Buses LEYLAND + History – Great Brittan UK

Leyland Bus

Leyland Badge.jpg

Leyland Bus was a British bus manufacturer. It emerged from the Rover Group (formerly British Leyland) as a management buyout of the bus business. It was subsequently acquired by Volvo Buses in 1988 and the name finally disappeared in 1993.


2-axle Leyland Olympian in Hong Kong.A 2-axle Leyland Olympian in Hong Kong.


Leyland till 1931

1908 LEYLAND VAPEUR 1920 Leyland 3640hp bus Charabanc

1924 Leyland A13 with Knape B25RP body

1920 Leyland Amberley 1920 LEYLAND AUTOBUS MODELE 1920 Leyland N Type Short Brothers (1928 rebody) 1921 Leyland LT1 Leyland B31R seat1924 Leyland A13 with modified bodywork in BCN livery 1924 Leyland bus, Amberley 1925 Leyland A13 no.8, CW 5639 1925 Leyland Motors 1926 Leyland G7 Short Brothers bodywork CD 7045 1926 LEYLAND TROLLEYBUS Adelaide 1927 LEYLAND CUB MARTIN SMITH 1927 Leyland PLSC1 Lions that were delivered to Dundee 1928 Leyland 1929 GSR Ambulance number 1 was a GSR bodied Leyland TS2, new to the Irish Omnibus Company in 1929 1929 Leyland Lionesse Burlingham bodied  DN 6228 1929 Leyland LT1 Lion, ex Metro No.22 Australië 1929 Leyland Tiger TS2 1929 Leyland Tigers, this is No.29 (TS 9114). ts9114 1929 Leyland Titan 14 1929 Leyland Titan 1929 1930 Leyland in 1930 1930 LEYLAND LION LT 1 1930 Leyland Lion LT1 DV-4117 Hall lewis B32 1930 Leyland Lion preserved bus GW 713 1930 Leyland Lioness 1 DM6228 1930 Leyland Lioness, and has No.8 1930 LEYLAND TIGER TS 1930 Leyland Tiger TS2-6 RH-206 Ransomes C26R 1930 Leyland Titan TD1 buses


1932 Leyland Tiger PS2 35 1932 Leyland Titan PDl 1932 Leyland Titan TD1 Leyland body GE 2446 1932 Leyland Titan TD2 GX-131 Birch H30-26R Berk 1932 LEYLAND TITAN TD2 1933 Leyland Cub ABH358 with a Duple body 1933 Samuel Ledgard  Leyland Titan TD2 1934 ECW B33R body Leyland LT5B Lion Sam Ledg lgky7082 1934 Leyland LION LT5A VD3433 1934 Leyland Lion LT5A 1934 LEYLAND LOWBRIDGE PD2 1934 LEYLAND TIGER PS1-DUPLE - FALCON COACHES 1934 Leyland Tiger TS6T AUF-851Short Bros B40C 1934 B39C 1946 1935 Leyland TD4 new to Ledgard in 1935 with a Leyland metal framed body 1935 Leyland Tiger TS7 1935 Leyland Titan PD2 119 1935 Leyland Titan-Bus Bodies Bus PortElizabeth 1936 and is a Leyland TS7 with an English Electric C32F body 1936 Leyland Cheetah LZ with delightfully traditional Barnaby bodywork 1936 Leyland modfinal 1936, a Leyland TS7 with an English Electric C32F body 1937 Duple C33F body in Park Lane, Leeds, is a Leyland TS7 1937 Leyland LZ2 Waveney C32F seats 1937 - 1959 1937 Leyland LZ2 Waveney C32F seats 1937 - 1959a 1937 Leyland TF Cub OLYMPUS DIGITAL CAMERA 1937 Leyland TIGER TS7 Coronation P358 WG5495 1937 Leyland TS7 new to Ledgard in 1937 with a Duple C32F body 1938 Leyland Aquilina b Sliema Malta 1938 Leyland CHEETAH LZ2A halfcab Burlingham Body WG7261 1938 LEYLAND TIGER TS8 - SUNDERLAND DISTRICT 1939 Leyland Cheetah Alexander body C39F WG7627 1939 Leyland Cub 1939 Leyland LZ4 Cheetah BTP-946 Wadham B32 1939 LEYLAND TIGER TS8 Alexander body CSF226 1939 Leyland Tiger TS8 Alexander body CSF243 1940 Leyland TD7 with Leyland H30-26R body 1940 Leyland vehicle is a 1940 Titan TD7 1940+1952 Leyland Titans. At the rear is PNW91, a 1952 PD2-12, while leading the way is JNW288, a 1940 TD7 lgpnw91

Leyland 1941-1950

1941 Leyland Titan TD4 1942 Leyland Titan TD5 1942 Leyland Titan 1942 Leyland 1945 Leyland TB3's with Massey B32R bodies, new to Teeside in 1936 and acquired by Southend 1946 Leyland Hainje  B-31744a 1946 Leyland PD1s with Leyland H30-26R bodies 1947 Leyland Motors bus advert - You travel better now! 1947 Leyland PD1A with an unusual Bristol Brislington H30-26R body lgkhw622 1947 Leyland PD1A with Leyland H32-26R body bck422 1947 Leyland PD1A with Leyland H32-26R body lgbck621 1947 Leyland PD1A with Leyland H32-26R body lgbck633 1947 Leyland PD1A with Leyland H32-26R body 1947 Leyland Pegaso B164449 SP 1947 Leyland PS1 Alexander BMS206 1947 Leyland Tiger OPS-1 carr. Kusters [1947-1952] NB-21-76 1947 leyland Tiger PS1 FWX779 Barnaby C35F 1948 Casha Bedford Leyland Malta 1948 Leyland 7RT lgkgu263 1948 Leyland PD1A with an ECW H30-26R body lgkhy395a 1948 Leyland Tiger PS1 BCB-340 Crossley B32F 1948 Vivero lugo bus 1949 Leyland ‘Tiger’ Heavy Recovery Vehicle 1949 Leyland Comet Bus TBB 938 at Riverside 1949 Leyland Comet CPO1 with Park Royal B30F bodywork 1949 Leyland Gnu 1949 Leyland Tiger Burlingham 1949 LEYLAND WARRINGTON 1950 Leyland Comet CP01 with Harrington 'Dorsal Fin' C29F bodywork 1950 Leyland Comet MRL 910 1950 Leyland lgkyy799 1950 Leyland lowbridge PD2-3 lgeuh959 1950 Leyland Olympic Transit Bus 1950 Leyland PD2-1 JWU131 1950 Leyland PD2-3 fleet no. 90 (FFY 407) - advert plate c 1950 Leyland Tiger PS1-1 with Burlingham body lgkup949 1950 leyland Verheul FRAM7328 1950 Leyland Verheul Piet Hein

