Mahatma Gandhi Mission’sCollege of Engineering and Technology Noida, U.P., India Seminar Report on Push-rod suspension system in F-1car as part of B. Tech Curriculum Submitted by: Ashish Rawat V Semester 1309540902 Under the Guidance of: Mr. Pankaj Kumar Singh (Lecturer) MGM Coet, Noida (Seminar Coordinator) Mr. Ravindra Ram Submitted to: HOD Mechanical Engineering Department, MGM COET, Noida 1 Mahatma Gandhi Mission’s College of Engineering and Technology Noida, U.P., India Department of Mechanical Engineering CERTIFICATE This is to certify that Mr. Ashish Rawat B. Tech. Mechanical Engineering, Class TT-ME and Roll No. 1309540902 has delivered seminar on the topic “Push-rod suspension system in F-1 Car”. His seminar presentation and report during the academic year 2014-2015 as the part of B. Tech Mechanical Engineering curriculum was excellent. (Seminar Coordinator) (Guide) (Head of the Department) 2 ACKNOWLEDGEMENT I would like to express my deep sense of gratitude to my supervisor Mr. Pankaj kumar Singh (lecturer), Mechanical Engineering Department, Mahatma Gandhi Mission's College of Engineering and Technology, Noida, India, for his guidance, support and encouragement throughout this project work. Moreover, I would like to acknowledge the Mechanical Engineering Department, Mahatma Gandhi Mission's College of Engineering and Technology, Noida, for providing me all possible help during this project work. Moreover, I would like to sincerely thank everyone who directly and indirectly helped me in completing this work. (Ashish Rawat) Date: 19 Sept, 2014 Place: Noida, Uttar Pradesh 3 double wishbone. In this push rod means rod is push to the rocker and transmit the shocks of rods to the rocker . This basically a independent type of suspension system. 4 . heave spring. In this report further we will study how push rod actually works.pushrod is more beneficial in high nose cars due to their higher centre of gravity.. torsion bar. rockers. Push rod suspension system is completed with the help of number of components like damper. In push rod we can adjust or modify the motion ratio/ spring ratio with the rocker. The aim of suspension system is To provide good ride and handling performance and better contact to road and to ensure that steering control is maintained during manoeuvring. track rod. anti-roll bar.ABSTRACT This report is based on push rod suspension system used which is mostly used in all racing cars like f-1 car and others. 1 Advantages of push rod 21 6.CONTENTS Certificate ii Acknowledgement iii Abstract iv List of figures vi Chapter-1 History 1 Chapter-2 Introduction 2 Chapter-3 Components of an f1 car suspension.2 Disadvantages of push rod 21 Chapter-7 Applications 22 Chapter-8 Conlcusion 24 Chapter-6 5 .3 Which is better – push or pull rod system 19 Advantages/disadvantages 21 6.5 Heave spring 8 3.2 Working of pull-rod suspsension system 18 5.3 Rockers (bell cranks) 6 3.4 Torsion bar (springs) 7 3.1 Top/bottom wishbones 5 3.7 Track rods 10 3.1 Working of push rod suspension system 16 5.8 Camber 11 3.2 Pushrod/pullrod 6 3.9 Arb (Anti roll bar) 12 Chapter-4 Mechanism 14 Chapter-5 Working principle 16 5. 5 3.6 4-way adjustable damper 8 3. 1 Push-rod suspension Double wishbones.3 Fig-7.3 Push rod or pull rod 20 Fig-7.6 Way adjustable damper 9 Fig-3. Year is 2000 and designer of this car is aerodynamicist Eghbal Hamidi 1 Fig-1.7 Ttrack rod 10 Fig-3.1 Pull-rod suspension 2 Fig-2.3 Fig-3.8 Camber 11 Fig-3.2 Ferrari F300 Mercedes F-1 w05 22 22 Fig-7.1 Jos Verstappen in Arrows20.5 Rocker Torsion bar (springs) Heave spring 6 7 8 Fig-3.9 Anti roll bar 12 Fig-4 Bell crank mechanism 14 Fig-5.1 Push rod suspension system 16 Fig-5. topic Page no. 2 5 Fig-3.4 Fig-3. Fig-1.2 European Minardi PS01 Designed by Gustav Brunner and Gabriele Tredozi 2001.4 McLaren honda Renault 22 23 6 .1 Fig-7. Drivers: Fernando Alonso and Taso Marques 1 Fig-2.2 Fig-3.LIST OF FIGURES Figure no.2 Pullrod suspension system 18 Fig-5. Fig-1. The advantages of a pull rod lie in the possibility to make the nose lower. Minardi and Arrows used pull rods with low noses to lower the centre of gravity. These two teams are a last two to use this concept. Year is 2000 and designer of this car is aerodynamicist Eghbal Hamidi 7 .CHAPTER-1 HISTORY Pull rods were first brought to Formula 1 by Gordon Murray with Brabham in the 70s but now all formula one teams make use of the push rods.1 Jos Verstappen in Arrows20. as pull rods are quite hard to implement in a high nosed car. assemble most suspension parts lower to the ground and thus lowering the height of the center of gravity. CHAPTER-2 Fig-1.1 Pull-rod suspension A push rod is the opposite.2 European Minardi PS01 Designed by Gustav Brunner and Gabriele Tredozi 2001. 