Ford E-450 Stripped Chassis

·         Two wheelbases: 158 and 176 inches

·         GVWRs: 14,000 and 14,500 lbs.

·         5.4L EFI Triton^® V8 with 5-speed TorqShift^® automatic standard

·         6.8L EFI Triton V10 with 6-speed TorqShift automatic optional

·         CNG/Propane Gaseous Engine Prep Package available

Chassis specs:

·           Front suspension: Twin I-beam IFS with computer-selected coil springs and stabilizer bar

·           Rear suspension:  Multileaf 2-stage leaf springs/solid axle and rear stabilizer bar (DRW only)

·           Front and rear shocks: Heavy-duty gas-pressurized

·           Brakes: Power 4-wheel disc anti-lock

·           Steering: Recirculating ball, power-assisted

2015 Ford Fiesta ST

The Fiesta ST’s chassis and drivetrain use advanced technologies and sophisticated engineering to deliver a true high-performance driving experience.ST is stands for Sports Technologies.

Chassis Specs

Front suspension:MacPherson Strut (unique sport tuned)

Rear suspension: Twist Beam (unique sport tuned)

Front and Rear Brakes: 4-wheel disc with high-performance brake pads

Stability Control: Standard w/3-mode AdvanceTrac® Electronic Stability Control and

Torque Vectoring Control (TVC)

Steering: Electric Power-Assisted

FORD CROWN VICTORIA POLICE INTERCEPTOR

Ladder chassis

The Ford Crown Victoria Police Interceptor (colloquially referred to simply as the CVPI, P71 or '"Crown Vic"') is a civilian police car that was manufactured by Ford from 1992 to 2011. It is the law enforcement version of the Ford Crown Victoria. From 1997 and into the early 2010s, the Ford Crown Victoria Police Interceptor was the most widely used automobile in law enforcement operations in the United States and Canada. They were also used for this purpose on a more limited scale in other countries.

Another difference is Ford's "severe duty" shock absorbers that offer a stiffer ride than the standard Crown Victoria. They also have black steel wheels with stainless steel or chromed plastic hubcaps.

All Police Interceptors also come with T-409 stainless steel dual exhaust systems without resonators. Standard Crown Victoria come with a stainless steel single exhaust system, while the Handling and Performance Package and LX Sport-equipped Crown Victoria’s have the same exhaust system as the Police Interceptor, with the resonators. The resonators further reduce noise, vibration, and harshness without adding any restriction to the exhaust system. Police Interceptors have higher-rate coil springs, approximately 0.8 inches (20.3 mm) of additional ground clearance, and thinner rear antiroll bars (shared with the LX Sport) than the Handling and Performance Package Crown Victoria’s; the base Crown Victoria does not have a rear antiroll bar.

FORD CHASSIS

Ford Model T (1911)

Ford Model T design was extremely simple. The solid front and rear axles were lives, each set on a single transverse leaf spring. It uses ladder type chassis.

The Model T, also known as the “Tin Lizzie,” changed the way Americans live, work and travel. Henry Ford’s revolutionary advancements in assembly-line automobile manufacturing made the Model T the first car to be affordable for a majority of Americans. For the first time car ownership became a reality for average American workers, not just the wealthy. More than 15 million Model Ts were built in Detroit and Highland Park, Michigan, and the automobile was also assembled at a Ford plant in Manchester, England, and at plants in continental Europe.

The Model T was an automobile built by the Ford Motor Company from 1908 until 1927. Conceived by Henry Ford as practical, affordable transportation for the common man, it quickly became prized for its low cost, durability, versatility, and ease of maintenance. Assembly-line production allowed the price of the touring car version to be lowered from $850 in 1908 to less than $300 in 1925. At such prices the Model T at times comprised as much as 40 percent of all cars sold in the United States. Even before it lost favour to larger, more powerful, and more luxurious cars, the Model T, known popularly as the “Tin Lizzie” or the “flivver,” had become an American folkloric symbol, essentially realizing Ford’s goal to “democratize the automobile.”

