Shame I don’t know the year. NMP off FB
coomsey:
Shame I don’t know the year. NMP off FB
0
Looks in good nick! The body looks like new.
Yes indeed, Bedford trucks could be seen everywhere at a time! The TK was quite popular here in France, together with its competitor the Ford Series D; two very modern-looking trucks for their time. In fact the only two British trucks which were widely sold in France with, at a lesser extent, the Leyland T45. French TKs were all 4-wheelers
Now, what about this Bedford 8-wheeler? Is it standard or a conversion with an added steered axle? It looks it has a TK cab, not an MK. What was its gross weight?
This one has an MK cab. Which engine could they have? The standard TK engine (135 bhp if I’m right) looks a bit weak to move such heavy trucks?
Same questions for this Belgian one, which definitely looks undersized compared to its trailor.Thanks.
Froggy55:
Yes indeed, Bedford trucks could be seen everywhere at a time! The TK was quite popular here in France, together with its competitor the Ford Series D; two very modern-looking trucks for their time. In fact the only two British trucks which were widely sold in France with, at a lesser extent, the Leyland T45. French TKs were all 4-wheelers2
Now, what about this Bedford 8-wheeler? Is it standard or a conversion with an added steered axle? It looks it has a TK cab, not an MK. What was its gross weight?1
This one has an MK cab. Which engine could they have? The standard TK engine (135 bhp if I’m right) looks a bit weak to move such heavy trucks?0
Same questions for this Belgian one, which definitely looks undersized compared to its trailor.Thanks.
The second one is a KM (not an MK, as the MK was the military version). The KM was a heavy-duty version of the TK with a larger engine - some had Detroits - and were used on 32-ton artics.
The box trailer on the TK probably carries high-volume-low-weight goods on a regular basis (ie. it probably cereally carts cornflakes 
). There were a surprising number of TK artics on the road in the late '60s / early '70s IIRC; but all had short 6m or 8m single-axle trailers. I remember driving a TL (which followed the TK) artic with such a trailer to Tours and back!
EDIT to add that with regard to the 4-axle examples: these were very rare and I think were Primrose conversions (someone correct me if nec.) and would then have run at 30t gross (again correct if wrong).
coomsey:
Shame I don’t know the year. NMP off FB
0
I’d guess '78 to '80. The later badging (TK860) and the wobby indicator/ sidelight was a later mod but the overrider bar on TKs was an option (we had one, XMH935T on our fleet).
ParkRoyal2100:
coomsey:
Shame I don’t know the year. NMP off FB
0I’d guess '78 to '80. The later badging (TK860) and the wobby indicator/ sidelight was a later mod and I only saw the overrider bar on later TKs (we had one, XMH935T on our fleet).
As I recall that added bumper/protector was available as an extra cost option pretty much from the beginning of TK production.
Dipster:
ParkRoyal2100:
coomsey:
Shame I don’t know the year. NMP off FB
0I’d guess '78 to '80. The later badging (TK860) and the wobby indicator/ sidelight was a later mod and I only saw the overrider bar on later TKs (we had one, XMH935T on our fleet).
As I recall that added bumper/protector was available as an extra cost option pretty much from the beginning of TK production.
You’re right, it was - I’ve (hastily) edited my previous reply 
Froggy55:
Yes indeed, Bedford trucks could be seen everywhere at a time! The TK was quite popular here in France, together with its competitor the Ford Series D; two very modern-looking trucks for their time. In fact the only two British trucks which were widely sold in France with, at a lesser extent, the Leyland T45. French TKs were all 4-wheelers2
Now, what about this Bedford 8-wheeler? Is it standard or a conversion with an added steered axle? It looks it has a TK cab, not an MK. What was its gross weight?1
This one has an MK cab. Which engine could they have? The standard TK engine (135 bhp if I’m right) looks a bit weak to move such heavy trucks?0
Same questions for this Belgian one, which definitely looks undersized compared to its trailor.Thanks.
I could never see the point or reason in these conversions into 8 wheelers of the TK/ D1000 & Dodge 1050’s unless someone had more money than sense and they were only converted for a laugh or a “wheeze” what absolute F------ abortions they really were ! Just my opinion others may hold different views ! 
