Posts Tagged ‘Scuderia Toro Rosso’

Toro Rosso STR9 – Technical specs

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
Calipers: Brembo
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
Tyres: Pirelli
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 


Toro Rosso STR9 Launch analysis

January 31, 2014 1 comment

   Scuderia Toro Rosso launched its 2014 contender, coded STR9, in the Jerez pitlane on 27th January .

Key spots analysis on the new car follows

 Toro_Rosso_ThreeQuarter_spots small

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

 Toro_Rosso__Front wing small

3.There is a small opening on the nose for aiding cockpit ventilation

 Toro_Rosso_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

 Toro_Rosso_ThreeQuarter_bargeboards small

5.Slightly enlarged sidepod inlets as cooling needs in 2014 are increased for all cars

 Toro_Rosso__sidepod inlets COMPARISON small

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.

 Toro_Rosso_ThreeQuarter_rear wing small

 Rear_Vergne_rear wing small

All images credited to Scuderia Toro Rosso

Toro Rosso STR8 – winter testing (pre season) tech summary

Toro Rosso STR8 SV Winter 1

Chassis :  STR8

Engine : Ferrari typo 056



     The STR8 has a slimmer rear end, better weight distribution which is shifted forward, redesigned rear suspension, interesting rear brake vanes and a full sized modesty panel . The sidepods of the new car show a deep undercut while the twin floor concept is abandoned as it was proved difficult to develop .Thus the radiators are now placed lower to the ground level allowing a more aggressively drop to the rear of the sidepod deck .

Winter testing updates :

  A modified diffuser was fitted on STR8 at last pre session test at Barcelona on March .




Aerodynamic performance :  offer a stable car but still questionable

Speed :.  Seems to be the last of the middle pack , faster only to Caterham and Marussia

Tyres management  :   above average

Reliability  :  well


Toro Rosso STR7 – Three rear wing specs so far !

      Red Bull genes are also found  within Toro Rosso’s DNA , not though in speed but mostly  in development rate . Till the Chinese GP three rear wing specs were raced/tested as shown in the images above. The Chinese spec was also  tested at Jerez on February and has a main flap with a bending upwards profile in its middle section to emphasize downforce production close to the endplates zone . Malaysian/Australian spec instead has the opposite philosophy on downforce production  featuring a bending downwards profile in the middle section . At Barcelona on March a mini plane was added on the beam wing  to increase downforce and  remains traditionally a good option for high downforce tracks like Monaco , Hungary and Singapore

Toro Rosso STR7 – New front wing for Melbourne

       Toro Rosso tested a new front wing at Barcelona on March  .The new wing has a shortened  slot in the main flap and also moved to the back to decrease the effective wing span in an attempt to make the wing less susceptible to sudden wing stalling (downforce loss) . Furthermore the main flap encounters  the endplates differently , the mini slot at the second flap close to the endplate is also new, while the endplate stand different on both rear end as well as to outer vertical elements .The new wing is being used by Toro Rosso since Melbourne .

Toro Rosso STR7 – technical specs


Chassis material: Composite monocoque structure
Bodywork material: Carbon fibre composite
Front suspension: Upper and lower carbon wishbones, torsion bar springs and anti roll bars, Sachs dampers
Rear suspension: Upper and lower carbon wishbones, torsion bar springs and anti roll bars, Sachs dampers
Steering: Scuderia Toro Rosso
Gearbox: Seven-speed hydraulic
Clutch: Sachs Triple-plate pull-type
Calipers: Brembo
Pads and discs: Brembo
Cooling system (radiators, heat exchangers): Scuderia Toro Rosso
Cockpit instrumentation: Scuderia Toro Rosso
Seat belts: OMP
Steering wheel: Scuderia Toro Rosso
Driver’s seat: Carbon fibre construction,moulded to driver’s shape
Extinguisher system: Scuderia Toro Rosso/FEV
Wheels: Advanti Racing
Fuel cell: ATL
Overall weight: 640 kg (including driver and camera)



  • Type: 056
  • Number of cylinders: 8
  • Cylinder block in sand cast aluminium: V 90°
  • Number of valves: 32
  • Pneumatic distribution
  • Total displacement: 2398 cm3
  • Piston bore: 98 mm
  • Weight: >95 kg





CREDIT : Scuderia Toro Rosso

Toro Rosso STR6 – Small teams do innovate


The new STR6 may look very similar to the STR5 even in details but a closer look reveals that many parts of the car are refined and also a surprising innovation from the team , the reincarnation of the twin floor originally featured by Ferrari F92A . Maybe 2011 will be the last season for the team as we know it because  Red Bull Racing owner revealed the last few months his intention to sell the team


Front Zone – Nose


The nose practically retains many characteristics from the STR5 , like the U-raised upper section but less deep now , inclined forward nose pillars but also some changes took place with the nose winglets to be removed backwards away from the nose tip and the skirts under the nose to be rejected . Probably the later changes are connected to how the STR6 twin floor functions .



Many similarities between the STR6 – STR5 suspension geometry are also obvious despite the tyre change from Bridgestone to Pirelli , with the steering axis also to be retained between the wishbones .


Car middle section


It is very hard to differ STR6 airbox zone from the STR5 one . Both have identical inlets to feed the engine with air and a pair of inclined outwards pillars . It is worthy to mention that in both cars the driver sits quite high with his head to exit quite above the head support . A high driver’s position which may offer a better visibility but cause a small raise to the COG and effects negatively the air entering above the helmet and into the airbox inlet . Maybe the KERS extra weight placed low on the chassis balances any raise of the COG caused by the higher driver body sitting .


Another change forced by the 2011 rules is also the ban of the shark fin connection to the rear wing and thus Toro Ross opted for a simpler totally shark fin-less cover . It would be no surprise to see some teams , including Toro Rosso ,  developing  a more sophisticated and complex engine cover focusing mainly on improving cooling efficiency




The trend and challenge for all teams is to make  the sidepod bottoms slimmer in order to improve the airflow towards the rear . This trend was decelerated  or even reversed in some occasions due to the refueling ban rule taking effect since 2010 (because 2010 cars had to carry twice as large fuel cells )  . The same was expected to happen also in 2011 due to KERS re-installation back to the cars but apparently Toro Rosso found the way to develop the slimmer sidepod bottom design and even evolve it to the next level . Instead of making the bottoms thinner Toro Rosso shifted up a little the engine radiators to make room underneath the sidepods forming a channel .



The higher placement of the radiators can be externally noticed by the fact that the sidepods form a V angle towards the car centre. This solution for sure rises a bit the Centre Of Gravity , something negative for a car , but provides a far better aero efficiency .



The STR6 bargeboards stand also shorter compared to STR5  to permit a larger quantity of airstream underneath the sidepods  , an airstream which is further energized by the exhausts emissions blowing close to the floor, to maximize the aero efficiency of this twin floor configuration .


Rear zone


The whole rear section is much lower and slimmer while the double deck diffuser is replaced by a single deck , a changed forced by the new 2011 rules regarding diffuser dimensions to restrict downforce production . Lastly the rear suspension remains pull rod .



Engine – KERS


Ferrari engine will power the STR6 like did before and furthermore part of the engine supply agreement between the two teams includes also  the Ferrari’s KERSystem supply to Toro Rosso , but only as customer version .




Pirelli took Bridgestone place


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