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
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
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 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 .
|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|
|Clutch:||Sachs Triple-plate pull-type|
|Pads and discs:||Brembo|
|Cooling system (radiators, heat exchangers):||Scuderia Toro Rosso|
|Cockpit instrumentation:||Scuderia Toro Rosso|
|Steering wheel:||Scuderia Toro Rosso|
|Driver’s seat:||Carbon fibre construction,moulded to driver’s shape|
|Extinguisher system:||Scuderia Toro Rosso/FEV|
|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
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 .
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