Leyland 1951-1960

1951 Leyland PSU 1-1 Royal Tiger Willowbrook B43F body lg1952u 1951 Leyland Royal Tiger Harrington C41C originally Grey-Green 1951 Leyland Royal Tiger PSU1-15 with Harrington C41C body 1951 Leyland Titan PD2-1 EDB-547Leyland H30-26R 1952 Leyland carrosserie Den Oudsten NB-95-54 1952 Leyland Casha Bedfor Bambina Malta 1952 Leyland Comet 1952 Leyland Den Oudsten Groningsch-Drentsch Snelvervoer bus 22 (GADO 7644) van het type Leyland-Den Oudsten LO te Schoonebeek GDS 22 Malta Bus, Oldtimer Leyland, Valletta Bus Terminal 1952 Leyland Olympico EL44 ex Olte fuera de CUTCSA 1952 Leyland RT LOPSU 1-1 carrosserie Den Oudsten NB-95-56 1952 Leyland Tiger NB-80-73 1952 Leyland Verheul GVB Amsterdam OLYMPUS DIGITAL CAMERA 1952 Leyland- Verheul 1953 Leyland HR40 Olympic prototypes with Weymann B40F 1953 Leyland Royal Tiger PSU1-15 H.V. Burlingham C37C seats 1953 - 1970 1953 Leyland Tiger carr. Den Oudsten NB-75-22 1953 Leyland Tiger TS8-Beadle integral 31 seat 1953 Leyland Verheul MK-GVB Amsterdam 1953 LEYLAND Werkspoor 1953 Leyland with Beadle Integral body 1953 Leyland-Verheul Maarse & Kroon 73 Autobus M&K73 erfg 1954 Caruana Leyland Royal Tiger 1954 (1979) Malta 1954 Caruana- Leyland Royal Tiger 1954 (1979) Malta 1954 Leyland carrosseriebouwer Roset Maarse-Kroon-JulesVerne 1954 Leyland Den Oudsten 1954 1954 Leyland Ierland 1954 Leyland Royal Tiger Worldmaster- Kromhout TBZ 100- Verheul, Waddinxveen 1954 Leyland Titan PD2-20 UTF-930 MCW H34-29R 1954 Leyland Verheul (Holland Coach) 1955 Leyland Beadle 4791 1955 Leyland Creamline MCY 242 1955 Leyland ECPO2-1R Comet with Duple C36F body 1955 Leyland Panthers Morris Bros Tilling Stevens Express Mark II 1955 Leyland Tiger Cub with Burlingham C41F body lguua796 1956 Leyland Steer Coach Built by The South African Railways 1957 LEYLAND Tiger Cub 1957 Leyland Titan PD2-20 203-BEH Willowbrook L27 28R 1957 Leyland Verheul Leeuwarden FRAM4258 1958 Leyland Cuba 3 1958 Leyland Den Oudstenbus (NS 7577) 1958 Leyland LO - Den Oudsten 7639 van het HBM 1958 Leyland LV Verheul WSM serie 1958 Leyland RET Rotterdam 1958 Leyland RTM 38 1958 Leyland RT-Werkspoor WSM 4697 1958 Leyland Titan PD2-30 PBU-943Roe H37-28R 1958 Leyland Verheul » Leyland 5375 serie 5300 1958 Leyland Werkspoor » 4677 NBM 1958 Leyland, LE-WS Werkspoor 1958 Leyland8 Cuba 4 1958 Leyland-Werkspoor LE-WS - WSM 4697 1958-59 Leyland Olympic Cuba 1959 Casha Leyland  Malta 1959 Leyland Casha  Valletta Malta 1959 LEYLAND Leopard No 776 1959 Leyland Olympic in Cuba 1959 Vella  Leyland Malta 1960 Leyland Titan PD2-37 33MTD Massey H37-27F 1960 Leyland Verheul heeft plek voor 70 p Maarse-Kroon73-11 1960 Leyland, RTW Verheul 1960 VAN HOOL LEYLAND A98DARV