8 . the strut runs from the lower wish bone to the upper edge of the chassis. Drivers: Fernando Alonso and Taso Marques INTRODUCTION Push-rod or pull-rod. Pull rod set up has a strut from the outer end of the upper wishbones that runs diagonally to the lower edge of the chassis and "pulls" a rocker to operate thespring\damper. the difference as the name suggests is the whether the rod push up to the rocker or pull down to the rocker. Fig-2. we'll say that almost all Formula One cars feature double wishbone suspensions. so its geometry (toe.2 Push-rod suspension Choice between the two is geometry and CoG (Centre of gravity). where the pushrods had a small fracture in them. Also a pull rod will flex in droop (wheel going down) and push rod will flex with the wheel in bump (wheel going up) hence F1 push or pull rods are large carbon molding to withstand the flexing from the high wheel loads. Formula 1 suspension has to meet 3 requirements. The most recent of which was Sebastien Buemi in Shanghai 2010. castor and camber) is crucial to the handling of the car. dampers. It is also the only way for the weight and loading on the car to be transferred through the wheels/tyres to the road. and the high loading placed on them under braking for turn 14 after the long straight caused them to fail. To keep things simple here. Those components include springs. especially if there is a small flaw in the elements. It has an effect on the aerodynamics of the car. How Car Suspensions Work provides detailed information about each of these parts and even includes a section on Formula One suspensions. The suspension of a Formula One car has all of the same components as the suspension of a road car. Before any race. The suspension on a Formula 1 car is very important.Fig2. disrupt the airflow as little as possible and be strong enough to withstand the high loadings that they are placed under. These are to reduce the amount of unspring mass (any part of the car in which its weight is not supported by the torsion bar). arms and antisway bars. a team will tweak suspension settings to ensure that the car can brake and corner safely. yet still deliver responsiveness of handling There are a couple of examples where loading can be too much. 9 . However the rear suspension is attached to the gearbox. The front suspension wishbones are attached directly to the chassis which fives them optimum stiffness. kerbs and changes of direction is particularly important as having a car that can ride the kerbs better than others can seriously improve lap times. brakes. The uprights which house the wheel hubs&bearings.Another case is Kimi Raïkkonen’s accident in 2005 at the Nurburgring. However it was very costly to manufacture. the setup of the front and rear suspension is different. but was originally brought into the sport by Renault. and that is that as the car goes through the corner. Ferrari however use pullrod on the front too. especially in lower speed corners. ARB (Anti-Roll Bar) and multimatic dampers could 10 . Which is only attached to the car through the backplate of the chassis. There is a good effect of running negative camber however. It is for this reason why some cars may sport a strengthening arm or 2 linking the gearbox to the chassis. If the car ran with positive or no camber at all this would impair the grip from the tyre. There is also a mechanical advantage as the front torsion bar (spring). The camber of the tyre affects how evenly distributed the loading on the tyre is. The suspension also plays a crucial role in controlling the tyre temperatures. which is only attached to the car through the engine. the roll of the tyre forces the outer tyre to be moved slightly further inwards. eventually causing it fatigue stress at which point it failed and he crashed in turn 1. which leads to shorter tyre life and even less grip. Every F1 car will run with a slight degree of negative camber where the outside top of the tyre is further in than the bottom. In previous years Metal Matrix Compound or MMC was used as it is stronger than aluminium and lighter too. The geometry of the suspension. There a flatspotted tyre caused huge vibrations in the suspension. Ferrari have been using it so far this year. Every other car uses a pushrod-actuated front suspensions system and a pullrod-actuated system at the rear. Too much can cause blistering of the tyre on the inner shoulder. which stretches the outer sidewall and gives a larger contact patch. particularly that at which the wishbones are angled and controls tyre motion over bumps. so was dropped in favour of the cheaper alternative With the exception of the Ferrari. brake cooling and wheel attachment must be made out of Aluminium. and therefore how hot each part of the tyre gets. There is a small aerodynamic advantage to this. CHAPTER-3 COMPONENTS OF AN F1 CAR SUSPENSION 3. Type of double-A or double wishbone suspension.be mounted lower in the chassis.1 Top/bottom wishbones – Control wheel angle (camber and castor) and wheel movement. By contrast most modern cars (with the exception of some Honda models) use a typical MacPherson strut type suspension where there is just one lower control arm attached to the lower half of the wheel hub and the strut (which houses the springs and the dampers) attached to the top of the wheel hub. Also houses the mandatory wheel tethers which are required by the regulations to hold the wheel close to the car as long as possible in the event of an accident. 