The Leyland Octopus (Commercial Vehicles Archive Series)

Product Information

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. 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 ] The ergonomic GKN-assembled cab may have been cutting edge in the mid-1960s but, by 1979, it was getting plain crude. Nothing is offered in terms of creature comforts with the exception of a suspended driver’s seat – even the windows pull down and up akin to an old railway carriage door. 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. a new group holding company was incorporated to own Leyland Motors Limited, ACV and new acquisitions [6]

In 1968 Leyland Motors merged with British Motor Holdings (BMH) to form the British Leyland Motor Corporation (BLMC). BMH, which was the product of an earlier merger between the British Motor Corporation, the Pressed Steel Company and Jaguar, brought with it more marques, including Daimler, Guy, BMC, Austin, MG and Morris. Leyland diesel engines were used in Finnish Sisu and Vanaja lorries and buses in 1960s. Leyland Motor Corporation forms after Leyland Motors absorbs Standard-Triumph International and Associated Commercial Vehicles during the preceding years. Despite the increasing problems with trolleys getting through the roadworks at what was to become Junction-10 of the M6, operations continued until the constrictions imposed by the construction works finally halted the service, ending 34-years of trolley bus operation along the route.The L and TL12 were reworked by Leyland by using revised cylinder heads and higher lift valve timing along with a Bosch fuel pump although production remained at Southall until the plant’s closure in 1979. The rest of the driveline is pretty much old-school AEC/Leyland with a simple constant mesh six-speed gearbox and a double=drive rear bogie featuring hub reduction axles. After a few minutes just listening to it idle, it was time to get her out on the road. Standard-Triumph (Standard-Triumph International Limited), cars, vans and some agricultural machinery interests [5]

AGM The Leyland Motor Corporation Limited The Times, Thursday, 20 February 1964; pg. 20; Issue 55940 Seddon Motors of Oldham were late-comers to the eight-wheeled market, surprising the industry with their DD8 and SD8 models in 1958. With a choice of Gardner or Cummins diesel engines, the model was available in long (17ft 9in) or short (14ft 6in) wheelbase form. Within four years of their launch the SD8/DD8s were replaced by re-engineered 24-8-6LX and 24-DD8-6LX models. These featured a restyled cab, now with four headlamps and a new design of fully-articulating two-spring rear bogie. Leyland Motors has a long history dating from 1896, when the Sumner and Spurrier families founded the Lancashire Steam Motor Company in the town of Leyland in North West England. Their first products included steam powered lawn mowers. [1] The company's first vehicle was a 1.5-ton-capacity steam powered van. This was followed by a number of undertype steam wagons using a vertical fire-tube boiler. [2] By 1905 they had also begun to build petrol-engined wagons. The Lancashire Steam Motor Company was renamed Leyland Motors in 1907 when it took over Coulthards of Preston, who had been making steam wagons since 1897. [3] They also built a second factory in the neighbouring town of Chorley which still remains today as the headquarters of the Lex Autolease and parts company. Production starts during September at the all-new Leyland Assembly Plant, the first build being a Leyland Leopard bus chassis. 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.Grab handles are fitted for the driver and passenger, but to enter the driving seat it is necessary to reach for the steering wheel. T Coulthard and Co, an engineering firm in Preston, was taken over by LSMC and the combined company named Leyland Motors Limited. [3] Overall fuel consumption for the 1171.9km (728.2 miles) of the test route was 37.7 litre/ 100Iun (7,5mpg)—even better than the figure of 38.7 litre/ 100km (7.3mpg) obtained a year ago during CM's road test of the Leyland Buffalo, which was carrying only 300kg (6cwt) more than the Octopus. When it is realised that the Octopus completed the course 29min faster than the Buffalo, this fuel consumption is very good indeed.