Mahatma Gandhi Missions

College 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

Mahatma Gandhi Missions

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)

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

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.
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.
This basically a independent type of suspension system. In this push rod means rod is
push to the rocker and transmit the shocks of rods to the rocker .pushrod is more
beneficial in high nose cars due to their higher centre of gravity.
In push rod we can adjust or modify the motion ratio/ spring ratio with the rocker.
Push rod suspension system is completed with the help of number of components like
damper, rockers, torsion bar, heave spring, track rod, anti-roll bar, double wishbone.
In this report further we will study how push rod actually works..

CONTENTS
Certificate

ii

Acknowledgement

iii

Abstract

iv

List of figures

vi

Chapter-1

History

Chapter-2

Introduction

Chapter-3

Components of an f1 car suspension.

3.1

Top/bottom wishbones

3.2

Pushrod/pullrod

3.3

Rockers (bell cranks)

3.4

Torsion bar (springs)

3.5

Heave spring

3.6

4-way adjustable damper

3.7

Track rods

10

3.8

Camber

11

3.9

Arb (Anti roll bar)

12

Chapter-4

Mechanism

14

Chapter-5

Working principle

16

5.1

Working of push rod suspension system

16

5.2

Working of pull-rod suspsension system

18

5.3

Which is better push or pull rod system

19

Advantages/disadvantages

21

6.1

Advantages of push rod

21

6.2

Disadvantages of push rod

21

Chapter-7

Applications

22

Chapter-8

Conlcusion

24

Chapter-6

LIST OF FIGURES
Figure no.

topic

Page no.

Fig-1.1

Jos Verstappen in Arrows20, Year is 2000 and

designer of this car is aerodynamicist Eghbal
Hamidi

Fig-1.2

European Minardi PS01 Designed by Gustav

Brunner and Gabriele Tredozi 2001.
Drivers: Fernando Alonso and Taso Marques

Fig-2.1

Pull-rod suspension

Fig-2.2
Fig-3.1

Push-rod suspension
Double wishbones.

2
5

Fig-3.3
Fig-3.4
Fig-3.5

Rocker
Torsion bar (springs)
Heave spring

6
7
8

Fig-3.6

Way adjustable damper

Fig-3.7

Ttrack rod

10

Fig-3.8

Camber

11

Fig-3.9

Anti roll bar

12

Fig-4

Bell crank mechanism

14

Fig-5.1

Push rod suspension system

16

Fig-5.2

Pullrod suspension system

18

Fig-5.3

Push rod or pull rod

20

Fig-7.1
Fig-7.2

Ferrari F300
Mercedes F-1 w05

22
22

Fig-7.3
Fig-7.4

McLaren honda
Renault

22
23

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, as pull rods are quite hard
to implement in a high nosed car. The advantages of a pull rod lie in the possibility to
make the nose lower, assemble most suspension parts lower to the ground and thus
lowering the height of the center of gravity.
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.

Fig-1.1 Jos Verstappen in Arrows20, Year is 2000

and designer of this car is aerodynamicist Eghbal
Hamidi

CHAPTER-2

Fig-1.2 European Minardi PS01 Designed by

Gustav Brunner and Gabriele Tredozi 2001.
Drivers: Fernando Alonso and Taso Marques

INTRODUCTION
Push-rod or pull-rod, the difference as the name suggests is the whether the rod push
up to the rocker or pull down to the rocker.
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.

Fig-2.1 Pull-rod suspension

A push rod is the opposite; the strut runs from the lower wish bone to the upper edge
of the chassis.

Fig2.2 Push-rod suspension

Choice between the two is geometry and CoG (Centre of gravity). 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.
The suspension on a Formula 1 car is very important. It has an effect on the
aerodynamics of the car. It is also the only way for the weight and loading on the car
to be transferred through the wheels/tyres to the road, so its geometry (toe, castor and
camber) is crucial to the handling of the car. Formula 1 suspension has to meet 3
requirements. 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), disrupt the airflow as little as
possible and be strong enough to withstand the high loadings that they are placed
under.
The suspension of a Formula One car has all of the same components as the
suspension of a road car. Those components include springs, dampers, arms and antisway bars. How Car Suspensions Work provides detailed information about each of
these parts and even includes a section on Formula One suspensions. To keep things
simple here, we'll say that almost all Formula One cars feature double wishbone
suspensions. Before any race, 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, especially if there is a
small flaw in the elements. The most recent of which was Sebastien Buemi in
Shanghai 2010, where the pushrods had a small fracture in them, and the high loading
placed on them under braking for turn 14 after the long straight caused them to fail.
9

