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On previous pages of THE WAKEFIELD FILES, John Wakefield looks at the Bedford CF & Mercedes Plaxton Mini Supreme mini coaches, he now looks at the Bedford J2, 20 seater PSV.
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The Bedford J2 as a PSV
With over 30 roadworthy examples, & possibly another 60 extant, either awaiting restoration, or in use as caravans, sheds etc. the Bedford J2 PSV chassis is very much a part of the bus & coach preservation scene. During the late 1970's/early 1980's many were used as caravans by 'new age' travellers, turning up at pop festivals etc sprouting chimneys, & their bodywork apparently held together with Sellotape & string. Since the late 1980's the J2 has become a popular
preserved bus type, mainly on account of its small size.The technical details
The passenger version of the Bedford J2 was based on a 9ft 11in wheelbase 2 ton truck chassis which was manufactured by Vauxhall Motors between 1958 & 1976. There was a choice of two engines, both Bedford, either the 3.52 litre (214 cu in) six cylinder petrol engine, (an updated version of the 28hp unit fitted to the Bedford OB), or a four cylinder 3,14 litre (190 cu in) diesel, which was upgraded to 3,29 litres (200 cu in) in 1960, & again in 1967 to 3.61 litres (220 cu in). The chassis designation was either J2SZ2 (petrol) or J2SZ10 (diesel). The chassis itself was modified from a normal control (bonneted) 2 ton truck chassis, to a forward control layout to suit a bus or coach body.
Transmission was via a four speed synchromesh gearbox, to a rear axle carrying double 16 inch wheels. Electrics were 12 volt, and the brakes vacuum hydraulic. Choice of Bodybuilders
Body work in the main was supplied by three coach builders, Plaxton supplied around 300, with Duple Midland & Willowbrook, both of which built J2 bodies to a somewhat austere design, responsible for most of the remainder. Plaxton cut down its popular Embassy body, based on its earlier Consort design, to fit the
J2. Pre-1965 models carried a narrow 7ft 6in version, which included a two piece front windscreen and curved rear side windows. Post 1965 types were 8ft wide, & fitted with one piece, interchangeable front & rear screens. Mounted on the J2's narrow chassis, the Embassy body, very similar but shorter than the versions fitted to the Bedford VAS & SB, appeared to overhang grossly, particularly at the front wheels. As a modification the wider VAS axle can be fitted to give a wider track, & improved road holding. Twenty coach seats were normally fitted, including one opposite the driver, as was a sliding passenger door.
The Duple bodies were as previously stated, much more basic than those by Plaxton, and were fitted with an outward opening passenger door. One Duple bodied J2, PYY 28D, (KLP 1D) was built to a high specification, and supplied to the Royal household as staff transport. It is currently preserved with Vauxhall Motors Historic Vehicle Collection, at Luton, although it is understood to being offered for sale when legalities of ownership can be resolved.
Willowbrook's offerings were to a service bus type configuration, but following the Duple take over of Willowbrook in 1960, the Duple design prevailed. However those subsequently built by Willowbrook featured a two piece centrally hinged door, which could be operated by the driver via a mechanical linkage.
One other coach builder, the Portuguese concern, Caetano, bodied a few J2's in the mid 1970's, 31 of which were supplied to British operators via Moseley. The body called the Faro, (a cut down version of the Cascais), was somewhat heavier than Plaxton, Duple & Willowbrook designs, and did not prove popular with operators, as the extra weight caused problems. The engine wasn't powerful enough in diesel form, and the braking was inadequate. Three Caetano bodied examples have survived into preservation, including OUM 727P with Bob Fleming of Leicester, this example which was new to Anderton of Keighley has been heavily modified with larger engine & uprated braking system.Operators
So who bought the passenger version of the Bedford J2's Most Willowbrook & Duple bodied examples went to government departments, and to the Ministry of Defence, for use by either the Royal Air force or the Royal Navy. Plaxton bodied ]2's found popularity with small independent operators, but did not appear in municipal fleets or National Bus Company.
One notable user was Charles Rickards of Brentford, London which purchased 15 in 1969 for transfer work between London hotels, & Heathrow Airport. Rickards was though forced to axe this operation in January 1970, due to competition from taxi cab operators. Most of the fleet was sold through Arlington Motors, although Rickards continued to operate some on private hire work. Six Rickards ]2's are known to survive, including two authentically restored in Rickards livery. KNK 373H with Cyril Kenzie of Shepreth, & MUR 200H with Syd Attridge of Princes Risborough, who also owns KNK 371H for spares.
Among other PSV users were Reynolds of Caister & Country Lion of Northampton who's PVV 888] is now in preservation with the Alton family in Belper, Derbyshire. Lett of Leicester also owned three J2's, one of which, ABC 330K, lives on in preservation with Dews Coaches of Somersham.
Many ]2's were sold to local authorities for non PSV use. For example, Cambridgeshire Regional Health Authority purchased four with Plaxton bodies, three for the Blood Transfusion Service, (NEB 506H, R]E 565K, & UVE 593Kl and one for the Tower Hospital Ely (MVE 400H) with reduced seating & a chair lift for disabled passengers. This latter vehicle has recently returned to Cambridgeshire, & is now preserved with Eric Flack of Hardwick. Two former Blood Transfusion vehicles, (NEB 506H & UVE 593K) also survive in preservation.
The J2 in Preservation
Preservation has seen a number of ]2's rescued from scrap yards & operators premises by a growing band of J2's enthusiasts, others still live on as caravans & mobile homes.
One well known devotee to the J2, is Derek Matthews of West Kingsdown, who owns no fewer than four. Although at present none are currently roadworthy, Derek did campaign NEB 506H around the rally circuit until a couple of years ago, but the ex Cambridge Blood Transfusion coach now needs some serious work before it can once again take to the road. The other three are retained for spares, & possible restoration, they are not for sale.
The ]2 is a good preservation prospect being small & compact, it does not take up much space, & can often be stored on the drive at home. Spares for the chassis and running gear are still available through Bedford spares agents such as Ditton Service Station (01732 84777) or Bygone Bedford Bits (01202745117). Plaxton Embassy body parts can be difficult to find, especially windscreens, bumpers & chrome trim in good condition,though Eric Graveling of Peterborough (01788 420486 ) can supply rear fibre glass rear bumpers for the Embassy body. Body parts for Duple & Willowbrook are virtually non existent.
Eric Graveling with an unpainted rear bumper. A cromed example can be seen on the vehicle
Advert for a Duple bodied Bedford J2
If you have any information relating to any of the featured vehicles or know of any other vehicles, waiting to be rediscovered & could be featured on this website, please contact us by using one of the methods below
Telephone John Wakefield on 01223 843802