Ford Mustang (1994)

The platform construction of Ford Mustang chassis is the first is the Ford first in mass market. Ford start to use monocoque chassis type which is the new invented technology created by Ford. It offer a good crash protection and space efficient.

After almost 14 years rolling in the same chassis platform. Ford redesigned and restyle the Mustang for 1994. The chassis are modernized and more details are added.

As early as 1989 it is determined that Mustang cannot continue much longer in its present form. Government mandated driver-side and passenger-side passive restraints, emissions and fuel economy standards make it impossible to produce the Fox-chassis Mustang economically beyond August 30, 1993. CEO Alex Trotman decides to appoint someone who is dedicated to preserving the front engine, rear wheel drive Mustang. Someone who is willing to work on the project on their own time.

Due to the fortitude of Mustang Business Planning Manager, O.J. "John" Coletti, along with Mustang Program Manager, Mike Zevalkink, and their after-hours "skunk team," a new Mustang is built around existing powertrain and chassis hardware. The platform, called Fox-4, is structurally more solid, owing mainly to larger rocker panels, roof rails and stronger joints. These changes go a long way toward preventing NVH (noise, vibration and harshness) and providing enhanced handling characteristics.

Ford GT 2016

The GT featured an aluminum space frame chassis comprised of 35 extrusions, multiple stamped aluminum sheet panels and a variety of complex aluminum castings which anchored the corners and served as suspension mounting points. Extrusions also provided structural support for the engine compartment and were integrated into the crash management system. The center tunnel was fabricated of two extrusions joined to aluminum sheet with Friction Stir Welding. The extrusions throughout were 6061-T6 or 6063-T6, produced to half of industry standard tolerances. 

The Ford engineering team working on the GT recognized the potential for aluminum and extrusions. Matt Zaulzec, then Ford's manager of Materials Research and Advanced Engineering noted: "Aggressive targets were set for weight and performance, directly influencing fuel consumption. These targets could not have been achieved without using extrusions."

7 things the Mazda Skyactiv Chassis tells us about the next Miata

We take close look at the clues and attempt to unravel the mystery of the 2016 Mazda MX-5 Miata.

When Mazda unveiled the Skyactiv Chassis at the 2014 New York auto show, it gave us the first official, concrete glimpse at the upcoming fourth-generation Mazda MX-5 Miata. The roadster's skeleton tells us quite a lot about what we can expect from the next Miata when it arrives, so let's take a closer look and uncover these clues.

It adds lightness. This is the most obvious change and the one that the automaker has been most vocal about. Mazda is targeting a 220-pound (100 kg) reduction from the MX-5's current curb weight, dipping into the 2,000 to 2,200-pound range and jiving nicely with the first-generation model's 2,070 pounds. Less weight means improvements across the board to acceleration, braking, and handling, as well as improved fuel efficiency.

 Because it will be lighter, the next Miata doesn't need to be more powerful.

It probably won't be more powerful. Less weight also means that Mazda doesn't have to add more power to get the kind of performance gains that automakers like to claim at the launch of a new model. Across the industry, we've been seeing automakers launching new, lightweight models without the annual power gains that we've come to expect (or even with slight power reductions), all in the name of improving efficiency and driveability.

And since overwhelming horsepower has never been the point of the Mazda Roadster, don't expect the next Miata to be more powerful than it is now. With 1.5 and 2.0-liter Skyactiv G engines rumored to end up under the fourth-generation MX-5's hood, it could end up being less powerful than the current model. Expect anywhere between 98 to 150 hp.

The entire weight of the engine has been pushed behind the front axle.

It will technically be mid-engined. First- and second-generation Miatas sat the engine squarely atop the front axle's centerline. The third-generation model pushed the engine's center of mass behind the axle for better balance. The Skyactiv Chassis shoves the entire mass of the engine even further back, completely behind the centerline of the front axle, completing the transition to a front, midships configuration. The potential advantages are even better vehicle balance, less tendency to understeer while cornering, and the visual improvement of a shorter front overhang.