11 . Formula 1 car utilize a very simple double wishbone and inboard suspension setup on both the front and rear. The lower arm carries most of the load Provides Extra Support and control. which gives a lower CoG (Centre of Gravity) and improves the handling of the car at lower speeds.. Wheel spindles are supported by an upper and lower ‘A’ shaped arm. 1 Double wishbones. ADVANTAGES OF DOUBLE A-ARM Provides more negative camber while rolling(with shorter upper A arm). 3. 3.2 Pushrod/Pullrod – Transmits the suspension and car loading through from the upright to the rockers (bell cranks) or to the tyres. It is versatile (placement of shocker and etc).Fig -3. 12 .3 Rockers (Bell cranks) – Transfers the vertical reciprocating movement of the push/pullrod into rotational movement at the torsion bar. this help in cornering. Fig-3. Stiffer torsion springs increase the handling responsiveness at that end of the car. Its strength is controlled by the alloy mixture. but reduces overall mechanical grip in the middle of the corner.4 Torsion bar (springs) – The torsion bar acts as the spring that absorbs shock loads from the suspension movement.3 rocker 3. Most F1 torsion bars are of equal length and its diameter only changes in the middle as the outer ends need to be the same size to fit in the splined holes in the chassis and on the rockers. Cars are also less pitchsensitive as the car changes its pitch a lot less under braking/acceleration loadings 13 . its thickness and the length. 14 .4 Torsion bar (springs) 3.5 Heave spring – The heave spring controls how stiff the car is when both sides of the cars suspension are compressed together for example under braking. or over a hefty bump. and may have better traction on the exit of the corner. This means the car may have more grip going into a corner.Fig-3. Cars are less pitch-sensitive as the car changes its pitch a lot less under braking/acceleration loadings when the heave springs and dampers are stiffer. or acceleration. When talking about the speed of the damper we don’t talk about the speed of the car.Fig-3. rebound is the extending. The dampers are critical for fine-tuning the handling of the car. we talk about how quickly the damper is moved. The softer the damper the easier it is to compress and the more oscillation from the torsion bars you get and vice versa. The 3 rd damper is often called the ‘heave’ damper and controls how the car reacts when both front wheels move together. when it moves downwards it extends the damper.6 4-way Adjustable damper – These are fully adjustable dampers. 2 directly attached to the rockers and one that connects both front rockers together. So when a wheel moves upwards it compresses the damper.5 heave spring 3. 15 . High and low speed bump. They are adjustable in 4 ways. There are 3 dampers at the front and 3 at the rear of most F1 cars. and high and low speed rebound. Bump settings are the compressing of the damper. Low speed is a slow extension/retraction and high speed is a fast extension/retraction. Note that damping only alters the speed at which the rolling and pitching motions occur. unlike springs. So if you want your vehicle to roll less. it does not alter their extent. This also indicates that the damping should always be matched to the spring ratio: never run a very stiff spring with very soft damping or a very soft spring with very stiff damping. In terms of energy. the magnitude of the suspension movement would never stop increasing. The subsequent impacts from the bumps on the tires would make the suspension bounce very intensely. leading to a very humorous situation. making it feel less twitchy. which store the energy. and allow the tires to stay in contact with the ground as much as possible. which is not a good thing. it will slow down both the vehicle’s pitch and roll motions.Fig-3. Without damping. and release it again.6 4 way adjustable damper Damping is needed to absorb the energy associated with suspension travel. Dampers absorb all the excess energy. Bumps or lateral or longitudinal acceleration can induce that suspension travel. damping absorbs most of the energy the car receives as it moves. adjust the anti-roll bars. Small changes however can give interesting results. but not the dampers. Imagine a car with no damping driving on a bumpy road. Something you can adjust with the damping rate is the speed at which 16 . Damping that’s a bit on the heavy side will make the car more stable. or the springs. and the chassis has rolled and/or dived. the weight is transferred. and a car with stiff springs and light damping will rebound very quickly. it will rebound very slowly. harsh bumps. so you’ll need to set your car a little stiffer. The speed at which this happens is controlled by the damping rate. The car with firm springs and soft damping will be very responsive: it will follow the driver’s commands very quickly and aggressively. there is a difference between high-speed and low-speed damping. high-frequency bumps require soft settings for both damping and springs. but when the steering is straightened out. and the cornering force disappears. Small. which slightly reduces drag and Fig-3. They are normally attached to the front of the wheel hub. The same situation occurs when exiting corners: in the corner. because the car would bottom out a lot.7 track rod 17 .7 Track rods – The track rods controls the steering of the wheel hubs. yet very smooth. 