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Longframe 138
Page 20
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E Longframe system of converting four-wheelers into rigid six-wheelers of the trailing-axle kind dispenses with the use of an axle to connect the trailing wheels ; instead they are mounted npon stub axles fitted in cantilever beams. These beams are pivoted beneath the chassis frame and linked at the front to the rear ends of the driving axle springs. Two points of support are thus provided at each side of the frame. Distribution of weight between driving and trailing axles is now receiving close attention, and the design allows for the driving wheels to support a load which is 25 per cent. more than that borne by the trailing wheels. Another feature is that the absence of a trailing axle makes the rearmost two wheels independent of each D30
other, so that the rising of one over an obstacle has no twisting effect upon the axis of the other.
An example of the conversion set as applied to a Commer Raider chassis is seen which affords a maximum platform length of 12 ft., the wheelbases in this case being 10 ft. 6 ins. and 3 ft. 3 ins. This vehicle incorporates six-wheel brakes with Bendix self-energizing shoes.
A Leyland Cub, incorporating the Longframe extension, also is visible. In this case the wheelbases are 11 ft. 6 ins. and 3 ft. 7 ins. and the six-wheel brakes are hydraulically operated. The platform body, which has hinged sides, is 13 ft. long.
A third example is a Chevrolet 30cwt. chassis converted by G. Scammell and Nephew, Ltd., London, E.1, this having wheelbases of 10 ft. 11 ins. and 3 ft. 4 ins. In each of the above instances heavy roller bearings are used for the trailing-axle cantilever beams. One of the requirements which will strike visitors to this stand as bein quite essential with a conversion set built upon the Longframe principle is the provision of large and well-arranged bearings at the fulcrum points of the cantilever beams. It will be noticed that these bearings are of adequate length, as well as being of good diameter. The effect of this is to resist side thrusts, which, with all rigid-frame six-wheelers, are bound to be considerable.
It may be noted that the Leyland and Commer concerns are licensed to utilize Longframe patents in their own makes of chassis, whilst the Scammell concern is licensed to convert Bedford, Chevrolet and Ford chassis.—Longframe Construction Co., 33, Amaliegade, Copenhagen.