Bedford CA

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The Bedford CA was a distinctive pug-nosed vehicle produced between 1952 and 1969 by Vauxhall Motors, Luton, England.

It was manufactured in short-wheelbase and long-wheelbase forms, each form available in either a 10-12cwt or a 15cwt version[1].

Generally it was supplied as a light delivery van with sliding doors but it was also available as a chassis with cowl upon which specialist bodywork could be added[2]. The Bedford Dormobile was a Campervan conversion based on the Bedford CA van.

In its day, the vehicle was ubiquitous, the Ford Transit of its time. The van is a rare sight today, though you might occasionally see a battered Bedford Dormobile en-route to Glastonbury, Stonehenge or other outdoor summer events in the UK.

Contents

[edit] Dimensions

Item Details[3]
Overall Width 70 in (1,778 mm)
Overall height (unladen) 74.75 in (1,899 mm)
Track 53.25 in (1,353 mm) (front) 54.5 in (1,384 mm) (rear)
short wheelbase long wheelbase
Wheelbase 90 in (2,286 mm) 102 in (2,591 mm)
Overall length 154 in (3,912 mm) 166 in (4,216 mm)
Kerb weight 2,245 lb (1,018 kg) 2,345 lb (1,064 kg)
Turning circle 34 ft (10 m) 37 ft (11 m)

[edit] Engine

The vehicle was powered by a 4 cylinder in-line petrol engine with push rod operated overhead valves and a 3-bearing crankshaft. The fuel pump, oil pump and distributor were driven directly off the camshaft. A Zenith 34VN downdraught carburetter was fitted. The engine was available in either a low compression or a high compression version[4].

Item Details[5]
Engine size 1,508 cc (92.0 cu in)
Bore 3.126 in (79.4 mm)
Stroke 3 in (76 mm)
Low compression high compression
Compression ratio 6.8:1 7.8:1
bhp (max) 52.0 bhp (38.8 kW) @4000 rpm 54.8 bhp (40.9 kW) @4200 rpm
Torque (max) 81.7 ft·lbf (110.8 N·m) @ 2400 rpm 84.5 ft·lbf (114.6 N·m) @ 2400 rpm

The engine extended back into the vehicles cabin and was covered by a cowling. The vehicle thus had a very short bonnet, giving it its distinctive look. This configuration meant that the driver and passenger were travelling with their feet alongside the engine, but allowed a good proportion of the vehicle's overall length to be used for its payload. Access to the engine for routine checks was via the tiny bonnet flap or the interior cowl. For major overhaul of the engine, the front panel containing the headlights and grille and the chassis front crossmember had to be completely removed[6].

The engine and 3-speed gearbox, were also used in the Vauxhall F-series Victor. The 4-speed gearbox from later FC-series models could be easily fitted to any 3-speed Bedford CA, and later was offered as a factory option .

[edit] Transmission and final drive

The vehicle initially had a three speed manual transmission driving the rear wheels via a semi-floating rear-axle[7]. Later models had a four speed transmission.

[edit] Front suspension

The front suspension comprised double wishbones and coil-springs atached to a front axle crossmember. A stabilizer bar linked the two lower wishbones[8]. A similar arrangement was later used on the Vauxhall Viva.

[edit] Rear suspension

The rear suspension comprised semi-elliptic leaf spings, 2.25in wide, mounted on the chassis and shackled to the rear axle. The 10-12cwt version had 7 leaves. the 15cwt version had 8 leaves. Each leaf was 0.25in thick [9].

[edit] Operating controls and instruments

The gear change was mounted on the steering column. The direction indicator switch was mounted in the instrument panel. The headlamp dip switch was foot operated. The starter switch was push-operated and mounted on the floor panel below the handbrake[10].

Instruments were limited to a speedometer, a fuel gauge and a water temperature gauge.

The Bedford CA was designed in an era when semi-conductor devices were state-of-the-art and not affordable for automotive applications. Water temperature was thus measured mechanically, via a capillary tube connected to capsule containing a volatile liquid. The capsule was screwed into the body of the water pump. Any change in temperature of the engine coolant evaporated or condensed the volatile liquid, altering the pressure on a mechanical linkage in the water temperature gauge, which moved the position of the needle. Later models used an electric gauge.

The fuel gauge was electrically controlled, as is the case in vehicles today. The sensor unit in the fuel tank could use the electrical resistance of a float-variable rheostat to measure the level of fuel, and was therefore not dependent upon the new semi-conductor technology.

[edit] Braking system

The braking system comprised a cast-iron detachable brake drum on each roadwheel, with the retardation provided by asbestos-lined brake shoes mounted in a leading/trailing arrangement. The shoes were operated by double-acting Lockheed hydraulic cylinders, fed by a single hydraulic circuit connected to the brake master cylinder which was mechanically linked to the brake pedal [11]. This design was normal for that time, but had some inherent problems and is inadequate by modern standards.

[edit] Steering system

Steering was effected by a Burman recirculating ball type steering gear, a four rod linkage system and two relay levers[12]. This design is unlikely to have been precise, because of all of the linkages it involves.

[edit] Bedford CAs on the box

[edit] Notes

  1. ^ Bedford CA Service Training Manual 1959
  2. ^ Bedford CA Service Training Manual 1959
  3. ^ Bedford CA Service Training Manual 1959
  4. ^ Bedford CA Service Training Manual 1959
  5. ^ Bedford CA Service Training Manual 1959
  6. ^ Bedford CA Service Training Manual 1959
  7. ^ Bedford CA Service Training Manual 1959
  8. ^ Bedford CA Service Training Manual 1959
  9. ^ Bedford CA Service Training Manual 1959
  10. ^ Bedford CA Service Training Manual 1959
  11. ^ Bedford CA Service Training Manual 1959
  12. ^ Bedford CA Service Training Manual 1959