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[Vamps]

They used a 'VAL' on the Italian Job, yes Vamps

Actually, it was a VAL14 model with Leyland 0.400 engine and Harrington 'Legionnaire' body.

[/highlight]

Yep, I believe you are correct in that statement.....

[Lizzie_Zoom]

Here's another "Bedford beauty" from 1966 that has come through from Byron:



They were once everywhere as before all the Volvo's they were one of the main maid of all work! 8-) 8-) 8-) 8-)

Any details on this coach Byron? :-? :-?

[Seth]

Here's another Bedford 'VAM' - though this time a Plaxton-bodied 'VAM5'.

This model was powered by the Bedford '330' 6-cylinder diesel, which although a well-proven unit, was a trifle underpowered in this application when compared with the Leyland-engined VAM14 version.

The body though, was well-built and nicely finished like all Plaxtons contemporary offerings.
This one has the 45-seat 'Panorama II' version, with top-sliding windows. The 'Panorama I' was identical except for fixed side windows and forced-air ventilation, with individually-controlled overhead nozzles under the luggage racks.




I took this photo at the 1991 Dean Forest Railway annual rally at Lydney, Forest of Dean.
In fact, it's just around the corner from our Sixstring's!

[Lizzie_Zoom]

Another 6 wheeled Bedford, from 1965, that Byron has a photograph for and no doubt can let us know of its spec!




These coaches went everywhere and handled so much of the coach passenger traffic in those far off days.  As in the case of the other Bedford six wheelers I always will remember how impressive they were on the inside as much as ouside.  In 1965 many 1950s coaches were still in use, but these then very modern coaches were so radically different and gave a wonderfully smooth ride 8-) 8-) 8-) 8-) 8-)

[Lizzie_Zoom]

Anyone interested in buying Bedford coaches should have a look at this advert of one that has now been sold:

What a cuttie!!

http://www.carandclassic.co.uk/car/C196164

..................and this real 1940s beauty, an Duple O Series:



http://www.classic-wheels.co.uk/old_bedford_ob_duple_coach.htm

 

[Vamps]

I love these, dumpy buses and you can get dumpy fire engines for Country use......http://www.carandclassic.co.uk/car/C196164

[Lizzie_Zoom]

I love these, dumby buses and you can get dumby fire engines for Country use......http://www.carandclassic.co.uk/car/C196164

Yes, and it is hard to believe now Mike that these fire engines are old:

http://cgi.ebay.co.uk/ws/eBayISAPI.dll?ViewItem&item=130489538459

It seems like only yesterday that they were the common fire engine in use! 

[Seth]

Here's a mid-60s Bedford 'VAL14' chassis with 52-seat Duple 'Vega Major' coach body.
It spent some years with a local (to me) operator, and I can remember a 'street outing' to Bristol Zoo in 1969 aboard it, as part of the celebrations when Prince Charles was crowned Prince of Wales.
Local chap Keith was it's regular driver for some years, and he handled the coach superbly throughout our marathon trek - I can still hear the characteristic drone of that little Leyland when in 'overdrive fifth' gear. Highlight of the day for us was the crossing of the (then) quite new Severn Bridge twice in a single day. Needless to say, he safely returned dozens of us exhausted 'Valleys kids' and parents home with ease and pride!




Bedford's approach to supplying a higher seating-capacity PSV was decidedly different and somewhat unorthodox when compared with other manufacturers offerings in the early 1960s - yet it was fundamentally logical too!

Following successful trials with a similarly-configured experimental three-axle truck chassis, Bedford decided to employ this 'Chinese Six' layout for the new 36 ft model. It was also their first PSV model not to be developed from a truck chassis, although it did employ many components common with the contemporary 'TK' truck range. The benefits of mass production kept the price down - the 1962 price of a VAL chassis was £1775, which was around £1000 cheaper than the equivalent underfloor-engined jobs from the competitors!