3.But it’s not quite as simple as that: even in the simple dampers used in R/C cars. and quite often run in front or in the wake of the lower wishbone. They’re also independently adjustable. because of bumps. It will also tend to continue running straight when steering is first applied.the suspension rebounds: if a car with soft springs but hard dampers is pushed down. So the car with the soft springs and hard damping will tend to want to continue turning when the steering is straightened. the chassis comes back to its original position. On very smooth tracks you can use very stiff settings for both springs and damping. You can’t use such soft settings for big. You may not always be able to use the spring and damping rates you’d like. it will feel generally unresponsive. which increases the tires' camber angle. most of the time you have to find the best compromise. they get a little deformed in the direction of the centre of the corner. Negative camber is necessary because when a car turn into a corner. the angle is said to be positive. positive camber is never used. you have to set the camber to 0°.3.8 Camber Fig-3. that way you can be sure every part of the surface is used to the maximum of it's potential. it experiences chassis roll. and that it wouldn’t deform under heavy side load. A tyre’s coefficient of traction (grip) increases as it's contact surface Understanding Suspension increases. So you can't have both. only the tires' outer edge and sidewall would touch the ground.5 to -3 are the most common. The problem is that if you want maximum forward traction. and if you want maximum cornering action you have to set it to a few degrees negative. the camber angle is said to be negative. Also. and angles of -0. Keep in mind that a car with very soft suspension settings and very little camber change will need more negative camber than a car with a very stiff suspension and In very bumpy off-road conditions 18 . depending on the softness of the suspension and tire carcass. because most rubber tires are quite flexible. The easiest way is to set camber so the tires wear evenly across their surface. If the wheels of the car lean inwards.8 camber Camber describes the angle between the tyre’s centreline and the vertical plane. which isn't beneficial for traction. If the car doesn't have any negative camber. It is usually measured at ride height. Unfortunately. only negative. so the ideal situation would be that the tire would stay perpendicular to the ground at all times. if they lean outward. this isn’t the case. but you can try to make the best possible compromise. First of all. but I definitely don't recommend this: a non-optimal camber setting always yields less traction. which inevitably makes the car slow. This means that the car is less sensitive to roll. The excess camber stabilises the car in large bumps and reduces the risk of catching a rut and flipping over. basically 19 . 3.9 ARB – The anti-roll bar links both sides of the car together through the suspension elements.however.9 Anti roll bar Anti-roll bars are like ’sideways springs’. Camber can also be used as an adjustment to attain a desired handling effect. Fig-3. The balance of the car can be fine-tuned by altering the stiffness of the ARBs. it can be beneficial to use more camber than would be needed for uniform wear across the surface. one end of the bar is lifted. pulling the other side of the suspension up also. Here’s how they work: if one side of the suspension is compressed. The other end will also go up. Softer front/stiffer rear ARBs give less under steer and stiffer front/softer rear give more under steer. they only work laterally. Normally. Remember that this is in the beginning of the turn. the chassis starts to roll. so it won’t pull the other side up very far. So the outside suspension won’t be compressed as much as it normally would. 