Another case is Kimi Rakkonens accident in 2005 at the Nurburgring. There a flatspotted tyre caused huge vibrations in the suspension, eventually causing it fatigue
stress at which point it failed and he crashed in turn 1.
The suspension also plays a crucial role in controlling the tyre temperatures. The
camber of the tyre affects how evenly distributed the loading on the tyre is, and
therefore how hot each part of the tyre gets. 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. Too
much can cause blistering of the tyre on the inner shoulder, which leads to shorter tyre
life and even less grip. There is a good effect of running negative camber however,
and that is that as the car goes through the corner, the roll of the tyre forces the outer
tyre to be moved slightly further inwards, which stretches the outer sidewall and gives
a larger contact patch. If the car ran with positive or no camber at all this would
impair the grip from the tyre. The geometry of the suspension, particularly that at
which the wishbones are angled and controls tyre motion over bumps, 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, especially in lower speed corners.
The front suspension wishbones are attached directly to the chassis which fives them
optimum stiffness. However the rear suspension is attached to the gearbox, which is
only attached to the car through the engine. Which is only attached to the car through
the backplate of the chassis. It is for this reason why some cars may sport a
strengthening arm or 2 linking the gearbox to the chassis. Ferrari have been using it so
far this year, but was originally brought into the sport by Renault.
The uprights which house the wheel hubs&bearings, brakes, brake cooling and wheel
attachment must be made out of Aluminium. In previous years Metal Matrix
Compound or MMC was used as it is stronger than aluminium and lighter too.
However it was very costly to manufacture, so was dropped in favour of the cheaper
alternative
With the exception of the Ferrari, the setup of the front and rear suspension is
different. Every other car uses a pushrod-actuated front suspensions system and a
pullrod-actuated system at the rear. Ferrari however use pullrod on the front too.
There is a small aerodynamic advantage to this. There is also a mechanical advantage
as the front torsion bar (spring), ARB (Anti-Roll Bar) and multimatic dampers could
10

be mounted lower in the chassis, which gives a lower CoG (Centre of Gravity) and
improves the handling of the car at lower speeds.
Formula 1 car utilize a very simple double wishbone and inboard suspension setup on
both the front and rear. 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.

CHAPTER-3
COMPONENTS OF AN F1 CAR SUSPENSION
3.1 Top/bottom wishbones Control wheel angle (camber and castor) and wheel
movement. 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.

Type of double-A or double wishbone suspension.

Wheel spindles are supported by an upper and lower A shaped arm.
The lower arm carries most of the load
Provides Extra Support and control..

11

Fig -3.1 Double wishbones.

ADVANTAGES OF DOUBLE A-ARM

Provides more negative camber while rolling(with shorter upper A arm). this
help in cornering.
It is versatile (placement of shocker and etc).

3.2 Pushrod/Pullrod Transmits the suspension and car loading through from
the upright to the rockers (bell cranks) or to the tyres.

3.3 Rockers (Bell cranks) Transfers the vertical reciprocating movement of the
push/pullrod into rotational movement at the torsion bar.

12

Fig-3.3 rocker

3.4 Torsion bar (springs) The torsion bar acts as the spring that absorbs shock loads
from the suspension movement. Its strength is controlled by the alloy mixture, its thickness
and the length. 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. Stiffer torsion springs increase the handling responsiveness at that end of the
car, but reduces overall mechanical grip in the middle of the corner. Cars are also less pitchsensitive as the car changes its pitch a lot less under braking/acceleration loadings

13

Fig-3.4 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 acceleration, or over a
hefty bump. 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. This means the
car may have more grip going into a corner, and may have better traction on the exit of the
corner.

14

Fig-3.5 heave spring

3.6 4-way Adjustable damper These are fully adjustable dampers. They are
adjustable in 4 ways. High and low speed bump, and high and low speed rebound.
Bump settings are the compressing of the damper, rebound is the extending. So when
a wheel moves upwards it compresses the damper, when it moves downwards it
extends the damper. The dampers are critical for fine-tuning the handling of the car.
The softer the damper the easier it is to compress and the more oscillation from the
torsion bars you get and vice versa. When talking about the speed of the damper we
dont talk about the speed of the car, we talk about how quickly the damper is moved.
Low speed is a slow extension/retraction and high speed is a fast extension/retraction.
There are 3 dampers at the front and 3 at the rear of most F1 cars. 2 directly attached
to the rockers and one that connects both front rockers together. The 3 rd damper is
often called the heave damper and controls how the car reacts when both front
wheels move together.

