LOW LOADERS Among NeN edfords
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Twelve New Normal-control Models : Vehicles have 16-in. Wheels: Range Includes 7-tonners : New Cab Design
ARANGE of 12 new Bedford normal
• control models, with . payload
. ratings of from 10 cwt. to 7. tons, was announced by Vauxhall Motors, Ltd., on Wednesday: Applicable to all the models is a new cab and front-end layout designed to improve visibility, but, more important, all the vehicles of up to 4-ton capacity have been designed aMund 16-in. wheels. On the 4-tonner, for example, this reduces the floor loading 'height by 7in. when compared with the earlier models with 20-in. wheels. . Because of the low frame, the cab floor and step heights also are appreciably lower than on the previous models, thus making the new vehicles highly suitable for delivery work. The small wheels also reduce the turning circles, so that little more manceuvrihg space is required than for some equivalent forward-control
designs. , .
Possibly the two most important 'vehicles in the new TJ range, as it is known, are the 4-tonner and the shortwheelbase 7-tormer. The 4-tonner h.as been developed with the needs of the distributive trades in mind, its ..13-ft. 5-in. wheelbase giving 14 ft. of body length. The short wheelbase 7tonner should meet the requirements of those operators of 6:41.-yd. tippers Who demand a . normalcontrol layout to give a reasonably low front axle loading When laden and sufficient rear traction when unladen.
The 57 b.h.p. oil engine offered as an alternative to the petrol unit in the 4-tonner develops ample power for use with a rapidly decreasing load, as occurs in delivering coal, beer and foodstuffs, whilst the low platform height simplifies pallet loading.
Models from 4-7 Tons Other models in the new range cornprise one which is intended to form a basis of -k-ton pick-ups solely for highspeed use overseas; 14and 14-tonners; shortand long-wheelbase 3-tonners; a 5-tonner; an 8-ton tractor; shortand long-wheelbase 6-tranners, and a longwheelbase 7-tonner.
Petrol or oil engines are available with all these chassis. There is a choice of the Bedford 214-cu.-in. 85 b.h.p. (net) petrol engine and the Bedford 200-cu.-in. 57 b.h.p. (net) oil engine in vehicles up to the 4-tonner; the 214-cu.-in. and 300-cu.-in. 114 b.h.p.' (net) petrol engines or the Bedford 300-cu-in. 89 b.h.p. (net) oil engine in the 5-tonners and 6-tonners; and the Bedford 300-cu.-in, petrol or oil engines in the 7-tonners. Bedford two c18 speed axles are optional on the 5-twitters and 6-tonners and standard on the 7-tonners.
Prolonged development has been associated with the use of 16-in, wheels on the 3-tonners and 4-tonners, and several tyre companies have co-operated to produce 7.50-16-in. (10-ply and X), 8.25-16-in. (10and 12-ply) and 9.0016-in. (X) equipment for the new vehicles. These are high-speed tyres.
In addition to the obvious advantages of low loading height and better turning circles, the use of small wheels has brought about several other benefits. For instance, on the 4-tonner over 100 lb. is saved on the wheels and tyres alone and because 13-in.-diameter brakes are used, a further 20 lb. has been saved on these units.
Furthermore, the small wheels allow the use of a higher axle ratio, thus reducing axle-shaft stresses and allowing a spiral-bevel unit to be employed on the 4-ton chassis, as opposed to the heavier hypoid-bevel axle formerly fitted to this class of vehicle.
The total unsprung weight saved on both axles, therefore, has made a marked difference to general handling, wheel adhesion having been improved. Better handling is also achieved by the lower centre of gravity, whilst the overall saving in kerb weight allows an increased payload to be carried within the recommended maximum gross weight.
Although the small wheels rotate faster than conventional 20-in, wheels, comparative tests made by the Bedford engineering department have shown that, contrary to expectations, the small tyres give some 17 per cent, longer life. This is equivalent to a 30 per cent. reduction in terms of tyre costs per ton-mile, as the small tyres are cheaper.
• A 4-tonner fitted with 7.50-16-in. (10ply) tyres was driven for several thousand miles over rough roads in Spain during development and on no occasion was any trouble experienced with any part of the chassis grounding. The 4-tonner with 8.25-16-in. tyres has only 1 in. less ground clearance than the earlier 4-tonner with 7.00-20-in. equipment.
The principal features of the new range are shown in the accompanying table and, taking the chassis in size order, the lightest two models vary solely in respect of tyres and springs. The basic chassis has a wheelbase of 9 ft. 11 in., the frame space behind the standard cab being 8 ft. 4 in. The frame, which is slightly kicked up over the rear axle, has laden and unladen heights of 234 in. and 264 in, respectively and the ground clearance under the front axle is 8i in. The overall width across the front wings is 761 in.
