Quality right from the start: visual inspection and NVH optimisation

Alongside the usual quality assurance measures, all joining techniques are subject to process monitoring, which ensures quality in each individual stage of production. The MIG (metal inert gas) solder seams, for instance, are monitored by means of a 3D light-strip sensor. The position, width and completeness of the adhesive seams are checked by an integrated camera when the adhesive is applied. The spot welds likewise undergo a visual inspection: the photos taken by a thermography camera confirm whether the spot welds have the correct diameter.

A further important aspect of quality is a car's NVH behaviour (noise, vibration, harshness). Here, too, the bodyshell plays a key role. Sturdy transverse sections in the floor assembly – known as transmission tunnel braces – along with optimised lower seat crossmember sections and reinforced engine mounts are just some of the NVH measures implemented to improve vibration characteristics.

Intelligent lightweight construction: state-of-the-art materials and innovative joining techniques.

Despite the enhanced spaciousness, comfort and safety compared to the outgoing model, the weight of the bodyshell has been kept practically the same for the new E-Class Cabriolet thanks to intelligent lightweight construction. High-strength steel alloys account for around 60 percent of the weight. In the case of the side skirts alone, this high-strength, low-weight material reduces weight by some five kilograms.

The design and construction of the bodyshell are likewise weight-optimised. The energy-absorbing front crossmember, for instance, is inserted into the longitudinal members and no longer ends in flange plates. Tailored Blanks made from sheet steel are used in many places, such as on the underbody, where individual blanks of varying thickness and strength are joined by means of laser welding, or on the transmission tunnel, where the blanks optimise structural behaviour and crash performance.

In addition to these measures, the use of state-of-the-art structural adhesive plays a further important part in enhancing the body strength. The total length of the high-strength adhesive seams used in the bodyshell of the E-Class Cabriolet amounts to around 70 metres.

Mercedes-Benz employs innovative "RobScan" robot-guided laser welding for the E-Class Cabriolet. This new welding technology allows a very high welding speed with optimum weld quality. The technology is used in the rear centre section of the Cabriolet – with a total of 26 welds.

2011 Mercedes Benz E Class Cabriolet Part 2

The same applies to the Cabriolet, which has one of the stiffest designs in its segment. The body's static torsional stiffness can be seen as a reliable indicator of the excellent cumulative effect of the implemented measures. It has been increased by around 30 percent compared to the outgoing model.

To achieve this figure, the bodyshell of the E-Class Cabriolet received extra reinforcements compared to its Coupé sister model, the most important of which are as follows:

- The extremely robust A-pillar assembly consists of two high-strength steel tubes which are welded to the sheet-metal shells of the A-pillars. In the case of the E-Class Cabriolet, both tubes have an exceptionally robust Y-shape and stretch from the A-pillar intersection to the upper window frame.

- The plug-in B-pillars are extremely robustly connected as they engage in the side skirts, thus offering highly effective protection in the event of a crash. A shoe made from ultra-high-strength steel braces the inside of the B-pillar against the rear seat crossmember. The rear support against the rear panel runs in an arch-like shape to the rear seats.

- Reinforced side skirts and bulkhead platesin the doors protect the occupants in a lateral impact with a pole, for example. Likewise the reinforced shoulderline with its high-strength steel section enhances the exceptionally robust nature of the design.

- The floor assembly has been reinforced solidly at several points.

- The robust rear panel behind the rear seats further enhances the body's lateral rigidity.

2011 Mercedes Benz E Class Cabriolet

This year Mercedes unleashed a new coupe car dubbed the Cabriolet, or E class W212. It is a front engine, rear drive or 4 wheel drive (depend on the model).

The body shell has solid basis reinforced at specific points. The chassis technology inside this car is remarkable as it have intelligent lightweight construction with 60 percent high strength steel alloys. It also have an innovative joining technique as it was joined by robot guided laser welding.

A robust basis is the ideal ingredient for a stiff bodyshell offering a high level of crash safety. It plays a decisive role in ensuring maximum noise related comfort,outstanding vibration characteristic and hallmark Mercedes Benz longevity.

In this term, the E class Cabriolet had an ideal starting position, given that it is closely related to the E Class coupe a two door model which meets the very highest requirements when it comes to torsional stiffness and occupant protection. 

A MODEL FORD

COMPLETE CHASSIS

One of the problems associated with building an "A" model Ford is finding a suitable chassis. Even if you find a chassis you then have to check that it is straight and rust free, then there is all the work required to make it usable and you still end up with a seventy year old chassis under your new vehicle.

