An interesting scheme introduced at the end of the 80s in Formula 1 by Tyrrell and then used for a few years was that of the so-called mono shock absorber; in summary the elastic and viscous components were incorporated into a single element which was mounted in the middle of the car on the upper part of the chassis. In the case of the Jordan 191 everything was hinged inside the carbon monocoque; a very elegant and functional design conceived by Gary Anderson and his two collaborators Andrew Green and Mark Smith. The choice towards a single shock absorber arose from the idea of better packaging and lower weight, with the limits due to the vertical component not being decoupled from the roll movement. In summary during vertical movement, heave, the mono shock absorber and the spring worked through the rotation of the central rocker operated by the Push-rod; the rocker, rotating around its axis, compressed (or extended) the component fitted into the coque (in this case a Penske bespoke damper). In roll, however, the central element did not work, but the transverse component of the forces transmitted by the Push-rod moved the rocker itself along its axis (in -Y direction); here, usually, several packs of belle ville springs were assembled which, depending on the number, size and material, resisted movement, to all intents and purposes functioning as an anti-roll bar. In the Jordan 191 the spaces are really narrow so it is difficult to understand from a photo how many adjustment possibilities were possible, however the concept remains the same. However, the single shock absorber had a short life in Formula 1, as it made the car very rigid at the front in roll and therefore limited the set-up possibilities, furthermore managing the vertical component with a single element was ambitious; in other categories, such as Formula 3 and Formula Renault 2000, it was used for about twenty years. In particular of the Jordan, the car had an excellent success in its first year, 1991, with a sophisticated aerodynamics that aimed at a stable platform rather than a peak load value, furthermore the transverse magnesium gearbox guaranteed a limited weight and an optimal weight distribution. The engine was a Ford V8 HB, not the latest model (reserved for Benetton) and this caused a certain power deficit. At the end of 1991, Jordan finished in 5th place in the constructors' championship, an almost sensational result for a team making its debut, with many points placings. Furthermore, it was with this car that Michael Schumacher made his debut at Spa, surprising the entire paddock, but no less so were the performances of Gachot, De Cesaris, Moreno and also Zanardi.
Photo taken from Gurney Flap
Electronica
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