Bedford Vehicles
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Parent Vauxhall Motors | |
Bedford Vehicles, usually shortened to just Bedford, was a brand of vehicle manufactured by Vauxhall Motors,[1] then a subsidiary of multinational corporation General Motors. Established in April 1931, Bedford Vehicles was set up to build commercial vehicles. The company was a leading international lorry brand, with substantial export sales of light, medium, and heavy lorries throughout the world.
Bedford's core heavy trucks business was divested by General Motors (GM) as AWD Trucks in 1987, whilst the Bedford brand continued to be used on light commercial vehicles and car-derived vans based on Vauxhall/Opel, Isuzu and Suzuki designs. The brand was retired in 1991.
The van manufacturing plant of Bedford, now called Vauxhall Luton, is now owned and operated by Stellantis, following Vauxhall's acquisition by PSA Group in 2017.[2]
History
Until 1925, General Motors assembled trucks in Britain from parts manufactured at its Canadian works.[3] This enabled them to import vehicles into Britain under Imperial Preference, which favoured products from the British Empire as far as import duties were concerned. Such trucks were marketed as "British Chevrolet".
In November 1925, GM purchased Vauxhall Motors with production transferred from Hendon to Luton, Vauxhall's headquarters, production commencing there in 1929.[4][5]
1930s
The AC and LQ models were produced at Luton from 1929 to 1931, and styled as the "Chevrolet Bedford", taking the name from the county town of Bedfordshire, in which Luton is located. The AC was bodied as a light van (12 cwt), and the LQ in a wide variety of roles, including a lorry, ambulance, van and bus versions. The name "Chevrolet" was dropped, and the first Bedford was produced in April 1931. This vehicle, a 2-ton lorry, was virtually indistinguishable from its LQ Chevrolet predecessor, apart from detail styling of the radiator, and was available as the WHG with a 10 feet 11 inches (3,330 mm) wheelbase, or as the WLG with a longer wheelbase of 13 feet 1 inch (3,990 mm). However, the Chevrolet LQ and AC continued in production alongside the new product for a further year. In August 1931, a bus chassis was added to the range, and was designated WHB and WLB.
A large part of Bedford's original success in breaking into the UK and British Empire markets lay in the
In April 1932, a 30 cwt lorry was introduced, together with a 12 cwt light delivery van, designated as the WS and VYC models respectively. Bedford continued to develop its share of the light transport market, with the introduction of the 8 cwt ASYC and ASXC vans, a close derivative of the Vauxhall Light Six car. The AS series of vans continued in production until 1939.
Bedford introduced the 3 ton WT series in November 1933. Again, a short wheelbase WHT (9 feet 3 inches (2,820 mm)), or long wheelbase WLG (13 feet 1 inch (3,990 mm)) version was offered. A change in design of the WLG produced the WTL, with its cab, internal combustion engine and radiator moved forward to allow a 14 feet (4.3 m) bodylength. In 1935, the WTB bus version appeared, and the WS and VYC models were updated – the latter being redesignated BYC as it was fitted with the engine and synchromesh gearbox of the Big Six Vauxhall cars. The 5–6 cwt HC light van was introduced in 1938, based on the Vauxhall Ten car, and the WT and WS acquired a newly styled grill.
Mid -1939 saw a complete revamp of Bedfords, with only the HC van continuing in production. The new range consisted of the K (30–40 cwt), MS and ML (2–3 ton), OS and OL (3–4 ton), OS/40 and OL/40 (5 ton) series, and the OB bus. Also on offer was a new 10–12 cwt van, the JC, derived from the new J Model Vauxhall car. Many of the trucks sold by Bedford between June and September 1939 were requisitioned for military use on the outbreak of World War II; many were abandoned after the retreat from Dunkirk, rendered useless to the enemy by removing the engine oil drain plug and running the engine. Because the German armed forces in 1940 were, contrary to their popular image, desperately short of motor transport, many of these captured Bedfords were repaired and pressed into service alongside Opel Blitz (also part of GM) trucks by the German armed forces – although the Bedfords mainly filled second-line roles, including civil defence.
Production of the new range ceased, apart from a few examples made for essential civilian duties, when Bedford went onto a war footing. Production resumed in 1945.