Leyland 1960 >>

1961 Ledgard JWU131 was an Leyland lowbridge PD2-1 built for Felix Motors in 1950, sold to Ledgard 1962, MDT221, an AEC Regent 1961 Leyland East Yorkshire 5381 1961 LEYLAND Leaflet no 800 1962 Leyland - Van Hool  VAD 7319 1962 Leyland RTC LRTC 1-1 Leyland carr Stoelen GTW 23 1962 Leyland Verheul CN Busdiensten Utrecht 1962 Leyland World Tiger Cub carr. Stoelen, Lier, B VB-08-10 1962 Leyland, LE-HO Verheul 1962 Leyland, LV Verheul Malta Bus, Oldtimers Duple Dominant and Leyland, Valletta Bus Terminal 1963 Leyland Albion Lowlander LR7 with Alexander body 1963 Leyland Den Oudstenbus De duikboot 1963 Leyland LERT 2-1 0.680 170pk carr Den Oudsten GTW 490 1963 Leyland LERT 2-1 0.680 170pk carr Den Oudsten GTW 495 1963 Leyland LERT 2-1 0.680 179pk carr Den Oudsten GTW 401 1963 Leyland LERT 2-1 0.680 179pk carr Den Oudsten GTW 411 1963 Leyland LERT 2-1 0.680 179pk carr Den Oudsten GTW 420 1963 LEYLAND ROYAL TIGER CUB RTC 1-1 1963 Leyland RTC Roset 1963 Leyland, RTC Roset 1963 VAN HOOL-LEYLAND 1963-74 Leyland Leopard PSU3 Duple Alpine Continental C49F seats 1964 Casha Leyland  Malta 1964 Leyland - Verheul, Waddinxveen 1964 Leyland Barbara Valletta Malta 1964 Leyland Casha  Malta 1964 Leyland Hainje 1964 Leyland LERT 2-1 0.680 170pk carr Den Oudsten GTW 421 1964 Leyland LERT 2-1 0.680 170pk carr Den Oudsten GTW 485 1964 Leyland PD1 Iris 1965 Leyland 4600-5000 Werkspoor » NACO bolramers IJTunnel Amsterdam 1965 Leyland-Hainje W Vink 1965 Leyland-Hainje WimVink OLYMPUS DIGITAL CAMERA 1965 photo Leyland PSU3-3RT Leopards with Plaxton Panorama C51F bodies lgaum413c 1966 Leyland Aquilina 66 1966 Leyland Atlantean Engine 11100cc Diesel 1966 Leyland Barbara Malta Bigibba 1966 Leyland DAF  Valletta Malta 1966 Leyland Den Oudsten » 7591 NACO 7500 1966 Leyland LERT 2-1 0.680 170pk carr Den Oudsten GTW 476 1966 Leyland Roset  Jan van Galen 1966 Leyland, LV Verheul 1967 Leyland DEN OUDSTEN AB 1967 Leyland Verheul KLM 7 december 1967 1967 Leyland, RTW Jonckheere 1967 Leyland-RT-Verheul WSM 5440 1968 Leyland Den Oudsten DVM 260 NL 1968 Leyland Den Oudsten NZH 1968 LEYLAND Journal 1968 LEYLAND LVB 1968 Leyland LVB668 0.680 carr Roset+Verheul GTW302 1968 Leyland LVB668 0.680 carr Roset+Verheul GTW303 1968 Leyland LVB668 0.680 carr Verheul GTW454 1968 Leyland, LVB 668 Verheul 1968 Leyland, LVB668 Verheul 1969 Leyland Leopard-Pennine new to Todmorden J.O.C. 1969 Leyland LVB668 0.680 carr Verheul GTW461 1970 Leyland Double Decker 1970 Leyland, LOK Den Oudsten OLYMPUS DIGITAL CAMERA OLYMPUS DIGITAL CAMERA OLYMPUS DIGITAL CAMERA 1971 Leyland Pegasus Debono  Malta 1971 Leyland TC Hainje vMK 306 Adam Aveenseweg 1971 Leyland TC Verheul vMK 251 garage Aalsmeer 28-8-1971 1971 Leyland, LOK Den Oudsten 1971 Leyland, LOK Domburg i.o.v Verheul 1971 Leyland-Roset Amsterdam CS achterzijde coll.ADvZ 1972 Leyland den Oudsten 1972 Leyland Worldmasters were used on long-distance Australia operating for Ansett Pioneer. Bodywork Ansair 1972 Plaxton Panorama Leyland Malta 1973 Leyland Leopard Coach 1973 Leyland Leopard Malta 1973 Leyland Leopard PSU3-3R with Alexander C49F 1973 Leyland with Willowbrook  B53F 1974 Leyland Leopard Lewis Bulls RRN873 1975 Leyland Aquilina Malta 1976 LEYLAND 80 Years (25 21-92014 1976 Leyland Nation bus JIL2793 1976 LEYLAND NATIONAL 126L 1976 LEYLAND NATIONAL 601 1976 Leyland National London Transport 1976 Leyland National 1978 Lynx Leyland KIOI JMV 1979 Leyland, LVB668 Den Oudsten 1979-85 Leyland National 2 OLYMPUS DIGITAL CAMERA 1986 Plaxton Leyland UK

