Trucks with trailers
Discussion
I think the OP means A - frame drawbar as opposed to the caravan type.
Both are very similar going forward, the A - frame is much much harder to reverse, owing to the swivel front axle.
The A - frame used to be extremely close coupled, which meant the trailers could be much closer together, so potentially carry more cargo, this was achieved by having a cam and piston on the front axle, this would extend the gap between the trailer and prime mover when cornering.
This however was outlawed in the late nineties ( I could be wrong about this bit ) as it took the total length over 60 feet when turning.
This effectively wiped out any advantage the A - frame had, and hauliers stuck with the mush easier to reverse and much easier to maintain ( fewer mechanical bits ) caravan type.
Both types of drawbar will carry more volume than an artic, but are less versatile.
Both are very similar going forward, the A - frame is much much harder to reverse, owing to the swivel front axle.
The A - frame used to be extremely close coupled, which meant the trailers could be much closer together, so potentially carry more cargo, this was achieved by having a cam and piston on the front axle, this would extend the gap between the trailer and prime mover when cornering.
This however was outlawed in the late nineties ( I could be wrong about this bit ) as it took the total length over 60 feet when turning.
This effectively wiped out any advantage the A - frame had, and hauliers stuck with the mush easier to reverse and much easier to maintain ( fewer mechanical bits ) caravan type.
Both types of drawbar will carry more volume than an artic, but are less versatile.
StuntmanMike said:
I think the OP means A - frame drawbar as opposed to the caravan type.
Both are very similar going forward, the A - frame is much much harder to reverse, owing to the swivel front axle.
The A - frame used to be extremely close coupled, which meant the trailers could be much closer together, so potentially carry more cargo, this was achieved by having a cam and piston on the front axle, this would extend the gap between the trailer and prime mover when cornering.
This however was outlawed in the late nineties ( I could be wrong about this bit ) as it took the total length over 60 feet when turning.
This effectively wiped out any advantage the A - frame had, and hauliers stuck with the mush easier to reverse and much easier to maintain ( fewer mechanical bits ) caravan type.
Both types of drawbar will carry more volume than an artic, but are less versatile.
It was the caravan type (centre axles) trailer that experimented with a shortening system. This was a piston on the simple, single drawbar hitch.Both are very similar going forward, the A - frame is much much harder to reverse, owing to the swivel front axle.
The A - frame used to be extremely close coupled, which meant the trailers could be much closer together, so potentially carry more cargo, this was achieved by having a cam and piston on the front axle, this would extend the gap between the trailer and prime mover when cornering.
This however was outlawed in the late nineties ( I could be wrong about this bit ) as it took the total length over 60 feet when turning.
This effectively wiped out any advantage the A - frame had, and hauliers stuck with the mush easier to reverse and much easier to maintain ( fewer mechanical bits ) caravan type.
Both types of drawbar will carry more volume than an artic, but are less versatile.
Continental operators preferred A-frame, maybe because they're very easy/stable to leave un-hitched?
bigwheel said:
StuntmanMike said:
I think the OP means A - frame drawbar as opposed to the caravan type.
Both are very similar going forward, the A - frame is much much harder to reverse, owing to the swivel front axle.
The A - frame used to be extremely close coupled, which meant the trailers could be much closer together, so potentially carry more cargo, this was achieved by having a cam and piston on the front axle, this would extend the gap between the trailer and prime mover when cornering.
This however was outlawed in the late nineties ( I could be wrong about this bit ) as it took the total length over 60 feet when turning.
This effectively wiped out any advantage the A - frame had, and hauliers stuck with the mush easier to reverse and much easier to maintain ( fewer mechanical bits ) caravan type.
Both types of drawbar will carry more volume than an artic, but are less versatile.
It was the caravan type (centre axles) trailer that experimented with a shortening system. This was a piston on the simple, single drawbar hitch.Both are very similar going forward, the A - frame is much much harder to reverse, owing to the swivel front axle.
The A - frame used to be extremely close coupled, which meant the trailers could be much closer together, so potentially carry more cargo, this was achieved by having a cam and piston on the front axle, this would extend the gap between the trailer and prime mover when cornering.
This however was outlawed in the late nineties ( I could be wrong about this bit ) as it took the total length over 60 feet when turning.
This effectively wiped out any advantage the A - frame had, and hauliers stuck with the mush easier to reverse and much easier to maintain ( fewer mechanical bits ) caravan type.
Both types of drawbar will carry more volume than an artic, but are less versatile.
Continental operators preferred A-frame, maybe because they're very easy/stable to leave un-hitched?
StuntmanMike said:
A - frames also had them, United carriers used them, my first driving job was in one of these, the piston broke on me one day, the trailer repeatedly hit the prime mover until it had stopped, frigging scary.
I worked for York trailers, Utd was part of the same group, most of the drawbars were sliding poles, awful things but good commission for me as we sold the parts....The continental drawbars are close coupled, in a straight line the truck and trailer are about 3" apart, when turning a cam and gear move the trailer apart, opening the gap
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