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Pull-rod suspension
Pull-rod suspension and push-rod suspension refer to a specialised type of automotive suspension system which is largely based on a double-wishbone system, incorporating elements of the commonly used MacPherson strut.
In cars, suspension refers to the system by which the vehicle maintains contact between all of its wheels and the ground. This is commonly achieved via use of dampers and springs, providing downward forces on the wheels to counteract impact shocks. However, in push-rod suspension systems, this strut is mounted across the chassis, parallel to the ground, as opposed to the perpendicular system commonly used. Push-rod suspension systems therefore allow essential components to be moved out of direct air flow, closer to the centre of gravity, and allow the centre of gravity to be lowered, thereby creating a more efficient distribution of weight and management of body roll.
As a result, push-rod suspension systems can provide a unique avenue for performance, albeit at the cost of everyday drivability, practicality and comfort. Because of this, push-rod suspension systems tend to see most widespread use in non-road based cars, being specialised instead for formula racing leagues, especially Formula One, but rarely are seen in production cars.
In the 1960s, Brabham Automotive was the largest producer of open-wheel racing cars in the world, with several championship wins in Formula Two and Formula Three. Throughout the 1960s, and through to the 1980s, Brabham held a highly competitive rivalry with the Lotus and McLaren racing teams, creating a necessity for innovation in formula racing championships.
In 1979, engineer Gordon Murray, working under Brabham, debuted an innovative pull-rod suspension system on the Formula One stage, implementing the design into a BT49 racing car. This new design was revolutionary, as the shift away from the archaic hydro-pneumatic suspension used previously allowed for a much lower ride height and aerodynamic efficiency on the BT49, securing a championship win over four seasons from 1979 to 1982 for Brabham.
Over the next two decades, the popularity of pull-rod suspension on formula racing cars fluctuated, yet steadily increased, and was being driven largely by innovation and optimisation by those teams continuing to utilise it. However, there was a notable drop-off in usage of pull-rod suspension in formula racing from the mid 1990s to early 2000s due to changing formula racing regulations regarding ride height and aerodynamics as well as the changing priorities of racing teams in terms of performance goals.
It would not be until 2009 that pull-rod suspension would see a resurgence in formula racing, where a new change to regulations stipulated that front wings may be wider, rear wings must be narrower and taller, and diffusers must be more tightly limited in size and shape. In response to this, Red Bull Racing chief technical officer, engineer, and aerodynamicist Adrian Newey saw a new niche arise for pull-rod suspension. As the RB5 race car's diffuser moved further towards the rear, he realised that pull-rod suspension would assist in optimising air flow under the vehicle and into its aerodynamic components. As a result, the revised RB5 used in the 2009 season secured a one-two victory in Shanghai, Abu Dhabi, and the British Grand Prix.
The pull-rod system has been adopted once again in the 2022 F1 season, after being last seen in 2015 on the Ferrari SF15-T, on the front suspensions of the Red Bull Racing RB18 and the McLaren MCL36.
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Pull-rod suspension
Pull-rod suspension and push-rod suspension refer to a specialised type of automotive suspension system which is largely based on a double-wishbone system, incorporating elements of the commonly used MacPherson strut.
In cars, suspension refers to the system by which the vehicle maintains contact between all of its wheels and the ground. This is commonly achieved via use of dampers and springs, providing downward forces on the wheels to counteract impact shocks. However, in push-rod suspension systems, this strut is mounted across the chassis, parallel to the ground, as opposed to the perpendicular system commonly used. Push-rod suspension systems therefore allow essential components to be moved out of direct air flow, closer to the centre of gravity, and allow the centre of gravity to be lowered, thereby creating a more efficient distribution of weight and management of body roll.
As a result, push-rod suspension systems can provide a unique avenue for performance, albeit at the cost of everyday drivability, practicality and comfort. Because of this, push-rod suspension systems tend to see most widespread use in non-road based cars, being specialised instead for formula racing leagues, especially Formula One, but rarely are seen in production cars.
In the 1960s, Brabham Automotive was the largest producer of open-wheel racing cars in the world, with several championship wins in Formula Two and Formula Three. Throughout the 1960s, and through to the 1980s, Brabham held a highly competitive rivalry with the Lotus and McLaren racing teams, creating a necessity for innovation in formula racing championships.
In 1979, engineer Gordon Murray, working under Brabham, debuted an innovative pull-rod suspension system on the Formula One stage, implementing the design into a BT49 racing car. This new design was revolutionary, as the shift away from the archaic hydro-pneumatic suspension used previously allowed for a much lower ride height and aerodynamic efficiency on the BT49, securing a championship win over four seasons from 1979 to 1982 for Brabham.
Over the next two decades, the popularity of pull-rod suspension on formula racing cars fluctuated, yet steadily increased, and was being driven largely by innovation and optimisation by those teams continuing to utilise it. However, there was a notable drop-off in usage of pull-rod suspension in formula racing from the mid 1990s to early 2000s due to changing formula racing regulations regarding ride height and aerodynamics as well as the changing priorities of racing teams in terms of performance goals.
It would not be until 2009 that pull-rod suspension would see a resurgence in formula racing, where a new change to regulations stipulated that front wings may be wider, rear wings must be narrower and taller, and diffusers must be more tightly limited in size and shape. In response to this, Red Bull Racing chief technical officer, engineer, and aerodynamicist Adrian Newey saw a new niche arise for pull-rod suspension. As the RB5 race car's diffuser moved further towards the rear, he realised that pull-rod suspension would assist in optimising air flow under the vehicle and into its aerodynamic components. As a result, the revised RB5 used in the 2009 season secured a one-two victory in Shanghai, Abu Dhabi, and the British Grand Prix.
The pull-rod system has been adopted once again in the 2022 F1 season, after being last seen in 2015 on the Ferrari SF15-T, on the front suspensions of the Red Bull Racing RB18 and the McLaren MCL36.