Bessemer Motor Truck Company

Bessemer Motor Truck Company ; 1911-1923 ; Bessemer-American Motors Corporation; 1923-1926
legal form	Inc.
founding	1911
resolution	1926
Seat	Grove City , Mercer County , Pennsylvania , ; Plainfield , Union County , New Jersey , USA ;
Branch	commercial vehicles

The Bessemer Motor Truck Company , based in Grove City in the US state of Pennsylvania , built commercial vehicles with 0.75 to 3.5 tn from 1911 to 1926 . sh. (0.7 to 3.2 tons) payload . These vehicles had four-cylinder engines and initially chain drives . They were soon replaced by designs with a cardan drive . In 1923 there was a merger with the American Motors Corporation in Plainfield , New Jersey (no relation to the later AMC ) to form the Bessemer-American Motors Corporation . In 1926, the year production was stopped, new models with six-cylinder engines and a payload of up to 4 tons appeared. sh. (3.6 tons). The brand name was always Bessemer and Continental engines were used throughout . The Bessemer-American Corporation produced American Six passenger cars until 1926 . The company ended in bankruptcy.

Company history

The name of the company and its products goes back to the British engineer and inventor Sir Henry Bessemer (1813–1898), who was respected in the Manufacturing Belt , which also includes Pennsylvania . Apparently he was chosen without any direct reference. Henry Bessemer patented a process for decarburizing pig iron by blowing in air or steam (" Bessemer pear ").

The Bessemer Motor Truck Company was based in Grove City in the US state of Pennsylvania . There is also no known reference to the engine manufacturer Bessemer Gas Engine Company , which also produced in Grove City from 1896 to 1929 and merged with Cooper-Bessemer , despite the geographical and temporal correspondence.

Assembled vehicles

Brown-Lipe truck transmission (1917)

Bessemer commercial vehicles were manufactured as assembled vehicles , which means that they were assembled from parts and components by the supplier. This was widespread in motor vehicle construction at the time and also enabled smaller suppliers to achieve efficient and profitable production that could last a long time in commercial vehicle construction. Depending on the manufacturer, not only engines and superstructures were purchased, but practically every vehicle component, especially gearboxes, clutches and axles . After all, Bessemer seems to have used its own chassis .

As far as is known, all Bessemer trucks were powered by Continental engines, almost all of which were four-cylinder . Vehicles with six-cylinder engines only appeared shortly before the end of production.

The early models

The first two trucks carried payloads of 1 and 2 tons. sh. (0.9 to 1.8 t ). They could based on a series of photographs from the years 1913 and 1914 most likely as a two ton Model A and Giraglia Model B are identified. 1913 replaced a smaller Model C with a payload of 0.75 tons. sh. (0.7 t) and a list price of US $ 1250, - the one-tonne truck and the program was expanded by a 2½-tonne (2.3 t) at US $ 2100, -. The two-ton truck cost from US $ 1,800.

Technically, all of these vehicles seem to have been very similar. Continental motors and chain drives on the rear wheels are explicitly mentioned. A rather unusual cone clutch and an unspecified "progressive" three-speed gearbox transferred the power instead of the conventional gearbox used later. The differential and the drive shafts are mounted on the frame and transmit power to the rear wheels via chains. Cardan and other drive shafts did not gain acceptance until later.

Timken rear axles and ball bearings are cited by several sources . As early as 1916, Bessemer was promoting left-hand drive , which was becoming more and more popular in the United States, and the central arrangement of gearshift and handbrake levers, which made closed driver's cabs possible.

From 1916 new models with modern technology appeared. Gradually, three-speed sliding gearboxes replaced the previous gearboxes and by 1918 almost all chassis with chain drives had been replaced by those with shaft drives. Bessemer used axle drives with bevel gears in the light versions and worm gears in the heavier versions . Now there were five models with 0.75 to 5 tn. sh. (0.7 to 4.5 t) payload, four of which are known by name. There is no information on the largest model. The lightest chassis cost US 975 ex works in 1916, the heaviest 5 tons. sh. (approx. 4.5 t) US $ 4295, -.

British representation

The Motor, Marine and Aircraft Red Book by WC Bersey and A. Dorey , published in 1917, covers the years 1913-1917. It only lists Bessemer trucks for 1916. Because this information differs from the American sources, it can be found below in a compiled form and with explanations. Model names have not been handed down, the specified cubic capacity is calculated from this information and therefore possibly exact .