Bewick
Bewick:
Froggy55:
Yes indeed, Bedford trucks could be seen everywhere at a time! The TK was quite popular here in France, together with its competitor the Ford Series D; two very modern-looking trucks for their time. In fact the only two British trucks which were widely sold in France with, at a lesser extent, the Leyland T45. French TKs were all 4-wheelers2
Now, what about this Bedford 8-wheeler? Is it standard or a conversion with an added steered axle? It looks it has a TK cab, not an MK. What was its gross weight?1
This one has an MK cab. Which engine could they have? The standard TK engine (135 bhp if I’m right) looks a bit weak to move such heavy trucks?0
Same questions for this Belgian one, which definitely looks undersized compared to its trailor.Thanks.I could never see the point or reason in these conversions into 8 wheelers of the TK/ D1000 & Dodge 1050’s unless someone had more money than sense and they were only converted for a laugh or a “wheeze” what absolute F------ abortions they really were ! Just my opinion others may hold different views !
I agree. The domestic market was awash with well-established sturdy 8-wheelers with adequate power. Why take a TK to Primrose when you could get a decent 2nd-hand Scammell Routeman for less?
Bewick:
Froggy55:
Yes indeed, Bedford trucks could be seen everywhere at a time! The TK was quite popular here in France, together with its competitor the Ford Series D; two very modern-looking trucks for their time. In fact the only two British trucks which were widely sold in France with, at a lesser extent, the Leyland T45. French TKs were all 4-wheelers2
Now, what about this Bedford 8-wheeler? Is it standard or a conversion with an added steered axle? It looks it has a TK cab, not an MK. What was its gross weight?1
This one has an MK cab. Which engine could they have? The standard TK engine (135 bhp if I’m right) looks a bit weak to move such heavy trucks?0
Same questions for this Belgian one, which definitely looks undersized compared to its trailor.Thanks.I could never see the point or reason in these conversions into 8 wheelers of the TK/ D1000 & Dodge 1050’s unless someone had more money than sense and they were only converted for a laugh or a “wheeze” what absolute F------ abortions they really were ! Just my opinion others may hold different views !
Some operators are still trying this game nowadays. I was just on flickr an hour or so ago and one of my contacts posted a photo of a medium-weight Hino 500 4-wheeler that had had a tag axle fitted. Extra payload!! Takes 10 Tonnes instead of 6!! Win-win!!
But hang on, I said… For a start the chassis isn’t rated to that weight. You can add extra wheels and leaves on the springs all you like but what’s going to give first? Secondly, the Hino 500 is drum brakes all round and air over hydraulic - an aftermarket bodged-up tag axle is not going to give you the most efficient braking performance and Hino won’t take any responsibility whatsoever for anything.
If you need a heavy-duty vehicle, buy a heavy-duty vehicle.
Someone on here assured me that there was a substantial saving on a conversion compared to new. Would this gal have been 26/28 ton gross ? Surely to God it would have had a bigger motor than a 135 bhp, cheers coomsey
I presume that the conversions were mainly to get extra body length for light weight cargo, no way would they be operating at the same gross weights that a conventional eight legger would run at and they would most likely be a lot cheaper to buy and convert than purchasing a Foden/Scammell/ ERF etc chassis. You could argue the same with six wheelers, folk tagged an extra axle onto Bedford/Ford/Commer/BMC etc etc to gain extra payload on their tippers and then run at the same GVW as an AEC Marshall/Leyland/Albion/ Foden etc chassis that were made for the job but plenty of operators did it.
Pete.
windrush:
I presume that the conversions were mainly to get extra body length for light weight cargo, no way would they be operating at the same gross weights that a conventional eight legger would run at and they would most likely be a lot cheaper to buy and convert than purchasing a Foden/Scammell/ ERF etc chassis. You could argue the same with six wheelers, folk tagged an extra axle onto Bedford/Ford/Commer/BMC etc etc to gain extra payload on their tippers and then run at the same GVW as an AEC Marshall/Leyland/Albion/ Foden etc chassis that were made for the job but plenty of operators did it.Pete.
