The 1945-46 Range of Bedfords
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Chassis Designs Basically Similar to Pre-war Models, but Many Improvements in Detail Incorporeal
AREVIEW of the post-war range of Bedford vans, lorries and bus chassis, just announced by the maker, Vauxhall Motors, Ltd., Luton, Beds, shows that, generally speaking, the designs are basically similar to the pre-war versions. There are, however, a number of improvements in
" detail, of which the majority has been introduced as the direct outcome of experience gained on the various battlefronts. Incidentally, no fewer than 209,096 Bedford vehicles were produced for the Services, between September, 1939, and VE-Day.
Dealing briefly with the new models, the 5-6-cwt. light van now has a wheelbase of 8 ft. It ins., which is longer than the pre-war version. The track, too, is wider, and the body is both longer and wider to give a loading space of 85 cubic ft. The power unit of this model is a 10 hp. fourcylindered 'o.h.v. engine. The 10-12cwt. light van, which has a 12 h.p. four-cylindered engine, is similar , in every way to the pre-war version.
Dealing with the range of Bedford lorries, the 2-3-tonner will be produced both in short-wheelbase and longwheelbase forms, with respective dimensions of 10 ft. and 11 ft. 11 ins. The design in this case is basically similar to the pre-war model, but there is a number of modifications and improvements affecting all Bedford lorry chassis and bodies which will be dealt with later.
On both the .short-wheelbase and long-wheelbase models of the 3-4tanner, shot-peened rear springs have been introduced, and in the case of the tipper chassis, there is a stronger underframe of mild steel. In other respects there is no basic difference from the pre-war version. The respective wheelbase measurements are 9 ft. 3 ins. and 13 ft. 1 in.
The main improvements in the 5-tonner concern shot-peened rear springs, and heavier tyre equipment34 by 7. As in the case of the 3-4-ton tipper, there is a stronger steel underframe. The wheelbase of the short model is 9 ft. 3 ins., and of the long machine, 13 ft. 1 in.
Bedford-Scammell Tractor Produced as the motive unit of tht Bedford-Scammell articulated outfit, the chassis of the tractor is basically similar to the Bedford 3-4-ton shortwheelbase model, but it incorporates progressive front springing, a larger fan, a rearranged layout, including a trailer vacuum control valve, and changes in the rear of othe frame to facilitate the mounting of the trailer coupling.
The last on the list is the 26-32seater passenger chassis, with a wheelbase of 14 ft. 6 .ins. This was announced shortly before the outbreak of war, and was introduced into the series of Bedford war-time models as the OWB chassis. It has been widely used to mount 32-seater utility bus coachwork. Fof normal peace-time usage, however, it is more properly rated as a 26-30-seater chassis. the present model is generally similar to that produced diming the war period.
A feature of pre-war Bedford models was the wide range of standard body types, of which over 30 were available. These included not only those for normal types of lorry, tipper or light van, but a wide choice of standaed models for specialized uses. It is planned to introduce a similar range for the post-war Bedfords. An improvement in the drop-sided lorry bodies lies in the use of hardwood wherever possible. Previously, only the body runners were in hardwood. Regarding the tipper bodies, those on the 9-4-ton and 5-ton chassis have been strengthened by introducing mild-steel pressings. in the place of wood for the underframe longitudinal members and front body-suppw.r. There is an increased number of bearer brackets, and the tipper hinge-brackets have been reinforced. Both sides of the body are in hardwood, and the floor and tailboard are covered.
As to improvements incorporated in Bedford lorry chassis, the square front of the war-time models• has given pla-..e to the familiar rounded radiator grille with chromium-plated bars. Introduced to combat the ravages of high octane fuel, civilian operators will be able to take advantage of the longer. life qualities of exhaust valves made of a special steel, with shortened vake guides and increased lubrication of lite, valve stems.
The exhaust ports are both lower and
wider, a change wnicn permits of an easier gas flow and helps to reduce the working temperature of the exhaust valves and seatings. A larger fan gives better cooling and it is aero-dynamically more efficient over a wider range of engine speeds. Quieter operation has been obtained by arranging the blades in the form of two Vs, instead of as a
cross,
Primarily with a view to increased ease of maintenance, the inlet-valve seating of the fuel pump can now be removed and changed without replacing the top half of the pump body. The inlet valve is also interchangeable with the outlet valve. The va,mumoperated advance mechanism on the ignition distributor is now built Li, with the main body of the distributar rigidly mounted on the ciankca....1.
The tension side of each rear mainspring-leaf on the 3-4 and 5-ton models is shot-peened, which has the effect of increasing resistance to fatigue. The process closes the microscopic cracks and imperfections which are normally present in the surface of the metal.
Cross-members and hanger brackets on Bedford chassis are now riveted to the frame by the new " cold-squeeze " process. Instead of using red-hot rivets, the unheated rivets are squeezed into position by hydraulically operated pincers.
Three improvements in detail concern, first, the oil filter, which is dustproof; secondly, ball valves fitted in the rear main-bearing drain passages prevent MI leaking through from the crankcase when the vehicle is operating on an unusually severe gradient and, lastly, the air vent on the rear axle incorporates a baffle tube.
Regarding the present position in -connection with production and availability the machines now Corning through are the 3-4 and 5-tonners--
short and long-wheelbase models in both cases—the 26-32-Seater passenger chassis, and the Bedford-Scammell tractor.
In November the following will be available: 2-3-tanner—short and longwheelbase-5-6-cwt. and 10-12-cwt, vans. The Bedford 30-cwt, van or lorry chassis is scheduled to go into production in January, 1946.
By the dates mentioned the respective vehicles will be in large-scale production, and available through the normal channels of authorized Bedford dealers, with, of course, an M.0,W.T. licence to acquire.
The following is a provisional list of models and prices; further standard body types will be announced in due course:-
LIGHT VANS: 5.6-cut. van, 4215; 30-12cwt. van, £255.
LORRIES; 2-3-ton short ohassi,s £350: 2-3 ton short chassis and cab, £367; 2-3-ton drop-side lorry, 4395; 2-5-ton end tipper, £413; 2-3-ton long chassis, 4340; 2-3-ton long chassis and cab, 4377; 2-3-ton drop-ado lorry, 4410; 3-4-ton short chassis, 4385 3-4-ton short chassis and cab, 4422; 3-4-ton hydraulic end tipper, £515; 3-4.ton long chassis, 4400; 3-4 ton long chassis and cab, 4437; 3-4-ton drop-side lorry, £485; 5-ton short chassis, £410; 3 ton short chassis and cab, £447; 5-ton hydraulic end tipper, 4,540; 5-ton long chassis, 4425; 5-ton long chassis and ab. £462; 5-ton drop side lorry, 4510. Bedford tractor for 8-ton ^rticulated trailer 113edford-Scammell), £422, 26-32 seater passenger chassis, 4440.