20 . When both sides are equally far compressed. some of that torque is absorbed by the anti-roll bar. the chassis would stop rolling when the roll torque is fully absorbed by the outside spring. letting the chassis roll deeply into its suspension travel. With the anti-roll bar however. unless the track is really bumpy. and it’s distributed more evenly over the two tires. making for more steering and a little less rear traction. But with the anti-roll bar. the suspension on the outside of the turn would compress. When the car enters a turn. so they’re rarely used on bumpy tracks.giving more resistance to chassis roll. anti-roll bars can really mess up a car’s rough track handling. making the rear of the chassis sit up higher than normal. and the one on the inside would extend. How far and how strongly the other side will be pulled up depends on the stiffness and the thickness of the bar used: a thin bar will flex a lot. Unfortunately. making for a lot more pressure on the outside tire. Adding an anti-roll bar at the front of the car has a similar. that is. the situation is different in the middle of the turn. It’s as if suddenly the rear has become stiffer. but makes it much smoother and more consistent. without the anti-roll bar. Rear traction is more consistent however. So anti-roll bars only affect the lateral balance of the car. they work in conjunction with the springs and dampers. the bar has no effect. So the rear has more weight on it. so the chassis will roll less. This makes for a little more and more consistent traction. the suspension on the inside will be compressed. and more at on the front. like when the car is braking. anti-roll bars aren’t the only things affecting the car’s roll stiffness. Suppose you add an anti-roll bar at the rear of your car without changing any of the other settings. because the weight is distributed more evenly over the rear tires. like when the car is cornering. Note that the bar only works when one side of the suspension is extended further than the other. and the rear of the car will sit lower than normal. Normally. so less weight is on the rear of the car. but opposite effect: it decreases steering. not the longitudinal balance. and used to compress the inside suspension. The other end of the bell crank is connected to the shockabsorber assembly. brake disc assembly without the wheel hub and tires assembled. The shiny metal part is the upright(knuckle). The push-rod has some marking on it (probably with chalk). Fig-4 bell crank mechanism The pivot of the bell-crank is connected to the chassis using a spherical bearing (which is a revolute joint). If there is a bump/ditch on the road.CHAPTER -4 MECHANISM Bell cranks are used to change the motion of a link through an angle. The image below is the pushrod suspension of our formula student car NR-XII. A bell crank essentially changes the direction of application of force. the wheel travels upwards/downwards respectively with respect to the chassis. And the triangular piece connected to it is the bell-crank. During such maneuvers the push rod experiences elongation/compression forces which in turn results in the pivot rotating 21 . Here the change in deflection is basically being amplified \ 22 . 2) the shock-absorber compresses/elongates by a larger extent when compared if it was attached to the A-arm or the push-rod directly. This is called the mechanical advantage.about the pivot. Thus the bell-crank does two jobs basically: 1) allow the shock-absorber to be placed almost vertically. If the bell-crank weren't present it would have to be placed almost horizontally which would be difficult to fix and adjust. The bell crank designed is such that the travel of the shock-absorber is more than the travel of the push-rod. acts as the "suspension" for the car.1 PUSH ROD SUSPENSION SYSTEM In push-rod suspension. in a loose sense. This rocker arm is connected to four things. a damper and finally the earlier mentioned suspension arm. 23 . The torsion bar resists the turning of the rocker arm. in the same away a spring on a coilover dones on a road car. heave spring. this then transfer the loads into the "actual" suspension.1 WORKING OF PUSH ROD SUSPENSION SYSTEM Fig-5. When the car goes over a bump the movement is transferred through the tyre and rim to the suspension upright and then into the suspension arm. torsion spring. which is just a small piece of metal on a "hinge" so that when you push on one side. it. it pushes something else (usually) at an angle to the direction the initial force was applied. Inside the body work there is a rocker arm.CHAPTER-5 WORKING PRINCIPLE 5. These all perform specific duties. It is twisted by the tyre moving up and wants to twist back. the suspension arm is usually at a ~45 degree angle to the bodywork/tyre in an F1 car. it resists the cars movement in "heave". The damper does exactly what the damper in your car does. it has to be set up very high in the chassis. but not resist it too much that the downforce can't push the car to the floor. it dampens the suspension's movements to make for a more even and predictable ride. which of course is bad for centre of gravity. 