The Washington times. [volume] (Washington [D.C.]) 1902-1939, 1918-09-07

carbon steel. Some OF the high
priced cars have alloy steel, but
this class Is limited through the
expense involved. The Franklin
car employs a frame of wood.
In the matter OF design all frames
agree on one matter. the employ
ment OF what are known as chan
mel sections for the rails. The rails
are the sides, upon which the body
rests. The rails are connected by
cross members, which vary in num-
Der with the ideas of the individual
designer. In some constructions
three are considered enough, while
others use as many as six cross
members. The side members are
usually made with a more or less
accentuated taper toward the ends,
upon which the springs are mount
ed.
Practically all frames OF today
taper considerably at the front, a
design which gives the car a small
er turning radius. Many frames
embody what is known as a kick
up" in the rear. This is an upward
bend of the rails, which lowers the
center OF gravity and also gives
some latitude in the matter of spring
adjustment.
Some years ago there was tend
ency toward the use OF a sub-frame
on which was mounted the engine,
but this design is not so popular
today, although 1t is in use.
The heaviest weight which the
frame is called upon to support is
the engine, out it must not be
forgotten that provision must be
made for supporting the transmits
sion and various other units.
The tapered sections at the ends
OF the frame are technically known
as the 'horns," and to these the
springs are attached, except in the
case of cantilever springs. In
this latter design one spring sup
port is placed on the housing of
the axle, while the forward end of
the spring is attached to a bracket,
riveted to the rail.
The new rigid type OF frame en-
bodies side rails very much deeper
than used to be customary, in some
instances reaching a depth of nine
or ten inches. In this design the
running boards are made integral
with the side rails. The tenders
are riveted in place and the con-
struction as a whole gives maxi
mum rigidity. There is little
chance in this way for distortion
and final disIntegration of the
frame and body work.
The flexible frame Is designed
with the intention OF having II
yield to the stresses in the course
of travel. Smaller side rails are
used in this construction, five or
six inches being about the maxi
mum depth. while the supports
for the running boards are riveted
on and not made integral
1t must not be thought that the
wooden frame has not positive
merits, simply because its follow
ing is reduced to one manufac-
turer. Wood is a splendid absor-
Der OF road shocks, but IL must be
of exactly the right sort of wood
to give really satisfactory service
In the Franklin wooden frame, the
side rails are made of three
strips glued together and
strengthened with screws. Pro-
lection against moisture Is also
provided. The principal disad-
vantage in the use of wood is the
expense OF the right kind OF ma
terial and the difficulty of get
ting IL. Moreover, these condi-
lions are not likely to become any
better as time goes on. so
that we may pretty definitely
eliminate wood from the possible
frame materials of the future.
copyright 1918, by King Features
Syndicate. Incl