Construction time occupied for	Auxiliary reference	payload	Engine cylinder	Performance bhp	W × H inches / mm	Cubic capacity ci / cm³ (calculated)	drive	List price 1916	Remarks
1916	0.8 t	15 cwts. 0.8 t	4 cyl. sv Continental	20th	89 × 127	3153 cc	Shaft , internally toothed	GB ₤ 300.00	Corresponds to the Bessemer Model G.
1916	1.0 t chain	20 cwts. 1 t	4 cyl. sv Continental	20th	89 × 127	3160 cc	Chains	GB ₤ 360, -
1916	1.8 t chain	30-40 cwts. 1.3-1.8 kg	4 cyl. sv Continental	28	79 × 133	2608 cc	Chains	GB ₤ 490.00
1916	1.8 t	40 cwts. 1.8 t	4 cyl. sv Continental	28	79 × 133	2608 cc	Wave, snail	GB ₤ 535, -	Forerunner models D , J
1916	3.6 t	60-80 cwts. 2.7-3.6 t	4 cyl. sv Continental	38	114 × 140	5716 cc	Wave, snail	GB ₤ 750.00	Corresponds to Model E.
1916	5.6 t	110 cwts. 5.6 t	4 cyl. sv Continental	38	114 × 140	5716 cc	Wave, snail	GB ₤ 850, -	Corresponds to the unknown truck with 5 tn. sh.

According to this, six different Bessemer models with payloads between 15 and 110 cwts were produced in the United Kingdom in 1916 . (approx. 0.75 to 5.6 t) are offered. There were only two versions with drive chains; the smaller one carried a payload of 20 cwts. (1.0 t), the larger 30 to 40 cwts. (approx. 1.4 to 1.8 t) According to American sources, there was a 1.5 t truck that was no longer detectable in 1918. sh. (approx. 1.4 t) payload the last version with chain drive.

Bessemer Motor Truck Company shares dated June 20, 1918

For another three of the six versions for the British market, there are correspondences in American sources. Two of them can be assigned to a specific series, namely the trucks with payloads of 15 cwts. (0.8 t) the Bessemer Model G and 60–80 cwts. (2.7 to 3.6 t) the Bessemer Model E . Model G can be proven for the entire further existence of the company, even after the merger to form the Bessemer-American Motors Corporation in 1923 . The heavy truck listed in the Red Book with a payload of 110 cwts. (approx. 5.6 t) should have corresponded to the five-ton truck used in the USA. If so, there was also a close technical togetherness for Model E .

Cone clutches can still be found in 1918 for almost all models except the smallest, Model G , but were also replaced by dry single-disk clutches shortly afterwards .

Merger

Advertisement for American Motors Corporation from 1921

The end of the First World War brought about great economic changes. While the market for passenger cars had dried up because car manufacturing had been disadvantaged by the war in the allocation of material and transport capacities, the commercial vehicle sector experienced the opposite development. It had been massively expanded for arms production and was now confronted with overproduction at very short notice when the government canceled its orders for army trucks. At the same time, as a result of the demobilization, the market was flooded with no longer needed but inexpensive, robust and well-maintained commercial vehicles. The worst was even prevented by lobbying to get the American Expeditionary Forces to sell the vehicles they no longer need in Europe instead of returning them. As a result, the demand for new vehicles both in the USA and exports collapsed and there was an initial concentration in the industry. The situation was exacerbated by an agricultural crisis, which was actually a debt crisis of the farmers. Many small, often only regionally active commercial vehicle manufacturers united, were taken over or gave up. Some car manufacturers with a commercial vehicle department decided to exit (such as Packard ) or had third-party production (such as Pierce-Arrow ). At White , they went the opposite way and gave up car manufacturing to concentrate on commercial vehicles.

Also Bessemer soon sought partners. First, however, a new plant was created in Philadelphia . It was completed in 1922, but was never occupied. In 1923 there was instead a merger with the American Motors Corporation in Plainfield , New Jersey . This resulted in the Bessemer-American Motors Corporation . At the end of 1923, Bessemer moved production to Plainfield, where it started in early 1924.