Leyland Buses without Dates

ACLO of Leyland Argentina AMZ 88 Leyand Tiger Verheul (vz) Ashok Leyland in the CTB striped livery grinds out of Colombo Sri Lankastripe Cassar Leyland Malta Daf-Leyland 11 met carrosserie van Verheul. De eerste miljonairs voor de TET. 40 zit en 25 staanplaatsen. Bus heeft 11 jaar dienst gedaan in Ootmarsum. ERR5 leyland Edmonton Malta Bus, Leyland Ford, Valletta Bus Terminal HTM 117 Leyland Verheul Leyland - SMH trolleybus NESA NR 39 Leyland Alejandro Silva LEYLAND ATLANTEAN 185 Leyland Atlantean DL47 Leyland Atlantean FBN 232C leyland atlantean LA1 FYS998 the famous Leyland Atlantean Manchester Transport Museum bus A706 Leyland Atlantean PDR1 Alexander 'AL'BKC 236K Leyland Atlantean, LXS14K Leyland Atlantean Leyland Atlantean-Busaf BusPretoria Leyland Atlantische Manchester Transport Museum bus Leyland autobus van Maarse & Kroon NB-45-08 in onzachte aanraking met de tram van lijn 3 (motorwagen 438) Leyland bus 1 hh N Leyland bus Toensberg hh N Leyland Comet-Harrington MYA590 showing 'Dorsal Fin' and 'Pirates Hat' strakes on rear wheel arches. Leyland Debono Valletta Malta Leyland double bus Leyland Duple Domnant Malta + Leyland Leyland Duple Wilkinson Leyland fg RKA 432N Leyland Fleetline Alexander AD Type leyland FRAM 5070 Leyland La Grand Duple Leyland WUP Leyland Leopard  Alexander Y Type Leyland Leopard Alexander Y Type MFR306P Leyland Leopard Duple Links en Duple Leyland Safequard R OLYMPUS DIGITAL CAMERA Leyland Leopard Plaxton Leyland Leopard PSU4A-2R had a 43 seat Pennine body Cloudy skies in Draycott LEYLAND LEOPARD RRS 46 R Leyland Leopard with Harrington Cavalier C41F Leyland LOPSUC 1-11 - DAB Leyland Lynx 01 Leyland Lynx bus J373AWT Leyland Maarse-Kroon GZ-85134 LEYLAND OLYMPIAN FLX LEYLAND OLYMPIAN FPG Leyland Olympian Southern Vectis OLYMPUS DIGITAL CAMERA Leyland Oman Leyland Panther Cub GTP 175F number 175 Leyland Panther Leyland PD3-6 with Massey 68 seat lowbridge body LEYLAND PS1 - ISLE OF MAN ROAD SERVICES Leyland Regal Busways Leyland Roset 880093 Leyland Royal Tiger 91 Leyland Royal Tiger Patgay Aus Leyland Royal Tiger with a Ghia-designed body by Casaro Leyland Royal Tiger. A very nice example of this Park Royal Bodied coach Leyland Royal Tiger Leyland Silver Star Coach Leyland Tiger Cub Leyland Swift Leyland TD4 RV 6367 Leyland Terrier Lex Film a Leyland Terrier Lex Film Leyland Terrier Midi Bus LEYLAND TIGER - PREMIER COACHES (WATFORD) Leyland Tiger Alexander (Belfast) N-Type 1007 Leyland Tiger Coach in the Kruger National Park LEYLAND TIGER CUB - EDINBURGH CORPORATION Leyland Tiger Cub Rawtenstall Corporation Transport Leyland Tiger Duple Dominant (2) Leyland Tiger E48 LEYLAND TIGER PS 1 OLYMPUS DIGITAL CAMERA Leyland Titan B15 leyland TMP6 Leyland Vivero lugo bus Leyland Wallasey Atlantean Plaxton bodied Leyland Leopards KAU564V, RVO657L & RVO668L Barton VAVO Leyland

This is it qua Buses

History of British LEYLAND follows:

British Leyland

British Leyland
Industry Automotive
Fate Renamed
Predecessor(s) British Motor Holdings (BMH)
Leyland Motor Corporation (LMC)
Successor(s) Rover Group
Leyland DAFLDV Van Group
Founded 1968
Defunct 1986
Headquarters Longbridge (Austin Rover), BirminghamCowley, Oxford

1986 – 2005: Washwood Heath, Birmingham LDV Vans

Key people Lord Stokes
Michael Edwardes
Graham Day
Products Automobiles
Employees 250,000

British Leyland was a vehicle-manufacturing company formed in the United Kingdom in 1968 as British Leyland Motor Corporation Ltd(BLMC). It was partly nationalised in 1975, when the UK government created a holding company called British Leyland, later BL, in 1978. It incorporated much of the British-owned motor vehicle industry, and held 40 percent of the UK car market, with roots going back to 1895.

Despite containing profitable marques such as JaguarRover and Land Rover, as well as the best-selling Mini, British Leyland had a troubled history. In 1986 it was renamed as the Rover Group, later to become MG Rover Group, which went into administration in 2005, bringing mass car production by British-owned manufacturers to an end. MG and the AustinMorris and Wolseley marques became part of China’s SAIC, with whom MG Rover attempted to merge prior to administration.



0 1972 BLMC share

BLMC share

BLMC was created in 1968 by the merger of British Motor Holdings (BMH) and Leyland Motor Corporation (LMC), encouraged by Tony Benn as chairman of the Industrial Reorganisation Committee created by the Wilson Government (1964–1970). At the time, LMC was a successful manufacturer, while BMH was perilously close to collapse. The Government was hopeful LMC’s expertise would revive the ailing BMH. The merger combined most of the remaining independent British car manufacturing companies and included car, bus and truck manufacturers and more diverse enterprises including construction equipment, refrigerators, metal casting companies, road surface manufacturers; in all, nearly 100 different companies. The new corporation was arranged into seven divisions under its new chairman, Sir Donald Stokes (formerly the chairman of LMC).

While BMH was the UK’s largest car manufacturer (producing over twice as many cars as LMC), it offered a range of dated vehicles, including the Morris Minor which was introduced in 1948 and the Austin Cambridgeand Morris Oxford, which dated back to 1959. After the merger, Lord Stokes was horrified to find that BMH had no plans to replace these elderly designs. Also, BMH’s design efforts immediately prior to the merger had focused on unfortunate niche market models such as the Austin Maxi (which was underdeveloped and with an appearance hampered by using the doors from the larger Austin 1800) and the Austin 3 litre, a car with no discernible place in the market.


BMH had produced several successful cars, such as the Mini and the Austin/Morris 1100/1300 range (which at the time was the UK’s biggest selling car). While these cars had been advanced at the time of their introduction, the Mini was not highly profitable and the 1100/1300 was facing more modern competition.

The lack of attention to development of new mass-market models meant that BMH had nothing in the way of new models in the pipeline to compete effectively with popular rivals such as Ford’s Escort and Cortina.

Immediately, Lord Stokes instigated plans to design and introduce new models quickly. The first result of this crash program was the Morris Marina in early 1971. It used parts from various BL models with new bodywork to produce BL’s mass-market competitor. It was one of the strongest-selling cars in Britain during the 1970s, although by the end of production in 1980 it was widely regarded as a dismal product that had damaged the company’s reputation. The Austin Allegro (replacement for the 1100/1300 ranges), launched in 1973, earned a similarly unwanted reputation over its 10-year production life.

