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95GTS · 02-07-2002, 01:20 PM

Concerning the development of the "Thunderbolt" -
To my knowledge, they're not using anyone from the first Lightning Team(at least none of the "major players"). I did run into the primary chassis/suspension Design Engineer for the Lightning, and he said that he'd been "a consultant" of sorts, but that they wouldn't let him actually work on the program. I've always felt a little negatively towards the likelyhood that the so-called "Lightning replacement" will amount to very much, and I'll tell you why:

A couple of months before the Lightning went into production in late '92, we decided to have a final all-out verification drive evaluation of 5 pre-production Lightning vehicles. Each one was set up differently, some with empty beds, some loaded to maximum GVW, one with a cab-high box cover, one with a flat box cover, and one towing a 24' travel trailer (rented!). One of the Development Engineers was very familiar with the Smokey Mountains, so he laid out a course which he planned to take us about 5 days to complete (Start Monday AM, finish Friday, PM). We proceeded to collect enough volunteer drivers with varied backgrounds and evaluation experience, AND we sent a note to the Managers in charge of the New '96 F150 Program, inviting them to send representatives along on the trip so they would know what it was that they were going to be trying to replace as soon as they could develop a powertrain. They didn't even respond to our invitation, so my conclusion was and is "How can they successfully replace an exceptional vehicle like the Lightning, when they aren't even interested enough to find out what it can do?"...

We ran the trip on 4 successive weeks, with different drivers each week, and each of them driving a different one of the Lightnings each day. It was unbelieveable! What a rush!!!

Development Issues with the Lightning -
The frame had to be reinforced at several locations due to Durability failures. Lowering the body reduced allowable suspension travel and required stiffer springs and shocks, which increased stresses on the frame. The front end was lowered 1", and the back 2.5" so that it sits more level when empty, then the rear springs had to be made stiffer so it wouldn't "drag its ***" when loaded to max. GVW.

The extra leaf on the front side of the rear springs was put there to prevent the axle from "winding up" when doing fast launches from a stop. This helps prevent axle hop and reduces the chances of snapping the u-joints. The 4" aluminum driveshaft (2.5" steel was "standard") and limiting the Lightning to the SWB were both to prevent twisting off the driveshaft on "launch", as the 17" wheels and BIG tires mostly prevented the rear axle (wheels) from spinning, which transmitted more torque to the driveshaft than was expected at first.

The Lightning has a true dual exhaust system, routed down the RH frame rail to allow keeping the midship fuel tank. Development worked with the exhaust system supplier for about 6 months to get the exhaust sound as subjectively good as possible, while still passing "Legal Drive-By Noise" Testing.

The Lightning had the first block-mounted engine oil cooler on a Ford Truck Gas engine (went across-the-board on 5.8L after Lightning developed it).

The Lightning has tubular exhaust and upper intake manifolds (Cobra style), Single-bar throttle linkage (other Ford Trucks at the time had 4-bar linkages which were MUCH slower-responding).

The Lightning interior has unique sport bucket seats with inflatable lumbar support and side bolsters.

The I-Beams are the same as every other F-150 EXCEPT for the steering stop. This was done to prevent the tires from rubbing the radius arms, however some still do. There are no other changes to the axle for alignment. The radius arms were drilled slightly different to get some of the camber back when the truck was lowered.

The Lightning could go 0-60 MPH in 7.2 seconds, (equal to or better than a Chevy 454 SS, with 103 less cubic inches), and could maintain .9 G lateral acceleration on the skid-pad, with spikes to 1.0 G, which is considerably better than most sports cars of any price or pedigree.

-From Gary Siegel who managed the powertrain team for the original Lightning project.

NEED MORE??

02-07-2002, 01:20 PM	#35
95GTS Git jiggy Join Date: Oct 1999 Location: MO USA Posts: 865	From Gary Siegel Concerning the development of the "Thunderbolt" - To my knowledge, they're not using anyone from the first Lightning Team(at least none of the "major players"). I did run into the primary chassis/suspension Design Engineer for the Lightning, and he said that he'd been "a consultant" of sorts, but that they wouldn't let him actually work on the program. I've always felt a little negatively towards the likelyhood that the so-called "Lightning replacement" will amount to very much, and I'll tell you why: A couple of months before the Lightning went into production in late '92, we decided to have a final all-out verification drive evaluation of 5 pre-production Lightning vehicles. Each one was set up differently, some with empty beds, some loaded to maximum GVW, one with a cab-high box cover, one with a flat box cover, and one towing a 24' travel trailer (rented!). One of the Development Engineers was very familiar with the Smokey Mountains, so he laid out a course which he planned to take us about 5 days to complete (Start Monday AM, finish Friday, PM). We proceeded to collect enough volunteer drivers with varied backgrounds and evaluation experience, AND we sent a note to the Managers in charge of the New '96 F150 Program, inviting them to send representatives along on the trip so they would know what it was that they were going to be trying to replace as soon as they could develop a powertrain. They didn't even respond to our invitation, so my conclusion was and is "How can they successfully replace an exceptional vehicle like the Lightning, when they aren't even interested enough to find out what it can do?"... We ran the trip on 4 successive weeks, with different drivers each week, and each of them driving a different one of the Lightnings each day. It was unbelieveable! What a rush!!! Development Issues with the Lightning - The frame had to be reinforced at several locations due to Durability failures. Lowering the body reduced allowable suspension travel and required stiffer springs and shocks, which increased stresses on the frame. The front end was lowered 1", and the back 2.5" so that it sits more level when empty, then the rear springs had to be made stiffer so it wouldn't "drag its ***" when loaded to max. GVW. The extra leaf on the front side of the rear springs was put there to prevent the axle from "winding up" when doing fast launches from a stop. This helps prevent axle hop and reduces the chances of snapping the u-joints. The 4" aluminum driveshaft (2.5" steel was "standard") and limiting the Lightning to the SWB were both to prevent twisting off the driveshaft on "launch", as the 17" wheels and BIG tires mostly prevented the rear axle (wheels) from spinning, which transmitted more torque to the driveshaft than was expected at first. The Lightning has a true dual exhaust system, routed down the RH frame rail to allow keeping the midship fuel tank. Development worked with the exhaust system supplier for about 6 months to get the exhaust sound as subjectively good as possible, while still passing "Legal Drive-By Noise" Testing. The Lightning had the first block-mounted engine oil cooler on a Ford Truck Gas engine (went across-the-board on 5.8L after Lightning developed it). The Lightning has tubular exhaust and upper intake manifolds (Cobra style), Single-bar throttle linkage (other Ford Trucks at the time had 4-bar linkages which were MUCH slower-responding). The Lightning interior has unique sport bucket seats with inflatable lumbar support and side bolsters. The I-Beams are the same as every other F-150 EXCEPT for the steering stop. This was done to prevent the tires from rubbing the radius arms, however some still do. There are no other changes to the axle for alignment. The radius arms were drilled slightly different to get some of the camber back when the truck was lowered. The Lightning could go 0-60 MPH in 7.2 seconds, (equal to or better than a Chevy 454 SS, with 103 less cubic inches), and could maintain .9 G lateral acceleration on the skid-pad, with spikes to 1.0 G, which is considerably better than most sports cars of any price or pedigree. -From Gary Siegel who managed the powertrain team for the original Lightning project. NEED MORE?? __________________ 1967 Mustang Coupe