Bedford CF#CF2

Introduced in November 1969{{cite journal |editor-first=Charles |editor-last=Bulmer |date=8 November 1969 |title=New Bedford Motor caravans [planned] |journal=The Motor |issue=3516 |page=48}} to replace the 17-year-old Bedford CA, the CF van variants soon became some of the most popular light commercial vehicles on British roads.{{cite journal |title=A bigger Bedford from Britain |journal=Truck & Bus Transportation |date=May 1970 |pages=67–69}}{{cite journal |title=Delivery van is bigger than its predecessor |journal=Freight & Container Transportation |date=September 1970 |pages=35–36}}

The CF could be specified with a hinged door in the side panel directly behind the passenger door, and it was generally with this layout that the van was also commonly used as a base vehicle for a caravanette.{{cite book |date=1976 |title=Bedford CF Van Owner's Workshop Manual |location=Sparkford, Somerset |publisher=J.H. Haynes & Co Ltd |isbn=978-0-85696-163-2}}

The engine was the well-proven Slant Four engine which had been introduced for the Vauxhall FD Victor models in 1967. Apart from an increased engine capacity from {{convert|1598|cc|L|1|abbr=on|disp=flip}} to {{convert|1759|cc|L|1|abbr=on|disp=flip}} and from {{convert|1975|cc|L|1|abbr=on|disp=flip}} to {{convert|2279|cc|L|1|abbr=on|disp=flip}} in 1972, the power units remained unchanged. A four-cylinder {{convert|1760|cc|L|1|abbr=on|disp=flip}} Perkins diesel engine could be specified for an extra £130 (1969), while a larger {{convert|2523|cc|L|1|abbr=on|disp=flip}} version was used for heavier versions. These units were rated at {{convert|50|and|61|PS|kW hp|0|abbr=on}} DIN. In 1976, a {{convert|2064|cc|L|1|abbr=on|disp=flip}} overhead valve (OHV) diesel engine from Opel replaced the outdated Perkins units.

In Australasian markets, the CF could be optioned with Holden six-cylinder units, in {{convert|2850|cc|cuin|1|abbr=on}} and {{convert|3310|cc|cuin|1|abbr=on}} forms. This was as an answer to the rival Ford Transit range, which in Australia used six-cylinder engines from the Ford Falcon.

The Bedford used the same basic suspension lay-out as the Vauxhall Victor, though married to greater wheel arch clearances and calibrated for greater weight carrying capacity.{{cite journal |first=Geoffrey |last=Howard |title=Taxi!: Autoproject 3 |series=134 |journal=Autocar |volume=3923 |pages=10–12 |date=3 June 1971}} The front independent suspension featured a double wishbone layout with coil springs and telescopic shock absorbers, while the rear wheels were suspended by a combination involving a live axle and traditional long single-leaf springs.

Several different manual transmissions were used: the Vauxhall three-speed, four-speed, Bedford four-speed, ZF four-speed, ZF five-speed, and the General Motors automatic. The Laycock type of overdrive was available to order or on the later Vauxhall four-speed models.

There were three CF1 body styles. A standard panel van which was intended to rival the Ford Transit; the special van body (essentially a self-contained cab with a general-purpose chassis onto which a wide range of custom-built bodies or beds could be built), and the Dormobile (caravanette).

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File:Bedford blitz v sst.jpg logo]]

File:1981 Bedford CF Food Truck 2.3.jpg and food trucks, with some of them still being used]]

The CF series 1 facelift was introduced in 1980, introducing the {{convert|2260|cc|L|1|abbr=on|disp=flip}} Opel 23D diesel engine with {{convert|45.5|kW|hp|0|abbr=on|disp=flip}}.{{citation |title=Bedford CF2: Specifications and Dimensions |publisher=Bedford Commercial Vehicles |location=Luton |page=2 |year=1984 |url=http://www.bedfordcf.co.uk/br/br26_p1.jpg |id=B2147/4/84 |access-date=2011-05-02 }}

Units exported to Germany (Bedford Blitz) received a smaller, {{convert|1998|cc|L|1|abbr=on|disp=flip}} diesel, producing {{convert|60|PS|kW hp|0|abbr=on}}.{{citation |title=Das Bedford Blitz Kastenwagen |publisher=Adam Opel |location=Rüsselsheim, Germany |page=12 |date=September 1979 |url=http://www.bedfordcf.co.uk/br/br54_p11.jpg |id=90014 (979/30/1) |language=de | type = brochure | access-date=2010-12-23}} This engine was also installed in many other export markets where tax categories suited engines with less than two litres of displacement, such as the Benelux countries and Finland. The 1.8 and 2.3 litre petrol units remained the same.