The last few years

There is only vague information about the last statements. Two new models for 1923 have been confirmed, on the one hand a 3 ton truck. sh. Payload and on the other hand a bus with 16 seats - the only verifiable vehicle of this type from Bessemer .

In 1925 there were at least three truck models, namely the single-ton model G and the larger model H2 with 1.5 tons. sh. (approx. 1.3 t) and model K2 with 4 tn. sh. (approx. 3.6 t) payload. The sources do not reveal whether the three-ton truck was still available as a fourth version. Model H2 had a wheelbase of 144 inches (3658 mm) and the four-cylinder Continental N engine with an NACC rating of 22.5 HP. The power was transmitted via a Borg & Beck coupling to a Brown-Lipe gearbox . The tire size is noted as 36 inches all around. The K2 model also had to make do with a four-cylinder engine, namely the Continental E-7 . These data are also incomplete. It has a NACC rating of 32.4 HP, a wheelbase of 175 inches (4445 mm), a Shuler rear axle and tires measuring 36 × 5 inches at the front and 36 × 10 inches at the rear.

As is typical of the time, the H2 and K2 had no pneumatic tires ex works.

In 1926, the first six-cylinder model was offered with the Speed Truck . It had a payload of 1 tn. sh. and probably solved the Model G from. A Continental engine, a reduction for higher speeds, pneumatic tires and a list price from US $ 1250.00 are noted. Many of them are unlikely to have been created anymore because American-Bessemer had to close during the year.

Amalgamated Motors and End

In 1924 there were press reports of another impending merger with Northway and Winther , possibly under the name Amalgamated Motors Corporation . However, this was never carried out.

The Bessemer-American Motors Corporation existed until 1926.

technology

Until 1924, four-cylinder engines from Continental were used. For the last model year 1925, models with six-cylinder engines were offered, which were also purchased from Continental . The delivery program now included payloads from 1 to 4 shillings. tn.

Detailed data are only available for the model years 1917/1918 and without a smaller model with 0.75 tn. sh. Payload (680 kg). It is also mentioned in the literature for 1918, but nothing is known about it apart from a list price of US $ 975.00.

Data	Model G	Model J	Model D	Model E.
payload	1 tn. sh. 2,000 lb 907 kg	2 tn. sh. 4,000 lb 1,815 kg		3½ tn. sh. 7,000 lb 3,175 kg
Engine manufacturer:	Continental Motors Company , Muskegon , Michigan (USA)
Engine:	Four-cylinder in - line engine , four-stroke
Engine block :	Gray cast iron monoblock bag cylinder			Gray cast iron sack cylinders cast in pairs
Displacement : (calculated, rounded)	3,153 cc	4,607 cc		8,620 cc
Bore × stroke :	3½ x 5 inches 89 x 127 mm	4⅛ × 5¼ in. 105 × 133 mm		5½ x 5½ inches 140 x 140 mm
Valves:	2 valves per cylinder
Valve control:	SV valve control
Rating SAE: Rating NACC:	25 HP 19.6 HP	36 HP, 27.2 HP		42 HP 48.4 HP
Power:	25 bhp (18.6 kW )	36 bhp (26.8 kW)		45 bhp (33.6 kW)
Mixture preparation :	Zenith-Jet carburetor	Rayfield carburetor
Cooling:	Water cooling , thermosiphon	Water cooling, water pump
Lubrication:	Centrifugal and pressure circulation lubrication combined with an oil pump
Ignition:	magnet
Drive:	Shaft drive with internal gear ("Internal Gear")		Shaft drive with worm gear
Coupling:	Single-disc clutch	Cone coupling
Transmission:	Fuller 3-speed gearbox with reverse gear unsynchronized	Brown-Lipe 3-speed gearbox with reverse gear unsynchronized
Front axle:	Rigid axle , I-Beam (double T) , ball joints
Rear axle:	Rigid axle, Torbensen double-T		Rigid axle, Timken round steel, full floating
Chassis:	Pressed steel - lead frame , front engine, rear wheel drive, left-hand drive centrally arranged lever and handbrake circuit
Wheelbase:	3150 mm	4013 mm	3708 mm 4343 mm	3810 mm 4445 mm
Front track:	1422 mm	1524 mm		1676 mm
Rear track:	1422 mm	1524 mm		1676 mm
Front suspension:	Rigid axle semi-elliptical springs
Rear suspension:	Rigid axle semi-elliptical springs		Rigid axle semi-elliptical springs
Steering:	Worm steering
Brakes:	mechanically operated simplex drum brakes on the rear axle		two mechanically operated drum brakes per rear wheel, expanding
Front tire:	34 × 3	36 × 4		35 × 5
Rear tire:	34 × 4	36 × 4, double tires		35 × 5, double tires
Weight chassis:	1290 kg	1810 kg	1940 kg	2840 kg
Price chassis:	US $ 1225.00	US $ 2200.00	US $ 2550.00	US $ 3450.00

As a result of the conversion of rounded output data , this table can contain sham inaccuracies .

