THE COMMERCIAL MOTOR
Page 16
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Ingenious American Ford Conversion Device.
The ingenuity of man is marvel-. bus, and the multitude of ways in which the ubiquitous Ford chassis is being adapted to commercial and other uses for which it was never originally designed, is proof of the correctness of the adage. The absolute standardization and, remarkable cheapness of the Ford chassis conduce to this, as designers have in it a chassis of which there are hundreds of thousands in use, and as the engine is of ample size for dealing with much larger loads than the 6 cwt. or 8 cwt., which is the capacity of the standard van, or with the regular passenger loads, it is not surprising that efforts should be made to employ the power available in a wider sphere of usefulness, with the absolute certainty that any standardized addition or development, will find thousands of cars all over the world to which it can be fitted without alteration by the mere substitution of parts.
There are already in the States at least half-a-dozen firms standardizing an attachment or conversion set, which, by providing a heavy set of wheels, axles, springs and weightsupporting chassis frame, will carry loads as high as a (U.S.) ton, and, using the Ford rear axle denuded of its wheels as a countershaft, converts a Ford chassis into a one-ton truck. Already several of such constructions are on the market here. All these follow the same general lines, but the Olson converting unit, which we now describe, whilst fulfilling the same purpose, is strikingly original and i unique n the way it does its work, for the oonventional axle is absent altogether, the load being carried directly into the hubs of the wheels which, of course, are of special design. This is very clearly shown in the annexed sectional illustration. The wheels of the unit are of cast steel, and are formed with laterally hollowed hub chambers having centrally projecting hubs. The functions of the axle as a 854
weight supporter, are performed by two heavy cast-steel brackets, consisting of disc plates carrying on their outer faces projecting rings, or cylinders, containing sets of annular roller bearings, into which, and supported by them, the inwardly projecting hub centres of the wheels fit. The inner portions of the brackets consist of arms forming supports for stout pins, upon which seven-plate springs, 44 ins, long by E ins, wide, are mounted. These springs are provided with central rubber buffers, and are furnished with shackles and brackets for attachment to the body. They are positioned outside and entirely independent of the chassis frame, and are bolted up direct to the underside of the body, whieli overhangs and rests upon the frame. The regular Ford frame and springs, therefore, takethe weight of the body and hold it in place, .but directly the load is added the weight is taken on the outside springs of the unit. To effect the drive the Ford wheels are removed from the axle and the unit wheels put on in their place.
Instead of a reducing gear to cornpensate for the greater loads carried, smallerwheel sizes are employed. Thus, when loads of only 1200 lb. or 1500 lb. are to be dealt with the unit .wheels are furnished with 31'j in. by-4 in. ' oversize" pneumatic tires, mounted on detachable rims ; when loads up to one ton are in eauestion 28 in. by 3-1 in. solids are provided., and if for use in an exceptionally hilly country, wheels of 24 in. diameter only may be had, which effects a very. considerable reduction in the gearing.
The Olson connecting device .is certainly remarkably simple and inexp.ensive--costing only 235 delivered. It is made by the Swedish Crucible Steel Co., Canada, and the British representatives are Brame°, Ltd., of Coventry.