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.