Flexion's Progressive Programme
Page 68
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Improved Six-wheeler Conversion Unit—a Model with Eight Points of Frame Support. New Tipping Gear and For Conversion
rnHE six-wheeler conversion unit made by Flexion Pro
duets, Ltd., The Hyde, London, N.W.9, which is of the balance-beam variety, has a popularity amongst Bedford and Chevrolet users which is likely to be increased by improvements now introduced.
The balance beams are now flanged castings, and the cast shackles have been redesigned. Every bearing is bushed and standard Bedford or Chevrolet bushes (according to the chassis being converted) are employed in most positions. The rubbing plates on the main balancing arms are of casehardened steel and have lubricating pouts.
An important innovation is the introduction of a fourleaf spring fixed to a saddle above the trailing axle, its ends pressing against flanged rubbing plates on the rear frame cross-member and the cross-tube which connects the front ends of the rear springs. This is claimed to inefease the general steadiness, particularly when the vehicle is not fully loaded, by transferring part of the trailing-axle weight to the driving axle. Bedford or Chevrolet springs are employed.
The trailing axle is a 31-in. tube, and the rear springs are mounted beneath it by spherical bearings which relieve the springs of twisting stress when the wheels on one side rise. The frame extension is effected by channels of section 51 ins. by 21 ins. by * in., which are bolted over the main frame members, the latter not being cut. The frontend brackets for the •rearmost springs are now webbed castings with which the spring hangers are integrally formed.
The brake pedal applies brakes on all six wheels, the effort being conveyed to the trailing wheels by enclosed flexible cables. The hand lever brakes the front and driving wheels. The converted Bedford chassis is marketed to carry a 4-ton pay-load, and has 32-in, by 6-in, heavy-duty tyres, although 34-in, by 7-in. tyres (on 7-in, rims) can be supplied.
A further model, employing an extra balance beam at the rear so as to afford support at the tail of the frame, making in all eight points of support, is also available.
The company now has a new mechanical end-tipping gear, which will be seen at Olympia, a feature being that it is quickly fitted and easily maintained. A shaft with two cross-pin universal joints conveys the drive from the gearbox power take-off to a gear case, which is supported across the frame by two brackets on the near side and a tube extending to the off-side member. The first reduction is by an onderslung worm and the second by a small straight-toothed pinion which engages with a large gearwheel keyed to a cross-shaft, the latter being carried by two bronze bearings 1350 in the cross-tube. The reduction gearing is entirely enclosed.
As our illustration shows, a short lever, keyed to each end of the shaft, is linked to a longitudinal arm, this being pivoted at its rear end to a frame cross-member and at its front end to a right-angled lever, which, again. is pivoted to the body frame. It will be seen that continual rotation of the gear without reversing alternately raises and lowers the body, but as the body frame comes to rest on its front blocks before the lever arm reaches bottom dead centre, the weight is quite removed from the tipping mechanism once it is lowered.
Another innovation in the complete rsnge is the FlexionScott forward-control conversion for Bedford and Chevrolet chassis. On the Bedford this saves 2 ft. 8 ins, of body space. The original steering box is employed, this being mounted on the frame before the radiator, and the controls are moved in the ordinary way. A feature of the conversion is the special cowling of the exhaust manifold within the engine housing, the hot air being led away by a trough.