Last week we talked a little about IFS and the like and touched on Class A and DP. Most often Class A will be used by folks describing a gasoline engine mounted in the front of a chassis and a box sitting on the chassis. The drivers seat and the co-pilot seat can be turned and are part of the main cabin. The problems for me with class A is the position of the dog house that covers the engine making it a climb to get into and out of the two front seats. And the engine noise between the front passenger and driver while underway. You must remember that I am a DP (diesel pusher) owner with the engine all the way in the rear of the rig.
The other problem with the older class A’s was that they were on a chassis from under a bread truck. A lot of them were not up to the task.
New chassis are being produced that are more suited to the weight and other considerations for motor homes like the Ford. This is how Ford touts it’s 2008 F series class A motor homes chassis:
Ford is basing the power for it’s chassis on the 10 cylinder V type overhead cam 6.8 liter 3 valve per cylinder engine. It claims 363 horses and 457 ft.lbs of torque. Behind this engine is a 5 speed automatic with a Tow-Haul mode.
The chassis is available from Ford in 6 GVWR’s allowing the motorhome maker to match a chassis to their body weight configuration. They are :
• 16,000 lbs.
• 18,000 lbs.
• 20,500 lbs.
• 22,000 lbs.
• 24,000 lbs.
• 26,000 lbs.
The wheelbase Options are 178″/190″/208″/228″and the 242″with 22.5″ Aluminum Wheels. The standard is a 19.5″ diameter wheel.
A new high-mileage internal transmission filter extends fluid change and filter change intervals from 24 months/30,000 miles to 36 months/60,000 miles.
New 9,000 lbs. front solid axle with leaf springs provides increased capacity to accommodate the new GVWR offerings of both new 24,000 lbs. and 26,000 lbs. chassis.
Larger front and rear brake calipers, hub and rotor assemblies, wheel bearings, HydroMax brake booster reservoir and front and rear ABS sensors. These are used in both the ABS system and the possibility of traction control.
New 50 degree wheel cut provides a reduced turning radius for tighter turns, more maneuverability and easier parking. While not as great as the 55 plus turning of the front wheels in the IFS chassis it is better than previous. However it moves the front springs closer to the centerline of the chassis and that could impart ride and body roll a bit.
Tough new frame assembly utilizes 50,000 PSI high strength steel with deep channel side rails to create an extremely stable platform.
Best-In Class heavy duty Dana 17060S axle, rated at 17,500 lbs., is used for all 24,000 and 26,000 lbs. GVWR chassis. So in a nut shell here are the numbers:
362HP 6.8L 3-Valve SOHC EFI Triton V-10 Engine 457 ft/lbs torque
26,000 lb. GCWR – 10,300 lbs. Max. Trailer Weight with 16,000 lbs. GVWR
Standard 4-Wheel Anti-Lock Brakes
19.5-inch Low-Profile, Metric Radial Tires and Wheels 81-Inch Front Tread Width
TorqShift™ 5 Speed automatic transmission with Tow-Haul Mode
7,500 lb. Capacity Front Axle
9,000 lb. Capacity Front Axle
14,500 lb. Capacity Rear Axle
17,500 lb. Capacity Rear Axle
Next week we will look at the workhorse numbers and facts and how then measure up.