Multiple specialists in the Netherlands upgrade factory truck chassis, like adding an axle and/or doing a rear tandem conversion. The whole idea is to increase the truck’s payload capacity without affecting the maneuverability. The Dutch legislation allows higher axle loads, thus higher gross vehicle weights, than most other European countries. Factory chassis simply do not meet all our demands, so here’s where the specialists come in.
One of them is Veldhuizen, the company converted the factory DAF chassis I caught at an interesting April 2018 truck show. The starting point was a DAF CF 460 FAX, that’s an 8×2 truck chassis with a steering tag axle. The result after the Veldhuizen job is an additional 4,500 kg (9,921 lbs) GVM rating.
Here’s where the most magic happened. The fourth axle was moved backwards, increasing the axle spacing by 41 cm (16”). Its air suspension was also upgraded. And now we have 2 separate axles instead of a tandem, or in numbers: from 11.5 + 7.5 metric tons axle load to 11.5 + 10 metric tons axle load.
The front steering axles were also beefed up to 10 metric tons axle load each, initially the rating was 9 metric tons. Only the drive axle has dual wheels, the 3 steering axles have super singles.
All in all, Verweij’s outstanding truck is now rated at a legal maximum GVM of 41,500 kg (91,492 lbs). I can assure you that’s a mighty weight for an on-highway straight truck with 4 axles.
What’s also mighty is the HMF 8520 crane for (un)loading the heavy generators the truck usually hauls. Basically the big crane is a permanent load, supported by the front steering axles.
The HMF is a 85 tonmeter crane, which means it can lift 17 metric tons at a distance of 5 meters (measured from the crane’s base). Or, as another example, 10 metric tons at a distance of 8.5 meters. All rule of thumb, as the lift capacity doesn’t decrease linearly. Better consult the manufacturer’s specifications when deadlifting.
That’s certainly an interesting machine. The physics behind these heavy-lifting vehicles is fascinating as well, though I shudder to think what a mess the early prototypes must’ve made. Amazing how ingenious engineers and builders can be.
Dear Johannes, Good explanation given here about why the axles were moved. Load distribution is a critical factor for meeting the standards of the state or nation and to reduce wear and tear and accidents from poor load distribution. Thanks for sending this.
41 tonnes only only four axles wont fly here not on a rigid truck, interesting that theres only 15 tonnes worth of load binding for whats on it now, your regs over there are quite different to ours or is that a light load?
The truck itself weighs a massive 26,515 kg, mainly due to the heavy crane of course. Which leaves 41,500 -/- 26,515 = 14,985 kg payload capacity. So I assume that’s about the weight of the generator sets the truck hauls.
The main advantage is this: it’s a one man/one truck operation. You don’t need an additional self propelled crane, with its own driver/operator. Not for loading, nor unloading.
The restraints are about right then its got a very heavy tare at 26.5 tonne, yeah its self loading very handy onsite.
It’s a cool truck. Love it. Tom