The restyled front end was engineered so that by removing 8 bolts the whole front panel could be completely removed, providing easy access to the engine so it could be removed from the front instead of from underneath like on the CF1.

The CF1 "facelift" is often{{Citation needed|date=February 2022}} confused with being a CF2 because it's difficult to tell them apart from the exterior. The easiest visual check is that the CF facelift will have the same old metallic door handles and mirrors as the CF1 while on the CF2 have new plastic ones.

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File:1984 Bedford CF250 (36589698573).jpg

File:Woodhorn Classic Car Show 2013 (9296345154).jpg (as seen here) and pickup trucks]]

In 1984 the CF was renamed CF2 and basically only received mechanical upgrades. The diesel engines remained the 2.3 (with the 2.0 available in continental Europe) but the old Vauxhall slant fours were replaced by a {{convert|1979|cc|L|1|abbr=on|disp=flip}}, {{convert|58|kW|hp|0|abbr=on|disp=flip}} version of the Opel CIH four cylinder.

New transmissions were also available:

• 4-speed GM all-synchromesh gearbox on short-wheelbase models;
• ZF 5-speed overdrive all-synchromesh gearbox standard on all long-wheelbase models and optional on others;
• GM automatic transmission optional on most models;
• Choice of axle ratios on nearly all models.

And new efficient brakes:

• Front disc brakes with self-adjusting rear drums on CF2/230 to CF2/280;
• Self-adjusting drums all around on CF2/350 models;
• Load-sensing valve standard on all models.

In 1985 the CF2 was sold side by side in UK with the Bedford Midi - a smaller, badge engineered version of the Isuzu Fargo which was locally built at the newly established IBC Vehicles venture with Isuzu.

By then the CF's replacement was put on hold and then ultimately dropped when Bedford decided that rebadging other GM owned brands was much cheaper. The last CF2s were sold in the UK in 1987 and marked the end of original Bedford designed vehicles.{{cite journal |url=http://archive.commercialmotor.com/article/23rd-july-1987/19/end-of-the-road-for-cf2 |title=End of the road for CF2 |date=23 July 1987 |journal=Commercial Motor |volume=166 |number=4231 |page=19}}

File:1980 Bedford CF2 Lucas Electric Front.jpg badging at the British Motor Museum (2021)]]

One noteworthy variant, the CF Electric was introduced in 1982. More than 100 prototypes were built and tested at Millbrook Proving Ground between 1977 and 1983.{{cite magazine |url=https://archive.org/details/holden_general_motors_manuals_collection_01/UpFront84Apr/page/n9/mode/2up |title=Bedford Electric Van |date=April 1984 |page=10 |magazine=UpFront |publisher=Holden Motor Cars |access-date=4 June 2024}} It was the first electrically powered vehicle planned for mass production based on a fossil fuel vehicle platform, built in partnership between Bedford, Lucas, Chloride Group and the UK government on a 5-year grant scheme. Most were sold to government agencies, the Royal Mail,{{cite magazine |url=https://archive.org/details/Gene1800_1984/page/6/mode/2up |title=Review of Operations |date=1984 |magazine=General Motors Annual Report 1984 |page=6 |access-date=4 June 2024 |quote=In November, the British Post Office purchased 40 Bedford CF Electric vans for a major energy-saving evaluation program. The CF Electric is the world's first mass-produced electric van in its class.}} and local authorities for trials, which collectively were driven for more than {{cvt|7000000|mi}}. However, with a price tag much higher than a standard CF, and battery technology at the time not advancing quickly, Bedford cancelled the program in July 1986 after 300 to 475 vehicles had been built.{{cite news |url=https://archive.org/details/FinancialTimes1987UKEnglish/Jul%2013%201987%2C%20Financial%20Times%2C%20%2330283%2C%20UK%20%28en%29/page/n41/mode/2up |title=Pioneer work picked up by GM in the US |first=John |last=Griffiths |date=July 13, 1987 |newspaper=Financial Times |page=41 |access-date=4 June 2024}}{{cite report |url=https://www.gao.gov/assets/pemd-95-7.pdf |title=Electric Vehicles: Likely Consequences of U.S. and Other Nations' Programs and Policies |page=59 |date=December 30, 1994 |publisher=U.S. Government Accountability Office |access-date=4 June 2024}} The government scheme wound down in 1987; the model was withdrawn and spares for it soon dried up.

