Quote:
Originally Posted by First c10
Great to know... What is different on a k30 frame?
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There were no regular production factory K30s 67-72 only upfitter conversions like NAPCO's.
The factory K30 wasn't offered until '77 with a 131.5" & 164.5"wb.
Very different frames than the 72 down frames.
But since you asked here is something to digest.
These are the different PICKUP TRUCK frames as I understand.
Referenced from the GM 1970 truck engineering specifications book. This list does not differentiate between manual and automatic versions, that about doubles the list!
Any corrections are invited.
SS Tim
C Blazer COIL
C/10 115" COIL
C/10 115" LEAF
C/10 127" COIL
C/10 127" LEAF
C/20 127" COIL
C/20 127" LEAF
C/30 133" LEAF (Longhorn C/20 & C/30, 9' Stepside)
C/30 157" LEAF (Chassis Cab only) included for reference
K Blazer
K/10 115"
K/10 / K/20 127"
The frame section and modulus numbers, 39k psi carbon steel through C30s. Note the increased section height, flange width and thickness changes of the frame as the series step up.
C Blazer
C10 115"
C10 127"- 6.04" section height, 2.53" flange width, 0.156" thick, 2.98 section modulus
C20 127"- 6.11" section height, 2.46" flange width, 0.194" thick, 3.71 section modulus
C20/30 133" (Longhorns)- 7.20" section height, 2.77" flange width, 0.194" thick, 5.05 section modulus
C30 157"- 8.18" section height, 2.97" flange width, 0.224" thick, 7.29 section modulus
K Blazer
K10 115"- 6.02" section height, 2.71" flange width, 0.141" thick, 2.70 section modulus
K10 127"
K20 127"- 6.09" section height, 2.75" flange width, 0.186" thick, 3.48 section modulus
A note on frame stiffness.
By lukecp
"I had a course in Mechanics of Materials last semster, which is basically calculating stresses and strains in deformable bodies (beams, pipes, columns, ect), along with deformation, ect. I don't remember going over it, but I cracked open my book from the class and this is what it says:
S = I/c, where:
S = Section Modulus
I = Moment of Inertia
c = Distance from Neutral Axis (center of gravity) to edge of beam
The section modulus is used then to calculate the maximum stress in any section of a beam using the formula:
Max Stress = -Mr/S, where:
M = Resisting Moment. This is the moment (think a rotational force, like a torque applied) that is resisting the forces applied to a beam. If you had a steel beam solidly attached to a wall, where the beam is free at one end, and hung a weight from it, the resisting moment would be the torque needed at the attached end of the beam to resist the force of the weight of the beam and the added weight, and keep the beam from ripping out of the wall.
It also says that the section modulus becomes larger if the shape of the beam is altered to concentrate more of the area as far as possible from the neutral axis (center of gravity). This could include raising the height of the "C" channel, making it wider, or having a frame with thicker horizontial sections than vertical sections. I'd assume that the frame is "taller" than a C-10 frame, but every C-20 I've seen has had a frame that looks identical to my C-10. The frame could be wider, that is my guess for the difference.
So, what does all of that mean? The larger the section modulus, the smaller the maximum stress in the beam caused by the weigth of the truck and whatever cargo or trailer is being carried/towed. So, a larger section modulus causes a beam (or frame in this case) to be able to safetly carry larger loads without deforming or breaking.
In this case, increasing the section modulus from 2.7 to 3.48 would decrease the maximum stress felt in the beam/frame by 22.4%."
So...
K10-20 vs C20, the C20 is about 8% stiffer
K10-20 vs C20-30 Longhorn, the Longhorn is about 45% stiffer
C30 & C20-30 Longhorn (133") vs C30 (157"), the C30 (157") is about 44% stiffer
K10-20 vs C30 (157"), the C30 (157") is about twice the stiffness of a K10-20.