Thanks Michel,
michel:
Hey, once it got Renault, berliet sold lots better.
Eric,
Had to go looking for this thread.
Berliet GRK 10 from 1962.
Found this hiding on page 5
After 5 weeks over Xmas with no telephone / computer, no sooner we were back online then the computer got a virus, so only able to use an iPad thingy…got loads of photos to post up, but not till computer’s fixed…hopefully back soon.
Fergie
Evening all, just sitting here “in convalesence”, and rather at a loose end, since my little accidental nose dive onto the A 449, the old Brain sort of whizzed off on a jolly memory romp. Instigated by seeing backsplices image of the little J Series, and having read some of the entries on the Bedford section, which has prompted me to bore you all with a bit of history, of how Bedfords dominance of the European medium weight lorry market created perhaps the first, (and last), real inter manufacturer collaboration.The European Truck Development project.
Back in the early 70s Bedfords share of the Benelux, and French lorry markets medium weight sectors stood on average at between 10, and 15% per year. Ford ran in second place at an average 8/10%. In France, Italy, and Germany domestic manufacturers held the dominance, but General Motors with its Bedford brand was very aggressive in the market place, with Ford not far behind.
Saviems light to middleweight range the SG, (Super Gallion) was showing its age in the French market, although its simplicity made it popular in the ex Colonial African market place. Even for the Regie Renault the cost of developing, (and very quickly), a new range of product was prohibitive, as it was to other manufacturers. Some already had medium weight ranges, others did not, but desired a broader product range to offer to their clients.
By late 69, initial contact had been established by Saviem with DAF, Volvo, and Magirus Deutz, by mid 71, representative engineers were working together in Suresnes, and Blainville under the collaborative agreement on the European Truck Development project. The aim to reduce cost, by sharing development, engineering, and component manufacture, of bringing to each members representative domestic and export markets a range of clearly individual products in the main European weight sectors of 6 to 13 tonnes.
That engineers from the four participants could work in relative harmony and agreement, yet retain their individual product identities, is of some note…the fact that from initial agreement to pre production product out on test in only three years was outstanding. So how were the trucks to be built, and to what specifications?
The chassis frames for all four products were pressed by Saviem, front axles were sourced from Magirus, (although hubs and wheels differed), rear axles, (6.4 & 9.4 tonnes), came from European Transmissions, (a Dana Spicer French based operation). With the notable exception of Magirus who retained their light hub reduction unit. Westinghous`s German operation supplied the air hydraulic brakes. ZF supplied all the 5 speed gearboxes, and Fichtel and Sachs the single dry plate hydraulic clutches. So much for the easy bit!
Now the rest of these superb little lorries becomes a little more convoluted.
That handsome little Club of Four cab…such a clever design, with superb structural integrity, riding on hard rubber bushes at the front, and softer rubber towers at the rear, tiltable by counterbalanced torsion bars, its tilting mechanism combining main, and safety lock positions in one distinct movement. The sheet metal pressings were manufactured by Berliet owned Heuliez, (and remember, our forced marriage with Berliet was some years away). Saviem assembled their Club cab at Blainville, where the J Series 90, 11, 13, and 13A would be built. The remainder would be assembled at the Magirus Deutz Ulm facility, from where Volvo, and DAF would collect their “bare” cabs.
Volvos F406,609 611, and 613 would be built at Volvos Ghent factory, whil`st DAF would build their 900DE, 700DE, and 900DD at Eindhoven.
Engine choice reflected each manufacturers individuality, there being eight in total! Saviem, and Magirus were perhaps the most straightforward with just two. The Limoge built, MAN designed 797 150hp normal aspirated, and Turbocharged 798 0f 170 hp , and in Magirus their 94 hp 911, and 160 hp 913 air cooled in line units. DAF used the Leyland 350…whoops I mean “their” 110 hp DD575, and in their two smaller models the Perkins 4.236. Volvo also utilised the Perkins 4.236 in theirF406 6 tonner, but the 9, 11, and 13 tonne versions used their own in line 6 D60, and turbo TD60 at up to 180 hp.
What were the projected volumes, Saviem budgeted on 19/20000 units per year, Volvo 9000, Magirus 8000, and DAF around 2500/3000. In all cases the production, and sales targets were exceeded. Sadly in the case of Magirus, their product would be axed by their partner Iveco, (and what an unhappy time Magirus were to go through in the “rationalisation” of Iveco manufacture facilities. Probably to the great relief of MAN who sold the J serie Saviems in Germany as MANs!
That the ETD project was a success is without doubt, the Club cab “grew up”, to sit on heavier chassis, in both Saviem/Berliet, (Serie B), and Volvo ranges. The most succesfull European manufactured truck sold in the American market, the Mack MS 200, and 300, quite an achievement from a collaborative contract of four!
But think on, would the ETD products have sold so well, and lasted so long, had General Motors not created the chaos that was their “World Truck Program”, which destroyed the Bedford brand worldwide…and then think what could have happened had GM acquired Leyland, and its Roadrunner, and T45 ranges…no…they would have made a “■■■■” of that as well…
Gives one something to think about does it not?
