Bedford QL (1940)
7 variants, 54,000 produced
At the start of WW II, Bedford was contracted by the British War Office to produce a standard, 3 ton 4×4 general service truck. Its pilot was ready in
February 1940 with production launched on March 1941 and running until 1945 as Bedford's first series specific to the military. It was declined into the QL1, QLB, QLC, QLD, QLR, QLT & QLW, with the troop carrier TLD as the first of these variants to be studied there.
Development
About Bedford
Bedford was one of great name of British trucks in the interwar, WW2 and the cold war. Founded in 1931 as a division of Vauxhall Motors, which had itself become a subsidiary of General Motors (GM) in 1925. Production kicked off in Luton, Bedfordshire. The name "Bedford" first appeared on GM vehicles in 1929 with models like the AC and LQ “Chevrolet Bedford.” From its early days, Bedford produced trucks, buses, and lorries of varying capacities. During World War II, Bedford played a key role in military vehicle production—manufacturing models such as the MW, O-series (adapted into OW, OY, OX), and the four-wheel-drive QL, as well as specialized military and civilian vehicles like ambulances and rocket parts.
Post-War Growth was spectacular, by 1947, Bedford celebrated the production of its 500,000th commercial vehicle. A new factory opened at Dunstable in 1955, and by 1958, over a million Bedford units had rolled off the assembly lines. The company introduced multiple models over the years, including the CA van (1948–1969), the CF van (1969–1986, intended to compete with the Ford Transit), and a wide lineup of light and heavy trucks. In the 1960s, GM took full control of Vauxhall and Bedford, continuing to use the brand into the 1980s. The heavy-truck division was spun off as AWD Trucks in 1987, while the Bedford name lingered on light commercial vans and badge-engineered models (e.g., via partnerships with Isuzu and Suzuki). The brand was officially retired around 1990–1991, with the Luton plant eventually evolving into IBC Vehicles and, later, part of Stellantis via Vauxhall.
Early Bedford emblems bore the griffin crest, derived from Vauxhall and originally linked to Falkes de Bréauté, a Norman-era figure. The griffin sometimes carried a flag marked with a “B” to signify Bedford. Later branding shifted to simpler stylized text—bold, red “Bedford” lettering with GM branding for a modern, streamlined image.
The Bedford military trucks range included the
Bedford MW (15-cwt truck) introduced in 1939 as a light 0.75-ton (15 cwt) lorry with 4x2 drive. It was very reliable, simple, and widely used for general service duties, used for troop transport, wireless truck, light cargo, ambulance (variants) with over 65,000 manufactured during the war. Nicknamed the “Mickey Mouse” because of its camouflage pattern (with large circular patches) in 1944.
There was also the famous Bedford OY/OX Series of 3-ton trucks introduced in 1939–40 as medium-duty quick production model based on the civilian O-series. It was ready for production as the war started unlike the QL series, as the design was militarized to meet War Office requirements, but was far more reliant on roads. The OY was the 4x2 version, and the OX the shorter wheelbase variant. It was used for cargo, petrol tankers, troop carriers, and radio trucks. It became extremely common in the British Army, often described as the "backbone" of medium transport. It was produced at Luton, in 1939-45 with around 85,000 to 95,000 combined, it was cheaper and simpler but less capable off road than the QL series.
The came the last of the series, the Bedford QL Series of pure 4x4 trucks tailored on army specs as it was introduced in 1941 as a versatile model and one of the most iconic Bedford WWII vehicles with many dedicated militar variants such as the QLD general service, QLR signals/communications truck, QLT for troop transport (29 soldiers), QLC fuel/water tanker, and even some portee like the standardized QLD AA fitted witha Bofors guns. production numbers differs with a range of "over 52,000 built" given by 1945. The QLD Saw service in all theaters (North Africa, Italy, Northwest Europe, Burma).
