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A RANGE OF NEV AND IMPROVED BEDFORDS
Page 82
Page 83
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Two Redesigned Goods Vehicles and a New Passenger Machine Amongst Developments for 1936. Enhanced Engine Efficiency SO high a degree of success has been enjoyed by the Bedford 3-tonner, introduced at the Commercial Motor Show two years ago, that the incorporation of the leading features of this popular model in the other machines in the Bedford range. seems a natural consequence.
, Vauxhall Motors, Ltd., Luton, however, has not stopped at this, but has effected many improvements to the original 3-tonner design, • which will feature in all the next year's models to which they are applicable.
The range comprises an 8-cwt. van, offeredfor £160 complete, a 12-cwt. van, costing 2175, a 30-cwt. machine listed, as a drop-sided lorry, at £210, a short and a long 2-tonner, of which the chassis prices are respectively £198 and £210, two 3-tonners with different wheelbases for £245 and £260, the respective chassis, and a passenger model offered as a 20-seater bus for £625, a 26-seater bus for £640, and a de luxe sunshine coach for £710.
Of these the 2-ton, 30-cwt. and passenger chassis are new, . the 3-tonner and the 12-cwt. models are considerably improved, and the 8-cwt. van is practically unchanged. It will be remembered that only a few months ago a number of alterations was made to this vehicle to enhance its. efficiency.
All 1936 Bedfords have a new and modern design of radiator. Slightly pointed, it is protected in front by a grille, of an up-to-date type, which is embodied in the radiator shell. The familiar Bedford characteristics, proD24 portions and shape are retained, and the improvement in appearance is marked.
With the exception of the 8-cwt. and 12-cwt. chassis, which have 12 h.p. and 20 h.p. six-cylindered engines respectively, all Bedfords have the well-known 27 h.p. six-cylindered power unit in its latest form. In general layout, this new engine differs little from its predecessor, but, in detail, there is a number of alterations of considerable note ; we will enumerate these later.
Closely resembling the 3-tonner, the 2-ton and 30-cwt. chassis incorporate many radical changes from the earlier designs. That which is most noticeable to the eye is the redesigned front. Besides the radiator, altered wing arrangement, etc., the scuttle and bonnet are now in plane with each other and, in respect of their sides, also with the door panels. The horizontal louvres enhance the likeness to . the prototype; but the bonnet is longer than that of the 3-tormer, the nose of the vehicle projecting slightly 'farther beyond the front axle.
With regard to main dimensions, comparing the new 2-tonners with, the old, the front axle has been moved back 21 ins, and the rear, in the case of the 10-ft.-wheelbase model, 10 ins., and in that of the 11-ft. 11-in. chassis, 7 ins., giving, on the latter, a body space of about 9 ft.
This has been done with the object of affording better weighti distribution, and should result, amongst other
gains, in longer tyre life. Shortening the wheelbases has also contributed to lessening the turning-circle diameters, and a further reduction in this respect has been effected by moving the steering box to a point forward of the axle.
A moment's consideration will show the reason for this. When cornering, the inner front wheel must turn on its swivel pin through a wider angle than the outer wheel ; the angle is probably limited on the right lock, if the steering box be behind the axle, by the tyre approaching too close to the drop arm or drag link. When the box is in front, it is the outer wheel which approaches the drop arm, and its turning angle being the smaller, the arm is not in the NV ay.
The frames of the 2-ton and 30-cwt. machines are also new, and owing to the use, amidships, of cross-members of the alligator-jaw type, which are shallower than the channels formerly employed, the propeller shaft now passes below instead of through the centre member. In this connection, it should be noted that two-piece propeller shafts are now used on both the short and the long 2-tonners ; on the former an unbroken shaft has previously been employed. One of our drawings shows the latest servo brake gear. This improvement is of .special interest, in view of the fact that the new design eliminates a characteristic which we have criticized on more than one occasion in reporting road tests of the Bedford 3-tormer_
In the earlier apparatus, insufficient resistance to pedal pressure was provided by the vacuum valve, with the result that a depl'ession of the pedal,. with normal vigour, was liable to cause disconcertingly rapid retardation. In the new Dewandre arrangement, the vacuum in the cylinder acts also behind the valve, so that it loaded to resist pedal pressure to a degree exactly proportional to the braking force exerted. At the same time, this hack pressure does useful work in applying the brakes..
The servo gear is neat in design, the valve being incorporated in the front of the aluminium cylinder casting, whilst the link motion is extremely ingenious. Its working can be understood from an accompanying sketch. The bell-crank link, to which the pedal and valve rods are attached, has, at its bottom end, a clearance from the crossshaft arm, which in the event of a failure of the vacuum, at once allows the link to abut upon the arm, thus causing the brakes to be operated by the muscular force alone.
All brake drums are now of east iron, and bigger, diameter ; 258 sq. ins, of frictional area are afforded.
Reverting, for a moment, to the frame of the new 2-ton chassis, the side members of the long and short
models are, respectively, 74 ins. by 21-1, ins. by 13-64 in and 74 ins. by 24 ins. by 11in. In the case Of the 3o-cwt. model the flange width is 24 ins.
The clutches and gearboxes are unchanged, but the rear axles of at-the 27 h.p. chassis are of the improved 3 tonner type. That is, the axle is a onepiece steel casting, of the inverted-pot type, the centre portion having a diagonal face carrying a cast cover on which the internal gearing is mounted, the plane of the joint facing forwards and downwards.
A new and stronger front axle is used, with bigger king-pins, and the springs incorporate a greater number of leaves. The steering-box worm mounting has been strengthened, and the drop-arm shaft is larger.
Improvements to the power unit include the provision of a cylindrical gauze-type filter, that can be withdrawn from the side of the crankcase, and through which the whole oil supply is drawn, and an A.C. external feltelement filter through which a portion of the oil is circulated. There are now, instead of internal oil pipes, ducts drilled in the casting, feeding the main and camshaft bearings.
The sparking plugs are arranged more accessibly, and -a quickly detachable cover protects their insulatorsz,5and terminals. Quieter running has been . obtained by securing the overheadvalve-gear cover' by studs screwed into the liead instead of the rocker carriers.
An important improvement to the water pump is the provision of an out' rigger bearing to support the front end of the pulley shaft.
Larger and more comfortable cabs are features of the new models. They have pressed-steel roofs, sloping windscreens, scuttle ventilators and more capacious tool lockers.
There is no need to describe at length the passenger chassis. But it should be appreciated that it has been built expressly for the purpose for which it is intended, and, although its design is based on that of the 3-tonner, it is not just a modified version of this machine. The engine, axles and gearbox are the same, but it has a special frame and suspension system.
The wheelbase is 13 ft. 11 ins.10 ins, longer than the earlier model, whilst the frame is 3 ft. 0 ins. longer than formerly and affords ample space for a gomfortable 26-seater body. Its equipment includes a 12-volt, voltagecontrolled dynamo.