Additional to the vehicles tabulated, a 1-ton chassis has been developed to compete with the high-speed pick-up sold overseas by American manufacturers and has a gross weight rating of 21 tons. The standard tyres are 6.50-16-in. (6 ply), with singles at front and rear. Suspension changes have been made to ensure comfortable travel at high speeds over
indifferent surfaces and telescopic dampers are standard on both axles, as on the other light chassis. .
The standard 11-tonner is rated for a gross weight of 3 ions 7 cwt. and has single tyres all round, 7.50-16-in.. (8 ply) being standard, with the option of 7.5016 in. (6 fly) at the front and 8.25-16 in. (12 ply) at the rear.
A gross weight limit of 4 tons' is recommended for the '11-tonner, which has 7.50-16-in. (6-ply) front tyres and 8.2516-in. (12-ply) single rear tyres. A choice of axle ratios is offered, and the chassis are available bare, with front panelling only, or with the standard normal-control cab. A van version bodied by Spurting Motor Bodies, Ltd., and having a wide two-piece wrap-round windscreen, is to be offered, as with the previous I1-ton and 11-ton chassis.
Because of the high pc4er-to-weightratio, a close-ratio gearbox is employed. The frame and brakes are similar to those on the earlier models; 13-in. by 1.75-in. leading-and-trailing-shoe units are fitted at all wheels.
When fitted with the standard cab, the shortand long-wheelbase 3-ton models mea'sure 8 ft. 4 in. and 10 ft, 1 in. respectively from rear of cab to end of frame. A gross weight of 5 tons 14 cwt. is permitted when the standard 7.50-16-in. (8-ply) tyres (twins at the rear) are fitted, but 7.50-16-in. (8-ply) front tyres and Michelin X 9.00-16-in, single rear tyres are also offered, reducing the gross weight to 5 tons 3 cwt. When 7.50-16-in. tyres are fitted all round there is a choice of 4.71-to-1 or 5.43-to-1 axles, whilst with the alternative tyres only the low-ratio axle is available.
Comparing the new 3-tonners with the chassis which they supersede, the gross weight rating is increased by some 121 cwt. and the specified frontand rearaxle ratings are now I ton 16 cwt. and 5 tons 2 cwt. respectively.
Low Frame Height
Laden and unladen frame heights with the standard tyres are 24i in. and 27 in. respectively and the loading height with the standard Bedford body is 3 ft. 6 in. unladen. The step height is about 1 ft.
6 in. and the minimum ground clearance under the front axle is 9.3 in. (laden).
The frame is basically similar to that of the 3-tonner previously produced, but the brake sizes are different, 13-in.diameter units now being used, instead of 14-in. equipment. Front and rear facing widths are 2+ in. and 31 in. respectively. A Clayton Dewandre 4.33-in.-diameter vacuum servo is employed.
Only one version of the 4-tonner is offered, this being rated for a gross weight of 6 tons 14 cwt. and having 12 ft. 51 in. of frame length behind the cab. It has a
new frame, but the general layout is, similar to its predecessor, and on standard tyres its laden and unladen heights are 24/ in. and 27 in. respectively.
Standard tyres are 7.50-16 in. (10 ply) (dual rear), with the option of 8.25-16 in. (10 ply) or 7.50-16 in. (10 ply) at the front and 9.00-16-in. (X) singles at the rear. In the latter case the gross weight is reduced to 5 tons 7 cwt.
On those chassis with twin rear tyres the choice of 5.43-to-1 or 6.2-to-I axles is available, whilst the model with 9.00-16-in, singles at the rear is standard with the 6.2-to-1 axle. With the standard body the floor height is 3 ft. 44 in: ualaden.
. As with the other light models, 13-in.diameter brakes are employed. They have the same total frictional area as on the 3-tonners, but are used in conjunction with a larger Clayton Dewandre vacuum servo which has a 5.25-indiameter piston. Common to the 3-tonners also is the use of the wideratio gearbox.
Similar Specifications Of the heavier vehicles in the new range the 5-ton and 6-ton models are similar in general chassis specification to the former 5-ton and 6-ton normalcontrol chassis. A short-wheelbase version of the 5-tonner is offered as an 8-ton tractor unit. The 5-ton and 6-ton chassis are rated for gross weights of 14 tons and 9. tons respectively, the shortwheelbase 6-tonner being suitable for a 5-cu.-yd. tipping body.
Normal 20-in.-diameter wheels are fitted to all these models. The standard tyres on the 5-tonner are 7.50-20 in. (10 ply) (dual rear), optional equipment being 7.50-20 in. (8 ply) front and 11.00-20 in. (12 ply) single rear, in which case the permissible gross weight is restricted to just over 7 tons. , The 6-ton models have 7.50:20-in. (12-ply) tyres as standard: with the option of 8.25-20 in. (10 ply), whilst the tractor has 7.00-20-in, (10-ply). tyres as standard, with the alternative of 7.50-20 in. (8 or 10, ply).
