The Dodge (Mercedes) Sprinter might have marked the beginning of these explorations into the basic foundation of RV chassis', but as the RV industry readies for 2010 and the next decade – there are lot of great new things happening for you under the coach that rides above the chassis below.

FRED, the FRont Engine Diesel chassis also revolutionized the ability for a typical Class A to upgrade to diesel without committing to the full "bus" price, size or look. Workhorse jumped into the fray with the UFO offering gas or diesel as a pusher option on the same frame.

But it's this year that marks some really great innovation. If you CLICK HERE and read the RV Buddies article on the Tiffin chassis – you will see what we are talking about. Things like front disc brakes on an air-brake equipped diesel chassis will become the norm. Chassis makers are also incorporating more of the up-front technical work to make it easier for the RV builder to make coach building faster, easier and of higher quality. One of the things that is becoming commonplace is multi-plexed electrical systems – complicated to engineer, but these simplify production for the coach builder.

Let's take a look at some of the highlights from the major companies and see what they are up to…

Spartan NGP

Spartan has introduced a new breed of chassis. It's a fairly complete chassis that the coach builder can specify with standard or custom front and rear caps. It's a turn-key approach to allow the RV builder to focus on the layout and features for their customers, while having a dependable platform that is ready-to-go with minimal prep.

One of the other great things about this platform is the fully included and integrated automotive style dashboard. This will minimally stimulate a lot of coach builders to look at this very important area of coach design.

The initial chassis specs seem to be best suited to the 35' range of coach design. Standard diesel pusher engine is the Cummins ISB 6.7 turbo with 340 Hp and 660 lb-ft of torque. The 2500 Allison 6-speed handles the shifting. Air suspension and brakes mate the 22.5 Michelins to the frame. The specs do not specify if the front brakes are discs. This RV chassis is the result of some of Spartan's work on their fire engine chassis. The fire engine is available with discs – but that doesn't mean that these will be standard or optional. GCWR is rated at a healthy 33,000 pounds.

Workhorse W-20

The Workhorse W-20 is the big brother to the W-16 with increases in horsepower, torque and GCWR. It's also the standard chassis on the Thor Four Winds Serrano – a coach RV Buddies names as one of four best of show this year in Hershey, Pennsylvania.

Horsepower is up to 230, torque is 620 lb-ft, and GCWR is 26,000 pounds. That's a significant upgrade over the W-16 model.

ecoFRED from Freightliner

ecoFRED from Freightliner, the RV industry’s first hybrid-electric Class A motorhome chassis, is now available for RV manufacturers to order and build coaches on it.

Equipped with the Eaton hybrid-electric system, ecoFRED is powered by the Cummins ISB 6.7-liter engine with up to 300 hp and an Eaton automated manual transmission.

ecoFRED offers reduced exhaust emissions, leading toward a cleaner environment, requires less fuel to operate and has an improved brake life, all of which contribute to better overall performance and a reduced operational costs.

ecoFRED offers significantly less brake wear due to regenerative braking, leading to lower replacement costs. The chassis also boasts of better acceleration and increased towing capacity, operating similar to driving an automatic transmission. (Note the "automated manual transmission reference here!)

This last summer, Brad and Amy Herzog, spokespeople for the Recreational Vehicle Industry Association, decided to use a Winnebago motorhome with the innovative ecoFRED RV chassis for its 10th annual travel tour.

RV Buddies will be following this chassis as it goes into production. Coach electrical systems and generators are different on this hybrid, and we're anxious to experience an "automated manual" transmission!

MC-L from Freightliner

Designed with a durable frame and updated driver station configuration, the MC-L Class A diesel motorhome chassis boasts greater fuel economy, enables more aerodynamic body designs and offers superior ride quality.

Powered by a Cummins ISB 6.7-liter electronic diesel engine with up to 200 hp and 520 ft. lbs. of torque with an Allison automatic six-speed transmission, the MC-L offers outstanding power and performance. An up to 50-degree wheel cut allows for superior maneuverability, assisting RV owners as they traverse through urban settings and tight spaces.

Coaches sit lower to the ground with the MC-L’s low-profile frame rail, increasing aerodynamics and ride quality. Also, the quieter front-engine diesel allows for a more comfortable ride for passengers.

Damon Motor Coach is building its new Avanti motorcoach on the FCCC MC-L chassis. According to independent testing results by Damon, the Avanti is 70 percent more fuel-efficient than any other Class A gas model.

XC and Powerliner III from Freightliner

To provide RV owners with enhanced safety and improved ride and handling, Freightliner Custom Chassis announced that all rear-engine motorhome chassis models will offer front air disc brakes as a standard feature.

Bendix ADB22X air disc brakes increase the safety of passengers because they improve stopping distance, while also easily coming to a straight, stable stop without steering correction. The air disc brakes also contribute to a passenger car-like feel, a positive for those operating a large motorhome.

FCCC rear-engine chassis include the entire FCCC XC product lineup, as well as the Powerliner III.

A few more Spartan NGP Pictures...