The VAL was offered with the 6.5-litre 131 BHP Leyland 0.400 engine as standard, and was vertically-mounted at the front of the chassis. This drove through a Turner-Clark 5-speed synchromesh 'box. A Telma retarder was also fitted as standard, along with air-assisted hydraulic brakes. There was also a prop-shaft mounted transmission brake. 16" diameter wheels gave a lower floor line, and also allowed for softer suspension and a smoother ride. Unladen weight was also around 1 ton less than the contemporary heavyweight offerings.

They were also extremely stable vehicles to handle, and you could turn one around on a sixpence!
 

[Lizzie_Zoom]

Byron I know the array of batteries wired in series was quite large on the 1958 Duple, but with the ever expanding coaches in the 1960s, let alone those to date, with increasing demands for internal electrics, how was the generation of power improved?

When did the dynamo give way to the alternator, and was there any extra battery storage provided?

[Seth]

Byron I know the array of batteries wired in series was quite large on the 1958 Duple, but with the ever expanding coaches in the 1960s, let alone those to date, with increasing demands for internal electrics, how was the generation of power improved?

When did the dynamo give way to the alternator, and was there any extra battery storage provided?

From memory now ......... 

I do know that the AEC Reliances and Leyland Leopards had alternators (in lieu of dynamoes), from the 1968 deliveries onwards. 85 amp outputs on their 24 volt systems coped with no problems at that time. Bedford and Ford were however 12 volt negative earth systems, though the former went over to 24 volt from the later 'Y-series' chassis.

As I said - purely from memory!

The early 1980s presented completely different challenges however, with bodybuilders incorporating on-board features like galleys and air-con as standard.
Got some bumph here somewhere - will have a rummage at some point and report back!
 

[Lizzie_Zoom]

Byron I know the array of batteries wired in series was quite large on the 1958 Duple, but with the ever expanding coaches in the 1960s, let alone those to date, with increasing demands for internal electrics, how was the generation of power improved?

When did the dynamo give way to the alternator, and was there any extra battery storage provided?

From memory now ......... 

I do know that the AEC Reliances and Leyland Leopards had alternators (in lieu of dynamoes), from the 1968 deliveries onwards. 85 amp outputs on their 24 volt systems coped with no problems at that time. Bedford and Ford were however 12 volt negative earth systems, though the former went over to 24 volt from the later 'Y-series' chassis.

As I said - purely from memory!

The early 1980s presented completely different challenges however, with bodybuilders incorporating on-board features like galleys and air-con as standard.
Got some bumph here somewhere - will have a rummage at some point and report back!
 

Thanks

[rick45]

were is my poor old leyland octopus and my old mandator

[Seth]

were is my poor old leyland octopus and my old mandator

Be patient Rick, be patient ....... 

[Lizzie_Zoom]

Well look at this 6 wheel beauty whose picture has been sent to me by Byron!!!:




What an example that I must say looks more impressive than the Bedford 6 wheeler of 1965! 8-) 8-) 8-) 8-) 8-)

With this being pre-1963 I think it highlights how the 1950s /early 1960s had a character about that was recognisable at the time.  I loved it when going in a 1950s coach, but the 1960s ones were just so "modern" without a style!  How that has changed in my mind!

So what are they details on this one Byron?

[Seth]

Here's another 'VAL14' but this time with Loughborough-built Yeates 'Europa' dual-door body.
The conservative, though flambuoyant styling was a trait of Yeates' products at this time, and the concern ceased building coach bodywork some time later. Their operation was revamped as bus and coach dealers W S Yeates thereafter.

Barton Transport of Chilwell, Nottingham was noted for operating 'interesting' vehicles in it's substantial fleet, and '966' here is certainly no exception.
Thankfully, this one survives in the preservation movement, and is seen here at the 1993 Outer Circle Rally in Birmingham.

Incidentally, Barton still survives as part of the well-presented Trent-Barton operation.