Because of its favourable power-toweight ratio when either the 300-eu:-in. petrol or ,oil engine is fitted, the 5-ton chassis has the close-ratio gearbox, but when the 214-cu.-in. petrol engine is fitted the wide-ratio unit is used. This box is standard in the Ston tractor and the two 6-tonners.
c20 A wide choice of axle ratios is offered with these four chassis, including Bedford two-speed axles. When the 214-cu.-in. petrol engine is used in the 5-tonner and the 6-tonners the standard ratio is 6.8 to 1, with the option of 7.4 to 1, and when the 500 engines are installed the standard axle is 5.83 to 1 and the optional units are 5.28 to I or 6.8 to I.
The 5-loaner with 11.00-20-in. rear tyres and 214-cu.-in, engine has a 7.4-to-1 axle, with the option of a 6.8-to-I unit, or if fitted with the 300-cu.-in. engine a 5.83-to-1 axle is standard, the optional ratios being 5.28 to 1 and 6.8 to I.
There is a choice of two-speed axle ratios in the 5-tonner and 6-tonner. In the case of the 8-ton tractor the 7.4-to-1 axle is normal with the 214-cu.-in. engine, and the 6.8-to-I axle is fitted when the 300-cu.-in. engines are employed, irrespective of tyres. The optional axle in all cases is the two-speed unit with ratios of 6.4 and 8.72 to I.
The capacity of the rear axle Used in these four models is 7 tons 12 cwt. A 2f-ton front axle is employed except in the oil-engined 5-ton and 6-ton longwheelbase models, in which case a 2f-ton axle is fitted. The 5-ton and 6-ton chassis have 14-in.diameter brakes, t he front facings being 3.193 in. wide. and the rear 4.25 in. wide.
The 8-ton tractor has a Clayton Dewandre 4.33 in.diameter vacuum servo, whilst the other three models have 5.25-in.-diameter servos. In all cases the chassis frames are of *-in.thick pressings with 8.88-in.-deep side members which have 2.87-in. flanges.
Flat-topped frames are a feature of the two 7-ton models, the long-wheelbase version of which is suitable for 16-ft. bodywork. Only the 300-cu.-in, petrol or oil engines are offered, and these are used in conjunction with the close-ratio gearbox and two-speed axles.
Front axles similar to those in the S-types are employed, whilst the Bedford two-speed axle has been uprated to 8-ton capacity, which applies also when it is used in S-types.
Frames of the new 7-tonners are in. thick and the side members are 10 in. deep with 2.87-in. flanges. Flitch plates are not employed with either model.
Standard tyres on both vehicles are 8.25-20 in. (12 ply), but 9.00-20 in. (12 ply) duals can be fitted at the rear as an alternative. The gross permissible vehicle weight in each case is 101tons. The brakes are 16 in, in diameter, the front facings of which are 3.18 in. wide and the rear 4.25 hi". wide. A Clayton Dewandre 5i-in.-diameter servo is employed as standard. Power-assisted steering is not offered with either of these models.
A standard cab is employed on all the TJ chassis and one of the most striking features of the new design is the depth of the windscreen, the bottom line of which is 6 in. lower than on the D-types, giving 63 per cent, greater glass area. This increase has been accompanied by the use of longer wiper blades, which sweep 75 per cent, more glass than those used on the earlier vehicles.
Altogether there is 42 per cent. more glass in the new Bedford cab, as the rear panel incorporates a wide centre light and curved corner lights. Wind-down windows are fitted in the doors, and the swivelling quarter lights can be rotated to act as air scoops. Additional ventilation is given by a large intake in the scuttle, which may be used in conjunction with a fresh-air heater.
Instruments Grouped
Although the interior cab layout is basically similar to that on previous models, including an adjustable driving seat and a two-man passenger seat, the facia-panel layout has been modified. The instruments, which comprise a speedometer, mileometer (with readings in tenths of a mile), fuel gauge and temperatura gauge, are grouped into a single dial, charging and oil-pressure warning lights being incorporated.
An ash tray is provided in the centre of the facia and on the passenger side there is a small glove locker with a hinged flap. A new type of dished steering wheel is employed.
There is a difference in front panelling between the light and heavy models, as the smaller wheels on the smaller vehicles allow a reduction of 6 in. in the frontal width measured over the bumper.
Frontal styling is distinctive, partly because of the sharply swept-down bonnet, the design of which is intended to give better forward visibility than is general with normal-control layouts. The basic front grille. treatment is similar on all models, except that the three lighter vehicles have vertical grille bars and cowled headlights, whilst the heavier trucks have horizontal bars.
Representative models from the new
Bedford range will be exhibited at the Commercial Motor Show, as will the familiar CA 10/12-cwt. vans and models from the forward-control range of chassis introduced last year. All these remain essentially unchanged, except that current forward-control vehiclet incorporate braking modifications as outlined in the road-test report of the Bedford 7-tonner which appeared in The Commercial Motor on August 1.