Bedford also pridyced dedicated Ambulances often based on the MW and OX chassis, specialist vehicles such as rocket launcher trucks, bridging vehicles, workshops, but also supplied parts and engines for Allied military vehicles. Overall, Bedford Produced nearly 200,000 military vehicles during the war. They had been were praised for reliability, ease of maintenance, and adaptability, many were sold as surplus postwar into civilian use for farming, construction, haulage while many stayed in military service into the 1950s, notabl overseas. Beford would also produced a range of trucks until the 1970s for the British Army, staying relevant in the cold war.
About the QL series
The QL was the result of a private research program initiated by Bedford in 1938. The company looked at a 3/4-ton class vehicle with a square cab. Bedford also wanted double-deck vehicles and in its development program, the company turned to the British War Office. The latter was already interested in the project, but declined it because at the time the armed forces still did not feel the need for this type of vehicle. Bedford continued its research program still, hoping for a future contract.
With Britain declaring war to Germany, Bedford was asked by the War Office to develop a 4x4 prototype for a 3-ton all-purpose truck, which matched the company's previous prototypes. In late 1939, specifications were agreed upon already, but it was only by February 1940, that a first prototype properly tailored for the war officer needs, was road tested. Two other followed, field tested by the military after the factory.
Results were satisfactory, as they only required few minor modifications. They entered series production, a developemement cycle of less than a year thanks to previous work from 1938. Still, it remained a challenge in the current restrictions. Driver and mechanics soon liked it. It was mechanically reliable, and could switch to 4x4 off-road or 4x2 on road depending on the terrain by disengaging the front axle, ebaling substantial fuel economies.
This was also the first mass-produced Bedford with a steel body, to be precise the first and best known model, the QLD. It was followed by others for troop transport, transmissions, fuel transport, and semi-trailer tractors, a whole line of specialized vehicles.
Design
Chassis and general design
The Bedford QL had a standard ladder style chassis shaped in the way or fatking part in the general support and suspension of the payload, in addition to the leaf spring, a recipe used by other constructors postwar. The overall vehicle in its standard QLD variant measured 5.99 m (236 inches), for a 2.26 m (89 inches) width and 2.54 m (120 inches) without framing over the flatbed. It weighted 7.000 kg (15.400 lb.) unladen, and with a payload of 3 tonnes, hence its army designation, almost doubled when fully loaded. The QLs were unarmed, albeit the standard all metal cab, with a simple military dashboard inside, had a roof hatch above the passenger seat forward in order to man a Bren MG when deployed on the frontline.
The Bedford QL had a standard ladder style chassis shaped in the way or fatking part in the general support and suspension of the payload, in addition to the leaf spring, a recipe used by other constructors postwar. The overall vehicle in its standard QLD variant measured 5.99 m (236 inches), for a 2.26 m (89 inches) width and 2.54 m (120 inches) without framing over the flatbed. It weighted 7.000 kg (15.400 lb.) unladen, and with a payload of 3 tonnes, hence its army designation, almost doubled when fully loaded. The QLs were unarmed, albeit the standard all metal cab, with a simple military dashboard inside, had a roof hatch above the passenger seat forward in order to man a Bren MG when deployed on the frontline.
Its max calculated weight was indeed 15,400 lb (6,985 kg). It could carry 12 en total (more for the QLT), with a drver, co-driver (platoon officer) and ten fully equipped infantry when used as troop transport. In that case, simple bunks were erected on either side, making for 5 seats in normal conditions, with the soldiers facing each others. The folding back door enabled easier loading. Under inclement weather, a set of five arched frames could be deployed for a windowless tarpaulin. The longer QLT has a 6-arches tarp, plastic windowed.
The cab had two folding upwards windshields, tow top-mounted wipers, two rear mirrors, that can be folded. The nose showed a regular road light on the left and blackout light on the right. The bumper was a simple tube shaped like a "U", fixed on two extensions containing the heads of the forward axle leaf springs. There were small tablets on both mudguards sporting unit symbols, also found on the rear door. The cab had a small rear window. A tablet affixed under the co-driver window acted as extension to rest a bipod-mounted Bren MG as secondary position.