World War II
In 1935, Bedford began the development of a 15 cwt truck for the British War Office. This entered service as the MW in 1939, and 65,995 examples had been built by the end of the war in 1945. The MW appeared in a wide range of roles, as a water tanker, general duties truck, personnel carrier, petrol tanker, wireless truck and anti-aircraft gun tractor – among others.
The War Office designated 15 cwt vehicles, such as the MW, as trucks, and larger vehicles as lorries.
The 1939 K-, M-, and O-series lorries were quickly redesigned for military use. This was largely a matter of styling, involving a sloping bonnet with a flat front with headlights incorporated and a crash bar to protect the radiator in a minor collision. The military versions were designated OX and OY series, and again were put to a wide range of tasks, including mobile canteens, tankers, general purpose lorries, and a version with a
Bedford supplied numerous trucks and tanks to the Soviet Union during World War II.
A radical departure from Bedford's design norms came in October 1939, with the development of a
After the Dunkirk evacuation in June 1940, the British Army had around 100 tanks, most of which were obsolete and inferior to the German tanks of the day. Vauxhall Motors was given one year to design and produce a suitable heavy tank. In May 1941, the Churchill tank derived from work on the A22 tank with Harland & Wolff went into production at Luton, some 5,640 units and 2,000 spare engines being produced at Luton, and other sites under contract to Vauxhall. The resultant need to continue truck production brought about the development of the new Bedford Dunstable plant, which came online in 1942.
For wartime production the OB was temporarily replaced by the "utility" OWB, with which Bedford became the only British manufacturer authorised to build single-deck buses during hostilities.
Apart from vehicle manufacture during World War II, Vauxhall Motors produced steel helmets, RP-3 rocket bodies, and components for Frank Whittle's top-secret jet engine.
1950s
The HC 5–6 cwt van continued briefly after the war, and the JC 10–12 cwt was fitted with the column gear change; and engine from the Vauxhall L Model Wyvern in late 1948; and became the PC. 1952 saw the launch of the Bedford CA light commercial,[6] signifying the end of the road for the outmoded HC and JC models.[7] The CA was a range of vans and pick-ups similar in concept and size to (although pre-dating) the Ford Transit of 1965. These were semi-forward control, having a short bonnet with the rear of the engine protruding into the cab. Engines were the Vauxhall-based 1,508 cubic centimetres (92.0 cu in) OHV in-line four petrol engine, with the option of a Perkins 4/99 or 4/108 diesel engine later on. Performance was adequate for the time, a maximum speed of 60 miles per hour (97 km/h) being attainable with the petrol engine, and offering fuel economy of 25 miles per imperial gallon (11 L/100 km; 21 mpg‑US). The van initially featured a three-speed column gearchange, changing later on to a four-speed column change.
The CA was a huge seller both at home and in various overseas markets. The standard panel van was available in short- and long-wheelbase forms, and was also sold as chassis cab / chassis cowl, and became a popular basis for ice-cream vans, ambulances and camper vans. Known affectionately as "the Tilley", the CA enjoyed a very long production span, with only minor tweaks throughout its life, including the replacement of the two piece windscreen of earlier models with a single sheet. Production ended in 1969.[citation needed]
The CA was replaced by the
Perhaps the major event of the 1950s was the transfer of all non-car based commercial vehicle manufacture to the former Vauxhall shadow factory at Boscombe Road, Dunstable. Bedford Dunstable plant, dating originally from 1942, was extensively rebuilt and extended between 1955 and 1957, when all production lines were said to be over a mile long. Subsequently, all commercial vehicle manufacture would be concentrated there, with only vans and car-based commercials remaining at the Luton plant. Production of the Bedford commercial vehicle range remained there until production ceased in the 1980s.
The 1950s also saw the launch of the popular
These vehicles were available in rigid and tractor units, with either petrol or diesel engines. The UK military were a huge customer for Bedford RLs using a 4.9-litre straight six petrol engine. Many RLs found their way into the armed forces of Commonwealth countries and later into civilian use.
Alongside the S series trucks, the SB bus was released in 1950, and immediately became a big seller in India, Pakistan, Australia, New Zealand and Africa, as well as in the UK. The SB chassis was also used as a basis for specialised vehicles, such as mobile libraries, fire engines, and civil defence control units. The largest fleet of SB buses in the world belonged to New Zealand Railways Road Services, with 1,280 SB buses built between 1954 and 1981.
