The connection of each wheel to the rocker within the car’s body is by a pullrod
A pullrod is part of the wheel assembly, connecting the wheel to the shock absorber (damper and spring), the active... There's more... or pushrodA pushrod is part of the wheel assembly, connecting the wheel to the shock absorber (damper and spring), the active... There's more....
The difference between the two is the geometric arrangement of the wheel hub in relation to the suspension
Suspension is the connection between a car and its wheels, managing how the car travels and responding to the driver's... There's more... arrangement within the body. Pushrods are mounted higher on the body relative to the wheel hub and ‘push’ the rockers. Pullrods are mounted lower and ‘pull’ the rocker.
A common arrangement for F1
F1 is the pinnacle of open wheel, single seater car racing and arguably the highest level of any motorsport globally.... There's more... cars (since 2009) has pushrod suspension for the front axle and pullrod for the rear, as this geometry generally favours the airflow across the aerodynamicAerodynamics is the science of controlling how the air behaves as the car cuts through it at speed. F1 cars... There's more... elements of the car.
However, this is only a generalization – for the 2022 season, McLaren
McLaren Racing Limited is a British motor racing team, under the Marque of the Mclaren Group, based at the McLaren... There's more... and Red Bull
Red Bull Racing, also simply known as Red Bull or RBR and competing as Oracle Red Bull Racing in 2022,... There's more... both employed pullrod suspension for the front axle, and McLaren even switched to pushrod for the rear. These differences in suspension arrangement were another interesting twist on the variation of the cars under the 2022 regulations.
This extract has been taken from an article on flowracers.com. You can read the full, very informative article – here
Watch F1TV’s Tech Tuesday video explanation – here
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On PUSH ROD if one imagine a bump hitting UP the inner front wheel(up), somehow the vehicle will, to my understanding, for a fraction of an instantaneous moment, loose some of it’s OVERALL earthly weight upward!.
As the wheel is forced upward, a single seat, for instance, weighing 800 kilograms having his front inner spring compressed by a road bump (zebra corner) representing for instance 70 kilograms of COUNTER COIL PRESSING PRESSURE will for a fraction moment, reduce the vehicle overall weight to 730 kilograms.
Now, imagine a sequence of bumps exerting the same cycling upward pressure movement. Here you get some progressive UNDERSTEER. So even though WE the DRIVER are counting on sensitive coefficient of previous felt experiment adhesion, some of it is lost in the middle of a corner.
On A PULL ROD system, the leverage exerted is DOWNWARD for a start (direction) and is resisted by the system “reverting” the action upward. BUT, the chassis will firstly receive a down directed force action adding to the vehicle downforce program resulting on a final vehicle weight 0f 870 instantaneous kilograms.
Just imagine a murky soil giving up resistance to down pressure force.
One must consider the physical fact is much related to GRAVITY, which engineers apparently don’t.
The force of GRAVITY seems to be invisible but it is not.
For drivers and racers this intermittent tiny multiple downforce exertion come to make a precious difference millisecond time wise…..nowadays
On PUSH ROD if one imagine a bump hitting UP the inner front wheel(up), somehow the vehicle will, to my understanding, for a fraction of an instantaneous moment, loose some of it’s OVERALL earthly weight upward!.
As the wheel is forced upward, a single seat, for instance, weighing 800 kilograms having his front inner spring compressed by a road bump (zebra corner) representing for instance 70 kilograms of COUNTER COIL PRESSING PRESSURE will for a fraction moment, reduce the vehicle overall weight to 730 kilograms.
Now, imagine a sequence of bumps exerting the same cycling upward pressure movement. Here you get some progressive UNDERSTEER. So even though WE the DRIVER are counting on sensitive coefficient of previous felt experiment adhesion, some of it is lost in the middle of a corner.
On A PULL ROD system, the leverage exerted is DOWNWARD for a start (direction) and is resisted by the system “reverting” the action upward. BUT, the chassis will firstly receive a down directed force action adding to the vehicle downforce program resulting on a final vehicle weight 0f 870 instantaneous kilograms.
Just imagine a murky soil giving up resistance to down pressure force.
One must consider the physical fact is much related to GRAVITY, which engineers apparently don’t.
The force of GRAVITY seems to be invisible but it is not.
For drivers and racers this intermittent tiny multiple downforce exertion come to make a precious difference millisecond time wise…..nowadays