The wheelbase will be a tad longer. I didn't pack my tape measure, but the Skyactiv Chassis' wheelbase appears to be a bit longer than the third-generation model's 91.7 inches. The next Miata probably has this slight forward stretch of the front wheels to thank for part of its new front, midships setup.

The wheelbase stretch also has the potential to settle the MX-5's ride on the highway and improve cornering stability, smoothing the transition to oversteer for better predictably near the handling limits.

The center of gravity will be its lowest ever. Mazda tells us this, but doesn't state exactly how much lower. I'd guess that tucking the engine's heavy bits lower and further back in the bay contribute significantly to the center's drop. I don't think the Miata's already low ride height will get too much lower, but I'm only guessing here.

For better or worse, the next Miata will use electric power steering.Antuan Goodwin/CNET

It will use electric power steering (EPS). This is no real surprise as fuel-saving EPS is part of Mazda' Skyactiv technology suite. Before you grab your torches and pitchforks, fellow Roadster purists, remember that the lightweight MX-5 is getting even lighter, so it won't need much in the way of assistance at all, so steering feel may not necessarily suffer in the transition to electric boost. Mazda has also located the assist motors directly on the steering rack, which should help keep vagueness from entering the equation.

It'll be a hoot to drive. I'm just guessing, but the Miata always has been a fantastic little driver's car, and I don't see that changing for this next generation. With less weight, evolved handling, and (hopefully) more of the JinbaIttai -- the the oneness between horse and rider or car and driver -- that we've come to love from Mazda, it's got this Miata fanboy more than a little excited.

Chassis For Ford Model Vehicles

Introduction

A chassis consists of an internal framework that supports a manmade object in its construction and use. It is analogous to an animal's skeleton. An example of a chassis is the underpart of a motor vehicle, consisting of the frame (on which the body is mounted). If the running gear such as wheels and transmission, and sometimes even the driver's seat, are included, then the assembly is described as a rolling chassis.

Technologies Used

F-59 WALK-IN VAN  CHASSIS

Specs

-The single-channel ladder-type frame of the F-59 Commercial Stripped Chassis is constructed of 36,000 psi steel.

Benefits

-Power and Handling

This is the equipment section you are undoubtedly most familiar with because it contains the critical choices you'll need to make in order to "spec out" the vehicle that will serve you best: engines, wheelbases, transmissions, wheels, tires and more.

Safety

In addition to a host of standard safety features, the F-53 Class A Motorhome Chassis and F-59 Commercial Stripped Chassis models offer optional Hydro Max optional power 4-sensor ABS brake assist to maximize stopping efficiency.

E-350 SUPER DUTY^®STRIPPED CHASSIS

Specs

-Three wheelbases: 138, 158 and 176 inches

-GVWRs: 11,500 lbs. and 12,500 lbs.

-5.4L EFI Triton V8 with 5-speed TorqShift automatic standard

-6.8L EFI Triton V10 with 6-speed TorqShift automatic optional

-CNG/Propane Gaseous Engine Prep Package available

F-53 MOTORHOME STRIPPED CHASSIS

• Seven wheelbases: 158, 178, 190, 208, 228, 242 and 252 inches
• GVWRs from 16,000 to 26,000 lbs.
• 6.8L EFI Triton V10 standard
• 6-speed TorqShift automatic transmission with tow/haul mode
• CNG/Propane Gaseous Engine Prep Package available

Chassis Operation

A chassis is defined as the most basic framework for a manmade structure. Electrical engineers use a chassis to support circuit breaker boards. Another common type of chassis the understructure of a car, truck, or sport utility vehicle. At the most basic level, the chassis of an automobile consists of only the frame. Sometimes the chassis will include not only the frame, but also the wheels, transmission, and even the driver's side seat!

