A Forward-control Bedford Conversion
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A Distributing Concern Introduces an Interesting Modification of the New and Popular 2-tonner
AFORWARD-CONTROL modification of the Bedford 2-ton chassis, which, of course, is marketed by General Motors, Ltd.; The Hyde, London, N.W.9, and was fully dealt with in our issue dated April 7th, has been produced by Messrs. Hamilton Motors, 466, Edgware Road, London, W.2, a...concern which is well known in connection with he sale of General Motors products. Mr. C. B. Wardman, who was for many years chairman and managing director of the Vulcan Motor and Engineering Co. (1806), ,Ltd., Southport, has recently joined forces with Messrs. Hamilton Motors, as was announced in our issue dated April 28th last, and it is his intention to concentrate upon the development of Bedford sales, He has always been a strong advocate of the forward-control type of chassis and has arranged for the alteration of the Bedford 2-tonner along these lines.
• The Body Dimensions.
Behind the driver's cab it is possible to fit a body 1.4 ft. 2 ins. long, which, with the overall width of 6 ft. 3 ins., gives an extremely useful area, especially for bulky loads. It permits the load to be carried so that the centre of gravity is farther forward.
The first converted Bedford that we C.34
examined is the longer of the two types, the wheelbase being 13 ft. 1 in., and the overall length of the vehicle is 20 ft. 5. ins. A roomy driver's cab, .having an interior width of '4 ft. 41 ins., and Measuring 3 ft. I in. from the dash to the back panelling, has been fitted, the engine being' enclosed by an asflestos-lined metal bonnet, comprising three steel sheets which can be removed to give access to the power unit. Pro vision is made for the escape of hot air from the engine housing, a cowl extending downwards to lead the air away underneath the body: This is rather an effective arrangement, as we were able to note during a drive in traffic on a hot day, the cab not becom
ing uncomfortably warm. .
. As regards thealterations to the chassis, the gear lever and hand brake, which are mounted on the gearbox, have not been disturbed. This does not render gear changing difficult and, in any case, it would be an easy matter to fit a cranked gear-lever extension if desired. The hand-brake lever, which, of course, is to the left of the driver's seat, is not in a suitable position for emergency application but, as the hand brake is mainly intended for parking purposes, it would not appear necessary to extend the hand-brake lever.
The pedal applies, by manual effort, two-shoe self-energizing expanding brakes in drums on all four wheels, and the brakes are remarkably effective.
The most important alteration is that of the steering gear. The original steering-gear box is moved 2 ft. 9 ins. forward, and is bolted to the off-side frame member, 10 ins. from the dumbiron end. The drag link extends backwards instead of forwards. The steering-box axis is not exactly in the transverse line, being set slightly forward at the right-hand side, but by reason of the universal joints on the drag link this appears to have no ill effect upon the steering. In the course of a test run we found the steering to be as light as in. the ordinary Bedford chassis, which is noted for its comfort and security in this respe
Arrangement of the Controls.
A forged bracket mounted on the off-. side frame member carries the cluteh and brake pedals, rods being employed for the extensions from the original position. The instrument board is, of course, shifted to the forward position, the ignition, choke, hand throttle, starter button, etc., remaining on the engine back-plate.
With a fully floating rear axle, and 32-in. by 6-in. tyres (twin rear tyres), the converted Bedford should' be a useful machine. We understand that the price Quoted by Messrs. 'Hamilton Motors for the converted chassis with cab and drop-side lorry body is £315.