15

Fig-3.6 4 way adjustable damper

Damping is needed to absorb the energy associated with suspension travel. Bumps or
lateral or longitudinal acceleration can induce that suspension travel. Without
damping, the magnitude of the suspension movement would never stop increasing,
leading to a very humorous situation. In terms of energy, damping absorbs most of the
energy the car receives as it moves, unlike springs, which store the energy, and release
it again. Imagine a car with no damping driving on a bumpy road.
The subsequent impacts from the bumps on the tires would make the suspension
bounce very intensely, which is not a good thing. Dampers absorb all the excess
energy, and allow the tires to stay in contact with the ground as much as possible. 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. Small changes however can give interesting results. Damping thats a bit on
the heavy side will make the car more stable; it will slow down both the vehicles
pitch and roll motions, making it feel less twitchy. Note that damping only alters the
speed at which the rolling and pitching motions occur, it does not alter their extent. So
if you want your vehicle to roll less, adjust the anti-roll bars, or the springs, but not
the dampers. Something you can adjust with the damping rate is the speed at which
16

the suspension rebounds: if a car with soft springs but hard dampers is pushed down,
it will rebound very slowly, and a car with stiff springs and light damping will
rebound very quickly. The same situation occurs when exiting corners: in the corner,
the weight is transferred, and the chassis has rolled and/or dived, but when the
steering is straightened out, and the cornering force disappears, the chassis comes
back to its original position.
The speed at which this happens is controlled by the damping rate. So the car with the
soft springs and hard damping will tend to want to continue turning when the steering
is straightened. It will also tend to continue running straight when steering is first
applied; it will feel generally unresponsive, yet very smooth. The car with firm
springs and soft damping will be very responsive: it will follow the drivers
commands very quickly and aggressively.
You may not always be able to use the spring and damping rates youd like, because
of bumps. Small, high-frequency bumps require soft settings for both damping and
springs. You cant use such soft settings for big, harsh bumps, because the car would
bottom out a lot, so youll need to set your car a little stiffer. On very smooth tracks
you can use very stiff settings for both springs and damping.But its not quite as
simple as that: even in the simple dampers used in R/C cars, there is a difference
between high-speed and low-speed damping. Theyre also independently adjustable.

3.7 Track rods The track rods controls the steering of the wheel hubs. They are
normally attached to the front of the wheel hub, and quite often run in front or in the
wake of the lower wishbone, which slightly reduces drag and

Fig-3.7 track rod

17

3.8 Camber

Fig-3.8 camber

Camber describes the angle between the tyres centreline and the vertical plane. If
the wheels of the car lean inwards, the camber angle is said to be negative, if they lean
outward, the angle is said to be positive. It is usually measured at ride height, and
angles of -0.5 to -3 are the most common.
First of all, positive camber is never used, only negative. Negative camber is
necessary because when a car turn into a corner, it experiences chassis roll, which
increases the tires' camber angle. Also, because most rubber tires are quite flexible,
they get a little deformed in the direction of the centre of the corner. If the car doesn't
have any negative camber, only the tires' outer edge and sidewall would touch the
ground, which isn't beneficial for traction. A tyres coefficient of traction (grip)
increases as it's contact surface Understanding Suspension increases, so the ideal
situation would be that the tire would stay perpendicular to the ground at all times,
and that it wouldnt deform under heavy side load. Unfortunately, this isnt the case;
most of the time you have to find the best compromise. The problem is that if you
want maximum forward traction, you have to set the camber to 0, and if you want
maximum cornering action you have to set it to a few degrees negative, depending on
the softness of the suspension and tire carcass. So you can't have both, but you can try
to make the best possible compromise. The easiest way is to set camber so the tires
wear evenly across their surface, that way you can be sure every part of the surface is
used to the maximum of it's potential. 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

however, it can be beneficial to use more camber than would be needed for uniform
wear across the surface. The excess camber stabilises the car in large bumps and
reduces the risk of catching a rut and flipping over. Camber can also be used as an
adjustment to attain a desired handling effect, but I definitely don't recommend this: a
non-optimal camber setting always yields less traction, which inevitably makes the
car slow.

3.9 ARB The anti-roll bar links both sides of the car together through the
suspension elements. This means that the car is less sensitive to roll. The balance of
the car can be fine-tuned by altering the stiffness of the ARBs. Softer front/stiffer rear
ARBs give less under steer and stiffer front/softer rear give more under steer.