Cheerio for now.
Great to have you back with us, mon ami.
Saviem:
Evening all, just sitting here “in convalesence”, and rather at a loose end, since my little accidental nose dive onto the A 449, the old Brain sort of whizzed off on a jolly memory romp. Instigated by seeing backsplices image of the little J Series, and having read some of the entries on the Bedford section, which has prompted me to bore you all with a bit of history, of how Bedfords dominance of the European medium weight lorry market created perhaps the first, (and last), real inter manufacturer collaboration.The European Truck Development project.Back in the early 70s Bedfords share of the Benelux, and French lorry markets medium weight sectors stood on average at between 10, and 15% per year. Ford ran in second place at an average 8/10%. In France, Italy, and Germany domestic manufacturers held the dominance, but General Motors with its Bedford brand was very aggressive in the market place, with Ford not far behind.
Saviems light to middleweight range the SG, (Super Gallion) was showing its age in the French market, although its simplicity made it popular in the ex Colonial African market place. Even for the Regie Renault the cost of developing, (and very quickly), a new range of product was prohibitive, as it was to other manufacturers. Some already had medium weight ranges, others did not, but desired a broader product range to offer to their clients.
By late 69, initial contact had been established by Saviem with DAF, Volvo, and Magirus Deutz, by mid 71, representative engineers were working together in Suresnes, and Blainville under the collaborative agreement on the European Truck Development project. The aim to reduce cost, by sharing development, engineering, and component manufacture, of bringing to each members representative domestic and export markets a range of clearly individual products in the main European weight sectors of 6 to 13 tonnes.
That engineers from the four participants could work in relative harmony and agreement, yet retain their individual product identities, is of some note…the fact that from initial agreement to pre production product out on test in only three years was outstanding. So how were the trucks to be built, and to what specifications?
The chassis frames for all four products were pressed by Saviem, front axles were sourced from Magirus, (although hubs and wheels differed), rear axles, (6.4 & 9.4 tonnes), came from European Transmissions, (a Dana Spicer French based operation). With the notable exception of Magirus who retained their light hub reduction unit. Westinghous`s German operation supplied the air hydraulic brakes. ZF supplied all the 5 speed gearboxes, and Fichtel and Sachs the single dry plate hydraulic clutches. So much for the easy bit!
Now the rest of these superb little lorries becomes a little more convoluted.
That handsome little Club of Four cab…such a clever design, with superb structural integrity, riding on hard rubber bushes at the front, and softer rubber towers at the rear, tiltable by counterbalanced torsion bars, its tilting mechanism combining main, and safety lock positions in one distinct movement. The sheet metal pressings were manufactured by Berliet owned Heuliez, (and remember, our forced marriage with Berliet was some years away). Saviem assembled their Club cab at Blainville, where the J Series 90, 11, 13, and 13A would be built. The remainder would be assembled at the Magirus Deutz Ulm facility, from where Volvo, and DAF would collect their “bare” cabs.
Volvo
s F406,609 611, and 613 would be built at Volvos Ghent factory, whil`st DAF would build their 900DE, 700DE, and 900DD at Eindhoven.Engine choice reflected each manufacturers individuality, there being eight in total! Saviem, and Magirus were perhaps the most straightforward with just two. The Limoge built, MAN designed 797 150hp normal aspirated, and Turbocharged 798 0f 170 hp , and in Magirus their 94 hp 911, and 160 hp 913 air cooled in line units. DAF used the Leyland 350…whoops I mean “their” 110 hp DD575, and in their two smaller models the Perkins 4.236. Volvo also utilised the Perkins 4.236 in theirF406 6 tonner, but the 9, 11, and 13 tonne versions used their own in line 6 D60, and turbo TD60 at up to 180 hp.
What were the projected volumes, Saviem budgeted on 19/20000 units per year, Volvo 9000, Magirus 8000, and DAF around 2500/3000. In all cases the production, and sales targets were exceeded. Sadly in the case of Magirus, their product would be axed by their partner Iveco, (and what an unhappy time Magirus were to go through in the “rationalisation” of Iveco manufacture facilities. Probably to the great relief of MAN who sold the J serie Saviems in Germany as MANs!
That the ETD project was a success is without doubt, the Club cab “grew up”, to sit on heavier chassis, in both Saviem/Berliet, (Serie B), and Volvo ranges. The most succesfull European manufactured truck sold in the American market, the Mack MS 200, and 300, quite an achievement from a collaborative contract of four!
But think on, would the ETD products have sold so well, and lasted so long, had General Motors not created the chaos that was their “World Truck Program”, which destroyed the Bedford brand worldwide…and then think what could have happened had GM acquired Leyland, and its Roadrunner, and T45 ranges…no…they would have made a “■■■■” of that as well…
Gives one something to think about does it not?
Cheerio for now.
Thought-provoking and well-informed: you are clearly back on form, old thing! Robert 
Great article John, so glad you’re back … Whilst you recuperate l think you should start that book on the French haulage industry. ! Can’t think of a title, but you could start with. " in the beginning " …
Got some pics of French Bedfords somewhere, soon as l get our computer fixed I’ll post 'em up…in the mean time I’ve only got this sodden iPad thing which is a pain, but at least l can see what’s going on, but takes an hour to post anything !!! 
