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From ebay pics:
Height of jack stand appears equal to max of jack.
Therefore stand is placed under frame, not under control arm???

Mite b something we'd have to try before critcizing it. Somtimes the most ridiculous ideas work the best. It's all in testing.

As a side note, not even the Russians copied the "rim jack". At least not for the ZIS (picture attached). The Soviet "Victory" and "Volga" used this system but not for the rims.

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I think the big downside to that 41-2 jack is it is applied under a round tapered surface possibly giving a false impression of length or strength if used on an axle with a non structural dust cap. That means the jack has to be positioned perfectly -- both in squareness to the lifting surface and well back on the wheel to have a secure surface to lift. Sometimes in spite of their best intentions, some people cannot master rudimentary logic so I would wonder how many of the jacks might have been very precariously placed -- while they might appear to hold the least little bump or something shifting could have knocked it all loose.

While the positioning requirements are critical enough, it also means if the flat is on the traffic side the operator spends an extra amount of time in harms way or maybe the car is closer to traffic than is advisable to allow working room on the opposite side. That in itself could be a bit problematic because roads back then were not necessarily known for their width -- although maybe not a prime concern since traffic was probably not as heavy back then either.

Assuming those difficulties are all minor then there is the fact of positioning the jack stand in and removing the jack to actually remove the tire and then the procedure has to be done again to remove the jack stand. Twice the work. Aside from forcing the use of a jackstand, I think if this particular jack was such a great overall idea it would have lasted longer than two years.

While the jack under the side of the car has the same concerns with being in traffic, it only has to be manipulated half as much and most likely applied under a much more secure surface.

If one checks the 1937-42 installment of this site's Service Index, they will find a topic regarding the "Use of Jack", under the Wheels & Tires section. The article is rather vague, mainly emphasizing the need to familiarize owners with (then) current model equipment, but it does include a basic illustration (copy attached below).

This shows placement of the jack under either the snout of the hub or at the top of the wheel rim. The jack stand is shown under the knuckle support, at front, or the leaf spring unit (below the axle tube), at rear. Yet, there seems to be some difference between the style of this jack compared to the one in the auction images. Perhaps there was a change in design from 41 to 42, then, but without a change in general use.

While the 35-41 parts book (under Gr. 16.000, Tools) shows a jack stand for all 19th Series chassis, EXCEPT Clipper (1951), the 41-47 Clipper parts book shows no such equipment. Unfortunately, we (still) do not have a a scan parts book for 20th Series non-Clipper chassis in the archive, here.

As a result, I have refined the Service Index entry to further clarify the subject and applications.

Since I've never seen one of these jacks up close and personal, I couldn't render full judgement without inspection of the full details of the tongue. Otherwise, it seems no less safe than a common bumper jack. I do, however, see one benefit of using this system; you wouldn't have to jack the vehicle up nearly as high, since it keeps the spring loaded.

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Thanks Brian, knowledgeable as ever.
The axle journal is round, revolvable, seamless and even conical. It offers no positive-lock securing for this jack.
After lifting the car some few inches of the ground the contact area is reduced to a small canted iron/iron edge. Not to mention the dust cup. And a grease film. And a soft shoulder or dirt lane. And the long-necked monopod.

Quote:
No. Not this way.



[picture source: http://www.regresspress.com]

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