## 3 Results
With regards to the 40 m times, faster sprinters were found to produce significantly greater maximal vertical force across all hops (9.84 to 30.3% \(\Delta\)) for both the  
\begin{table}
\begin{tabular}{l c c c c c c c c c c} \hline \hline  & \multicolumn{4}{c}{**3-Hop**} & \multicolumn{4}{c}{**5-Hop**} \\ \hline  & \multicolumn{4}{c}{**10 m**} & \multicolumn{4}{c}{**40 m**} & \multicolumn{4}{c}{**10 m**} & \multicolumn{4}{c}{**40 m**} \\ \hline
**Kinetic Variable** & **Mean \(\pm\) SD** & \(r\) & \(p\) & \(r\) & \(p\) & **Mean \(\pm\) SD** & \(r\) & \(p\) & \(r\) & \(p\) \\ \hline Maximal Vertical Force 1 & \(32.5\pm 4.63\) & \(-0.366\) & 0.016 & \(-0.451\) & 0.002 & \(32.1\pm 4.22\) & \(-0.279\) & 0.070 & \(-0.350\) & 0.021 \\ Maximal Vertical Force 2 & \(42.0\pm 7.60\) & \(-0.416\) & 0.005 & \(-0.501\) & \(+0.001\) & \(39.7\pm 7.15\) & \(-0.484\) & 0.001 & \(-0.553\) & \(+0.001\) \\ Maximal Vertical Force 3 & & & & & & \(45.1\pm 8.76\) & \(-0.336\) & 0.026 & \(-0.467\) & 0.001 \\ Maximal Vertical Force 4 & & & & & \(50.7\pm 10.5\) & \(-0.452\) & 0.002 & \(-0.554\) & \(<\)0.001 \\ \hline Net Vertical Impulse 1 & \(5.67\pm 0.439\) & \(-0.296\) & 0.051 & \(-0.310\) & 0.040 & \(5.48\pm 0.442\) & \(-0.286\) & 0.060 & \(-0.307\) & 0.043 \\ Net Vertical Impulse 2 & \(5.87\pm 0.338\) & \(-0.337\) & 0.029 & \(-0.335\) & 0.030 & \(5.48\pm 0.445\) & \(-0.319\) & 0.037 & \(-0.358\) & 0.018 \\ Net Vertical Impulse 3 & & & & & \(5.60\pm 0.397\) & \(-0.270\) & 0.080 & \(-0.338\) & 0.027 \\ Net Vertical Impulse 4 & & & & & & \(5.88\pm 0.343\) & \(-0.311\) & 0.048 & \(-0.360\) & 0.021 \\ \hline Vertical braking Impulse 1 & \(1.33\pm 0.626\) & \(-0.043\) & 0.785 & \(-0.054\) & 0.736 & \(1.04\pm 0.579\) & 0.066 & 0.672 & 0.026 & 0.019 \\ Vertical braking Impulse 2 & \(2.58\pm 0.461\) & \(-0.110\) & 0.477 & \(-0.155\) & 0.314 & \(2.02\pm 0.372\) & \(-0.148\) & 0.337 & \(-0.190\) & 0.218 \\ Vertical braking Impulse 3 & & & & & \(2.80\pm 0.373\) & \(-0.023\) & 0.884 & \(-0.136\) & 0.389 \\ Vertical braking Impulse 4 & & & & & & \(3.55\pm 0.80\) & \(-0.267\) & 0.080 & \(-0.339\) & 0.024 \\ \hline Vertical Propulsive Impulse 1 & \(4.36\pm 0.431\) & \(-0.250\) & 0.101 & \(-0.237\) & 0.122 & \(4.46\pm 0.396\) & \(-0.404\) & 0.007 & \(-0.368\) & 0.015 \\ Vertical Propulsive Impulse 2 & \(3.32\pm 0.481\) & \(-0.209\) & 0.173 & \(-0.179\) & 0.246 & \(3.51\pm 0.293\) & \(-0.242\) & 0.128 & \(-0.283\) & 0.073 \\ Vertical Propulsive Impulse 3 & & & & & & \(2.85\pm 0.24\) & \(-0.330\) & 0.029 & \(-0.262\) & 0.085 \\ Vertical Propulsive Impulse 4 & & & & & & \(2.42\pm 0.509\) & 0.037 & 0.810 & 0.059 & 0.703 \\ \hline Net Horizontal Impulse 1 & \(0.700\pm 0.157\) & \(-0.306\) & 0.046 & \(-0.354\) & 0.020 & 0.780 \(\pm 0.154\) & \(-0.436\) & 0.003 & \(-0.449\) & 0.002 \\ Net Horizontal Impulse 2 & \(0.305\pm 0.148\) & \(-0.148\) & 0.337 & \(-0.162\) & 0.292 & 0.461 \(\pm 0.091\) & \(-0.171\) & 0.280 & \(-0.200\) & 0.205 \\ Net Horizontal Impulse 3 & & & & & & \(0.196\pm 0.094\) & \(-0.234\) & 0.135 & \(-0.185\) & 0.242 \\ Net Horizontal Impulse 4 & & & & & & \(-0.050\pm 0.186\) & 0.141 & 0.366 & 0.147 & 0.346 \\ \hline Horizontal braking Impulse 1 & \(-0.048\pm 0.023\) & \(-0.164\) & 0.306 & \(-0.224\) & 0.160 & \(-0.033\pm 0.017\) & \(-0.179\) & 0.263 & \(-0.178\) & 0.266 \\ Horizontal braking Impulse 2 & \(-0.191\pm 0.048\) & \(-0.095\) & 0.541 & \(-0.142\) & 0.356 & \(-0.113\pm 0.035\) & \(-0.026\) & 0.869 & 0.017 & 0.912 \\ Horizontal braking Impulse 3 & & & & & \(-0.257\pm 0.044\) & 0.118 & 0.470 & 0.165 & 0.308 \\ Horizontal braking Impulse 4 & & & & & \(-0.400\pm 0.094\) & 0.211 & 0.180 & 0.259 & 0.098 \\ \hline Horizontal Propulsive Impulse 1 & \(0.756\pm 0.135\) & \(-0.332\) & 0.028 & \(-0.354\) & 0.018 & 0.820 \(\pm 0.138\) & \(-0.4773-Hop and 5-Hop testing (ES = 0.909-1.644), significantly greater net horizontal impulse on the first hop (19.7% \(\Delta\)) in the 5-Hop test, and significantly greater horizontal propulsive impulse in the first hop (12.9 to 17.4% \(\Delta\)) in the 3-Hop and 5-Hop tests.