Mahatma Gandhi MissionsCollege of Engineering and TechnologyNoida, U.P., India

Seminar Report

on

Push-rod suspension system in F-1car

as

part of B. Tech Curriculum

Submitted by:

Ashish RawatV Semester1309540902

Under the Guidance of:

Mr. Pankaj Kumar Singh(Lecturer)MGM Coet, Noida

Submitted to:(Seminar Coordinator) HOD Mr. Ravindra Ram Mechanical Engineering Department, MGM COET, Noida

Mahatma Gandhi MissionsCollege of Engineering and TechnologyNoida, 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, 2014Place: Noida, Uttar Pradesh

ABSTRACTThis 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..

CONTENTSCertificate iiAcknowledgementiiiAbstractivList of figuresviChapter-1History1Chapter-2Introduction2Chapter-3Components of an f1 car suspension.53.1Top/bottom wishbones53.2 Pushrod/pullrod63.3Rockers (bell cranks)63.4Torsion bar (springs)73.5Heave spring83.64-way adjustable damper83.7Track rods103.8Camber113.9Arb (Anti roll bar)12Chapter-4Mechanism14Chapter-5Working principle165.1Working of push rod suspension system165.2Working of pull-rod suspsension system185.3Which is better push or pull rod system19Chapter-6Advantages/disadvantages216.1Advantages of push rod216.2Disadvantages of push rod21Chapter-7Applications22Chapter-8 Conlcusion24

LIST OF FIGURESFigure no.topicPage no.

Fig-1.1Jos Verstappen in Arrows20, Year is 2000 and designer of this car is aerodynamicist Eghbal Hamidi

1

Fig-1.2European Minardi PS01 Designed by Gustav Brunner and Gabriele Tredozi 2001.Drivers: Fernando Alonso and Taso Marques

1

Fig-2.1Pull-rod suspension

2

Fig-2.2Push-rod suspension2

Fig-3.1Double wishbones.

5

Fig-3.3Fig-3.4Fig-3.5RockerTorsion bar (springs)Heave spring678

Fig-3.6Way adjustable damper

9

Fig-3.7Ttrack rod

10

Fig-3.8Camber

11

Fig-3.9Anti roll bar

12

Fig-4Bell crank mechanism

14

Fig-5.1Push rod suspension system

16

Fig-5.2Pullrod suspension system

18

Fig-5.3Push rod or pull rod

20

Fig-7.1Ferrari F30022

Fig-7.2Mercedes F-1 w05

22

Fig-7.3McLaren honda22

Fig-7.4Renault23

CHAPTER-1 HISTORYPull 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 ahigh nosedcar. The advantages of a pull rodlie in the possibility to make the nose lower, assemble mostsuspensionparts lower to the ground and thus lowering the height of thecenter 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

Fig-1.2 European Minardi PS01 Designed by Gustav Brunner and Gabriele Tredozi 2001.Drivers: Fernando Alonso and Taso Marques

CHAPTER-2 INTRODUCTIONPush-rod or pull-rod, the difference as the name suggests is the whether the rod push up to therocker 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 thechassisand "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 thechassis.

Fig2.2 Push-rod suspension

Choice between the two is geometry and CoG (Centre of gravity). Also a pull rod will flex in droop (wheelgoing down) and push rod will flex with the wheel in bump (wheel going up) hence F1 push or pullrods are large carbon molding to withstand the flexing from the high wheel loads. Thesuspensionon 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 Onecarhas all of the same components as the suspension of a road car. Those components include springs, dampers, arms and anti-sway bars.How Car Suspensions Workprovides 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 handlingThere 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. Another case is Kimi Rakkonens accident in 2005 at the Nurburgring. There a flat-spotted 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 F1carwill 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 thechassiswhich 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 alternativeWith the exception of theFerrari, 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 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 suspensionsetupon both the front and rear. By contrast most moderncars(with the exception of some Honda models) use a typical MacPherson strut type suspension where there is just one lowercontrol armattached 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-3COMPONENTS OF AN F1 CAR SUSPENSION3.1 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..

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.

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 pitch-sensitive as the car changes its pitch a lot less under braking/acceleration loadings

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.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 3rddamper is often called the heave damper and controls how the car reacts when both front wheels move together.

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 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

3.8 CamberFig-3.8 camber

Camber describes the angle between the tyres centreline and the vertical plane. Ifthe 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'thave 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 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 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.CHAPTER -4 MECHANISMBell 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 push-rod 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 shock-absorber 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 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

\

CHAPTER-5 WORKING PRINCIPLE5.1 WORKING OF PUSH ROD SUSPENSION SYSTEMFig-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. The heave spring does a specialjob, it resists thecarsmovement 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 amoreeven 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/chassisand, due to the angle push-rod 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.

5.2 WORKING OF PULL-ROD SUSPSENSION SYSTEM

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 thestepfrom 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 systemIn 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 lowerCofG, 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 andinerterhorizontally 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.

Fig-5.3 push rod or pull rod

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.

CHAPTER-7APPLICATIONS

Fig-7.1 Ferrari F300

Fig-7.2 Mercedes F-1 w05

Fig-7.3McLaren honda

Fig-7.4 Renault

CHAPTER-8CONCLUSIONA 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.

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=isch&q=four+way+adjustable+damper+in+f-1&imgdii=_

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