Model overview

Only incomplete information is available. The overview below has been compiled from various sources.

Construction time occupied for	NACC rating model	payload	Engine cylinder	Performance bhp	W × H inches / mm	Cubic capacity ci / cm³	drive	Wheelbase inches / mm	List price	Remarks
1911-1912	Model B	1.0 tn. sh. 0.9 t	4 cyl. sv Continental				Chains			Price: 1913
1911-1915	Model A	2.0 tn. sh. 1.8 t	4 cyl. sv Continental				Chains	120/3048	US $ 1,800.00	; from 1913 Timken rear axles, left-hand drive and center shift.
1913-1916	Model C	0.75 tn. sh. 0.7 t	4 cyl. sv Continental				Chains	108/2743	US $ 1250.00	Price: 1913
1913–?	unknown 2.5 tn.	2.5 tons sh. 2.5 t	4 cyl. sv Continental				Chains		US $ 2100.00	no further data. Price: 1913
? –1917	unknown 1.5 tn.	1.5 tn. sh. 1.5 t	4 cyl. sv Continental				Chains		US $ 2100.00	no further data. Price: 1913
1916	15 cwts. 18.5 HP	15 cwts. 0.75 t	4 cyl. sv Continental	20th	89 × 127	3160 cc	Shaft , internally toothed		GB ₤ 300.00	British source. Model G ?
1916	20 cwts. 18.5 HP	20 cwts. 1.0 t	4 cyl. sv Continental	20th	89 × 127	3160 cc	Chains		GB ₤ 360, -	British source.
1916	30-40 Cwts. 15.5 HP	30-40 cwts. 1.4-1.8 t	4 cyl. sv Continental	28	79 × 133	2608 cc	Chains		GB ₤ 490.00	Source: Red Book.
1916	40 cwts. 15.5 HP	40 cwts. 1.8 t	4 cyl. sv Continental	28	79 × 133	2608 cc	Wave, snail		GB ₤ 535, -	Source: Red Book.
1916	60-80 Cwts. 32.2 HP	60-80 cwts. 2.7-3.6 t	4 cyl. sv Continental	38	114 × 140	5716 cc	Wave, snail		GB ₤ 750.00	Source: Red Book.
1916	110 cwts. 32.2 HP	110 cwts. 5.6 t	4 cyl. sv Continental	38	114 × 140	5716 cc	Wave, snail		GB ₤ 850, -	Source: Red Book.
1916 / 1918-1924	Model G 19.6 HP	1.0 tn. sh. 0.9 t	4 cyl. sv Continental	25th	89 × 127	3160 cc	Shaft, internally toothed	124/3150	GB £ 300, - US $ 1225, - US $ 1835, -	; Dates 1918
1918–?	Model J 36 HP	2.0 tn. sh. 1.8 t	4 cyl. sv Continental	36	105 × 133	4607 cc	Shaft, internally toothed	158/4013	US $ 2200.00	Price: 1918
1918 - approx. 1924	Model D 36 HP	2.0 tn. sh. 1.8 t	4 cyl. sv Continental	36	105 × 133	4607 cc	Wave, snail	146/3708 171/4343	US $ 2550.00	Price: 1918
1916/ 1918–?	Model E 42 HP	3.5 tons sh. 3.2 t	4 cyl. sv Continental	45	114 × 140	5,716 cc	Wave, snail	150/3810 175/4475	GB £ 750, - US $ 3450, -	Price: 1918 ; Dates 1918
approx. 1918–?	unknown 4.5 t	5.0 tons sh. 4.5 t	Continental				wave			no further data.
1925	Model H2 22.5 HP	1.5 tn. sh. 1.5 t	4 cyl. sv Continental N				Shaft, internally toothed	144/3658
1925	Model K2 32.4 HP	4.0 tn. sh. 3.6 t	4 cyl. sv Continental E-7				Shaft, internally toothed	175/4445
1926	Speed truck 1.0 t	1.0 tn. sh. 0.9 t	6 cyl. sv Continental				Shaft, internally toothed		US $ 1250.00	Price: 1926