1975 Austin 1800

The company became an infamous monument to the industrial turmoil that plagued Britain in the 1970s. Frequent industrial action instigated by militantshop stewards frequently brought BL’s manufacturing capability to its knees. Despite the duplication of production facilities as a result of the merger, there were multiple single points of failure in the company’s production network which meant that a strike in a single plant could stop many of the others. Dealers, starved of stock found their customers defecting to contemporary products from FordVauxhall, and the burgeoning Japaneseimports.

At its peak, BLMC owned almost 40 manufacturing plants across the country. Even before the merger BMH had included theoretically competing marques that were in fact selling substantially similar “badge engineered” cars. To this was added the competition from yet more, previously LMC marques. Rover competed with Jaguar at the expensive end of the market, and Triumph with its family cars and sports cars against Austin, Morris and MG. Individual model lines that were similarly sized were therefore competing against each other, yet were never discontinued nor were model ranges rationalised quickly enough – for instance BMH’s MGB remained in production alongside LMC’s Triumph TR6, whilst in the medium family segment, the Princess was in direct competition with upscale versions of the Morris Marina and cheaper versions of the Austin Maxi, meaning that economies of scale resulting from large production runs could never be realised. In addition, in consequent attempts to establish British Leyland as a brand in consumers’ minds in and outside the UK, print ads and spots were produced, causing confusion rather than attraction for buyers. This, combined with serious industrial relations problems (with trade unions), the 1973 oil crisis, the three-day week, high inflation, and ineffectual management meant that BL became an unmanageable and financially crippled behemoth which went bankrupt in 1975.

1970s restructuring

Sir Don Ryder was asked to undertake an enquiry into the position of the company, and his report, The Ryder Report, was presented to the government in April 1975. Following the report’s recommendations, the organisation was drastically restructured and the Labour Government (1974–1979) took control by creating a new holding company British Leyland Limited (BL) of which the government was the major shareholder. Between 1975 and 1980 these shares were vested in the National Enterprise Board which had responsibility for managing this investment. The company was now organised into the following four divisions:

  • Leyland Cars (later BL Cars) – the largest car manufacturer in the UK, employing some 128,000 people at 36 locations, and with a production capacity of one million vehicles per year.
  • Leyland Truck and Bus – the largest commercial and passenger vehicle manufacturer in the UK, employing 31,000 people at 12 locations, producing 38,000 trucks, 8,000 buses (including a joint venture with the National Bus Company) and 19,000 tractors per year. The tractors were based on theNuffield designs, but built in a plant in Bathgate, Scotland.
0 British Leyland 270 tractor fitted with aftermarket loader in the USA.

British Leyland 270 tractor fitted with aftermarket loader in the USA.

  • Leyland Special Products – the miscellaneous collection of other acquired businesses, itself structured into five sub-divisions:
  • Leyland International – responsible for the export of cars, trucks and buses, and responsible for manufacturing plants in Africa, India and Australia, employing 18,000 people
0 1977 Rover SD1

1977 Rover SD1

There was positive news for BL at the end of 1976 when its new Rover SD1 executive car was voted European Car of the Year, having gained plaudits for its innovative design. The SD1 was actually the first step that British Leyland took towards rationalising its passenger car ranges, as it was a single car replacing two cars competing in the same sector: the Rover P6 andTriumph 2000. More positive news for the company came at the end of 1976 with the approval by Industry Minister Eric Varley of a £140 million investment of public money in refitting the Longbridge plant for production of the company’s “ADO88” (Mini replacement) model, due for launch in 1979.[7] However, the UK success of the Ford Fiesta, launched in 1976, redefined the small car class and ADO88 would soon be cancelled. Massive investment in the Longbridge plant would nevertheless take place in preparation for the introduction of the slightly larger “LC8” subcompact hatchback, which would be launched as the Austin Mini Metro.

In 1977 Sir Michael Edwardes was appointed chief executive[8] by the NEB and Leyland Cars was split up into Austin Morris (the volume car business) and Jaguar Rover Triumph (JRT) (the specialist or upmarket division). Austin Morris included MG. Land Rover and Range Rover were later separated from JRT to form the Land Rover Group. JRT later split up into Rover-Triumph and Jaguar Car Holdings (which included Daimler).


0 Coventry Climax forklift truckCoventry Climax forklift truck

In 1978 the company formed a new group for its commercial vehicle interests, BL Commercial Vehicles (BLCV) under managing director David Abell. The following companies moved under this new umbrella:

  • Leyland Vehicles Limited (trucks, tractors and buses)
  • Alvis Limited (military vehicles)
  • Coventry Climax (fork lift trucks and specialist engines)
  • Self-Changing Gears Limited (heavy-duty transmissions)

BLCV and the Land Rover Group later merged to become Land Rover Leyland.

BL Ltd

In 1979 British Leyland Ltd was renamed to simply BL Ltd (later BL plc) and its subsidiary which acted as a holding company for all the other companies within the group The British Leyland Motor Corporation Ltd to BLMC Ltd.[9]

0 1983 Austin Metro

1983 Austin Metro

BL’s fortunes took another much-awaited rise in October 1980 with the launch of the Austin Metro (initially named the Mini Metro), a modern three-door hatchback which gave buyers a more modern and practical alternative to the iconic but ageing Mini. This went on to be one of the most popular cars in Britain of the 1980s. Towards the final stages of the Metro’s development, BL entered into an alliance with Honda to provide a new mid-range model which would replace the ageing Triumph Dolomite, but would more crucially act as a stop-gap until the Austin Maestro and Montego were ready for launch. This car would emerge as the Triumph Acclaim in 1981, and would be the first of a long line of collaborative models jointly developed between BL and Honda. By 1982 the BL Cars Ltd division renamed itself Austin Rover Group, shortly before the launch of the Maestro and Michael Edwardes was replaced by Harold Musgrove as chairman and chief executive. Jaguar and Daimler remained in a separate company called Jaguar Car Holdings, but were later sold off and privatised in 1984.