One of the prototypes was acquired and tested by Southern California Edison in 1980.{{cite report |url=https://www.osti.gov/servlets/purl/6615611 |title=EPRI-SCE Testing and Evaluation of Electric Vehicles: Lucas Van and Jet 007, 750, and 1400 |date=February 1981 |publisher=Electric Power Research Institute |access-date=4 June 2024}} The lead-acid traction batteries were housed in a compartment below the floor and the DC traction motor was placed at the rear, coupled to a step down reduction gearbox attached to the CF's standard differential, but turned through 180°. There were 36 battery cells of 6 V each, wired in series for a total voltage of 216 V and storage capacity of 180 A-hr ({{#expr:216*180/1000 round 1}} kW-hr), with a total weight of {{cvt|2205|lb|order=flip}};{{rp|Table 1-1}} these required rewatering every two weeks, a procedure which took approximately three hours to complete.{{rp|A-16}} The DC traction motor had a rated output of {{cvt|50|hp|order=flip}}, with a weight of {{cvt|312|lb|order=flip}} and was made by Lucas, model MT286.{{rp|Table 1-1;A-15}} The motor control system was housed under the bonnet and a small diesel heater provided cabin heating. The system also featured regenerative braking, however this could be turned off as it was found that in wet conditions the motor could lock the rear wheels up in a similar way as applying the handbrake. As tested in 1980, the prototype had a range which varied from {{cvt|15|mi}}, fully loaded on steep hills, to {{cvt|74|mi}}, on freeway routes with no payload, and a top speed of {{cvt|54|mph}} unladen.{{rp|Table 1-2}}

A heavily modified version of the CF Electric also was exported in left-hand drive form into the United States where it was rebadged and sold as the GMC Griffon. It had a payload of around {{cvt|1000|kg}} and a GVWR of {{cvt|3401|kg}}, comparable to the prototype British van, which had a measured payload of {{cvt|2205|lb|order=flip}} and GVWR of {{cvt|7716|lb|order=flip}}, giving it an estimated curb weight of approximately {{cvt|{{#expr:7716-2205}}|lb|order=flip}};{{rp|Table 1-1}} this was done so the Griffon could be slotted with the full-size Chevrolet Van and GMC Vandura lines, although it was slightly shorter in length compared to its American counterparts. As tested in 1988, the Griffon weighed {{cvt|6775|lb|order=flip}}, with {{cvt|2500|lb|order=flip}} of that being the weight of the battery pack.{{rp|Table 6}} More than 30 of these vans were exported for trials with electric utility clients, in partnership with the Electric Power Research Institute (EPRI),{{cite journal |jstor=44553967 |doi=10.4271/900137 |title=On-Road Test and Evaluation of the GM Griffon Electric Van |first=M. William |last=Tripp |date=1990 |volume=99 |issue=6 |journal=Journal of Passenger Cars |series=SAE Technical Paper Series |publisher=SAE International |pages=160–170}} but ultimately, as with the British variant, these never were sold widely in the American market. Under testing conducted by the Tennessee Valley Authority and published in 1988, the Griffon achieved a top speed of {{cvt|53|mph}} with an urban driving range of {{cvt|54|mi}}, giving it an estimated usable storage capacity of {{#expr:54/1.66 round 1}} kW-hr and an observed consumption of 1.66 mi/kW-hr or {{cvt|{{#expr:100/1.66 round 1}}|kWh/100 mi|mpge}}.{{cite report |url=https://escholarship.org/content/qt3438b4bx/qt3438b4bx_noSplash_fc6a2b428718bd63a36d86898c139b25.pdf |title=Electric Vehicles: Performance, Life-Cycle Costs, Emissions, and Recharging Requirements |first1=Mark A. |last1=DeLuchi |first2=Quanlu |last2=Wang |first3=Daniel |last3=Sperling |date=February 1989 |publisher=The University of California Transportation Center}}{{rp|Table 2}}