24 . The heave spring does a special job. Without dampers. All these parts are arranged inside the bodywork/chassis and. It's important to resist heave. this is the up/down movement of the car with respect to the road. as the ride height is influenced by it. every bump in the road would cause huge amounts of oscillation and vibration in the car and would eventually shake it apart. due to the angle pushrod suspension arms have to be to work. The damper combats this and prevents the suspension behaving too erratically. so that's when pull-rod comes in. 2 WORKING OF PULL-ROD SUSPSENSION SYSTEM 25 .5. All teams (I believe. then mount them as low in the chassis as possible to help with centre of gravity. they take all the internal suspension parts and flip them upside down. if you are still confused just google it a bit and go to F1 Technical. In practice there is no real difference but a lot of teams struggle after making the step from pushrod to pullrod front suspension for various reasons. So.3 Which is better – Push or Pull rod system 26 .Fig-5. lots of stuff to fit in there and very little space to do it in. Most F1 teams are running pull-rod rear suspension nowadays as it fits better with centre of gravity and the general design of the rear of the cars.2 Pullrod suspension system Pull-rod suspension is literally just push-rod turned upside down. there you go! I tried to explain as best I can. plenty of great articles there. maybe Ferrari don't) run pushrod front suspension. This also means that the suspension arm can be mounted darn near horizontal with respect to the road which is much better aerodynamically. 5. you look at your design requirements and pick which solution works. This passes back from the rocker to the mount on the wishbone. In push-rods case. best. With Pull-rod the force from the rod and the wheel act in the same direction. the two offset each other. Pull-rod clearly provides a lower CofG. These can only be accessed when the gearbox is removed and are subject to a lot of heat. In terms of effect on aerodynamics each has its merits depending on the prevailing rules and trends. There’s no one answer to which is best. both are equal. this doubles the load in the upper wishbone and resultantly in the mounting the on the gearbox. than bump. although access can be an issue. This can be accounted for design and weight of the final wishbone design. The push rod was the first suspension component to have carbon fibre cladding for reinforcement. The push rod when the suspension in in bump (wheel rising) the rod is in compression and would tend to bow outwards. As per Newton’s third law. the rod has to react to the force of the springs. Next year the best car is not necessarily going to be the one with Pull-rod rear suspension.In terms of their effectiveness as controlling the wheels. Sometime. In Red Bulls case they place the 3rd spring and inerter horizontally across the front of the gearbox. However. push rod also has its structural problem. but droop is considered less critical in wheel control. floor have to be removed. One difference is in the load passed through the wishbones. this reaction force is in the opposite direction to the force fed from the wheel into the chassis. in case of rear pull-rod suspension. 27 . This means one sits above and the other below the shaft connecting the engine to the clutch. Suspension experts point out that pull-rod suffers similar compression bending when the suspension is in droop (wheels falling). However both have different benefits and demands on the chassis. again design and weight is needed to offset this load. Fig-5.3 push rod or pull rod 28 . CHAPTER-6 6. Another disadvantage is increased friction caused by the increased amount of bearings under high loads. making it turbulent hence the aerodynamics of the vehicle is undisturbed. 29 .1 ADVANTAGES OF PUSH ROD Absence of bulky suspension system. you can modify motion ratio/spring ratio with the rocker.2 DISADVANTAGES OF PUSH ROD Higher CG (centre of gravity) Access to the dampers/springs can be more difficult. decreases air drag. Smooth flow of air through the sides of the vehicle. 6. 2 Mercedes F-1 w05 30 .1 Ferrari F300 Fig-7.CHAPTER-7 APPLICATIONS Fig-7. 4 Renault 31 .3McLaren honda Fig-7.Fig-7. 32 . the mass of the spring/damper units is located higher up. The pushrod are necessarily heavier than in pull-rod arrangement.CHAPTER-8 CONCLUSION A pushrod-type inboard suspension on a lightweight road race car.simply because the spring/damper units are eaisly accessible for adjustments. Nevertheless this scheme is currently used by virtually all formula and indy cars and many other racers.and the loads on the structure are more focussed and complex than with some alternative arrangements. html http://www.9#tbm =isch&q=four+way+adjustable+damper+in+f-1&imgdii=_ 33 .net/pushrod_pullrod.com/f/10091333+w750+st0/0809tr_03_z+1950_ford_ f1_custom_truck+front_suspension_detail.schuerkamp.de/zope/hoover/racing/historic_f1/images/ls17_b197_ rear_susp.jpg • https://www.co.f1-country.in/search? q=torsion+bar+in+f1&biw=1517&bih=714&source=lnms&tbm=isch&sa=X& ei=ZYUQVJSVMISwuASn8YKQBQ&ved=0CAYQ_AUoAQ&dpr=0.truckinweb.REFRENCES http://www.youtube.jpg • http://image.jpg • http://www.google.formula1-dictionary.com/f1-engineer/suspension1.com/watch?v=u6ssbkt7_kw&hd=1 • https://www.