A rationalisation of the model ranges also took place around this time. In 1980, British Leyland was still producing four cars in the large family car sector—the Princess 2Austin Maxi, Morris Marina and Triumph Dolomite. The Marina became the Ital in August 1980 following a superficial facelift, and a year later the Princess 2 received a major upgrade to become the Austin Ambassador, meaning that the 1982 range had just two competitors in this sector. In April 1984, these cars were discontinued to make way for a single all-new model, the Austin Montego. The Triumph Acclaim was replaced in that same year by another Honda-based product – the Rover 200-series.

Jaguar sale

In 1984 Jaguar Cars became independent once more, through a public sale of its shares. Ford subsequently acquired Jaguar. In 1986 BL changed its name to Rover Group and in 1987 the Trucks Division – Leyland Vehicles merged with the Dutch DAF company to form DAF NV, trading as Leyland DAF in the UK and as DAF in the Netherlands. In 1987 the bus business was spun off into a new company called Leyland Bus. This was the result of amanagement buyout who decided to sell the company to the Bus & Truck division of Volvo in 1988.

Rover Group sale

0 1988 Range Rover

In 1986 Graham Day took the helm as chairman and CEO and the third joint Rover-Honda vehicle – the Rover 800-series – was launched which replaced the 10-year old Rover SD1. That same year, the British government controversially tried to reprivatise and sell-off Land Rover, however this plan was later abandoned. 1987 saw the Austin name dropped on the Metro, Maestro and Montego, signalling the end for the historic Austin marque, in a push to focus on the more prestigious (and potentially more profitable) Rover badge. In 1988 the business was sold by the British Government to British Aerospace (BAe), and shortly after shortened its name to just Rover Group. They subsequently sold the business to BMW, which, after initially seeking to retain the whole business, decided to only retain the Cowley operations for MINI production and close the Longbridge factory. Longbridge, along with the Rover and MG marques, was taken on by MG Rover which went into administration in April 2005.

0 1985 Leyland T45 Cruiser

1985 Leyland T45 Cruiser

Many of the brands were divested over time and continue to exist on the books of several companies to this day.

Ashok Leyland

0 A present day Ashok Leyland Truck in India

A present day Ashok Leyland Truck in India

The Leyland name and logo continues as a recognised and respected marque across India, the wider subcontinent and parts of Africa in the form of Ashok Leyland. Part of the giant Hinduja GroupAshok Leyland manufactures buses, trucks, defence vehicles and engines. The company is a leader in the heavy transportation sector within India and has an aggressive expansionary policy. Ironically, since 1987, when the London-based Hinduja Group bought the Indian-based Ashok Leyland company, it is once again a British-owned brand. Today, Ashok-Leyland is pursuing a joint venture withNissan and through its acquisition of the Czech truck maker, Avia, is entering the European truck market directly. With its purchase, in 2010, of a 25 per cent stake in UK-based bus manufacturer Optare, Ashok Leyland has taken a step closer to reconnecting with its British heritage, as Optare is a direct descendant of Leyland’s UK bus-making division.

British Leyland also provided the technical know-how and the rights to their Leyland 28 BHP tractor for Auto Tractors Limited, a tractor plant in Pratapgarh, Uttar Pradesh. Established in 1981 with state support, ATL only managed to build 2,380 tractors by the time the project was ended in 1990 – less than the planned production for the first two years.[10] The project ended up being taken over by Sipani, who kept producing tractor engines and also a small number of tractors with some modest success.[11]


The car brands of BSA were divested, BSA was not merged into Jaguar.Notes for the timeline table

  • Mini was not originally a marque in its own right. See Mini and MINI (BMW) for more detail.
  • The BMC trademark is registered (1564704, E1118348) to MG Rover Group Ltd in the UK. BMC is also the name of a commercial vehicle manufacturer in Turkey, formerly the Turkish subsidiary of the British Motor Corporation. It is believed that Nanjing Automotive may have purchased this from MG Rover, however the brand has not been re-assigned as of 17 July 2006.
  • The Wolseley trademark is registered (UK 1490228) to MG Rover Group Ltd for automobiles only. It is believed that Nanjing Automotive may have purchased this from MG Rover, however the brand has not been re-assigned as of July 2006 to a different company. The UK building materials supplier Wolseley plc owns the rights to the Wolseley name for all other purposes. Wolseley plc is a descendant of the original Wolseley company.
  • The Vanden Plas trademark is owned by Ford (through Jaguar) for use within the USA and Canada, and as (UK 1133528, E2654481) to MG Rover Group Ltd for use in the rest of the world. It is believed that Nanjing Automotive may have purchased this from MG Rover, however the trademark has not been recorded as reassigned as of 17 July 2006. This is why Jaguar XJ Vanden Plas models are branded as Daimlers in Britain. The last Rover to use the Vanden Plas name was the Rover 75 Vanden Plas, a long wheelbase limousine model.
  • The Rover trademark was owned by BMW and was only licenced to MG Rover Group Ltd. BMW sold the brand to Ford in September 2006.
  • Alvis was purchased from British Leyland by United Scientific Holdings plc in 1981, in 2002 Alvis merged with part of Vickers Defence Systems to form Alvis Vickers which was purchased byBAE Systems in 2004. BAE Systems did not acquire Alvis through their ownership of the Rover Group in the early 1990s. Production of Alvis branded cars ceased in 1967. The trademark is owned by Alvis Vehicles Ltd.
  • The use of the Triumph name as a trademark for vehicles is shared between BMW and Triumph Motorcycles Ltd. The former for automobiles and the latter for motorcycles. The motorcycle and car business separated in the 1930s.

Merged companies

The car firms (and car brands) which eventually merged to form the company are as follows.

The dates given are those of the first car of each name, but these are often debatable as each car may be several years in development.

