Motor vehicle
| Bedford TJ | |
|---|---|
 1966 Bedford TJ | |
| Overview | |
| Manufacturer | Bedford AWD Trucks Marshall Aerospace & Defence Group |
| Also called | AWD-Bedford TJ |
| Production | 1958–1998 |
| Assembly |
|
| Body and chassis | |
| Class | Medium-duty truck |
| Related | Bedford TA |
| Dimensions | |
| Wheelbase | 2,960–3,508 mm (116.5–138.1 in) |
| Length | 5,380–6,560 mm (211.8–258.3 in) |
| Width | 80–90 in (2,032–2,286 mm) |
| Height | 107–112 in (2,700–2,800 mm) |
| Kerb weight | 4,893–19,829 lb (2,219–8,994 kg) |
| Chronology | |
| Predecessor | Bedford TD |
The Bedford TJ is a truck that was produced by Bedford and its successors from 1958 to 1998, as a replacement for the earlier Bedford A series of medium-duty trucks that were built between 1953 and 1958. The TJ was the last bonneted truck produced by the company, and the last vehicle to be produced to have a relation with Bedford.
History
Production of the Bedford TJ began in 1958 as Bedford’s new bonneted truck model, and was a modernised version of the Bedford TD series, modelled after the Chevrolet Advance Design truck. The TJ truck was produced in many versions, ranging from light pickups to heavy-duty vehicles, with payloads up to 6-8 tons. Unfortunately, due to their relatively dated styling and presumably since bonneted trucks were falling out of favor these years, the TJ series was not very popular in the United Kingdom and did not sell in big numbers, with the exception of the AA and Post Office Telephones. In particular, Holland's Pies in Lancashire used a large fleet of TJ vans well into the 1980s, being notable for being kept in very clean condition and this resulted in the TJ being often called a 'Holland's pie van' around Lancashire.
The lightest versions (J0) shared the same petrol engine as the Vauxhall Cresta, which offered relatively good performance, although it could not cope very well with loads over 800-900 kg. Heavier variants used the same engine as on the Bedford TD series. In export markets, specifically in countries such as India, Pakistan, Africa and other developing nations, the TJ sold in great numbers due to its reliability and relatively low price compared to the competition. In 1975, the TJ was withdrawn from the UK market and superseded by the Bedford CF.
After 1975, the TJ was offered only for export where it was pretty successful, however, during the 1980s, exports to countries such as Australia and New Zealand stopped since it was clear that these trucks were very outdated, and couldn't compete in the market anymore due to changing emissions and regulations. Nevertheless, it continued production for export to developing countries. In 1987, the Dunstable plant was sold to David J.B. Brown and became AWD Trucks. Production of the TJ continued under the AWD Bedford badge. After Marshall SPV purchased AWD Trucks, production of the TJ series continued, but in limited numbers. The last TJ trucks were built in 1998, when an order was placed for 100 trucks to be exported to Kenya.
Nigeria
The Bedford TJ was assembled in Bedford's Nigerian plant in Apapa (Tin Can Island) by UACN, a Unilever operation which was 60 percent Nigerian-owned. By the end of the 1970s, the TJ was the most sold Bedford product in Nigeria, which was Bedford's main export market outside of Europe at the time.
Pakistan
In Pakistan, the J5/6 is very popular and dominated commercial vehicular traffic. It has a cult status among drivers and is known for its power, reliability, and durability. Over half of the trucks in Pakistan are Bedford vehicles.
India
An Indian company, Hindustan Motors, also produced the larger versions (J5/6) of the vehicle in that country from 1968. Production lasted for three decades, but the vehicle proved to be unable to compete with Tata and Ashok Leyland vehicles and was finally discontinued in 1998.
Australia
The TJ was widely exported. In Australia they were distributed by Holden.
Malaysia
Bedford TJ trucks were also produced in Malaysia from knock-down kits until the early 1980s. Towards the end of this period, after Bedford vehicles had lost their market lead, the TJ shared the assembly line with competing trucks from Toyota. As the design aged, Bedford's reputation shrank, the British pound went up, while Britain itself lost much of its standing in Malaysia. GM instead chose to focus more on promoting trucks from corporate stablemate Isuzu in that market. The TJ trucks were replaced by the Isuzu TX trucks.
Models
- J0 (often referred to as JO)
- J1
- J2
- J3
- J4
- J5
- J6
Chassis codes
1958 To June 1967
- J1 30cwt.
- J2S 3ton.
- J2L 3ton. (GVM - 5ton)
- J2LC 3ton (GVM - 4.5ton)
- J3L 4ton.