The Bedford TK range replaced the S type in 1959, but the RL continued in production until 1969, when it was replaced by the M type, which used the basic cab of the TK and the mechanicals of the RL with minimal changes.
The pre-war K, M and O types continued in production alongside the heavier S types until 1953. Vauxhall had already gone for a transatlantic styling with its E Model Wyvern and Velox saloons, and Bedford followed suit with its mid-range of trucks in 1953. Designated as the TA series, the new range were mechanically very similar to their predecessors, but featured a new Chevrolet-inspired cab. The 'T' designation meant "truck", so the range is generally referred to as the A series. Numbers 2, 3, 4 and 5; as in A2, etc., identified the weight rating. A factory-fitted Perkins diesel engine was an option. The TA (A) series was updated in 1957, and became the TJ, or J series.
The Bedford TJ normal control light truck was introduced in 1958, available with either petrol or diesel engines. Although never a big seller in the home market (with the exception of Post Office Telephones), it was a big export earner in developing countries, due to its basic layout and specification, and remained in production (for export markets only) until production of Bedford vehicles ceased.
1960s and 1970s
The
Available with
The Bedford KM was a similar vehicle, using the same cab, but with a slightly restyled front end, and was marketed for heavier-duty applications than the TK, i.e. 16 tons and over. Many developing countries still use ageing Bedfords every day, their robust nature and simple engineering endearing them as highly useful vehicles in demanding terrain.
From 1961 to 1968, General Motors Argentina manufactured Bedford trucks[10] and buses[11] (based on a truck) in a plant at San Martín, Buenos Aires.
In 1967, a Bedford SB3 chassis with Plaxton's Panorama cab was used in the construction of seven custom mobile cinema units that toured British factories for the Ministry of Technology to "raise standards". The body was custom fabricated from extruded aluminium by Coventry Steel Caravans. One of these restored units is used as a vintage mobile cinema. The vehicle dubbed The Reel History Bus was used in the BBC Two television series, Reel History of Britain showing little known or totally unseen archive film of historical events, to the surviving participants and their families on board. They showed their reaction and interviewed audience members about their often newly jogged memories of events.[12] The Vintage Mobile Cinema has appeared on The One Show and George Clarke's Small Spaces, and continues to appear around the UK.
The smaller
In Australia, the GM subsidiary of Holden began assembling the CF series with in-line six-cylinder engines borrowed from their passenger car range, in competition against Ford Australia's version of the Transit van which had been re-engineered to accommodate in-line six-cylinder engines from the local Ford Falcon.
Bedford's smallest products,
The company also made a number of bus chassis, its low price catering for the cheaper end of the coach market.
During the 1970s, the Bedford HA derived BTV (Basic Transport Vehicle) was produced in many countries and sold under different names such as "Compadre" (Honduras), "Chato" (Guatemala), "Cherito" (El Salvador), "Amigo" (Costa Rica), and "Pinolero" (Nicaragua).[13]
1980s
The TK/KM/MK range remained the mainstay of production throughout the 1960s and 1970s, but with little serious product investment the range became increasingly outdated. In 1982, the TL range was introduced almost completely replacing the TK, although its military equivalents continued in production for the UK Ministry of Defence. In reality a long overdue update of the TK, the TL was never as popular as the model range it succeeded. This was largely due to more modern products offered by other companies (increasingly from the likes of Volvo, MAN and Mercedes-Benz).
The
A major blow came when Bedford failed to win a UK Ministry of Defence contract to produce the standard 4–ton 4x4 GS (general service) truck for the British forces – although in extensive tests the Bedford candidate had been the equal of the Leyland (later Leyland DAF) candidate, and the British Army expressed a preference to continue the trusted relationship with Bedford trucks. The reasons for this decision were seen by many as political, as the Army 4–tonner contract was seen by the Thatcher government as essential for the long-term survival of Leyland, and for the formation of Leyland DAF. The implications of the decision were also noted by GM in Detroit, who had already been refused permission to buy the Land Rover division of British Leyland, which they had intended to operate in tandem with the Bedford Truck division as a major force in the military and civilian off-roader market.
In addition to this setback, by the middle of the decade, the more technologically advanced competition from other truck manufacturers was eating heavily into sales. In reality, the Bedford truck range, still largely based on the 1960 TK range, had become increasingly outdated when compared with the opposition, leading to a deep decline in non-military sales. It was therefore announced by GM that Bedford would stop production of all commercial vehicles, and the Dunstable plant would close in 1986.