Other merger events

Several of these names (including Jaguar, Land Rover and Mini) are now in other hands. The history of the mergers and other key events is as follows:


  • 1969 The last Riley Elf1300, and 4/72 models were built, thus ending the Riley marque
  • 1975 Innocenti passed to Alejandro de Tomaso
  • 1975 The final Wolseley, a Saloon, is built, thus ending the Wolseley marque
  • 1978 Land Rover separated from Rover to form a separate company, still part of BL
  • 1979 Collaboration with Honda begins, sacking of Derek Robinson (“Red Robbo”)
  • 1978 Closure of Triumph assembly plant in Speke – production moved to Canley
  • 1980 Closure of MG and Triumph assembly plants in Abingdon and Canley
  • 1981 Closure of Rover-Triumph plant in Solihull
  • 1981 Alvis sold to United Scientific Holdings and Alvis plc formed
  • 1982 Michael Edwardes steps down as chairman; BL Cars Ltd renamed Austin Rover Group (ARG)
  • 1982 Leyland Tractors sold to Marshall Tractors, tractor production at Bathgate assembly plant ends
  • 1982 Production of British Leyland cars ceases in New Zealand
  • 1983 Closure of Bristol bus plant, production transferred to Leyland National plant at Workington
  • 1984 Morris Ital goes out of production, signalling the end of the Morris badge
  • 1984 Jaguar floated off (including Daimler and the US rights to Vanden Plas); bought by Ford in 1989
  • 1984 Final Triumph Acclaim rolls off the production line, ending the Triumph name
  • 1985 Closure of Bathgate truck assembly plant
  • 1986 BL plc renamed Rover Group, Austin badges disappear the following year
  • 1986 Leyland Bus floated off; bought by Volvo in 1988
  • 1987 Leyland Trucks division (including Freight Rover vans) merged with DAF to form DAF NV/Leyland DAF. Vans became independent as LDV in 1993, as did Trucks as Leyland Trucks. Leyland Trucks was taken over by US giant PACCAR in 1998 and integrated with Foden.
  • 1987 Unipart, BL’s spare parts division, acquired by management buy-out
  • 1988 Rover Group privatised; sold to British Aerospace
  • 1994 Rover Group sold to BMW, collaboration with Honda ends
  • 1994 Maestro and Montego go out of production.
  • 1998 Metro/100-series goes out of production – the last of the former Austin models.
  • 2000 BMW decides to break up and sell the Rover empire; Land Rover sold to Ford
  • 2000 BMW MINI, Triumph, and Riley trademarks retained by BMW, but BMW’s other interests sold off
  • 2000 Remainder of company became independent as the MG Rover Group
  • 2007 MG Rover goes into administration with huge debts, and its assets are taken over by Nanjing Automobile (Nanjing Automobile Corporation, NAC).
  • 2007 SAIC takes over NAC and relaunches production at Longbridge
  • 2006 Ford acquires the rights to the Rover brand name from BMW, though without any immediate plans for using it on production cars.[12]
  • 2008 Ford completes the sale of JaguarRover and Land Rover to Tata Motors, of India

Notable BL and BMC and related models

0 A small British Leyland badge on one of their many products.

A small British Leyland badge on one of their many products.

In some cases, British Leyland continued to produce competing models from the merged companies at different sites for many years. However, any benefits from the broader number of models were far outweighed by higher development costs and greatly reduced economies of scale.Competing models

Sadly, potential benefits associated with rationalising parts usage were lost, as for example, the company made two completely different 1.3-litre engines (BMC A series and the Triumph 1.3-litre), two different 1.5-litre engines (BMC E series and Triumph), four different 2-litre engines (4-cylinder O series, 4-cylinder Triumph Dolomite, 4-cylinder Rover and 6-cylinder Triumph) and two completely different V8 engines (Triumph OHC 3-litre V8 and Rover 3.5-litre V8).

Examples of competing cars were:

Badge-engineered models

In contrast to the continued development of competing models, British Leyland continued the practice of badge engineering of models which had started under BMC; selling essentially the same vehicle under two (or more) different marques.