Other assembled trucks (selection)

Atterbury beer truck with Abresch body for Cold Springs Brewery (1913)

Abresch (1910-1912)
Acason (1915-1925)
Ace (1918-1927; 1911-1918: Blair)
Acme (1915-1931)
Atterbury (1910-1935; 1904-1910: Buffalo)
Belmont (1918-1924)
Bethlehem (1917-1927)
Chase (1906-1919)
Commerce (1911-1932)
Ideal (1910–1916)
Kearns (1911-1928)
Lehigh (1925-1927)
Moreland (1909-1949)
Selden (1913-1932)
Traylor (1920-1928)
Winther (1917–1926)

Remarks

NACC rating 1916–1917.

↑ Smaller differences in payloads and approved total weight can be explained by different approval regulations and national usages.
^ Accuracy due to conversion.
↑ according to NACC for 3½ inch bore
↑ according to NACC for 4⅛ inch bore
↑ according to NACC for 5½ inch bore
↑ Full-floating: The outer shaft end of the respective half-wave is in the wheel hub; the torque is usually transmitted by means of a gear coupling . The wheel hubs are connected to the outer end of the axle body via a roller bearing in such a way that the half-shafts are relieved of all lateral forces except their own weight.
↑ calculated from mm data. Apparent accuracy due to rounded initial values
↑ The model name is not clearly established. A picture from 1914 by Gunnell (p. 670) shows a very light Type C slabside truck .
↑ RAC-PS calculated.
↑ RAC-PS calculated.
↑ RAC-PS calculated.
↑ RAC-PS calculated.
↑ RAC-PS calculated.
↑ RAC-PS calculated.
↑ Probably corresponds to that according to the Red Book. for 1916 trucks occupied 15 cwts. Payload. Prices: 1916 (GB £), 1918, 1920.
↑ Probably corresponds to the Red Book. for 1916, trucks had 60–80 cwts. Payload. Prices: 1916 (GB £) and 1918.
↑ Continental N is named by a source, but has a rating of 19.6 HP. It is the engine of the Model G .

The inch specifications for bore and stroke are obviously rounded and only lead to approximate cubic capacities. Nevertheless, it makes sense to list them because they allow conclusions to be drawn about the motor used. Instead of conversions, however, sources have been used whenever possible. Were used:

literature

Halwart Schrader , Jan P. Norbye: The truck lexicon, all brands 1900 to today . Motorbuch Verlag; 3. Edition. 1998, ISBN 3613018373 .
Halward Schrader: Oldtimer Commercial Vehicle Lexicon . Motorbuch Verlag; 1st edition, 2008, ISBN 978-3-613-02944-6 .
George Nicholas Georgano (Ed.), G. Marshall Naul: Complete Encyclopedia of Commercial Vehicles. MBI Motor Books International, Osceola WI 1979, ISBN 0-87341-024-6 . (English)
Albert Mroz: Illustrated Encyclopedia of American Trucks and Commercial Vehicles. Krause Publications, Iola WI, 1996, ISBN 0-87341-368-7 .
Albert Mroz: American Cars, Trucks and Motorcycles of World War I: Illustrated Histories of 224 Manufacturers. McFarland & Company, Inc., Publishers, Jefferson NC, 2009, ISBN 0-78643-967-X .
John A. Gunnell (Ed.): Standard Catalog of American Light Duty Trucks, 1896-1986. MBI Motor Books International, Osceola WI, 1993, ISBN 0-87341-238-9 .
William Wagner: Continental !: Its Motors and its People. Armed Forces Journal International and Aero Publishers, Inc., Fallbrook CA, 1983, ISBN 0-816-84506-9 .
WC Bersey, A. Dorey (Eds.): The Motor, Marine and Aircraft Red Book 1917. The Technical Publishing Company, Gough Square, Fleet Street, London EC4, 1917.

