TRADE OF VEHICLE BODY REPAIR - eCollege

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Module 3– Unit 4 Development of the Motor Car Body Brief History The first motor car bodies and chassis frames, made between 1896 and 1910, were similar in design to horse-drawn carriages and like the carriages were made almost entirely of wood. The frames were generally made from heavy ash, and the joints were reinforced by wrought iron brackets which were individually fitted. The panels were either cedar or Honduras mahogany about 9.5mm thick, glued, pinned or screwed to the framework. The tops, on cars which had them, were of rubberized canvas or other fabrics. Some bodies were built with closed cabs and the tops were held in place by strips of wood bent to form a solid frame. About 1921 the Weymann construction was introduced, in which the floor structure carried all the weight of the seating and the body shell, which was of very light construction, was attached to the floor unit. Each joint in the shell and between the shell and the floor was made by a pair of steel plates, one on each side of the joint and bolted through both pieces of timber, leaving a slight gap between the two pieces. The panelling was of fabric, first canvas, then a layer of wadding calico and finally a covering of leather cloth. This form of construction allowed flexibility in the framing and made a very light and quiet body frame, but the outer covering had a very short life. As the demand for vehicles increased it became necessary to find a quicker method of production. Up to that time steel had been shaped by hand, but it was known that metal in large sheets could be shaped using simple die tools in presses and machine presses were introduced to the steel industry to form steel sheets into body panels. Initially the sheets were not formed into complex shapes or contours, and the first bodies were very square and angular with few curves. The frame and inner construction was still for the most part made of wood. In about 1923 the first attempts were made to build all-steel bodies, but these were not satisfactory as the design principles used were similar to those which had been adopted for the timber-framed body. Vehicle Body Repairs - Phase 2 3
Module 3– Unit 4 The real beginning of the all-steel body shell came in 1927, when presses became capable of producing a greater number of panels and in more complex shapes, this was the dawn of the mass production era. During the 1930s most of the large companies who manufactured motor vehicles adopted the use of metal for the complete construction of the body shell and motor cars began to be produced in even greater quantities. Owing to the ever-increasing demand for private transport, competition increased between rival firms, and in consequence their body engineers began to incorporate features which added to the comfort of the driver and passengers. This brought about the development of the closed cars or saloons as we know them today. The gradual development of the shape of the motor car body can be clearly seen in figure 1, which shows a selection of Austin vehicles from 1909 to 1992. Figure 1: The Austin Car 1909 to 1963 Vehicle Body Repairs - Phase 2 4
Page 1 and 2: TRADE OF VEHICLE BODY REPAIR PHASE
Page 3 and 4: Table of Contents Transport Studies
Page 5 and 6: Figure 33: Body Shell Assembly ....
Page 7: Module 3- Unit 4 Introduction Trans
Page 11 and 12: Module 3- Unit 4 Figure 3: The Aust
Page 13 and 14: Module 3- Unit 4 The design of the
Page 15 and 16: Module 3- Unit 4 1895 First motor r
Page 17 and 18: Module 3- Unit 4 Phaeton: A term fr
Page 19 and 20: Module 3- Unit 4 Figure 4: Vehicle
Page 21 and 22: Module 3- Unit 4 Computer-aided Des
Page 23 and 24: Module 3- Unit 4 The main aim of th
Page 25 and 26: Module 3- Unit 4 • Restraining th
Page 27 and 28: Module 3- Unit 4 Crumple Zone The c
Page 29 and 30: Module 3- Unit 4 As competition to
Page 31 and 32: Module 3- Unit 4 Figure 10: Safety
Page 33 and 34: Module 3- Unit 4 The Development an
Page 35 and 36: Module 3- Unit 4 transmission or dr
Page 37 and 38: Module 3- Unit 4 During the wind tu
Page 39 and 40: Module 3- Unit 4 Figure 18: Basic F
Page 41 and 42: Module 3- Unit 4 Body Engineering f
Page 43 and 44: Module 3- Unit 4 Figure 24: Composi
Page 45 and 46: Module 3- Unit 4 Glass Fibre Compos
Page 47 and 48: Module 3- Unit 4 Figure 29: Espace
Page 49 and 50: Module 3- Unit 4 Basic Body Constru
Page 51 and 52: Module 3- Unit 4 The rear end of th
Page 53 and 54: Module 3- Unit 4 Identification of
Page 55 and 56: Module 3- Unit 4 Figure 33: Body Sh
Page 57 and 58: Module 3- Unit 4 Figure 34: Complet
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Module 3- Unit 4 provided by box se
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Module 3- Unit 4 Figure 36: Main Fl
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Module 3- Unit 4 Roof Panel The roo
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Module 3- Unit 4 In general the rea
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Module 3- Unit 4 Figure 38: Exterio
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Module 3- Unit 4 1 3 4 2 1. Front r
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Module 3- Unit 4 Front End Panel Re
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Module 3- Unit 4 Front Inner Wing A
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Module 3- Unit 4 Centre Pillar Body
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Module 3- Unit 4 Rear End Panel Ope
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Module 3- Unit 4 Interior Trim Figu
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Module 3- Unit 4 Summary Early vehi
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Module 3- Unit 4 6. How are vehicle
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Module 3- Unit 4 6. By fitting side
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