- J4L 5ton.
- J4E 5ton.
- J4A 8ton tractor.
- J5S 6ton.
- J5L 6ton.
- J6S 7ton.
- J6L 7ton.
A 3rd or 4th number indicates engine type;
- 1 = 300cu. in Diesel
- 2 = 214cu. in Petrol
- 3 = 300cu. in Petrol
- 5 = 330cu. in Diesel
- 7 = 200cu. in Diesel
- 10 =220cu. in Diesel
July 1967 onwards
Chassis codes changed in July 1967 to ensure Bedford complied with new legislation introduced in the UK (Construction and Use Regulations).
- CDD/CHD 30cwt.
- CDJ/CHJ 3ton.
- CDL/CHL 4ton.
- CFM/CJM 5ton.
- CFN/CJN 6ton.
- CFQ/CJQ 7 ton.
The 3rd letter is for the weight rating, while the 2nd letter indicates engine type;
- D = 214cu. in Petrol
- F = 300cu. in Petrol
- H = 220cu. in Diesel
- J = 330cu. in Diesel
Engines
The engines available included:
| Available engines (outputs are gross numbers) | |||||
|---|---|---|---|---|---|
| Displacement | Bore x Stroke | Cylinders | Power/rpm | Torque/rpm | Fuel |
| 214.7 cu in (3,519 cc) |
3.375 in × 4.00 in (85.7 mm × 101.6 mm) |
Inline-six | 100 bhp (75 kW) at 3,600 |
184 lb⋅ft (249 N⋅m) at 1,200 |
Petrol |
| 300.7 cu in (4,927 cc) |
3.875 in × 4.25 in (98.4 mm × 108.0 mm) |
133 bhp (99 kW) at 3,000 |
267 lb⋅ft (362 N⋅m) at 1,200 | ||
| 200.5 cu in (3,285 cc) |
3.875 in × 4.25 in (98.4 mm × 108.0 mm) |
Inline-four | 64 bhp (48 kW) at 2,800 |
143 lb⋅ft (194 N⋅m) at 1,400 |
Diesel |
| 220.5 cu in (3,614 cc) |
4.0625 in × 4.25 in (103.2 mm × 108.0 mm) |
70 bhp (52 kW) at 2,800 |
157 lb⋅ft (213 N⋅m) at 1,400 | ||
| 300.7 cu in (4,927 cc) |
3.875 in × 4.25 in (98.4 mm × 108.0 mm) |
Inline-six | 97 bhp (72 kW) at 2,800 |
217 lb⋅ft (294 N⋅m) at 1,400 | |
| 330.7 cu in (5,420 cc) |
4.0625 in × 4.25 in (103.2 mm × 108.0 mm) |
107 bhp (80 kW) at 2,800 |
238 lb⋅ft (323 N⋅m) at 1,800 | ||
Gallery
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Bedford J5 box truck
-
1968 Bedford J1
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The Bedford TJ trucks were also converted into buses; here in Cyprus
-
AWD Bedford TJ truck in Bangladesh
-
Bedford TJ with walk-through van body
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See also
References
- "The Bedford Register-the worlds largest owners club & registry". Archived from the original on 2 February 2007. Retrieved 9 January 2007.
- "Lot 191 - 1961 Bedford J.O. Pick-Up". Historics UK. Retrieved 31 March 2022.
- "Bedford 97000 - CF & CF2".
- Birch, Colin (28 June 2017). "(Very) Brief History of the Bedford CF". CF-UK. Archived from the original on 3 December 2023.
- Clarke, Nicky, ed. (22 October 1992). "AWD Survival In Civvies?". Commercial Motor. p. 17.
- "1966 BEDFORD J-TYPE TRUCK". Cars And Classics. Retrieved 4 March 2022.
- Godwin, Bill (11 May 1979). "Leyland sets hot pace in Nigeria". Commercial Motor. Vol. 149, no. 3807. p. 88.
- "Bedford J5 'Jingle Truck'". Retrieved 27 July 2021.
- Baron, Rich (3 June 2023). "Curbside Classic: 1970 Bedford TJ – Advanced Past Its Prime". Curbside Classic.
- ^ Millier, Noel (22 May 1982). "Malaysian malaise for once-proud Bedford". Commercial Motor. Vol. 155, no. 3966. p. 83.
External links
| Bedford Vehicles | |
|---|---|
| subsidiary of Vauxhall Motors | |
| Cars and leisure vehicles | |
| Vans | |
| Lorries | |
| Buses | |
| military vehicles | |