beam axle technical
rigid axle technical
solid axle technical

The principal advantage of the beam axle is its simplicity.

The rest of the design was relatively simple, with beam axles and leaf springs.

Conversely, many front wheel drive cars have a solid rear beam axle.

It rests on a beam axle with leaf springs.

The conversion added the walking beams to the ends of the original truck beam axle.

The rear suspension uses a beam axle with coil springs.

The rear switched from a beam axle to a newly designed multi-link system.

Rigid beam axles were retained front and rear with conventional leaf springs.

Rear suspension was by ordinary half-elliptical springs to a beam axle.

This was the first Bentley to dispense with a leaf-sprung front beam axle.

The beam axle between them remains fixed relative to the chassis, linked by the suspension.

In most automobiles, beam axles have been replaced by front and rear independent suspensions.

The crude suspension was made up of a Ford beam axle and leaf springs turned sideways.

Suspension was, of course, non-independent with beam axles and half-elliptic springs.

The G506 had a ladder frame with two live beam axles on semi-elliptic leaf springs.

Another first for Land Rover is the independent suspension all round as opposed to the traditional beam axles.

When needed, the suspension mimics the action of a beam axle (as one wheel drops, the other rises).

Live beam axles front and rear suspension.

As an alternative to independent front suspension the front beam axle is now controlled by parallel links.

At the rear, Viva is fitted with a torsion beam axle and trailing arms.

The chassis featured half elliptic leaf springs front and rear with beam axles.

The rear suspension comprised a typical beam axle design, stabilized with a Panhard rod.

Starting to assemble chrome plated front beam axle.

Prados have ladder frames, two-speed transfer boxes and rear beam axles.

The suspension system uses Land Rover Discovery beam axles front and rear.

Rigid axles front and back were suspended using leaf springs.

The car had two rigid axles with transverse leaf springs.

At the back the 302 used a rigid axle suspended using cantilever-spring combinations.

Suspension was on half-elliptical springs all round with rigid axles.

The new bogie does not have rigid axles.

The concept allows higher off-road speed compared to classical rigid axle design.

Note that this type of suspension should not be confused with earlier, rigid axle applications such as those used on early Ford cars.

Suspension, both front and rear was rigid axle and leaf springs.

During its final years the W 08 was the only model in the manufacturer's range still featuring rigid axles and wooden wheels.

At speed there could be longitudinal movement, because locomotive had no bogie wheels, only 5 rigid axles.

Dinky Toys had a rigid axle threaded through holes on the bottom of the car.

The back wheels were, as before, attached to a rigid axle suspended with longitudinal leaf springs.

The suspension was conventional with rigid axles and half elliptic leaf springs all round.

The wheels were attached to rigid axles each suspended on a traditional transverse leaf spring.

In some cases several dredges are attached to a wheeled rigid axle in groups of three or four.

At the back there was a traditional rigid axle suspended from a pair of longitudinally mounted leaf-springs.

The M201 employed a simple conventional structure, designed around a light metal frame with two rigid axles suspended on leaf springs.

They had independent front suspension, but featured a rigid axle supported by longitudinal leaf springs at the rear.

The suspension used leaf springs and was non independent with rigid axles front and rear.

The suspension system is based on a low cost obsolete earlier leaf sprung rigid axle instead of shock absorbers.

As a tri-axle trailer fitted with rigid axles is pulled through a bend the tyres are forced to slide across the road surface.

The wheels were suspended from rigid axles supported by semi-elliptical leaf springs at the front and at the back.

The base car instead reverted to traditional rigid axle based suspension similar to that fitted on the old Opel P4.

The 115 series has been designed as a family of rigid axles, offering the option of mechanical, hydrostatic, or electric drive inputs.

The rear wheels were attached using the tried and trusted combination of a rigid axle mounted with transverse leaf springs.

The front suspension is independent and the rear has a solid axle.

They all had solid axles with leaf spring suspension front and rear.

In the rear, a four-bar link solid axle is used.

This system has solid axles, and may transmit power in four wheel drive versions.

The car had a ladder frame and two leaf-sprung solid axles.

This was attached to an open roadster body with solid axles front and rear.

This makes it able to absorb bumps that would send a car with a solid axle bouncing across the road.

Rail vehicle wheels are usually mounted on a solid axle, so they turn at the same speed.

Transverse leaf spring and solid axle front suspension of early Ford cars.

The front suspension features coil springs over a solid axle with trailing arms.

The cars were all rear wheel drives with solid axle and coil springs.

But those solid axles mean that when one side hits a bump, the unpleasantness is shared all round.

It was one of the last racing cars to operate with solid axles and cable-operated brakes.

Front wheel suspension was independent, with double wishbones, the rear used a solid axle.

Solid axles were used at both ends.

This proved weak and the half axles were therefore replaced by a conventional solid axle.

Jeep engineers used to defend the solid axle as an advantage in serious off-road maneuvers.

Getting rid of the solid axle freed up space between the rear wheels, allowing the third seat to be folded completely into the floor.

Instead, Jeep kept solid axles in the front and rear, a robust design favored by off-roaders.

A leaf-sprung solid axle took place of the previous De Dion tube.

It had the advantages of simplicity and low unsprung weight (compared to other solid axle designs).

So too is the suspension design, a heavy, solid axle at the rear, double wishbones at the front.

Front and rear solid axles were sprung on longitudinal semi-elliptic leaf springs.

As was Maserati's practice at the time the front suspension was independent while the rear made do with a solid axle.

The 3Ro used a ladder frame and leaf spring-suspended solid axles front and rear.