From there on in, the Bedford name continued as badge engineering on smaller light commercials only. The HA compact van finally ceased production in 1983, having been kept in production largely due to continuing large orders from British utility companies such as British Rail and the GPO. It was replaced by the Vauxhall Astra-based "Astravan" and the later high-roof "Astramax" variant which were later rebranded as Vauxhalls. The CF van was facelifted in 1982 and was given Opel engines and continued until 1986. In 1985, the IBC Vehicles venture was founded which spawned the Suzuki Carry based Bedford Rascal microvan and Isuzu Fargo based Bedford Midi van range – later to be called the Vauxhall Midi.[citation needed]
Isuzu and IBC
Bedford's first partnership with Isuzu came in 1976 when it marketed a rebadged version of the Isuzu Faster pickup truck as the Bedford KB. The vehicle was never a strong seller in Britain, (subsequent generations were badged as the Bedford/Vauxhall Brava), but it did pave the way for further collaboration – culminating in the IBC venture.
In 1986, the Bedford van factory in Luton was reorganised as a joint venture with Isuzu. The resulting company, IBC Vehicles, produced a locally built version of the Isuzu Fargo in 1985 (badged as the Bedford Midi).
In 1991, this was followed by a European version of the
In 1998, GM bought Isuzu out of the IBC partnership.
David John Bowes Brown and AWD
The Bedford trucks site in Dunstable and business was sold in 1987 to AWD Trucks, a company owned by David John Bowes Brown.[17] The AWD name was used as GM would only allow the use of the Bedford name for military trucks. David John Bowes Brown was the designer in 1973 of the then DJB D250 Articulated Dump Truck, built in Peterlee, England, by DJB Engineering. DJB was renamed Artix in 1985 when the trucks were rebadged as Caterpillar.[18] Artix itself was sold to Caterpillar in 1996.
AWD continued with the TL and TM range, and was still producing the TJ series for export. The AWD Bedford TK (a rebadged and modernised version of the Bedford TK / MK range) was also produced and supplied to the
Logo
Bedford used the
Products
List of products produced at Bedford / IBC Vehicles Luton:
Bedford models
Very approximately in size order
- Rascal
- HA[note 1]
- Beagle[note 2]
- Chevanne[note 3]
- Astra[note 4]
- Astramax[note 5]
- Midi
- Brava
- CA
- CF[note 6]
- Dormobile
- MW
- W series
- K series
- M series
- O series
- A series
- D series
- QL
- S series
- ML[note 7]
- OB[note 8]
- JJL[note 8]
- SB[note 8]
- VAS[note 8]
- RL
- TK
- TJ[note 9]
- TL
- RK
- MK
- MJ
- KM
- VAL[note 8]
- VAM[note 8]
- Y series[note 10]
- Eight metres
- YMP/S
- Ten metres
- YRQ
- YLQ
- YMQ
- YMP
- Eleven metres
- YRT
- YMT
- YNT
- Twelve metres
- YNV Venturer
- Eight metres
- TM
- TM 4x4
Vauxhall models
(some also sold as Opels and other GM brands)
- Vauxhall Midi (a rebadged Isuzu Fargo)
- Vauxhall Astramax (a rebadged Opel Combo)
- Vauxhall Brava (a rebadged Isuzu Faster)
- Vauxhall Rascal (a rebadged Suzuki Carry)
- Vauxhall Frontera (a rebadged Isuzu MU 4x4 SUV)
- Vauxhall Vivaro (a rebadged Renault Trafic)
Renault models
- Renault Trafic (platform-sharing version of Nissan Primastar, Opel Vivaro and Vauxhall Vivaro)
Bedford bus sales totals 1931–1966
Model | Wheelbase | Normal seating | Introduced | Completed | Home sales | Export sales | total |
---|---|---|---|---|---|---|---|
WHB | 10 ft. 11in. | 14 | 7/31 | 5/33 | 94 | 8 | 102 |
WLB | 13 ft. 1in. | 20 | 7/31 | 9/35 | 1431 | 464 | 1,895 |
WTB | 13 ft. 11in. | 26 | 1/35 | 7/39 | 2,556 | 664 | 3,220 |
OB | 14 ft. 6in. | 26 | 8/39 | 10/39 | 52 | 21 | 73 |
OWB | 14 ft. 6in. | 32 | 1/42 | 9/45 | 3,189 | 209 | 3,398 |
OB | 14 ft. 6in. | 29 | 10/45 | 11/50 | 7,200 | 5,493 | 12,693 |