Volume car production plants

  • Abingdon, Oxfordshire. The MG sports car plant. Closed in 1980.
  • Birmingham Adderley Park. Originally the main Wolseley assembly plant (until 1927), then the main Morris Commercial assembly plant, latterly for vans only. Closed in 1972, when van assembly transferred to nearby Common Lane.
  • Birmingham Acocks Green, Rover engine and transmissions plant
  • Birmingham Castle Bromwich, Former Fisher and Ludlow body plant, acquired by BMC in 1953. Functioned as body plant for Mini and Jaguar models, employing c9,000 workers in the 1970s, Plant taken over completely by Jaguar in 1977, and became the main Jaguar assembly plant after the closure of the Browns Lane Coventry plant in 2005. The plant still employs 2000 workers.
  • Birmingham Drews Lane / Common Lane. Also known as the Ward End works. The Plant dates from 1913 and was built by Electric & Ordnance Accessories, a subsidiary of Vickers. Was then a Wolseley assembly plant (until 1948), later a component plant, and in 1968 the Austin-Morris Division’s transmission plant. In 1972 it became BLMC’s main van assembly plant. Van production was suspended in 2008 and did not resume, due to the collapse of the LDV Group.
  • Birmingham Garrison Street, Bordesley Green, c800 workers making Triumph components. Closed
  • Birmingham Longbridge. Originally the Austin plant, and at one time the largest manufacturing plant in the world. The largest British car plant in the 1970s, employing c25,000 workers and famous as the home of the Mini. Closed upon the collapse of MG Rover in 2005. Successor Nanjing has restarted limited car assembly on a much smaller scale for the MG TF.
  • Birmingham SU Carburetters. Bought by Morris and established at Washwood Heath, making fuel pumps and carbutetters (c1300 workers). Closed early 1980s
  • Birmingham Tyseley, Rover engine and transmission plant, employing c4,000 workers in the 1970s. Closed mid-1980s
  • Cardiff. Opened by Rover in 1964 to manufacture transmissions and axles for Rover and Land Rover vehicles. Closed in November 1984, following major rationalisation of production facilities within the Austin Rover Group. All facilities corresponding to Land Rover output were transferred to Solihull East Works on cessation of Rover SD1 production.
  • Cowley, Oxfordshire. Formerly comprising the main Morris plant and the Pressed Steel body plant, and one of the largest British car production sites throughout the BLMC era. In 1993 the original Morris plant was sold to developers and demolished, with car production being concentrated on the former Pressed Steel site which is now owned by BMW and used for assembly of the modern MINI.[14]
  • Coventry Courthouse Green engine plant. Formerly Morris Engines Ltd., closed late 1981. The original Gosford Street building is now the Coventry University Business School‘s William Morris Building.
  • Coventry Browns Lane. Originally a World War II Shadow factory, built for Daimler, which subsequently became the mMain Jaguar assembly plant. Closed by Ford in 2005.
  • Coventry Canley. Originally owned by Standard, latterly the main Triumph car plant and the largest factory in the city. Closed in 1980.
  • Coventry Radford. Former Daimler plant. Bus chassis assembly transferred to Leyland 1973, subsequently the Jaguar engine and axle plant. Closed by Ford in late 1990s.
  • Leicester Rearsby Components plant, formerly the assembly plant for Auster Aircraft. Closed by British Leyland in 1981, subject to a management buyout, passed to Adwest and closed in 2003.
  • Liverpool Speke. Former Hall Engineering Group car body plant purchased by Standard-Triumph in 1959 (Speke No.1), plus new Triumph assembly plant opened in 1970 (Speke No.2). No.1 plant became the first major British BLMC car assembly plant to close, in 1978. No.2 plant continued to produce bodies for assembly at Canley until closure in 1980.
  • Llanelli. Radiator and pressings plant opened in the early 1960s, employing c 4,000 workers in the 1970s.Now owned by Calsonic Llanelli Radiators
  • Solihull, West Midlands. The former Rover plant. A new car assembly line opened in 1970s but closed 1981. The original plant survives as the home of Land Rover 4×4 vehicles, who are now under Tata Motors ownership.
  • Swindon. Former Pressed Steel Company bodywork plant, now owned by BMW for manufacture of MINI body panels.

Truck and bus plants

See also


  1. Jump up^ A Catalogue of the Papers of Leyland Motor Corporation Ltd
  2. Jump up^ British Leyland Motor Corporation, Ltd. – Britannica Online Encyclopedia
  3. Jump up to:a b “The politics of building cars”BBC News. 7 April 2005. Retrieved 27 April 2010.
  4. Jump up^ Austin Rover Online
  5. Jump up^ Alan Pilkington (1996). Transforming Rover, Renewal against the Odds, 1981–94. Bristol Academic Press, Bristol, pp.199, ISBN 0-9513762-3-3
  6. Jump up^ BL Booklet – Graduate opportunities with British Leyland
  7. Jump up^ “MotorWeek: Mini Go-ahead”. Motor: 19. 11 December 1976.
  8. Jump up^ Michael Edwardes arrives
  9. Jump up^ – Leyland Truck & Bus
  10. Jump up^ Bajaj, J.L. (1994-08-27). “Divesting State Ownership: A Tale of Two Companies”. Economic and Political Weekly(Mumbai, India: Sameeksha Trust) 29 (35): M-126.
  11. Jump up^ Bajaj, p. M-127
  12. Jump up^ “Rover brand name passes to Ford”. BBC. 19 September 2006.
  13. Jump up^ British Car Linage
  14. Jump up^ Bardsley, Gillian; Laing, Stephen. Making Cars at Cowley. Tempus. ISBN 0-7524-3902-2.

Author: Jeroen

In Dutch, my homelanguage: Ik ben Jeroen, tot januari 2015 was ik al dik 26 jaar werkzaam in een psychiatrisch ziekenhuis in een stad vlakbij Werelds grootste havenstad Rotterdam. Eerst als verpleegkundige/begeleider op high care, later op afdeling dubbeldiagnose (verslavingen) en ook nog een tijdje als administratief medewerker. Ik heb een spierziekte "Poli Myositis" (alle spieren zijn ontstoken) daardoor weinig energie. Sinds augustus 2015 is daarbij de diagnose Kanker gesteld, en ben ik helemaal arbeidsongeschikt geworden en zit middenin de behandelfase. Gelukkig ben ik daarnaast getrouwd, vader, en opa, en heb de nodige hobby's. Een daarvan is transportmiddelen verzamelen en daarmee een blog schrijven. Dit blog begon met bussen, maar nu komen ook sleepboten, auto's trucks en dergelijke aan bod. Kijk en geniet met me mee, reageer, en vul gerust aan. Fouten zal ik ook graag verbeteren. In English: I'm Jeroen, till januari 2015 I was already 26 years working as a nurse in a psychiatric hospital, near Rotterdam, Worlds biggest harbour with more than 98 nationalities living within it's borders. First I worked on closed high care ward and the last years on a ward with mainly addicted people. I liked my work very much. In 2007 I got ill. I got the diagnose Poli Myositis, a musscle dissease. Al my mussles are inflamed. And last august I got another diagnose. Cancer. It's plaveicelcel carcinoma and treated with Chemo and radioation. So I've even less energy than the last years. Still I try to make something of my life and the blog is helping with surviving with some pleasure.

4 thoughts on “Buses LEYLAND + History – Great Brittan UK”

  1. Sadly the first statement is wrong on several very important facts. Shame because a lot of people come here who are being misled. Leyland still make lorries here in Grrrrt Britain, in 2017. The are badged DAF, who bought the old company by the way not Volvo! but they are built by Leyland.


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