Arizona republican., 1918-02-24

narrower. than the rear. This gives the car a smaller turning radius, decidedly an advantage in this day of close packed traffic. In many, perhaps a majority of cases, the frame design embodies what is known as a kick up' in the rear. This is an upward bend in the side rail of the frame, which brings the center of gravity low without reducing the distance between the frame and the axles to point where trouble might result, and also the need for kick up will be governed somewhat by the type of spring en- ployed
 The cross members of which we spoke before, are variously of pressed steel, channel section or tubular, the latter being in the minority. These members are riveted in place. There is in not very extensive use at the present time, a design which supplies mounting place for the engine in the shape of a sub frame, built of chan mel sections. The engine mounted in this way may be located about as de- sired, as regards the other mechanical units.
 While the ordinary frame finds the engine the heaviest weight which it is called upon to support, it must also contain provision for supporting cer- tain other units of the mechanism, as for instance the transmission, when that is located separate from the mo- | tor.
 The tapered sections at the ends of the frame are known as the horns and | here the springs are attached, except in the case of captilevers, where one | spring support is placed on the axle hTl r-iT T l springs are attached to bracket, which l IS riveted to the rail.
 l Some years ago it used to be the GUS tom to truss the frame, if it proved to be not strong enough for the work it was called upon to do. With the ad- vent of proper frame design, this prac- tlce has ceased, or practically so, Git IS still used little in truck construc- tlon). Where great rigidity is sought It IS common practice to install gusset plates, which are pieces of channel sec tlon riveted to the rails and to the cross member at the rear of the frame This prevents distortion of the frame at corners.
 In the new rigid type of frame, the side rails are made deeper than used to be the practice running to as much as nine or ten inches. The running boards in this construction are made integral with the rails, the lenders arc rlVeted in place and with the body firmly secured, there is little chance for the disintigration with consequent rattles, that used to be the ordinary thing.
 The flexible frame is made with the intention of having it yield little witt the motion of the car in passing ovel " up, While the others are down. The depth of the side rails used in flexible construction is usually not more thar i've or SIX inches. In this design tht supports for the running boards ar, riveted on, instead of being made in. tegral as in the rigid type.
 We cannot here enter into a discus slon of the relative advantages of tn, flexible and rigid constructions. Tn, flexible frame is still the predominant Ing type, but the rigid design has cer talnly made tremendous strides to ward popular favor, since it was in troduced couple of years ago.
 fedrS ago the wooden frame disputed the ascendency with metal construc tons and indeed it has many virtues cnlef Of which is it's ability to absorl shocks of all kinds, but to do this i must be of the best available wood The one prominent manufacturer us ing wooden frames today, builds then with two side rails, embodying thre piles glued and screwed together an, protected against moisture by strip at top and bottom. Cost and difficult of getting proper wood probably ha much to do with driving woode frames from general popularity.