The Griffon was notable for being the first electric van sold by GM in the US,{{cite web |title=Items of Historical Interest in the Development and Commercialization of EVs |url=https://www.econogics.com/ev/evhistg.htm |website=Econogics}}{{cite web |title=Electric CF wins US order |url=https://archive.commercialmotor.com/article/5th-october-1985/26/electric-cf-wins-us-order |website=Commercial Motor |archive-url=https://web.archive.org/web/20220726111647/https://archive.commercialmotor.com/article/5th-october-1985/26/electric-cf-wins-us-order |archive-date=26 July 2022 |url-status=dead}}{{cite web |title=This Electric Chevy Van is Rare - For a Reason |url=https://www.junkyardmob.com/misc/electric-cargo-vans |website=Junkyard Mob |publisher=Joe Peoria |access-date=13 August 2022}} a market segment they would not re-enter until VIA Motors started converting Chevrolet Express vans into extended-range electric vehicles around 2014, which were marketed as the VTRUX Van.{{cite web |url=https://avt.inl.gov/sites/default/files/pdf/phev/VTRUXVan.pdf |title=VIA Motors Vehicle Demonstration: VTRUX Van |date= |publisher=Idaho National Laboratory |access-date=4 June 2024}} EPRI's work with the Griffon would lead to the G-Van of 1990, a variant of the conventional Chevrolet/GMC full-size vans retrofitted with the Griffon's powertrain,{{cite magazine |url=https://books.google.com/books?id=5uMDAAAAMBAJ&pg=PA17 |title=Electric Van Enters Production |date=March 1990 |magazine=Popular Mechanics |page=17 |access-date=31 May 2024}}{{cite journal |jstor=44632038 |doi=10.4271/910242 |title=Performance Testing of the Vehma G Van Electric Vehicle |first1=Gerald D. |last1=Whitehead |first2=A. Scott |last2=Keller |date=1991 |pages=385393 |publisher=SAE International |volume=100 |number=6 |journal=Journal of Passenger Cars}} and later the Chrysler TEVan, which featured a longer range using nickel-iron battery chemistry.{{cite magazine |url=https://books.google.com/books?id=mQEAAAAAMBAJ&pg=PA16 |title=What's New: Ready for the road |date=July 1992 |magazine=Popular Science |page=16 |access-date=30 May 2024}}

The Griffon also was used to test the viability of a prototype 36 V lithium/iron sulfide molten-salt battery invented by Argonne National Laboratory; in a simulated test, the van was able to travel {{cvt|200|mi}} with a {{cvt|900|lb}} load before requiring recharging,{{cite magazine |url=https://books.google.com/books?id=mAAAAAAAMBAJ&pg=PA85 |title=What's New: Driving range |first=Dawn |last=Stover |date=December 1987 |magazine=Popular Science |page=85 |access-date=4 June 2024}} giving it an energy density three times greater than a conventional lead-acid traction battery of equivalent weight.{{cite magazine |url=https://books.google.com/books?id=SWdTAAAAMAAJ&pg=PA34 |title=Electric-van battery sets distance record |date=1987 |page=34 |magazine=Argonne National Laboratory Research Highlights |access-date=4 June 2024}}{{cite magazine |url=https://books.google.com/books?id=_aZauV0sFXsC&pg=RA38-PA9 |title=Argonne battery sets 200-mile record |first=David |last=Baurac |date=June–July 1987 |magazine=Argonne News |volume=36 |number=4 |page=9 |access-date=4 June 2024}}

The Bedford CF van was the second most popular van in the UK, second only to the Ford Transit.{{Citation needed|date=February 2022}} Along with the Transit, the CF was usefully wider than competitor vehicles from Austin-Morris, Rootes and Volkswagen.{{cite journal |first=Maurice |last=Smith |title=Can a van ... serve as a ...second car...?....Sherpa, Hi-Ace, VW you ask? |series=147 |journal=Autocar |volume=4228 |pages=61–62 |date=19 November 1977}} It was also the most common caravanette. CFs were popular with customisers throughout the 1970s and 1980s.