Needless to say, the chassis is an incredibly important portion of the car. As important as the chassis is, many drivers don't know much about it. A car chassis is the most integral component in the final construction of any motorized automobile apart from the engine itself. As well as act as the canvas onto which all of the vehicle's parts are attached, it also provides invaluable structural integrity which prevents the car from collapsing into itself under large amounts of strain.

Central Components

The most important feature of an automobile chassis is the way in which it anchors all of a car's key components, including the suspension system, wheels, and car body. Contrary to popular belief, the painted body that surrounds the exterior of the car is not actually a part of the chassis but another part that depends on the chassis to stay functional. If the chassis were weakened, it may play a huge safety risk for both the car and its driver. This is why it is important to ensure that your car is structurally sound every 6 months.

Benefits

When involved in a wreck, the chassis is what helps protect the driver from their crumpling vehicle. Aside from the air bag and any other safety features, the structural strength of an automobile chassis is the largest deterrent of more serious automobile-related injuries.

Most ford model chassis such as the F-53 and F-59 model chassis use a ladder based designed chassis due to the simplicity of design and low cost construction.

MAZDA- SKYACTIV CHASSIS

SKYACTIV-CHASSIS

In pursuit of the 'oneness between car and driver' achieved in the MX-5, this lightweight chassis has improved comfort and security, while at the sametime delivering Mazda's hallmark fun-to-drive feel.

Features of SKYACTIV-CHASSIS

・Suspension and steering functions have been thoroughly revised to achieve the 'driving  

     pleasure of oneness between car and driver'

・Driving quality has been raised to new levels through improvements to comfort and  

     security.

・Newly-developed front and rear suspension systems and electric power steering.

     Functional improvements are combined with reduced weight. The entire chassis is 14%*

     lighter than the previous model.

     * Figures are for a CD-segment car (Mazda6 class)

Technical Aims and Concept

（1）Combination of low-to mid-speed agility and high-speed stability

（2）Balance of ride comfort with low-to mid-speed agility

（3）Joint achievement of weight reduction and excellent rigidity

     The front and rear suspension have been redesigned to deliver low-to mid-speed agility and high-speed stability, nimble yet high quality ride comfort, with a light chassis and superior rigidity. A lightweight, highly rigid cross member and electric power steering also contribute to quick handling.

SKYACTIV-CHASSIS:Aims of technology

Combination of light feel at low-to-mid speeds and stability at high speeds

     When the yaw gain (the force that turns a vehicle) is set at a high level to enhance the car’s nimbleness at the low-to-mid speeds, it tends to become excessive at high speeds, producing an oversensitive response in the car’s movements. To resolve this issue, we re-examined the geometry of the rear suspension. First of all, to ensure smooth movement at high speeds, we optimized the suspension links, and increased the grip of the rear wheels in response to impact (reducing the yaw gain).

fig.2:Vehicle movement changes in accordance with speed

     Next, to ensure nimbleness of movement at low-to-mid speeds, we adopted a higher steering gear ratio (increasing yaw gain). By doing so, we simultaneously increased yaw gain at low-mid speeds and reduced yaw gain at high speeds, achieving improved nimbleness at the low-mid speed range and greater stability at the high-speed range.

     The next challenge was to deliver agility at low-to-mid speeds at the same time as maintaining stability at high speeds, in terms of both vehicle movement and the steering force required. In other words, this refers to ensuring that the steering feel varies according to the speed of the vehicle.

     First of all, to ensure firm steering at high speeds, the front suspension caster angle and caster trail were increased to enhance self-aligning torque. Next, to ensure light and smooth steering at low-mid speeds, electric power steering controls were used to increase the power assistance at low-mid speeds, thus making the steering lighter. In this way we have created a steering feel that conveys security and a sense of oneness between car and driver, while also matching the car’s movements.

fig.3:Increased caster trail

Balance of ride comfort with agility at low-mid range

     The next aim was ride comfort the balance of agility with comfort. We revised the structure of the suspension to improve handling without making the springs and dampers stiff. First of all, to enhance the operational efficiency of the dampers, the mounts were set at a position that enables a greater lever ratio.

