Frame-side mounting points for chassis-owned components.
Carry firewalls, floor panels, seat, pedal rail and body panel mounting.
No part-specific design process is documented. The Frame subsystem design process applies: 1. Kinematics supplies the pickup points and an LLTD range; the intersection of the frame-stiffness curve with that range sets the torsional stiffness target (CR26E: 1651 lb-ft/deg design target, from an LLTD target of 41.6% within a 39.5-42.5% range). 2. Model in SolidWorks 1D beam element FEA: couple moment across the front axle, rear upright points fixed, actuation geometry as trusses, representative engine tubes, displacement measured at the front upper pickup points. 0.5 in mesh spacing after a convergence study. 3. Physically test on the torsional stiffness jig: solid dampers installed, rear spindles fixed, front spindles on a pivot beam, weights hung at known distance. Historical FEA error 2.94% (CR22), 10.23% (CR25), 19.60% (CR26E). 4. Analyse each suspension tab for bearing stress and bending at its critical load case. 5. Weld in CNC-milled 6061 jigs with dowel pins; heat treat suspension nodes; FARO the finished frame.
Waterjet or laser cut, then TIG welded to the frame in the welding jigs.
4130 steel sheet, welded.
CR22 Issue Log, 2023-08-30 and 2023-10-08, Chassis. The seatbelt tabs failed rules twice in one season: first because the belts were mounted too close together, then because the tearout distance had been measured incorrectly. Both times the tabs were cut off and rewelded, the second time to a larger size that met the rules.
Seatbelt tab tearout distance is now measured to the rules method after two failures in one season, and the tabs were resized larger.
Nothing in CrimsonStorage covers these yet.