There is now an alternative to using a recycled chassis and that is to use new stamped rails. ROD - TECH now supply Australian made chassis rails which are direct replicas of the originals complete with running board and front fender brace pressings. You can purchase the rails as a pair to make your own chassis or purchase a complete boxed chassis complete with all cross members, engine and gearbox mounts to your requirements up to a complete rolling chassis.

The 2010 Mercedes-Benz E-Class: Chassis and Suspension

The newly developed DIRECT CONTROL suspension with standard-fit amplitude-dependent damping system is one of the major factors behind the high degree of long-distance comfort provided by the E-Class. The shock absorbers adapt to the current driving situation, reducing the damping forces automatically when driving normally with low shock-absorber impulses and increasing the forces up to the maximum as required when cornering at speed or performing evasive manoeuvres. In this way, the chassis and suspension meet driver requirements in terms of road roar, tyre vibration and agility – without ever compromising on active safety.

The shock absorber system works by purely hydromechanical means without the need for sensors or electronics. Its core components are a bypass duct in the shock absorber’s piston pin and a control piston which moves in a separate oil chamber. When the shock-absorber bounce is low, the control piston moves oil through the bypass duct so that a lower damping force is produced at the actual shock-absorber valve. The result is “softer” shock-absorber characteristics and, consequently, a high level of ride comfort. If the excitation of the shock absorber is greater, the control piston moves to its limit position so that oil ceases flowing through the bypass duct, meaning that the full damping force is available.

Mercedes-Benz has modified several aspects of the three-link front suspension with McPherson struts and, as a result, has achieved excellent results in terms of ride comfort. In the interests of optimal axle kinematics, more favourable vibration characteristics and enhanced safety, the lower link level consists of two individual elements that serve as torque and cross struts. As well as offering more precise wheel location, the main benefit of these struts is that they allow better compensation for vibrations caused by tyre imbalance and fluctuations in braking forces than rigid wishbones. In addition, more crumple space is available in the event of a frontal crash. The third front-axle link is the track rod which connects the transversely installed steering gear to the wheels.

The spring struts consist of cylindrical, transverse force-compensating coil springs, double-tube shock absorbers and newly developed three-phase head bearings. In order to further optimise ride comfort, the Mercedes experts have chosen a starkly upright position for the spring strut so as to reduce the forces acting on the torque strut bearing. As a consequence, it was possible to reduce the bearing rigidity, which has a positive effect on the chassis’ tyre/road contact characteristics and rolling characteristics – for example when driving over expansion joints running across the road. The front anti-roll bar is connected to the spring strut, which is likewise actively involved in locating the front wheels.

Intelligent use of aluminium and steel reduces the weight of the front axle by twelve percent compared to the outgoing model. The forwards-slanting torque struts and the cross struts are made of aluminium.

Ford History

Ford Motor Company is an American multinational automaker based in Dearbon, Michigan, a suburb of Detroit. The automaker was founded by Henry Ford and incorporated on June 16, 1903. In addition to the Ford and Lincoln brands, Ford also owns a small stake in Mazda in Japan and Aston Martin in the UK. Ford's former UK subsidiaries Jaguar and Land Rover were sold to Toto Motors of India in March 2008. In 2010 Ford sold Volvo to Geely Automibile. Ford discontinued the Mercury brand after the 2011 model year.

Ford introduced methods for large-scale manufacturing of cars and large-scale management of an industrial workforce using elaborately engineered manufacturing sequences typified by moving assembly lines. Henry Ford's methods came to be known around the world as Fordism by 1914.

Ford is the second largest automaker in the U.S. and the fifth-largest in the world based on annual vehicle sales in 2010.^] At the end of 2010, Ford was the fifth largest automaker in Europe. Ford is the eighth-ranked overall American-based company in the 2010 Fortune 500 list, based on global revenues in 2009 of $118.3 billion. In 2008, Ford produced 5.532 million automobiles and employed about 213,000 employees at around 90 plants and facilities worldwide. During the automotive crisis, Ford's worldwide unit volume dropped to 4.817 million in 2009. In 2010, Ford earned a net profit of $6.6 billion and reduced its debt from $33.6 billion to $14.5 billion lowering interest payments by $1 billion following its 2009 net profit of $2.7 billion. Starting in 2007, Ford received more initial quality survey awards from J.D Power and associates than any other automaker. Five of Ford's vehicles ranked at the top of their categories and fourteen vehicles ranked in the top three.