The Leyland Octopus (Commercial Vehicles Archive Series)

Product Information

Foden were the first British manufacturer to offer tilt cabs on heavy lorries in 1962, with the introduction of the S24, identifiable by its oblong headlamps, single piece windscreen and the absence of a removable front grille. For 1967, a revised version of the S24 was introduced known as the S34 (tilting cab) or S36 (fixed cab). Both had slant mounted headlamps and a slightly deeper windscreen than the original S24 model. The Albion Sugar Company of Woolwich were well known users of Fodens during the 1960s. The test vehicle was fitted with an optional hand-operated hydraulic tilt mechanism which saves struggling with the heavy cab. As the steering column and instruments stay with the floor when the cab is tilted, it is necessary to remove the driver's seat otherwise it would come up against the column and prevent full tilting.

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.Despite efforts to save the company, receivers were called in on 2nd February 1993. Visibility from the driving seat is good although the large quarter lights can partially obstruct the driving mirrors, in certain positions. He also agreed that 10 tippers on a B licence and a further five tippers on another B should be transferred, the radii of the normal users being calculated from Wythenshawe. PLASTICS FOR ROAD TANKERS COLLPWING lengthy discussions I between the Home Office, the Fire Research Station and the British Plastics Federation, acceptance regulations have now been issued which permit certain reinforced plastics to be used in the construction of petroleum-carrying road tankers.

Although the Leyland has a hinged lift-up panel over the engine, most servicing operations can be accomplished only by tilting the cab. This is more easily said than done as the rear of the cab is located by two bolts and nuts which are not really very accessible.

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

Scammell Routeman 1

Guy Motors Limited had mainly produced four and six wheel lorries up until 1954 when they launched their Invincible range based on the AEC Mammoth Major Mk 3. By 1958 the company were offering the Invincible MkII, using their own chassis with Kirkstall axles and an ultra modern new cab with large wraparound windscreen. The following year a lightweight model was added to the range, powered by an AEC AVU470 engine and called the Warrior Light Eight, it was popular with operators seeking maximum payload capacity. Guy Motors became part of Jaguar Cars in 1961 and in 1964 introduced a new eight-wheeled model, the Big J8. 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. At the 1960 Earls Court Show a new eight wheeler was displayed on the Scammell stand, the Routeman MkI. This had a grp cab with wraparound windscreen, shared with the handyman tractive unit. Engines were either Gardner or Leyland, and most were supplied with 8x2 drive, though there were a few 8x4s and some 6x2s, as Scammell had no other rigid chassis at the time. Less than 100 Routeman Is were built between 1959 and 1962 before the introduction of the Michelotti-cabbed Routeman II. 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.

Anyway, as you know, there is film project in the pipeline. I’m not permitted go into too much detail right now, but suffice to say that it’s not going to be filmed in London thanks to the various Boroughs constantly putting up hurdles thus making the locations unworkable. Plan B was Bristol, but again the same issues arose, so alternative plans are in progress it’s still going to happen and we will keep you abreast of developments. The Octopus comes to life 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 ] Foden 14-Ton Tanker ‘Mobilgas’; made 1953 through 1956, eventually superseded by the Regent livery version. The American production house gave Tony the go-ahead to organise his vehicles. The original need was for 15 running tippers but, after the various machines had been pooled together – some of which that had been parked up for two decades, the best he could cobble together was 12 plus two more earmarked for being blown up.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. In August 1962, the Routeman Mk1 was replaced by the Routeman Mk2 with its distinctive cab designed by Michelotti. This new cab was very striking, although it was non tilting, the Leyland group not having a tilting cab until the introduction of the Ergomatic in 1965. Engines for the Routeman Mk2 were Leyland 0.600 or 0.680, or Gardner 6LW or 6LX. The Routeman models were widely used as tankers, both for fuel and industrial liquids. In 1968 a double drive Routeman III was introduced using Albion Reiver hub reduction axles. The BLMC group was difficult to manage because of the many companies under its control, often making similar products. This, and other reasons, led to financial difficulties and in December 1974 British Leyland had to receive a guarantee from the British government.

Collaboration with Danish Automobile Building (DAB), a bus manufacturer, later with a majority stake in the 1970s Leyland had insufficient money for development of a complete new vehicle at the time, so designers were instructed to utilise as many existing in-house components as possible. It was perceived at the time that the resulting model would be a stopgap until the new T45 range was ready for production toward the latter half of the 1970s. A management buyout made the bus division independent for a short period before it was sold to Volvo, who integrated Leyland models into their range before gradually replacing them with Volvos as they aged. T Coulthard and Co, an engineering firm in Preston, was taken over by LSMC and the combined company named Leyland Motors Limited. [3]In 1955, through an equity agreement, manufacture of commercial vehicles under licence from Leyland Motors commenced in Madras, India at the new Ashok factory. The products were branded as Ashok Leyland. Holding company: Leyland Motor Corporation [ edit ] Share of the Leyland Motor Corporation Ltd, issued 8. January 1968 Grab handles are fitted for the driver and passenger, but to enter the driving seat it is necessary to reach for the steering wheel.