Private-car
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erjormance in the
BEDFORD
S-CWT. VAN
NTRODUCED in' 1933, the Bed ford 8-cwt. van has become ex ceedingly popular among users of light transport. The reason is not far to seek, for, on a recent road test, we found that the machine combined a first-class performance with extreme ease of control. Furthermore, it is of smart appearance and lends itself well to display work, the latter being a feature that carries wide appeal to retailers.
An inspection of the vehicle shows that few modifications have• been required in the design since it was in troduced three years ago. This speaks well for its reliability and is in accordance with the high reputation enjoyed by its maker—Vauxhall Motors, Ltd., Luton.
A High-powered Engine.
Rated at 12.08 h.p., the six-cylintiered engine employs overhead valves operated by push rods. It has a piston-swept volume of 1.53 litre, and is, in consequence, rather larger than the type of unit generally used in vehicles of this pay-load capacity. A number of important advantages is gained, however, for, in addition to providing a first-class performance, the unit is, in all normal circumstances, working well within its capacity. Low maintenance costs and long life' should be valuable assets that are gained by the use of the large engine.
It will be seen from the accompanying specification panel that the unit develops a maximum of 36 b.b.p. at 4,000 r.p.m. As the laden weight of the van which we tested was 29 cwt., this gives the high power-to-weight ratio of 1.27 b.h.p. per cwt. We anticipated, therefore, that the acceleration and hill-climbing powers of the Machine BAP would be distinctive, and so they proved to be.
Performance cannot, however, be measured purely in terms of the power available, for, if the steering, brakes and general controllability be not equal to the demands made upon them by the high-powered engine, then many of the advantages gained are at once nullified.
Having satisfied ourselves that the van was capable of putting up something rather outstanding in the way of performance, we subjected it to a series of searching tests to ascertain whether this performance could be used with safety and a reasonable degree of economy. Throughout the day the machine was driven hard, and it came through with flying colours, no weaknesses being revealed.
On taking over the Bedford for our test, we were at once impressed with the comfort of the driving compartment. The controls are well arranged and ample room is provided for two persons on the wellupholstered 'single seat. Wide doors provide ease of entry and egress— an important point on a delivery van.
A well-placed mirror affords a clear view to the rear and reversing is simplified by the provision of large windows in the back of the body. Driver-comfort has been carefully studied, for, in addition to these basic features, we noted that dualelectric windscreen wipers are fitted, an interior light is provided and there are useful cubby holes for carrying order books, papers, etc.
On the short outward run, from the works to the scene of our hill-climbing activities—the first of our series of tests—we could find no complaint as to the response to the controls. We reserved a final decision on these matters, however, until we had had a chance really to put the machine through its paces. For this purpose we first selected Sharpenhoe Hill, which lies to the west of the main Luton-Bedford road and is near the village of Streatley. The steepest section of the gradient is in the order of 1 in 6, and the hill provides a good pull, 7-10th mile long with a steepish corner about a third of the way up.
Our first climb was made non-stop from a standing start a short distance before the road begins to rise. At the beginning of the climb second gear was engaged and we were able to accelerate on the
lower slope up to 30 m.p.h. in third gear. The corner was negotiated at about 25 m.p.h. in this ratio, but shortly above it a change down to et second" was made at approximately 20 m.p.h.
On the steepest section 14 m.p.h. was the lowest speed recorded, and from that point the machine pulled
away as the gradient eased, until, near the top, a change up into "
third" was possible. The time for the distance was 1 minute 47 secs., which returns an average speed of 23.5 m.p.h.
Descending the hill we tested the holding. power of the brakes and both the foot and hand systems
proved easily capable of holding the laden vehicle on the steepest section of the gradient. A restart in reverse showed the clutch to be a shade on the light side, for a certain amount of judder was noticeable.
On a second ascent we stopped on the steep portion and made further restarts. Ample power was available in first gear and the machine romped away. • On " second " we were able. to get away, but careful manipulation of the clutch was necessary. The last was a severe test and against all the canons of good driving; that the Bedford submitted to such misuse is proof of its sturdy construction.
Good Hill-climbing Capabilities. '
Before proceeding to the main Luton-Bedford road for our consumption test, we made a slight diversion to include Sun don Hill, and here again we attempted to make the fastest possible climb. This hill is rather shorter than Sharpenhoe, but the steep section, which is again in the order of 1 in 6, is rather longer. Moreover, the left-hand bend about half-way up is blind and requires' careful negotiation, whilst we could not obtain so high an initiatspeed at the beginning of the climb..
Starting in " third " at 25
second gear was called for just below the corner. The 1-in-6 section was covered in this ratio, the minimum speed recorded being 13 m.p.h., a,nd a change to the next higher gear was made before the completion of the
ascent. The half mile was covered in just under 1i minute.
These tests provided a good demonstration of the controllability of the vehicle, and we found the steering to be light and accurate, and the road-holding qualities were' of a high order. The gear change is extremely
simple and -the synchromesh mechan
ism for top and third gears is highly efficient.
The suspension is on the " soft" side, but not unduly so, and we found that corners could be taken fast without unreasonable rolling. At all normal speeds a good degree of comfort is afforded.
For our consumption test we started from the top of Barton cutting, on the main Luton-Bedford road, proceeding to Bedford and returning by the same route. A one gallon test tank was provided, and this ran dry just south of Silsoe, on the return trip ; the mileage was exactly 24. Two stops were made in each mile to simulate delivery conditions.
Having due regard to the size of the engine and the fact that we averaged 26.2 m.p.h. over the distance, including stops, the return of 24 m.p.g. is satisfactory.
The results of our acceleration tests are shown in an accompanying graph and it will be seen that they are comparable with those obtained with a high-grade private. car. This feature is of particular value in a congested urban area. The results of our brake tests are also highly satisfactory, and a noticeable feature is that the hand brake is nearly the equal of the foot brake. Both the pedal and the hand lever actuate the brakes on all four wheels ; the shoes are of the semi-servo type.
Throughout the day's run we were impressed with the smooth running of the engine. It performs its task easily and in an unobtrusive manner, being quiet throughout its range.
Space precludes reference to many of the interesting and practical details of the chassis and body. Suffice it to say, therefore, that the body is strongly constructed and of firstclass appearance. The chassis bears evidence of thoroughness in design and the equipment provided is unusually comprehensive and of a quality in keeping with the main components.