Mobility
The QL series were of course powered by the same in-house engine, the 6-cylinder Bedford petrol, 3.519 cm3 (214 cubic inches) in displacement. The configuration was of a COE with the engine partly under the cab, and a short, stubby radiator nose. This engone was liquid cooled (an issue in Africa) and developed 72 hp at 3.000 rpm (54 KW). This engine was mater to a 4-speed gearbox with a transfer case, 2 speed. Its electrical system was rated for 12 volt, on negative ground. There were leaf springs on both axles front and rear. The Bedford QL all used Hydraulic brakes with vacuum servo assistance.
It ran on 10.50 - 20 (11.00 - 20) tyres. As for mobility, with a top speed of around 45 kph to 50 k unladen, around 30 kp or less off-road, it could ford without preparation 0.4 m (15 inches), with a prototype testing a deep water fording kit. The Fuel capacity was 127 liter (28 gallons) for a range of 250 km (156 miles). The space betwee the cab and flatbed was used by a spare tyre on the left side and fuel tank on the right side. Many QLs were retrofitted for the desert campaign until 1943 with sand filters and extra water tanks.
Variants
QL1
Single Prototype presented in late 1940.
QLB
Bofors gun tractor, 5,500 QLBs built. Some fitted with shortened GS bodies as recovery vehicles (wreckers unique to the the Danish Army, used until late 1960s.
QLC
Initial main production of specialized variants, namely:
- Fire engine
- Signals vehicle.
- Petrol tanker.
QLD
General service troop & cargo truck, most numerous version. Declined with a cabin into a workshop, field kitchen and battery storage vehicle.
QLR
Signals vehicle. Originally installed on a QLC chassis/cab. This special chassis was put into production, and nlike the standard type it had the following:
-Special electrical equipment
-Radio suppression
-660 W auxiliary generator driven by the transfer case power-take-off
-Two 16 gallon petrol tanks instead of one behind the cab.
-Interior furniture, varying by sub-types: Wireless role: Tent erected at the rear. Between cab and main body: Lockers for aerial masts and other equipment. Beneath the body: Further lockers and racks for cable dums, as well as batteries and tyre chains plus a 20 gallon drinking water tank, and a rectifier box, tools, fuel tank for the auxiliary engine, jerrycans.
This basic body was from Duple, Lagonda, Mulliner, and Tickford. A revised body was introduced in 1944 to Command High and Low Power and Wireless High Power. The latter body had an improved L-shaped larger tent erected alongside, plus left-hand side and rear.
QLT
Dedicated troop carrier made from August 1941, with 3,300 QLTs produced. Like the QLD but on a longer chassis, could carry 28 men and their gear.
QLW
Air portable tipper.
Half-Track
Officially the "Lorry, 3 ton, GS Bedford half-track (Bedford-Bren)". Due to shortages of rubber after the fall of Singapore, at the request of the Ministry of Supply, a Bedford QL had its rear axle replaced by a Carden Lloyd suspension from a Bren Gun Carrier. The "Bedford-Bren" had a much better traction and could have been chosen as a new prime mover but British command at the time disliked half-track, notably for the weight, consumption, reduced speed and range penalties. The shortage of rubber was not as severe as anticipated in the end and the project waned. This single prototype was converted back into an all-wheel vehicle.
Bedford Giraffe
Officially "Lorry, 3 ton, 4 x 4, Bedford, experimental". This was an attempt to create a deep wading truck for river crossings and amphibious landings, as insurance against the shallow wading kits under development. Vauxhall adapted a Bedford GL, with its engine, cab and gearbox on an elevated girder frame seven feet high, transmitting power through a chain drive to the propshaft. The result was tested, viable but ungainly, but in the end, no official order was placed and the vehicle was retained as prototype, until converted back as a regular truck.
Weapons Carrier Conversions
The Bedford 6 pdr. gun portee was a famous conversion used in North Africa, and discontinued afterwards. This was a desert-converted QLD with its standard all metal cab replaced by a simpler wooden-metal panneled open cab, and tarpauling fo cover called the "GS" configuration. In Africa it was used also with an extra water tank, forward-folding windshields, sand filter and other modifications. Some carried unditching boards for example, ad hoc winches, etc. One version that became popular was the 6-pdr portee antitank conversion.
