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Sauber C33 Ferrari – Tech specs


Sauber F1 Team C33 Press

 

Chassis carbon-fibre monocoque
Front suspension upper and lower wishbones, inboard springs and dampers activated by pushrods (Sachs Race Engineering)
Rear suspension upper and lower wishbones, inboard springs and dampers actuated by pullrods (Sachs Race Engineering)
Brakes six-piston brake callipers (Brembo), carbon-fibre pads and discs (Brembo)
Transmission Ferrari 8-speed quick-shift carbon gearbox, longitudinally mounted, carbon-fibre clutch
Chassis electronics MES
KERS Ferrari
Steering wheel Sauber F1 Team
Tyres Pirelli
Wheels OZ
Dimensions
length 5.300 mm
width 1.800 mm
height 950 mm
track width, front 1.460 mm
track width, rear 1.416 mm
Weight 691 kg (incl. driver, tank empty)

Ferrari engine

Ferrari 2014 engine

Configuration V6 90°
Displacement 1600 cc
Bore 80 mm
Stroke 53 mm
Valves 4 per cylinder
Maximum revs 15,000 rpm
Turbo charging single turbo
Maximum fuel flow 100 kg/h
Maximum fuel capacity 100 kg
Injection 500 bar – direct
Units per driver 5
ERS System
Battery Energy (per lap) 4 Mj
MGU-K power 120 kW
MGU-K maximum revs 50,000 rpm
MGU-H maximum revs 12,000 rpm

 

credit: Sauber F1 team 

Sauber C32 – E spec rear wing


  E spec

E spec

   The D spec rear wing was also tested without the DRD, accompanied with minor modifications on the DRS ( Drag Reduction System) activator ( changes in yellow), suggesting possible further internal revisions of the mechanism .

Sauber C32 – D spec rear wing and DRD debut


D spec – debut of drag reduction system at Barcelona test on February

                            D spec – debut of drag reduction system                   at Barcelona test on February

        Sauber brought another new rear wing at Barcelona test on February, The revised wing had less gills on the endplates ( three instead of four), a distinctive downwards bending main flap and finally the second flap regained the gurney tab but lost at the same time the V cut in the middle . Modifications also took  place on DRS activator.

       The team accompanied the new wing with a DRD ( Drag Reduction Devise ). Such a device was also tested last season on C31 but was first invented by Lotus last season and later also seen on Mercedes. It is passive, activated only by a fluid dynamic switch and involves additional twin inlets on both airbox sides, possibly the main airbox inlet, a sytem of channels housed inside the engine cover and a terminal L shaped flow air effusion. The twin inlets feed the system with air, which in low and average speeds exits normally through the large oval hot air outlet in front of the beam winglet . On the contrary at high speeds the flow switch forces air to exit through the effusion terminal just below the undersurface of the rear wing;s main flap, causing it to stall, hence reducing drag.

     Mc Laren’s innovative F duct device a few years ago, probably carved the path to all recent drag reduction devices, including the Mercedes and Red Bull double DRS ( DDRS) and Lotus DRD .

Sauber C32 – C spec rear wing at 1st Barcelona test


first Barcelona test , C spec

first Barcelona test , C spec

       A C spec rear wing was tested on Sauber C32 at Barcelona test on February . The new one had a gurney tab-less second flap bearing a distinctive V shaped cut in the middle zone of its trailing edge, three flap fasteners instead of two and a revised DRS activator. Finally a minor and hard to notice change is the slightly extension downwards of the middle section of the second airfoil profile. Sauber with the new spec targeted to a wing offering similar amounts of downforce with a reduced drag level .

Sauber C32 – B spec rear wing at Jerez test


Jerez test on February ,  B spec

Jerez test on February , B spec

     It is very usual for F1 teams to immediately launch new wings right on the first pre season test after the launch of new car. Sauber honored partially this trend, because the rear wing tested at Jerez on February was actually the A spec with an additional black colored gurney tab across the trailing edge of the second flap to increase the grip of the rear end . Furthermore a color difference, from white to black, occurred on the centre zone of the main flap. To be more accurate the white color is now absent, thus the black carbon fibres beneath the paint layer are revealed .