Fig-3.9 Anti roll bar

Anti-roll bars are like sideways springs, they only work laterally. Heres how they
work: if one side of the suspension is compressed, one end of the bar is lifted. The
other end will also go up, pulling the other side of the suspension up also, basically

19

giving more resistance to chassis roll. 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, so it wont pull the other side up very far, letting the chassis roll deeply into
its suspension travel.
Note that the bar only works when one side of the suspension is extended further than
the other, like when the car is cornering. When both sides are equally far compressed,
like when the car is braking, the bar has no effect. So anti-roll bars only affect the
lateral balance of the car, not the longitudinal balance.
Unfortunately, anti-roll bars arent the only things affecting the cars roll stiffness;
they work in conjunction with the springs and dampers. Suppose you add an anti-roll
bar at the rear of your car without changing any of the other settings. When the car
enters a turn, the chassis starts to roll.
Normally, the suspension on the outside of the turn would compress, and the one on
the inside would extend, making for a lot more pressure on the outside tire. With the
anti-roll bar however, the suspension on the inside will be compressed, so the chassis
will roll less, and the rear of the car will sit lower than normal. So the rear has more
weight on it, and its distributed more evenly over the two tires. This makes for a little
more and more consistent traction.
Remember that this is in the beginning of the turn, the situation is different in the
middle of the turn. Normally, without the anti-roll bar, the chassis would stop rolling
when the roll torque is fully absorbed by the outside spring. But with the anti-roll bar,
some of that torque is absorbed by the anti-roll bar, and used to compress the inside
suspension. So the outside suspension wont be compressed as much as it normally
would, making the rear of the chassis sit up higher than normal, so less weight is on
the rear of the car, and more at on the front. Its as if suddenly the rear has become
stiffer, making for more steering and a little less rear traction. Rear traction is more
consistent however, because the weight is distributed more evenly over the rear tires,
unless the track is really bumpy, that is; anti-roll bars can really mess up a cars rough
track handling, so theyre rarely used on bumpy tracks. Adding an anti-roll bar at the
front of the car has a similar, but opposite effect: it decreases steering, but makes it
much smoother and more consistent.

20

CHAPTER -4
MECHANISM
Bell cranks are used to change the motion of a link through an angle. A bell crank
essentially changes the direction of application of force. The image below is the pushrod suspension of our formula student car NR-XII. The shiny metal part is the
upright(knuckle), brake disc assembly without the wheel hub and tires assembled. The
push-rod has some marking on it (probably with chalk). And the triangular piece
connected to it is the bell-crank.

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). The other end of the bell crank is connected to the shockabsorber assembly.
If there is a bump/ditch on the road, the wheel travels upwards/downwards
respectively with respect to the chassis. During such maneuvers the push rod
experiences elongation/compression forces which in turn results in the pivot rotating

21

about the pivot. The bell crank designed is such that the travel of the shock-absorber
is more than the travel of the push-rod.
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.
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.

Here

the

change

in

deflection

is

basically

being

amplified

22

CHAPTER-5
WORKING PRINCIPLE
5.1 WORKING OF PUSH ROD SUSPENSION SYSTEM

Fig-5.1 PUSH ROD SUSPENSION SYSTEM

In push-rod suspension, the suspension arm is usually at a ~45 degree angle to the
bodywork/tyre in an F1 car. 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, this then transfer the loads into the "actual" suspension.
Inside the body work there is a rocker arm, which is just a small piece of metal on a
"hinge" so that when you push on one side, it pushes something else (usually) at an
angle to the direction the initial force was applied.
This rocker arm is connected to four things, torsion spring, heave spring, a damper
and finally the earlier mentioned suspension arm. These all perform specific duties.

The torsion bar resists the turning of the rocker arm, it, in a loose sense,
acts as the "suspension" for the car, in the same away a spring on a coilover
dones on a road car. It is twisted by the tyre moving up and wants to twist
back.
23

The heave spring does a special job, it resists the cars movement in
"heave", this is the up/down movement of the car with respect to the road.
It's important to resist heave, as the ride height is influenced by it, but not
resist it too much that the downforce can't push the car to the floor.

The damper does exactly what the damper in your car does, it dampens
the suspension's movements to make for a more even and predictable ride.
Without dampers, every bump in the road would cause huge amounts of
oscillation and vibration in the car and would eventually shake it apart. The
damper combats this and prevents the suspension behaving too erratically.

