AGM The Leyland Motor Corporation Limited The Times, Thursday, 20 February 1964; pg. 20; Issue 55940

The G-series cab was built in Bathgate and was available with several different names, such as Terrier, Clydesdale, and Reiver. After this cab was replaced the tooling was shipped to Turkey, where BMC's Turkish subsidiary built it as the "BMC Yavuz" and then as the "Fatih" (with Cummins engines) from 1986 until 1996. Collaboration with Danish Automobile Building (DAB), a bus manufacturer, later with a majority stake in the 1970sDAF NV, as the new company was called, continued to develop, but in the late 1980s and early 90s the UK market plummeted to levels of sales not seen since wartime. As the UK was DAF’s largest market, repercussions were inevitable, as were the consequences when the continental markets followed in the UK in 1992.Despite efforts to save the company, receivers were called in on 2nd February 1993. By using lightweight components, such as a pressed steel rear bogie assembly in stead of cast iron—Leyland has produced a haulage vehicle which can compete in payload terms with the maximum capacity artic which can be legally used on the UK roads. From this point of view it will appeal to operators who do a lot of motorway work with smaller but heavy loads. From the very first meeting with Tony a few years ago, I just knew there was a relationship to be formed, but I also knew it would have to be one based on trust. Our first meeting of minds is one I shall never forget – to survive in transport, especially demolition and tipping work, requires a hard-nosed attitude to business and life.

with the Comet received a new cab - called the "Vista Vue" cab, it was developed by Albion for a variety of their models. Dodge UK also used it for their 300 model, consequently this cabin shape is often referred to as the "LAD" design Leyland Motors Limited (later known as the Leyland Motor Corporation) was a British vehicle manufacturer of lorries, buses and trolleybuses. The company diversified into car manufacturing with its acquisitions of Triumph and Rover in 1960 and 1967, respectively. It gave its name to the British Leyland Motor Corporation, formed when it merged with British Motor Holdings [a] in 1968, to become British Leyland after being nationalised. British Leyland later changed its name to simply BL, then in 1986 to Rover Group. maximum-capacity eight-wheeled goods chassis has been augmented by a new model—the 240.14R—which has an unladen weight of under 6 tons 15 cwt. This is some 10 cwt. less than the lightest model in the Power-Plus Octopus range, as introduced two years ago, the weight reduction having been achieved by using a lighter rear bogie, light-alloy clutch and gearbox housings and air compressor, and the Leyland plastics-panelled cab. Leyland Motors, Ltd.. reveal also that they will be exhibiting a 4-ton-gross goods chassis at this year's Show.Edwin R Foden broke away from the family Foden concern and started making his own diesel powered lorries in 1933 using some proprietary units such as Jennings cabs and Gardner engines. Growing rapidly to become a leading manufacturer of heavy vehicles, their fist eight wheeler was the C16.8 followed in 1947 by the 6.8, a completely new design with a Jennings V-fronted cab. In 1954 the ultra moden KV range was released with its oval grille and wrap-around windscreen. It became a fifties classic. Rover cars and their subsidiary car, aero-engine and armoured fighting vehicle manufacturer Alvis Car and Engineering Company Parent company British Leyland is renamed the Rover Group; the new company begins divesting its non-car manufacturing-related businesses. A DISPUTE regarding the weight of L-1a trailer involved in low-loader work arose at Manchester last Tuesday during a series of applications by R. Walker (Haulage), Ltd., in respect of a change of base. Mr. I. Booth, for the company, said that they wanted their B licences to be renewed and wished to move from the Royal Oak Garage, Wythenshawe, to Hall Lane, Woodley, the two points being nine miles apart.

The last time I actually saw the Gardner=powered Constructor it was buried in foliage with thorn bushes actually growing out of the radiator grille. All 12 are now fully drivable and not only that but his secret pride and joy has now joined the ranks of his seemingly immortal aging fleet. We spoke on the ‘phone a few weeks ago and he slipped into the conversation that his 1979 Leyland Octopus was out of the shed after many years and also running. The Leyland Comet was introduced in 1986, also designed for export markets mainly in the developing world. As such, it was a no-frills vehicle of a simple and sturdy design, with five- or six-speed transmissions rather than the multi-speed units used on European models. The cabin was a simplified all-steel version of that used by the Roadrunner, designed to enable local assembly. The three-axle version is called the Super Comet. [18] Diesel multiple units [ edit ] IN SEPTEMBER last year Leyland introduced its latest version of the Octopus eight-wheeled chassis which, it is claimed, is 500kg (10cwt) lighter in chassis cab form than its nearest competitor. Mr. A. H. Jolliffe, the North Western Deputy Licensing Authority, granted the change of base in respect of these two vehicles but asked that Walker's should submit a list of all the trailers which they intended to use for low-loader work. Visibility from the driving seat is good although the large quarter lights can partially obstruct the driving mirrors, in certain positions.cult air-brake system which provides both primary and secondary braking. Axles one and three and two and four are braked together. The parking brakes are by means of spring brake units on the second, third and fourth axles. Foden 14-Ton Tanker ‘Regent’; made 1955 through 1957, when it was replaced by the Leyland Octopus Tanker ‘Esso’. Without doubt the Octopus is a motorway vehicle. It cruised happily at 96.5km (60mph) on M6 and rarely dropped below 641cm/h (40mph) even on the more hilly sections. Fuel consumption was better on this section of the test than for some of the A roads. This was probably due to the higher axle ratio employed. Although a lower ratio of perhaps 6.4 to 1 would probably improve the figures over A roads, motorway consumption would suffer. A further indication of the possible need for a lower axle ratio came when the Octopus failed to start on a 1 in 5 gradient although it had performance to spare on the motorway. The cab was a re-worked version of the "Ergomatic" tilt cab of 1965, heavily modified with different lower panels, raised height etc., and was available in day and sleeper cab form. Engines were decided from the outset to be in the higher power category to be competitive with rival vehicles. The only existing engine within the Leyland empire suitable for such an application (following the demise of the ill-fated fixed-head 500 series and AEC's underdeveloped and unreliable V8) was the AEC AV760 straight-six, which was turbocharged and designated as the TL12. Other engine options included a 200bhp Leyland L11, as well as Cummins 10- and 14-litre engines at 250 and 330bhp, respectively. DAF NV, as the new company was called, continued to develop, but in the late 1980s and early 90s the UK market plummeted to levels of sales not seen since wartime. As the UK was DAF’s largest market, repercussions were inevitable, as were the consequences when the continental markets followed in the UK in 1992.

Although the turning circles are big, no problems were experienced while on the road, but parking involved several shunts when turning in between other vehicles.

Foden S34/36

The new Octopus will be exhibited on the Leyland stand at the Commercial Motor Show next month, together with an .entirely new two-axle van and lorry chassis of 4 tons gross vehicle weight, powered by a four-cylinder diesel engine. Details of this will be published in our September 7 issue. Another neW exhibit will be a Super Beaver four-wheeled normal-control export chassis with a gross rating of 18 tons. The Leyland driver who came on the trip found it easier to take the seat out if the steering wheel was removed, although this is theoretically unnnecessary. An over-centre catch mechanism keeps the cab in its tilt position which is only to an angle of 30 degrees. RHD DAF CF in New Zealand. Same cab as Foden Alpha, same chassis as Kenworth T401, same drivetrain as Kenworth T410. Paccar MX13 engine, Eaton-Fuller Road Ranger gearbox and Meritor diffs.