Sauber C32 Rear wing – launch spec details


Launch (A) spec

Launch (A) spec

  Sauber’s rear wing consists of two upper flaps and one lower, often called beam wing, which supports the whole wing on the car’s rear crash structure . Parallel endplates enclose all flaps to enhance downforce production . Many others characteristics, listed below, aid to make a design successful or not .

1.single profiled extra winglet on the beam wing , helps to raise downforce

2. a series of four gills on the endplate surface to bleed air to the outside , hence reduce drag

3. main flap with slightly raised upwards central zone

4. second flap with a smaller chord, this is the movable flap when DRS (Drag reduction System)  is activated

5. two flap fasteners to secure inflexibility of flaps

6. the L shaped husk encapsulates the DRS activator mechanism

7. endplate’s upper sector features a deep cut, again to reduce drag

Sauber C32 – winter testing (pre season) tech summary


Sauber C32 SV Jerez 19 F

Chassis :  C32

Engine : Ferrari typo 056

 

 

     The C32 is a refined version of the 2012- C31 with the most obvious changes to be spotted on the extra slim and innovative sidepods , lower nose height and the clever interpretation of the modesty panel, which in Sauber case has an interesting “Π” shape. The nose S-duct also remains on the new car . Ferrari continues to supply the team with the engine , KERS and gearbox .

Winter testing updates :

   Two new rear wings came up at first Barcelona test, one with flat planes and another with spoon curved . Finally a modified diffuser was tested at second Barcelona test . It seems however that the innovative slim sidepods cause the exhaust gases exiting from the Coanda exhauts  to bent inwards more than it is needed , ruining somehow the optimum efficiency of the Coanda exhausts that the designers aimed to .

 

 

EVALUATION :

Aerodynamic performance :  above average

Speed :.  Promising but seems to be insufficient to challenge the top teams

Tyres management  :   well , even better at short runs

Reliability  :  technical issues occurred , the team believes they will be wiped out till Melbourne

 

 

Sauber C32 S Winter test 1 F

 innovative slim sidepods

 

 

 

Sauber C32 – Technical details

February 5, 2013 1 comment

Technical details

(source Sauber F1 Team)

Chassis carbon-fibre monocoque
Front suspension upper and lower wishbones, inboard springs and dampers activated by pushrods (Sachs Race Engineering and Penske)
Rear suspension upper and lower wishbones, inboard springs and dampers actuated by pullrods (Sachs Race Engineering and Penske)
Brakes six-piston brake callipers (Brembo), carbon-fibre pads and discs (Brembo)
Transmission Ferrari 7-speed quick-shift carbon gearbox, longitudinally mounted, carbon-fibre clutch
Chassis electronics MES
KERS Ferrari
Steering wheel Sauber F1 Team
Tyres Pirelli
Wheels OZ
Dimensions
length 5.240 mm
width 1.800 mm
height 1.000 mm
track width, front 1.495 mm
track width, rear 1.410 mm
Weight 642 kg (incl. driver, tank empty)

Ferrari 056 engine

Type naturally aspirated 8-cylinder, 90° cylinder angleel 90 Grad
Engine block sand-cast aluminium
Valves / valve train 32 / pneumatic
Displacement 2.398 ccm
Bore 98 mm
Weight > 95 kg
Electronic injection and ignition

Sauber F1 Team – World Premiere: Cutaway F1 Race Car


 

New film footage shows an F1 racing car sliced into two!

Hinwil, 30th May 2012 – And now for something completely different: for the last two years the Sauber F1 Team mechanics have been using their downtime to slice a Formula One racing car lengthwise down the middle with the precision of true craftsmen. A new film is now set to give this cutaway model its first public viewing.
“Formula One is all about cutting-edge technology,” says Chief Designer Matt Morris at the start of the five minute film. “We’ve all seen countless pictures of racing cars, but wouldn’t it be great to really explore inside it – as if peering into the core of an apple?”
Morris quite literally gets underneath the skin of the F1 car, pointing out where and how the individual components are located within the chassis. Everything is packed in pretty tightly, with no space even for his aforementioned apple. Sergio Pérez is also on hand to demonstrate the driver’s seating position.

 

credit: Sauber F1 Team

Sauber C31 – cooling assymetry in Sepang


 

Another interesting point on C31 at Sepang was the asymmetric  cooling gills at cockpit sides . The right sidepod tunnels  accommodate the oil tank and thus need extra cooling care .