Web links

Commons : Bessemer Motor Truck Company - Collection of pictures, videos and audio files

Bersey, Dorey: The Motor, Marine and Aircraft Red Book 1917. p. 148. (English)

Individual evidence

↑ ^a ^b Mroz: American Cars, Trucks and Motorcycles of World War I. 2009, p. 25 (Bessemer).
↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w Mroz: American Cars, Trucks and Motorcycles of World War I. 2009, p. 28 (Bessemer).
↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae ^af ^ag Mroz: Illustrated Encyclopedia of American Trucks and Commercial Vehicles. 1996, p. 33 (Bessemer).
^ Gas Engine Magazine: Bessemer Gas Engine Company.
↑ Vintage Machinery: Bessemer Gas Engine Company.
↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l Georgiano, Naul: Complete Encyclopedia of Commercial Vehicles. 1979, p. 92 (Bessemer).
^ ^A ^b ^c ^d ^e Gunnell: Standard Catalog of American Light Duty Trucks, 1896-1986. 1993, p. 670 (Bessemer).
↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r Mroz: American Cars, Trucks and Motorcycles of World War I. 2009, p. 27 (Bessemer).
^ WC Bersey, A. Dorey (Ed.): The Motor, Marine and Aircraft Red Book 1917.
↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Bersey, Dorey: The Motor, Marine and Aircraft Red Book 1917. p. 148.

[11] Smaller differences in payloads and approved total weight can be explained by different approval regulations and national usages.

[12] Accuracy due to conversion.

[13] rding to NACC for 3½ inch bore

[14] rding to NACC for 4⅛ inch bore

[15] rding to NACC for 5½ inch bore

[16] Full-floating: The outer shaft end of the respective half-wave is in the wheel hub; the torque is usually transmitted by means of a gear coupling . The wheel hubs are connected to the outer end of the axle body via a roller bearing in such a way that the half-shafts are relieved of all lateral forces except their own weight.

[17] ulated from mm data. Apparent accuracy due to rounded initial values

[18] The model name is not clearly established. A picture from 1914 by Gunnell (p. 670) shows a very light Type C slabside truck .

[19] RAC-PS calculated.

[20] RAC-PS calculated.

[21] RAC-PS calculated.

[22] RAC-PS calculated.

[23] RAC-PS calculated.

[24] RAC-PS calculated.

[25] Probably corresponds to that according to the Red Book. for 1916 trucks occupied 15 cwts. Payload. Prices: 1916 (GB £), 1918, 1920.

[26] Probably corresponds to the Red Book. for 1916, trucks had 60–80 cwts. Payload. Prices: 1916 (GB £) and 1918.

[27] Continental N is named by a source, but has a rating of 19.6 HP. It is the engine of the Model G .

[MrozWW1(2009)25-1] Mroz: American Cars, Trucks and Motorcycles of World War I. 2009, p. 25 (Bessemer).

[MrozWW1(2009)28-2] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w Mroz: American Cars, Trucks and Motorcycles of World War I. 2009, p. 28 (Bessemer).

[MrozEnc(1996)33-3] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r ^s ^t ^u ^v ^w ^x ^y ^z ^aa ^ab ^ac ^ad ^ae ^af ^ag Mroz: Illustrated Encyclopedia of American Trucks and Commercial Vehicles. 1996, p. 33 (Bessemer).

[GEM_BessemerGEC-4] Gas Engine Magazine: Bessemer Gas Engine Company.

[VM_BessemerGEC-5] Vintage Machinery: Bessemer Gas Engine Company.

[GeorganoNaul(1979)92-6] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l Georgiano, Naul: Complete Encyclopedia of Commercial Vehicles. 1979, p. 92 (Bessemer).

[Gunnell(1993)670-7] A ^b ^c ^d ^e Gunnell: Standard Catalog of American Light Duty Trucks, 1896-1986. 1993, p. 670 (Bessemer).

[MrozWW1(2009)27-8] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j ^k ^l ^m ⁿ ^o ^p ^q ^r Mroz: American Cars, Trucks and Motorcycles of World War I. 2009, p. 27 (Bessemer).

[RedBook1917-9] WC Bersey, A. Dorey (Ed.): The Motor, Marine and Aircraft Red Book 1917.

[RedBook1917_148-10] ↑ ^a ^b ^c ^d ^e ^f ^g ^h ⁱ ^j Bersey, Dorey: The Motor, Marine and Aircraft Red Book 1917. p. 148.