A well explained history of the “Club des 4” range, thanks Saviem.
The rear axle was from the company named SOMA close to Saint Etienne and the Volvo range had low pressure mixed air/hydraulic brakes while the others had high pressure as I remember.
Bedford was strong in France and well appreciated in dairy,brewery and coal deliveries as they had a low frame and good cab accessibility.
But GM also developed a network all over the country with dealers who had no “light trucks” to sell as Bernard,Willeme,Scania-Vabis and Magirus or Bussing who were begining at the moment (1960…).
One example in East of France, Herment garage sold a lot of TK in his district during 20 years along with Magirus and later Scania.Picture of a TK in removal activity sold by him.
An old Bedford and a pretty rare one as well (at least nowadays), a 4x4.
Picture taken in the cocoa planting Region of Ghana, middle of last week.
She is still in everyday use.
Evening all, Gentlemen, thank you for your kind comments. Much appreciated…which is directly opposite to the restraints placed upon me by the medical, “professionals”! We have a new Doctor in the village…from Eastern Europe…boy, she takes no prisoners…and she would have no trouble with chains and stretchers, let alone using a length of scaffolding pipe to pull the handle over centre, she would never need that at all!!!
I received a "home visit " from her today…she found me in the workshop…“Vy you verk, you older man…you no need verk”, she said as she propelled me , (with some velocity), towards the house…Never ever have I been propelled with such force by a statuesque , (she could easily cope with 20tons of handball castings), blonde lady, and placed in an armchair, and told, “you not move till I finish”!!!..so I did not! And then she barked at my good lady wife…“he no verk…not play with tractor…or truck…he needs watching”…Which of course has now become the constant call in our house…“he needs…” Oh heck.
Ah , at last our NHS is beginning to work correctly…I have not moved since her visit…Im too “frit” And so would you be as well!!!
But the old brain lazily turns over, (remember how a ■■■■■■■ 220 was without a strong pair of batterys to start her…well my brain is like that…and I am Verbotten the Bollinger, by my Eastern European medicine woman! So my battery is flat!
As I recall the jolly old J Series did quite well for Renault/Saviem, in the UK. But who ran the biggest number? I can only recall Paul Mc Glones Placketts Parcels, was it Long Eaton, who ran about 20 odd, or then there was Edwin Shirley Trucking, with a load of de rated JN90s, down to 7.5 tons, with rapidly rusting sleeper cab conversions (and I wonder if Edwin, Dell, and Roy, ever actually paid for them)!, I recall Singer Sewing machines, but I think they were the later 4 cylinder JK, and the unforgettable “Peter Pan Playthings”…what a company title!
Any ideas Gentlemen? or even photographs,
Funny thing , after I wrote about the ETD project, and began thinking about the J, (and its farcical Serie B to preserve the pride of Berliet), I suddenly realised that the largest portion of my years with RVI, was consumed by the MS series Macks, and the US market… and they really were superb, and such a revalation to our American cousins …and boy did I have some adventures over there…
Perhaps for another day
The tablets beckon…“you vill take these…or I vill be annoyed vis you”…Enough said…
Cheerio for now.
You must be on the mend John, you’re making the female’s take notice. 
Regards Kev.
Davidoff:
An old Bedford and a pretty rare one as well (at least nowadays), a 4x4.
Picture taken in the cocoa planting Region of Ghana, middle of last week.
She is still in everyday use.
Hiya,
Used to see very similar Bedford’s to these traversing the UK carrying blasting
powder to the colliery’s and quarry’s didn’t know if they was 4 wheel drive or
they ran out of Southern Scotland I think.
thanks harry, long retired.
Hi Harry this one was definitely 4wd, I could not take a close-up picture as we was driving past at some speed but she definitely has a front diff + hub reduction.
Must be quite a climber actually, just not sure about net power and the weight of that box on her back. But then they use her to go into the cocoa plantations which is off-roading but by no means harsh / swampy / impossible terrain.
I am trying to find the time to create a new thread on here, I’ve got a whole load of pictures from the Ghana and Ivory Coast truck scene (70s and 80s really) along with some interesting observations.
i wonder if those bedford 4x4 s were ex army , i used to see them at alfred nobel’s when i delivered there . they would need 4wheel drive in the quarries as they delivered directly to the shot firers on the quarry tops . poor old saviem , he’s got 3 women on his case now , and i get fed up with one on at me ! not passing judgement mind , but some men do like a strong woman .cheers , dave
HE NEEDS VATCHING!!!
Mr Saviem,
Wishing you well and back to where you were before the bang on the bonce, tho’ it would seem the internal workings are as good as ever, may even have unlatched some extra gems from your past to keep our attention riveted on this excellent thread, (thanks kevmac47)
Previously I mentioned my contact with Dave Fawcett(Traveller Dave), he has a considerable collection of older French lorries, and buses etc photos, so with his kind permission I share these Bedfords.
Oily
