Knew a guy that did a home built one of these. Used cable limiters on both sides of the frame, and HD pins to lock the frame for the highway. Worked fairly well. It was a 50's Ford F100 4wd conversion.
Please, look on the Mark Tatra from Czechoslovakia, the "Tatra Chassis conception" from the 1920s and the engineer Hans Ledwinka. Is it possible that this frame whas inspired by Tatra
As far as I know Unimogs never used a swivel frame, they do have very flexible frames though. The Brimont ETR trucks however did have an unlockable swivel frame and all wheel steering
It is my understanding that the Unimog chassis is designed to deflect up to half a degree per metre. The Iveco Daily 4WD chassis is also designed to deflect under load. That is why both vehicles require special mounting points for cargo decks or box bodies. The quoted 600mm figure would obviously relate to axle articulation.
Most old 4x4 also had frame that could get quite a lot of torsion. With time frame were design more and more rigid on light vehicles to improve the onroad manner.
@@Fe_lix Steel cabin floors, as opposed to floor boards that dry out in summer and allow water inside before they swell up again in winter; had something to do with that. There is a reason why drivers of most pre-WW2 cars drive carefully through fords, despite their typically decent ground clearance. A stiffer chassis or unibody is also required for independent suspension to work properly. That is one reason why the first Landrover Discovery and Range Rover with independent suspension are so heavy. The later-and better known-Jensen Interceptor, inherited a very strong chassis from the Jensen CV8 due to that car having a fibreglass body BUT JIA who repair and upgradeJensen Interceptors/FFs, add strength to the rear chassis in order to replace the live rear axle with a Jaguar inspired rear suspension.
I think with modern technology this could still be a viable otion. Articulatet Dump trucks use this all the time. And even on something like an F-350 im sure it could be made in a way it feels stiff when locked and also rotates only to a certain degreee so that the bed can not flip over.
escape the matrix trust me (I'm sure you've heard of that many times, only once is it true) come this way you'll get it when you get it when you get it, pray for us all as all of us who get it do it for the rest hurry
Good machine beautiful trucks God bless you ❤
The narrator obviously never drove a power wagon considering that you didn't even have to worry about achieving highway speeds in one....lol
AI narrator
I want a Dodge power wagon!
I drove one as a work vehicle at a ski area. I looked at them awhile back for nostalgia sake but prices are stupid high😕
They are great!
Knew a guy that did a home built one of these. Used cable limiters on both sides of the frame, and HD pins to lock the frame for the highway. Worked fairly well. It was a 50's Ford F100 4wd conversion.
That Unimog shown on the ramps belongs to and is being driven by Victor Bart.
Please, look on the Mark Tatra from Czechoslovakia, the "Tatra Chassis conception" from the 1920s and the engineer Hans Ledwinka. Is it possible that this frame whas inspired by Tatra
Not an off road enthusiast but this was very interesting! Those old power wagons looked Awesome!
Ima do this to my 78 f250
Might do 1 up for my Nissan Patrol👍👍
Never heard of that before
Had one in high school. No one would even park near it, cept on the weekends cus i was the one with the kegs....
As far as I know Unimogs never used a swivel frame, they do have very flexible frames though. The Brimont ETR trucks however did have an unlockable swivel frame and all wheel steering
It is my understanding that the Unimog chassis is designed to deflect up to half a degree per metre. The Iveco Daily 4WD chassis is also designed to deflect under load. That is why both vehicles require special mounting points for cargo decks or box bodies. The quoted 600mm figure would obviously relate to axle articulation.
Most old 4x4 also had frame that could get quite a lot of torsion. With time frame were design more and more rigid on light vehicles to improve the onroad manner.
@@Fe_lix Steel cabin floors, as opposed to floor boards that dry out in summer and allow water inside before they swell up again in winter; had something to do with that. There is a reason why drivers of most pre-WW2 cars drive carefully through fords, despite their typically decent ground clearance.
A stiffer chassis or unibody is also required for independent suspension to work properly. That is one reason why the first Landrover Discovery and Range Rover with independent suspension are so heavy. The later-and better known-Jensen Interceptor, inherited a very strong chassis from the Jensen CV8 due to that car having a fibreglass body BUT JIA who repair and upgradeJensen Interceptors/FFs, add strength to the rear chassis in order to replace the live rear axle with a Jaguar inspired rear suspension.
Is there anything those old power wagon cant do
Must hav,so I ll hav ta build!!
I think with modern technology this could still be a viable otion. Articulatet Dump trucks use this all the time. And even on something like an F-350 im sure it could be made in a way it feels stiff when locked and also rotates only to a certain degreee so that the bed can not flip over.
escape the matrix
trust me (I'm sure you've heard of that many times, only once is it true)
come this way
you'll get it when you get it
when you get it, pray for us all
as all of us who get it do it for the rest
hurry
Really sick of this AI voice