SB | 17 ft. 2in./18 ft. | 33/41 | 10/50 | 14,050 | 14,727 | 28,777* | |
VAS | 13 ft. 8in. | 29/30 | 8/61 | 698 | 454 | 1,152* | |
VAL | 17 ft. 8in. | 49/52 | 8/62 | 776 | 128 | 904* | |
VAM | 16 ft. 1in. | 45 | 8/65 |
- The SB, VAS, VAL and VAM sales figures are to June 1965. Later production is not included in these figures.[22]
Gallery
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Bedford Six WLG 2.5-ton truck 1932
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Bedford WLB bus 1932
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Bedford WLG truck 1933
-
1933 Bedford two-tonLuton van
-
Restored lorry
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1959 Bedford SB with Duple body
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1961 Bedford C with Duple body
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Rare Bedford JJL early midibus
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Bedford VAL twin steer coach
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Bedford 4WD chassis cab with a chassis mounted drilling rig by Ruston-Bucyrus
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1967 Bedford TJ J1
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Bedford fire engine, County Carlow, Ireland
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Bedford TK trucks in Bangladesh.
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1974 Bedford KM recovery truck
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Bedford CA
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1970 Bedford HA van
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1978 Bedford HA van in BEA livery at Brooklands Museum, Weybridge
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Bedford Blitz (German market name) / Bedford CF (UK designation)
Notes
- ^ based on Vauxhall Viva
- ^ estate version of HA; see Vauxhall Viva, above
- ^ based on Vauxhall Chevette
- ^ based on Vauxhall Astra Mk 1 then Mk2 estate
- ^ high-cube version of Mk2 Astra shape
- ^ and Opel Bedford Blitz
- ^ lorry and bus
- ^ a b c d e f bus
- ^ J0 (often referred to as JO) and J1-J6
- ^ buses, vertical mid-engine
References
- ^ History of Bedford trucks
- ^ Stellantis stops shift at Luton plant due to pandemic Just Auto 19 July 2021
- ISBN 9781785002076.
- ^ Retirement for Bedford name Commercial Motor 31 May 1990
- ^ Why is Vauxhall being sold to Peugeot's owner? BBC News 6 March 2017
- ^ "Bedford CA workshop manual, free download". www.bedford-ca.com.
- ISBN 0-7063-1286-4.
- ^ Classic and Vintage Commercials (magazine)
- ^ "Refurbishment of 1974 Bedford TK truck". Heritage Commercials. Archived from the original on 1 March 2012. Retrieved 12 March 2012.
- ^ Camionero, El (22 March 2012). "Camión Argentino: Bedford J6 (J LC1) nafta y Diesel".
- ^ Dl, Esteban (24 March 2012). "Camión Argentino: Bedford J6LZ1".
- ^ The Reel History Bus BBC Two
- ISBN 978-1-4602-9690-5. Retrieved 27 May 2023.
- ^ Kennett, Pat, ed. (September 1983). "Truckmonth: Snaps". TRUCK. London, UK: FF Publishing Ltd: 18.
- ^ "European Heritage 1990–1999". General Motors Europe. Archived from the original on 5 February 2008. Retrieved 2 February 2007.
- ^ "Company Profile". Vauxhall. Archived from the original on 29 June 2009. Retrieved 6 March 2007.
- ^ In Brief Commercial Motor 3 December 1987
- ISBN 0-7603-0667-2
- ^ AWD sale to put Bedford in Cambridge The Independent
- ^ Marshall is set to use Bedford name Commercial Motor 16 September 1993
- ^ The End for Bedford Commercial Motor 23 June 2011
- ^ Buses Illustrated: Ian Allan May 1966 page 192, 50,000 VEHICLES IN 35 YEARS Anniversary of first Bedford psv by Gavin A Booth
External links
- Bedford Portugal blog
- Dormobile Owners Club
- Bedford CF
- Bedford Midivan Owners Club (archived, 12 Oct 2006)