It's a spring. The trouble with relying upon friction is that (a) it's inconsistent (temperature, humidity, spilled liquids that got into the mechanism, rust, age, etc), and (b) after the seat belt performs its inertial lock function, people expect to be able to release the tension on the belt...
https://accessories.ford.ca/shop/en/ca/exterior/hitches-towing-and-recovery/hitch-kit-gooseneck-40-000-gtwr-pc3z-19f503-a
https://maxxdtrailers.com/lhx-40k-heavy-duty-flatbed-gooseneck
https://bluewatertrailers.ca/catalogue?id=605&inv_uuid=B35B47BE-45EF-11EB-B0E3-3982F52AB103
I don't see any...
It isn't a "bad design from Ford". It isn't a problem until you created it!
Every front-drive vehicle that I've ever owned that has twist-beam rear suspension, and there's been a few, relies upon spring preload to hold the rear springs (and spring seats) in place, via the dampers running out of...
I do not think you want to be using limiting straps long term.
I spy yellow dampers. Are they Bilstein? The B6 series are standard length. The B8 series are meant to be used with lowering springs to avoid this specific problem. If they are not Bilstein, perhaps your damper manufacturer can...
Yours (if it's like the diagram above) is a little bit different because the function of those transistors is built into the ignition box rather than being part of the magneto itself, and this might also mean the magnetic circuit is a little bit different. What they're calling the "ignition...
When that raised pad on the flywheel is passing the magneto, the clearance should be the thickness of a normal business card. The usual way of adjusting them is to slacken the bolts and slip a business card between the magneto and the flywheel (raised pad aligned with the magneto), let the...
So the ignition doesn't work?
These small engines are mostly the same in terms of their ignition circuit. There's a magneto coil (usually installed outside the flywheel), which goes to the spark plug, and there's a bypass circuit that goes to the "on/off" switch and sometimes to a low-oil-level...
Unless this is a forced-induction engine (seems unlikely with the existing design using what I call "wood screws") the clamping force is irrelevant. The screws just need to hold the upper manifold in place (against vibration and the like). Torque limitations are more to protect from gorilla...
"51 cm" as in half a metre of actuator stroke?????? Usually automotive-scale drawings are in millimetres ... and the entire tailgate actuator on my car doesn't have half a metre of stroke!
Usually, this sort of joint is on door-skin outers to inners, or similar situations (the cosmetic outer is hemmed around the edge of the structural inner), so no spot-welding. Yes, you need to make sure the adhesive/sealant squeezes completely out both ends of the joint to avoid moisture...
We haven't heard from the original poster in a wee bit, but here's another thought. IF this is a roadracing vehicle, then there is some logic in having a rapid transition between the low-drag position and the max-downforce position, and there's also a desire to reduce weight. And with that ...
None of the rest of us knows the scale of your "adaptive rear wing". You gave us the time (questions below). How much force ... how much distance. That's the numbers you need.
Powered rear wings/spoilers exist in production. Take a look at a few.
Now ... Next question. Why on EARTH do you need...
