Lower wishbone mounts and flexures
Most teams use separate mountings for each wishbone end, seeing as these mounts are directly next to each other why not combine them into one.
Any mechanical linkage is inherently weak, wishbones are an area that requires great installation stiffness. The use of flexures has improved rigidity. This rigidity is not in the up\down pivoting motion required to articulate the suspension but the resistance to the longitudinal\transverse forces caused by loads under braking and cornering. The benefits of a flexure over a spherical bearing is to increase stiffness as described, but also the flexure does not suffer friction and slackness like spherical bearings can do. they can be made totally in house either as metallic or carbon ends to the wishbone, they are simpler more aerodynamic. Negatively they only work on short suspension travels and there is a small (negligible in real terms) amount of spring effect added to the suspension.


The usual format is to have two separate wishbones left and right, they mount close together at the front on the rib under the nose and at the rear inside the monocoque.

Old format - left anD right wishbones


The method teams use to mount the flexures (yellow) to the chassis varies, most mount the flat blade like flexure to the chassis via fasteners passing through the blade into the monocoque, usually with a plate over them to provide a double shear mounting for the fasteners (Arrows),

Typical F1 layout - Arrows


Ferrari in the past have overlapped the flexures and mounted them with same fasteners,
Overlapped layout - Ferrari


McLaren have square flanges on the ends of the flexures that fasten vertically into the chassis.

Flanged end layout - McLaren



The new Ferrari (and I believe for a while Jordan) dispenses with the pair of wishbones makes them into one piece so one longer flexure serves both sides at the front. as stated this is easier to manufacture, less complication and stiffer. There is no effect from left to right on the action of the suspension they are still independent as far as the antiroll mechanisms allow.