File:Wellington Free Ambulance - Flickr - 111 Emergency (17).jpg Bedford CF]]

The Bedford CF was widely used. British police forces, in particular, used them for prisoner transport and as riot vans. They were also used by the Garda Síochána (Republic of Ireland police).{{Cite book |url=https://books.google.com/books?id=Kkt_BAAAQBAJ&q=%22Bedford+van%22+gardai&pg=PP15 |title=The Legendary 'Lugs Branigan' – Ireland's Most Famed Garda: How One Man became Dublin's Tough Justice Legend |first=Kevin C. |last=Kearns |date=3 October 2014 |publisher=Gill & Macmillan Ltd |isbn=978-0-71715-937-6 |via=Google Books}}{{Cite magazine |url=https://www.historyireland.com/20th-century-contemporary-history/lugs-branigan/ |title='Lugs' Branigan |magazine=History Ireland |date=April 2005 |issue=2 |volume=13 |first=James |last=Quinn}} Some ambulance services kept them in service for longer than usual after production ended as they were liked by crews. The British Military also had a fleet of CFs. They were used by builders and builders' merchants, as well as by courier services and the Post Office. They were also a popular caravanette due to their space and reasonable fuel consumption. They were used as ice cream vans in Britain and Australia.

A heavily modified CF was used as the Mystery Machine in Scooby-Doo: The Movie 2002.

File:ConeQueenTruck-Rainbow.JPG|A Bedford CF in use as an ice cream van in Brisbane, Australia

File:ConeQueenOperator.JPG|

Initially, Bedford wanted to enter a joint venture with Leyland Motors to produce a replacement for the Bedford CF but these plans never caught on, since the British government did not want one of their major truck manufacturers to be controlled by a foreign company. Following economic problems and declining sales by Bedford, it was decided to divest the once legendary company with the Luton plant being re-organized as a joint venture with Isuzu and renamed to IBC Vehicles while the Dunstable plant was sold to AWD Trucks. In 1986, the Isuzu Fargo started getting produced by IBC as the Bedford Midi with local modifications for the European market. GM Europe would not return in the large panel van market until 1997 and 1998 when production of the Renault-based Opel/Vauxhall Arena and Movano started, both of which serve as the true successors to the CF range.{{cite web |title=OLDTIMER ZU BESUCH: EIN BEDFORD BLITZ CF. |url=https://www.gerstelblog.de/2012/09/11/oldtimer-zu-besuch-ein-bedford-blitz-cf/ |website=Gerstelblog |date=11 September 2012 |quote=Was nicht viele wissen: In der Transporter-Modelllinie ist der Opel/Vauxhall Movano der ideelle Nachfolger des Bedford Blitz.}}{{cite web |title=Renault links with GM |url=https://archive.commercialmotor.com/article/2nd-january-1997/8/renault-links-with-gm |website=Commercial Motor |access-date=25 July 2022 |date=2 January 1997 |quote=Nick Reilly, Vauxhall's chairman and managing director, says the new models "give us a total commercial product range for the first time since the Bedford CF". |archive-url=https://web.archive.org/web/20220725085848/https://archive.commercialmotor.com/article/2nd-january-1997/8/renault-links-with-gm |archive-date=25 July 2022 |url-status=dead}}{{cite web |title=A Name Becomes a Trademark: 90 Years of the Opel Blitz |url=https://www.media.stellantis.com/em-en/opel/press/a-name-becomes-a-trademark-90-years-of-the-opel-blitz |website=Media Stellantis |access-date=25 July 2022 |quote=After a 10-year pause, Opel made a successful return to panel vans in 1997 with the Arena. |archive-url=https://web.archive.org/web/20220725103206/https://www.media.stellantis.com/em-en/opel/press/a-name-becomes-a-trademark-90-years-of-the-opel-blitz |archive-date=25 July 2022 |url-status=dead}} Vauxhall continued to supply the CF's taillights to Bristol Cars for use in the Bristol Britannia until 2000.{{cite web |title=Bristol Type 603 |url=http://www.gt-infopoint.com/articles/bristol-type-603 |website=GT-Infopoint |access-date=26 July 2022 |quote=The tail-lights, borrowed from the Bedford CF2 van, were also mounted directly vertically, whereas on previous versions of the 603 the reversing lights were separate from the rear turn indicators and brake lights.}}