All these parts are arranged inside the bodywork/chassis and, due to the angle pushrod suspension arms have to be to work, it has to be set up very high in the chassis,
which of course is bad for centre of gravity, so that's when pull-rod comes in.

24

5.2 WORKING OF PULL-ROD SUSPSENSION SYSTEM

25

Fig-5.2 Pullrod suspension system

Pull-rod suspension is literally just push-rod turned upside down, they take all the
internal suspension parts and flip them upside down, then mount them as low in the
chassis as possible to help with centre of gravity. This also means that the suspension
arm can be mounted darn near horizontal with respect to the road which is much
better aerodynamically.
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, lots of stuff to fit in
there and very little space to do it in. All teams (I believe, maybe Ferrari don't) run
pushrod front suspension. 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, there you go! I tried to explain as best I can, if you are still confused just google it
a bit and go to F1 Technical, plenty of great articles there.

5.3 Which is better Push or Pull rod system

26

In terms of their effectiveness as controlling the wheels, both are equal. In terms of
effect on aerodynamics each has its merits depending on the prevailing rules and
trends. However both have different benefits and demands on the chassis. Pull-rod
clearly provides a lower CofG, although access can be an issue. Sometime, in case of
rear pull-rod suspension, floor have to be removed. In Red Bulls case they place the
3rd spring and inerter horizontally across the front of the gearbox. This means one sits
above and the other below the shaft connecting the engine to the clutch. These can
only be accessed when the gearbox is removed and are subject to a lot of heat.
One difference is in the load passed through the wishbones. As per Newtons third
law, the rod has to react to the force of the springs. This passes back from the rocker
to the mount on the wishbone. In push-rods case, this reaction force is in the opposite
direction to the force fed from the wheel into the chassis, the two offset each other.
With Pull-rod the force from the rod and the wheel act in the same direction, this
doubles the load in the upper wishbone and resultantly in the mounting the on the
gearbox. This can be accounted for design and weight of the final wishbone design.
However, push rod also has its structural problem. The push rod when the suspension
in in bump (wheel rising) the rod is in compression and would tend to bow outwards.
The push rod was the first suspension component to have carbon fibre cladding for
reinforcement, again design and weight is needed to offset this load. Suspension
experts point out that pull-rod suffers similar compression bending when the
suspension is in droop (wheels falling), but droop is considered less critical in wheel
control, than bump. Theres no one answer to which is best, you look at your design
requirements and pick which solution works, best. Next year the best car is not
necessarily going to be the one with Pull-rod rear suspension.

27

Fig-5.3 push rod or pull rod

28

CHAPTER-6

6.1 ADVANTAGES OF PUSH ROD

Absence of bulky suspension system.
Smooth flow of air through the sides of the vehicle.
making it turbulent hence the aerodynamics of the vehicle is undisturbed.
decreases air drag.
you can modify motion ratio/spring ratio with the rocker.

6.2 DISADVANTAGES OF PUSH ROD

Higher CG (centre of gravity)
Access to the dampers/springs can be more difficult.
Another disadvantage is increased friction caused by the increased amount of
bearings under high loads.

29

CHAPTER-7
APPLICATIONS

Fig-7.1 Ferrari F300

Fig-7.2 Mercedes F-1 w05

30

Fig-7.3McLaren honda

Fig-7.4 Renault

31

CHAPTER-8
CONCLUSION
A pushrod-type inboard suspension on a lightweight road race car. The pushrod are
necessarily heavier than in pull-rod arrangement, the mass of the spring/damper units
is located higher up,and the loads on the structure are more focussed and complex
than with some alternative arrangements. Nevertheless this scheme is currently used
by virtually all formula and indy cars and many other racers- simply because the
spring/damper units are eaisly accessible for adjustments.

32

REFRENCES

http://www.formula1-dictionary.net/pushrod_pullrod.html

http://www.f1-country.com/f1-engineer/suspension1.jpg

http://www.schuerkamp.de/zope/hoover/racing/historic_f1/images/ls17_b197_
rear_susp.jpg

http://image.truckinweb.com/f/10091333+w750+st0/0809tr_03_z+1950_ford_
f1_custom_truck+front_suspension_detail.jpg

https://www.youtube.com/watch?v=u6ssbkt7_kw&hd=1

https://www.google.co.in/search?
q=torsion+bar+in+f1&biw=1517&bih=714&source=lnms&tbm=isch&sa=X&
ei=ZYUQVJSVMISwuASn8YKQBQ&ved=0CAYQ_AUoAQ&dpr=0.9#tbm
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