 

 

Sauber C31 – ducted rear floor


ducted floor , additional gills are pointed with yellow arrow . It was tested also at Barcelona on March

       Sauber  rushed to optimize further the rear end of the C31 and raced at Melbourne a ducted floor in front of the tyre profile . Ducted rear floor is not a new idea in Formula 1 and was a common feature a couple years ago . The duct is within FIA technical regulations because it is situated outside of the area of the  900 mm wide floor continuous surface , something that  article 3.7.6  imposes . It is believed that the duct feeds the diffuser with air coming above the floor level , air that is strengthened further  by exhaust gases that bent downwards due to the special shape of the bodywork behind the exhaust pipes (down-wash effect) .

 A logical step forward to enhance the effect of the design would be the following

–          two channeled sculpted bodywork ,behind the pipe , with the outer channel to expand further outwards .The expansion of the channel without dividing it into two would ruin somehow the direction control of the dpwnwash effect

–          new vertical floor fence with a benting inwards leading edge

likely development scenario

       Finally Sauber paid extra attention to the car’s cooling efficiency at very hot and moist Sepang circuit and added two slits close to the exhaust area , pointed with a yellow arrow in first illustration .

Sauber duo maintain different set up at Malaysia


 

   The set up difference between Sauber drivers was maintained for Malaysia but this time Kobayashi reverted to a revised wing, similar to the one raced by Perez but having a more intense gurney tab . The revised wing ensured  better top speed at long stretches of Sepang circuit than the Australian wing  .

Different set up for Sauber drivers in Australia


 

In Australia Sauber drivers preferred to race with  different car set up and different wing specs . Kobayashi raced with the higher downforce launch front wing spec and the additional beam mini plane that guarantee a more stable car especially when braking late , something suitable to Kobayashi’s  driving style and his appeal of overtaking . On the contrary Perez raced with the lower downforce front wing , that was first seen at Jerez on February,  having also the beam mini plane removed , a configuration  more appropriate to his “velvet” driving style which is to prioritize conservation of tires in good condition . The later is reflected on Perez different pit stop strategy to Kobayashi .

 

Pit stop strategy

Sergio Perez  Medium -Lap24 , Soft –Lap 34
Kamui Kobayashi Soft –Lap 13 , Soft –Lap 23  ,  Medium –Lap 22

 

 

Lastly Australian rainy weather was not enough and Sauber  run both cars  having the large engine cover funnel  .

 

Kobayashi beam mini plane in yellow , large engine cover funnel in red

Perez large engine cover funnel in red

Sauber C31 – Steering wheel


 

see C30 steering wheel analysis

 

credit : Sauber F1 team

Many updates on Sauber C31 before Melbourne


The blue labels in the photos above are temperature indication stickers , used by teams to track down temperature along the route of the hot gases .

       In addition to changes concerning C31 cooling, many other revisions took place on the car before Melbourne . The rear silhouette of the sidepod  tunnels was heavily modified after launch at Jerez test . The new longer tunnels expand smoothly to reach floor level  in a such way to guide more drastically the exhaust gases towards the  inside area of  the rear wheel profile and reach the diffuser . To enhance the effect further,  a channel is sculpted behind the periscope exhausts and later at Barcelona test on February   a vertical fence was added on the floor along the route of the hot gases.

         Speaking for the rear floor morphology , it was reshaped twice with the first revision to take place at Jerez alongside with the sidepod expansion to the rear and the second revision at Barcelona on March with the trapezoid channel in front of the rear wheel to be replaced by a small duct .

Launch,
trapezoid channel in front of the rear wheel

Barcelona on February,
Floor vertical fence in orange

Barcelona on March, ducted floor   

 

 

      A promising update for the team which took place also at Barcelona on March , was the connection of the sidepod panel  to the chassis via  a wavy winglet to force air flowing  above the  sidepod profile to follow the shape outline of the sidepod  stronger  and increase the downwash effect of exhaust gases to the diffuser .