One thing for sure Pete you can bet there’s no gaffer that paid more for the conversion! As for power, again something the gaffer wouldn’t have cared less about,as long as it made money he’d put up with the driver moaning with a “you know where the gate is!” Would be interesting to find the price of say Leyland 8whlr against Bedford 6whlr n Primrose cost.
oiltreader:
Credit to Andrew Bone for the photos.
Oily
That is lovely
The lightest manufactured ( by Primrose in conjunction with Guy Motors) 8 wheeler in the late 50’s early 60’s was the Guy Warrior Light 8 and it was both light and underpowered but somehow caught the imagination of many operators and I believe sold very well during the time it was marketed mainly through TGB Motors of Clitheroe who were a sister company of Primrose Engineering. The Light 8 , fitted with a light 24ft platform , could achieve a payload of circa 17 tons @ 24 tons GVW. The spec of this 8 wheeler was a single drive Eaton 2 speed axle , a 5 speed Turner box and the AEC 7:7 engine. I also believe that the “futuristic” ( well it was at the time) looking cab helped to sell this chassis but ,of course, it was a lump cheaper than the premium 8 wheelers around at the time including the Guy Invincible 8 wheeler which was a different proposition all together ! Cheers Bewick.
coomsey:
windrush:
I presume that the conversions were mainly to get extra body length for light weight cargo, no way would they be operating at the same gross weights that a conventional eight legger would run at and they would most likely be a lot cheaper to buy and convert than purchasing a Foden/Scammell/ ERF etc chassis. You could argue the same with six wheelers, folk tagged an extra axle onto Bedford/Ford/Commer/BMC etc etc to gain extra payload on their tippers and then run at the same GVW as an AEC Marshall/Leyland/Albion/ Foden etc chassis that were made for the job but plenty of operators did it.Pete.
One thing for sure Pete you can bet there’s no gaffer that paid more for the conversion! As for power, again something the gaffer wouldn’t have cared less about,as long as it made money he’d put up with the driver moaning with a “you know where the gate is!” Would be interesting to find the price of say Leyland 8whlr against Bedford 6whlr n Primrose cost.
Cynical, but probably spot on! Here’s your complementary 2nd-hand Leyland Octopus as a consolation prize! Probably got a 0.600 engine in it (lively in a double-decker but a bit ploddy in 28-tonner).
ERF-NGC-European:
coomsey:
windrush:
I presume that the conversions were mainly to get extra body length for light weight cargo, no way would they be operating at the same gross weights that a conventional eight legger would run at and they would most likely be a lot cheaper to buy and convert than purchasing a Foden/Scammell/ ERF etc chassis. You could argue the same with six wheelers, folk tagged an extra axle onto Bedford/Ford/Commer/BMC etc etc to gain extra payload on their tippers and then run at the same GVW as an AEC Marshall/Leyland/Albion/ Foden etc chassis that were made for the job but plenty of operators did it.Pete.
One thing for sure Pete you can bet there’s no gaffer that paid more for the conversion! As for power, again something the gaffer wouldn’t have cared less about,as long as it made money he’d put up with the driver moaning with a “you know where the gate is!” Would be interesting to find the price of say Leyland 8whlr against Bedford 6whlr n Primrose cost.
Cynical, but probably spot on! Here’s your complementary 2nd-hand Leyland Octopus as a consolation prize!
0
Ro, you’re all heart 
Bewick:
The lightest manufactured ( by Primrose in conjunction with Guy Motors) 8 wheeler in the late 50’s early 60’s was the Guy Warrior Light 8 and it was both light and underpowered but somehow caught the imagination of many operators and I believe sold very well during the time it was marketed mainly through TGB Motors of Clitheroe who were a sister company of Primrose Engineering. The Light 8 , fitted with a light 24ft platform , could achieve a payload of circa 17 tons @ 24 tons GVW. The spec of this 8 wheeler was a single drive Eaton 2 speed axle , a 5 speed Turner box and the AEC 7:7 engine. I also believe that the “futuristic” ( well it was at the time) looking cab helped to sell this chassis but ,of course, it was a lump cheaper than the premium 8 wheelers around at the time including the Guy Invincible 8 wheeler which was a different proposition all together ! Cheers Bewick.
Sounds like they should have sold millions Dennis but still begs the question why have conversions? and why didn’t the likes of Bedford not manufacture 8whlrs, there was obviously a market for them. Cheers coomsey