It used the Ordnance QF 6-pdr antitank gun, the most common before the 17-pdr was introduced. This was a relatively heavy gun, fotunately the Bedford developed a reputation to accept overload. In that case, the full load went to 7.3 tonnes. To achieve this, the radiator had to be protected from the blast when the gun was used forward, and a large anti-blast plate provided. It was necessary also to fold the top and sides of the canvas cabin, windshield down and protected if possible by wood. In that case the front axle weight ended at 3,900 kg rear axle 3,400 kg.
However it was easier to use it to fire off rearwards. This enabled to left the cab intact. This position was found handy for "shoot and scoop" defences. However in both cases, the 6-pounder was loaded/off-loaded using two hand-winches, with the gunwheel and central trail ramps used when winching the gun aboard and the equipment was carried in a locker beneath the body floor. As it evolved, in the end a steel superstructure support with detachable canvas tilting was added to a four folding crew seats. Due to their overall weight, they probably carried a limited number of shells. However, since the chassis seemed to support the load, in the end, 96 rounds of ammunition were carried in lockers, with the shields fitted to the sides of the cargo body.
In the end, Contract V4919 called for 1,126 AT Portees for modified QLC lorries as troop Carrying vehicles but in April 1942, it was changed to Anti-Tank specification and led to contract V5121, modified by March 1942, originating in February 1942, for 2,406 conversions, ultimately reduced to 388 vehicles until the specification was changed and many coversions were cancelled and the vehicles returned to General Service Cargo bodies. They were delivered, by Brush Coachworks from December 1942 to June 1943, practically at the end of the African Campaign. Many were passed on to the FFL and used in Italy and even in Europe until 1945.
The armoured Bedford: Cockatrice
The "cockatrice" were a series of armoured flamethrower trucks. The idea of heavy self-propelled armored flamethrower came up after operation Dynamo and
associated massive losses of equipment. In connection with threat of air invasion, British commandment demanded to develop universal fighting vehicle to counter German airborne assault. They were designed to counter tactics of German air assault in WW2 and the methods of Shock groups to capture airfield and prepared it. The main purpose of Cockatric, used to destroy combustible gliders and their crews inside immediately after landing.
Later, this conception was further developed by the Petroleum Warfare Department (PWD) into AA flamethrower, creating a continuous wall of fire to... burn low-flying aircraft. The Cockatrice ended produced on two chassis, the "light", built on Bedford QL 4x4 and an "heavy" based on an AEC Matador, special three-axial version used by RAF as airfield fueler, named the "Basilisk". The flamethrower was powered by compressed gas, fuel being standard or thickened gasoline. Some were armed with AA machinegun mounts as well. It seems they remained at prototype stage and never used in combat, some returned in their previous role as airfield fuelers. A parallel project was the Lagonda flamethrower, acting as deterrent to Luftwaffe Dive-Bombers targeting merchant ships and coastal bases of the FAA. In all sixty Cockatrice were allegedly ordered for Royal Navy Air Stations with the RAF receiving six Heavy Cockatrice for airfield defence. It seems the latter were of the Bedford light type, of at least two prototypes existed.
QLD specifications |
| Dimensions | 5.99 x 2.26 x 2.54 m (19 ft 8 inx 7 ft 5 in x 10 ft) |
| Weights | 7,225 lb (3,277 kg) light, 15,400 lb (6,985 kg) fully loaded |
| Payload | 3 Tons |
| Crew | 1+ 11 passenger (1 co-driver) |
| Propulsion | Bedford 6-cyl 3,519 cc (214.7 cu in) petrol 72 hp (54 kW) |
| Suspension | 4x4, leaf springs fore and aft |
| Speed (road) | 50 kph |
| Range | 156 mi (250 km) |
| Armament | Hatch and ft. support for Bren LMGs |
| Production | 51,000 total |
The Bedford QL in action
In research.