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1969

{{unbulleted list

| 4390 lb. GVW available for models 97100, 97200 as Code 533.

| Vauxhall OHC 97.5 cu. in. (1598 cc) and 120.5 cu. in. (1975 cc) petrol engines available as high or low compression.

| Perkins 108 cu. in. (1770 cc) and 154 cu. in. (2523 cc) diesel engines.

| All models available as a van (/70), chassis cab (/60) or chassis cowl (/90).

| E.g.: 97170 18 cwt. van; 97760 35 cwt. chassis cab, 97590 25 cwt. chassis cowl.

}}

1972Vauxhall Motors TS1077 March 1972, PS213 October 1978

107.4 cu. in. (1759 cc) and 139 cu. in. (2279 cc) Vauxhall low compression OHC engines introduced from chassis number 2V610007.

1973Vauxhall Motors TS983/9 March 1973, TS984/7 March 1973

{{unbulleted list

| 18 cwt. models (97100, 97200) replaced by 14/18 cwt. models.

| petrol engines: only 107.4 cu. in. (1759 cc) and 139 cu. in. (2279 cc) low compression available.

| (Unclear when OHC 97.5 cu. in. (1598 cc) and 120.5 cu. in. (1975 cc) petrol engines discontinued.)

}}

1978

From chassis number HY600001

{{unbulleted list

| GM diesel engines introduced; Perkins diesel engines discontinued.

| 97F00 SVOS (Special Version Option Scheme) 8294: 1900 cc diesel engine in place of 2064 cc diesel engine.

| Electric van: Designation 97300 Code 123 (unclear when introduced).

}}

1979

{{unbulleted list

| CF350 only available as chassis cab (/60) or chassis cowl (/90)

| 2064 cc (126 cu. in.) GM diesel engine discontinued.

| 2260 cc (137.9 cu. in.) GM diesel engine introduced from chassis number LY600101.

}}

1982Vauxhall Motors TS1136/6 August 1982, TS1282/1 September 1983

Facelift models introduced (preceded by Facelift dash and wiring introduced 1981)

1984

CF2 models introduced.

Opel 1979 cc CIH petrol engine replaced Vauxhall 1759 cc and 2239 cc OHC petrol engine.

{{reflist}}

{{Commons category|Bedford CF}}

• [http://forum.bedfordcf.org/ Bedford CF Org] Furthering interest in the preservation, history and active use of the Bedford CF
• [http://www.bedford-cf.comThe UK Bedford CF Van Club] UK technical/enthusiasts/members website.
• [http://www.cf-uk.co.uk/mboard/index.php CF-UK: The Bedford CF Web Site] - CF enthusiasts' forum and website

; Video clips

• [https://www.youtube.com/watch?v=l4o3Fydy69s 1972 Bedford CF1]
• [https://www.youtube.com/watch?v=QUgX3ywn6kM 1975 Bedford CF1]

; Images

• [https://web.archive.org/web/20110719132644/http://www.vauxhall-bedford-klub.dk/galleri/medlem/images/029%20bedford%20cf350.jpg CF1 Flat bed]
• [http://www.motorhoming.com/1984%20Bedford%20CF%20250%201.jpg CF2 Dormobile]
• [http://bedfordcf.3awebhosting.com/gs/pic1.jpg CF2 Special body Caravanette.]
• [http://www.ankh.co.nz/homepage/photos/30_032a.jpg Late CF2 camper]

{{Bedford vehicles|state=autocollapse}}

{{Vauxhall Motors}}

{{Vauxhall timeline 1945 to 1979}}

{{Vauxhall timeline 1980 to present}}

{{DEFAULTSORT:Bedford Cf}}

CF

Category:Rear-wheel-drive vehicles

Category:Vans

Category:Vehicles introduced in 1969

Category:Minibuses

Category:Road vehicles manufactured in the United Kingdom