     By implementing this change, damping force and the rigidity of the top mount rubber could be reinforced, reducing the impact on ride comfort. The rear suspension trailing link attachment position was also shifted upwards. In this way, the direction of movement of the trailing links is adjusted to more easily absorb longitudinal impact shocks from the road, contributing to improved ride comfort. At the same time, as this also prevents the rear of the vehicle from rising, the vehicle has increased stability when stopping, which helps to reduce stopping distance.

Reduction of rear suspension impact shock

Joint achievement of weight reduction and excellent rigidity

~ Lightweight cross member with high rigidity ~

      To help to achieve the weight reduction target, we worked on the optimization of the cross member (suspension member) structure and engineering method. After first ensuring that the functionality requirements were met, CAE technology was then used to create a concept model to develop the optimum structure.

     When doing so, we verified at the same time that this was coordinated with the overall vehicle package. In the front, the center car section was extended and the longitudinal offset of the lower arm attachment position was reduced. In the rear, the longitudinal span of the cross member was extended and the longitudinal offset of the lateral link attachment position was reduced.

     Welding flanges were also removed from the front and the rear, to enhance the coupling rigidity of the welded sections. The structure thus adopted achieves both weight reduction and superior rigidity, contributing to the 14%* in weight reduction of the entire chassis, compared with current models.

* Figures are for a CD-segment car (Mazda6 class)

Comparison of current and new cross members

2015 Acura TLX

  The TLX’s is built all-new platform body and chassis that was designed from the ground up to support and enhance the vehicle’s outstanding driving dynamics, luxury-sedan refinement, class-leading fuel efficiency and high-level collision safety performance.

  The TLX’s new chassis, power trains and precision-handling technologies are wrapped in a lithe new exterior design with taut body surfaces, dynamically sculpted fender arches, and purposeful character lines. Its sporting character is emphasized by more compact sports-sedan proportions: Compared to the 2014 TL, the 2015 TLX is 3.7-inches shorter in overall length while maintaining the same wheelbase and tandem (front-to-rear) passenger-seating distance.

The TLX’s front and rear overhangs are shortened by 1.1 inches and 2.7 inches, respectively, when compared to the outgoing TL.

  The TLX is built on an all-new platform (body and chassis) that was designed from the ground up to support and enhance the vehicle’s outstanding driving dynamics, luxury-sedan refinement, class-leading fuel efficiency and high-level collision safety performance.

  The chassis features a newly designed four-wheel independent suspension system – McPherson Strut front and multi-link rear – with revised geometry and new Amplitude Reactive Dampers for improved ride comfort and handling performance. New Motion-Adaptive Electronic Power Steering delivers a high level of steering precision and responsiveness while aiding fuel efficiency. It also works cooperatively with the vehicle’s Vehicle Stability Assist (VSA) traction-control system to help the driver maintain vehicle control in slippery road conditions.

The TLX’s unit body utilizes advanced lightweight materials, including ultra-high-strength steels, aluminum (hood, bumper beams and front sub frame) and magnesium (steering hangar beam), to minimize weight while providing for a high degree of rigidity that benefits both dynamic performance and occupant safety. Also incorporated into the body is the next generation Advanced Compatibility Engineering (ACE) frontal body structure, and a new one-piece, hot-stamped-steel door stiffener ring, similar to the design first applied on the 2014 Acura MDX. The new, sleeker body design is also optimized for class-leading aerodynamic efficiency and boasts a 15 percent improvement in CdA versus the outgoing TL.

In their effort to significantly reduce the intrusion of wind, road and engine noise into the cabin, Acura engineers paid special attention to body sealing, reducing open air paths by 50 percent compared to the outgoing TL. The TLX is also the first Acura to utilize acoustic spray foam, which is applied in10 critical location throughout the body. Additional noise-reduction features include triple door seals, the expanded application of body sealing and sound absorptive materials, an acoustic glass windshield, and electronic Active Noise Control (ANC).