso