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INCREASING LOAD CAPACITY BY CONVERSION.

27th March 1919, Page 12
27th March 1919
Page 12
Page 12, 27th March 1919 — INCREASING LOAD CAPACITY BY CONVERSION.
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An American Idea for Adapting the Ford for Heavier Loads, Retaining and Stiffening the Rear Axle.

The ingenuity of man is marvellous, and the multitudinous methods by which the Ford car can be made to carry larger loads are a very striking illustration of the proof of the adage. For two or three years now we have had the Eto, Eros, Baico and Olson units on the market in this country, and the great success which has attended their use has long dissipated any doubts which, at first, may have existed as to both their practicability and their durability. In America, there are

quite a large number of firms making_ various equipments of the kind, and the latest to make its appearance is introduced under the qua.int name of "The Affordable Truck."

As will be seen from the annexed illustrations, it partakes more of the nature of a strengthening device, to support and stiffen the regular Ford parts and so to render them capable of carrying the larger loads, than of a clean cut attach: meat—as most of the others are--which itself carries the loads, whilst the standard Ford details of the chassis carry rather less than their normal loads and stresses, serving only in the character of a portable power and control plant.

The Affordable Truck strengthens first the chassis frame of the Ford by means of a supplementary frame of 3 in. by 2 in. channel steel, 9 ft. 5 in. long, which extends from immediately behind the dash to 3i ft. beyond the cad of the

regular Ford frame. This supplementary framework 18 bolted on to the top of the Ford frame, to which it is secured by bolts at the body'holes, so that no further drilling of the frame is necessary. The platform of the body is built up on that, and the rearward extension enables a bigger body to be employed.

This framework is supported by a pair of 44 in. by 2 in. semi-elliptical springs attached to side brackets mounted an the frame extension, and supported on special spring saddles forming parts of

two heavy castings. These latter are supported on and attached to the ends of the Ford axle casing, and carry short projecting tubular parts serving the purpose of axle casing extensions, and also as end anchorages for two tranverse brace rods, which pass above and below the differential box, girder fashion, being further secured to the axle casing by straps. A pair of ball bearings is mounted an the short tubular axle extensions above alluded to, and on these a pair of heavy wheels with detachable rims, pneumatic tyres and extra heavy brake drums, are fitted to run.

It will be seen that the principle embodied in the construction of this unit is not the relieving of the Fru-d axle of the load, but the shifting cf the whole, or the greater portion of the load, on to the axle casing, thus relieving, to a great extent, the drive shafts from their usual share of the load carrying work. A bracing system is then built around the Ford axle housing, which will enable it to carry the larger loads, though we note that, although a tan load—U.S. ton— capacity is claimed for it, pneumatic tyres are still retained, whereas all other 1-ton truck units have the attachment wheels fitted with solids. The total weight of the attachment is said to be Z30 lb.

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