Grand Forks herald. [volume] (Grand Forks, N.D.) 1916-1955, 1922-04-10
Designers Of Automobiles
Try Many Types Of Frames

|versal or flexible disk Joints between
the engine crank shaft and$gear case
so as to. take up any lack OF alignment
when they are separately fitted In the
frame. With a sub-frame some de-
signers. when they use point suspen-
sion for the engine. hold the elimina-
ton OF flexible joints in the coupling
shaft Is permissible.
T~hree-point suspension Is also used
to avoid frame distortion troubles
when no sub-frame is used; that it
the motor is suspended from either
side member and at a third point from
the frort cross members. When four
farmssfrom the crank case are used in
order to lessen the trouble, the arms
are bolted to the frame through a
small block Of rubber Of helical
springs, instead Of using rigid suspen-
sion.
There are two schools in construc-.
ton; II holds that. as absolute rigid
ity in frame construction is sunobtain-
able, 1t is preferable to adopt a light
and flexible construction and allow for
play by using both universal joints
land flexible means OF attaching
chassis units; the other holds it is bet
ter work to reduce the racking of the
body work which occurs from distor-
ton by getting as nearly absolute
AAeANAIC AK IL uAIkS az Nou W. OOIAAllSu.
Variations.
In pressed steel frame construction
the designer may use either parallel
or cambcred side members. The first
is the simpler and therefore the least
expensive. but its defenders claim
that it has a real construction advan.
tage in being sitter than the cam
bered system. which has the side
members Of tho frame closer together
at the front end. Advocates, of the
cambered method explain his system
makes better provision for good steer
ing without decreasing the width of
the frame as a whole, and the widen
ing of h real allows Il better founda-
ton upon which to place the body.
, But the insweep introduces a twisting
movement on the frame al the bend,
which offers less resistance to twisting
! strains.
Another variation of frame design
appears in the elevation of the side
members ut the rear end. In some
cases the upper surface is fiat the
greater part of the length; in others,
known as the kick-up type. there is
an upward bulge at the rea Of the
frame at the point where 1t passes
over the real axle. This allows great
err clearance to the axle and lowers
LIE lIdIie III ltS Tel0llOl 10 the RrOu0O
without lessening the clearance be-
meath the axle and the frame. This
last clearance is necessary so as to
allow for the relative movements OF
the two, when h springs are fatten.
ed out under actual running cpndi.
tions.
A wooden frame used by one ca,
manufacturer is rcade up Of three
Nominations of>whitc ash. which is ali
seasoned and kiln dried in the rough
The three Sections r glued and
screwed together in such a manner
that the grain runs at a different angle
, in the adjacent sections.
The sill is then kiln dried and cut
to the required size. Strips are glued
to the top and bottom edges to make
the Sill impervious to moisture. These
side stills are hen connected by cross
members, and the corners are fitted
with metal gusset plates!
The manufacturer claims a wooden
frame is stronger in resisting move.
ment than a steel frame Of equa,
weight. 1t is also claimed the wood
sill frames are more resilient and
lighter.