 

Sidepod panel winglets

    Some interesting but important details on C31 are also the following

-a small duct , already present since launch , permits a small portion of air flowing under the floor to find exit above the floor level instead of bleeding to the sides .In some occasions the duct was partially covered with tape

– a  cooling duct for KERS components is spotted at left side only of the sidepod bottoms

-briefly Sauber tested a set of gills around the launch spec periscope exhausts

floor duct

KERS cooling duct

gills around periscope exhaust area

Sauber C31 – Rear end improvements at Jerez test


mini plane on beam wing and floor supporters are shown in yellow

       To strengthen the stiffness of the diffuser and rear floor , Sauber  connected the later  to the rear crash structure via a pair of cable supporters . Their task is to eliminate possible vibrations that would potentially harm the aero behavior of the rear end . To even increase rear end stability an extra mini plane was added on the beam wing ( in yellow) .

 

Sauber C31 – Australian front wing


Front wing specs comparison , differences are pointed out with yellow arrows

   By the time C31 made its track debut at Jerez  two front wing specs were evaluated till now . Initially C31 at its studio images had a wing with a larger and a more boxy second flap with a gurney tab . At Jerez and Barcelona  test on February Sauber tried a modified wing  with a new second flap of smaller profile without the gurney tab. Finally the launch spec  was evaluated for the first time at second Barcelona test on March and it is the wing  that Sauber decided to bring at the opening race of the 2012 season at Australia.

   The launch spec which provides  higher downforce , will help the team to ensure a better grip level on dusty and slippery pavement of Melbourne’s city roads . Nonetheless most of teams work hard to revise their front wings before Melbourne .

 

 

Sauber C31 – cooling options tested during Winter testing


     Winter testing gives the opportunity to teams not only to understand the new car but also to check reliability and to improve performance as much as they can . Part of the program is also to evaluate the cooling efficiency of the car, having in mind  a wide range of possible weather conditions , for instance from cold  to very hot conditions( Bahrain , Malaysia , summer races etc ) . A significant handicap is that 2012 winter tests  took place in Spain under the cold winter time , which forces teams only to figured out which are the  most appropriate cooling options at very hot races .

    C31 at its launch version had large outlets at the back end of the sidepod tunnels , through which hot air from radiators escaped .Additionally a series of gills at both cockpit sides contributed to cool down the car internal components .

Launch , sidepod end outlets (in red) and gills at cockpit sides

Launch , sidepod end outlets (in red) and gills at cockpit sides


At the very first test at Jerez Sauber featured an extra outlet for the hot air located at the end of engine cover .

Jerez test and Barcelona test on February , additional outlet at engine cover’s end , gills at cockpit sides were retained

Jerez test and Barcelona test on February , additional outlet at engine cover’s end , gills at cockpit sides were retained


The later concept seemed to be insufficient for even hotter conditions and thus Sauber moved a step forward and tested a Red Bull style engine cover funnel in Barcelona test on March . Of course the large funnel harms overall aerodynamic efficiency of the car and it is expected as an option only for few races ( such as Bahrain , Monaco , Malaysia , Hungary , Singapore , Abu Dhabi ) where high temperatures and low average speed will be a threat to reliability .

Barcelona test on March , a very large engine cover funnel replaced the former smaller outlet

Sauber C31 – rear end details


 

      Sauber shares the same Ferrari engine and gearbox casting with Scuderia Ferrari and because of that C31 has a pull rod rear suspension for the first time ( in yellow ) .In front of the rear wheel there is pointing outwards trapezoid channel  (in orange) to aid drag cut .The later detail was also seen last season on Lotus Renault R31 .

      The area in front of the rear wheel is very crucial and usually teams develop structures of different philosophy to exploit it . Some of the most memorable recent examples are that of Benetton’s B199 back in 1999 which used a floor movable extension to reduce the gap between the floor and the tire and Jaguar’s R4 in 2004 which placed an upwards shaped flap in this area .

 

Sauber C31-Sidepod panels

February 24, 2012 2 comments

        The sidepod panel has an interesting wavy shape which gives it a significant key role on overall aerodynamic efficiency of rhe rear end of C31 . The middle section is leaning inwards to divert air around the panel surface and sidepod sides . The portion of air coming from the inner bargeboard zone flows around the sidepod bottoms with the help of the lower section of the panel which acts as fence . Additionally the outer leaning outwards mini fence (in yellow)  has a double role : the upper section acts  as a vortex generator across the vertical axis while the lower section diverts away from the car  the airflow coming  from the outer surface of the bargeboard , with both functions aiming drag reduction .

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