TAM Tovarna Avtomobilov Maribor Slovenia Buses and Trucks

Tovarna avtomobilov Maribor

Type Public
Industry Automotive
Founded 1947
Headquarters Maribor, Slovenia
Key people Janez Lipuš, Chairman
Products Buses, Trucks
Employees 8,175 (1986)

TAM (Tovarna avtomobilov Maribor – translated: Maribor Automobile Factory) was a Yugoslavian and Slovenian commercial vehicle manufacturer based in the city of Maribor.


TAM began as an aircraft-parts factory founded by the occupying Germans in 1941. Immediately following World War II, the Yugoslav government decided to convert the works to vehicle production and renamed it the Tovarna avtomobilov Maribor Tezno, “Maribor Tezno Automobile Factory” on December 31, 1946. TAM’s first model, the “TAM Pionir,” was built under license from the Czechoslovak company “Praga,” and was manufactured until 1962, with a total of 1700 produced in that period. TAM quickly became Yugoslavia‘s leading truck manufacturer. In 1958, it began manufacturing vehicles under license from the German company Magirus-Deutz. In 1961, the company was renamed to Tovarna Avtomobilov in Motorjev Maribor(“Maribor Automobile and Motorcycle Factory“), however the TAM acronym and logo were retained. At its height, it employed more than 8000 workers; however, the economic decline of the 1980s saw financial difficulties, and in 1996 the company was dissolved.

TAM was succeed by TVM (Tovarna vozil Maribor – translated: Maribor Vehicle Factory) in 2001, producing MAN trucks under license primarily for the Slovenian Army. The company ended in bankruptcy in 2011 with debts totaling over €62 million.

The TAM logo resembled a three-leafed clover standing on point, with each lobe containing one letter of the acronym and a small five-pointed star occupying the center.

Vehicles produced

TAM 125 T10 fire truck

TAM 150 military transport truck

TAM trucks were assigned a string of three variables, number-letter-number; for example, model 190 T 11.TAM vehicle naming convention

  • The first number represents engine power (in hp).
  • The letter T stands for the Slovenian word “tovornjak” (truck).
  • The second number (11) represents the maximum payload (in tons).

TAM buses were assigned a string of four variables, number-letter-number-letter, for example: 260 A 116 M.

  • The first number represents engine power.
  • The letter A stands for the word “avtobus” (bus).
  • The second number represents the maximum number of passengers.
  • The second letter could be either M, P, or T, for “mestni” (city bus), “primestni” (suburban bus), or “turistični” (tourist bus).

1950 M A R I B O R - G R A Z 1957 Deset tisoči izdelani Pionir v tovarni TAM 1957 1957 TAM 4500 1957 Tovarna avtomobilov Maribor 1961 Prvomajski sprevod v Ljubljani 1961 Vozila TAM 1962 Vozila TAM 1962 1962 Vozila TAM 1974 TAM 110 A 8 (7000-74) 1975 TAM AS 3500 E (3000-75) 1975 TAM AS 3500 EM (3000-75) 1977 TAM 170 A 11-T,L (3000-77) 1979 TAM 170 A 11-T,L (3000-79) 1979 TAM 170 A ii-M,P (5000-79) 1992 TAM 260 A110T+321 A119VT (RAI 92) 2008 Autobus Marbus Bus TAM 232 A 116 M in Bratislava Een licht gepanserde TAM 110 vrachtwagen Gasilsko vozilo TAM 190 T 15 v Črnučah (PGD Verd, 2013-08) Logo_of_TVM M94 Plamen S 128mm 2 super-tam 260A TAM 125 T10 fire truck TAM 190 T 15 Tam 190-a-11-03 Tam 190-a-11-04 Tam 190-a-11-07 ??????????????????????????????? TAM 260 A 116 P TAM 260 A 119 Tam 260-02 TAM 5500 kalemegdan tam Argentijnse Tank TAM kamion HV Tigrovi TAM logo Tam Super 260A ??????????????????????????????? tam-80-05 tam-110 t7 bv 4x4 TAM110 VS tam-110-02 (1) tam-110-02 tam-110-ambulance-truck-01 TAM-130 VS VZ MOST vatrogasci tam-150-t-12 tam-170-t14-02 tam-190-a-11-03 tam-190-a-11-04 TAM260T26-01a tam-4500-01 (1) ??????????????????????????????? Vojaški tovornjak TAM 110 M55 with SA2

The STEWART Motor Corporation of Buffalo, New York USA

The Stewart Motor Corporation of Buffalo,

New York USA


The Stewart Motor Corporation
T. R. Lippard and R. G. Stewart, vice-president and general manager and
secretary and chief engineer, respectively, oi the Lippard-Stewart Motor Car
Co., 1738 Elmwood avenue, Buffalo, N. Y., withdrew from that organization June I
and have formed and financed the Stewart Motor Corporation, which will enter the
motor truck field. Mr. Lippard is president and general manager and Mr. Stewart
vice president and chief engineer .of the new concern. R. P. Lentz, for several
years connected with the London & Lancashire Fire Insurance Co., is secretary
and treasurer, and Robert W. Ingersoll, recent manager of the Firestone Tire &.
Rubber Co. in Buffalo, will be sales manager.
The older company will continue operations in its plant on Elmwood avenue under
the direction of August Becker, president, and E. J. Barcalo, treasurer, who
have obtained full control through the withdrawal of Messrs. Lippard and
The new company has secured the plant recently vacated by the Niagara Machine &
Tool Works at the corner of Randall and Superior streets. It will be put into
condition for occupancy immediately. Orders for machinery, equipment, etc., are
now being placed from the temporary offices of the company at 1056 Ellicott
Square. Every possible effort is being made to start manufacture at the earliest
possible moment, so as to fill orders already secured for early fall delivery.
The company will manufacture light-capacity motor trucks at a moderate price.
The new product will be known as the Stewart truck, being named after Mr.
Messrs. Lippard and Stewart were connected with the Franklin company of Syracuse
for several years. They came to Buffalo about 1 1/2 years ago to start the
Lippard-Stewart company, whose cars are now being operated in many cities.
From:The Commercial Vehicle Aug 1912

1912-42 The Stewart Motor Corporation of Buffalo, New York USA 1914 Stewart Motor Corporation Light Truck Ad 1914 1915 Stewart Automobile Advertisement 1915 Stewart Roadster Automobile 1915 Stewart Touring Automobile 1916 stewart B4x7 1916 stewart C7x10 1918 Stewart 1919 stewart 5 models 8x12 1920 stewart F6x9 1920 Stewart Trucks 1920 stewarttrucks 1923 Stewart Trucks Ad 1924 Stewart fire truck 1927 stewart-1927-10-stewart 1928 Stewart vrachtauto B-6376 1928 Wiedman Camp Body on Stewart Truck Chassis 1929 Stewart Car. onb 1929 Stewart motor trucks 1929 Stewart Trucks Ad The Truck I Buy 1930 Stewart 10 Verheul 1930 Stewart Hainje 1930 stewart-1930-voorburgsche 1931 Stewart Six Truck 1931 Stewart Standaard Yntema B-3729 1931 Stewart-based motorhome 1932 Stewart toerwagen met Van Leersum karrosserie met 26 zitplaatsen 1934 Stewart truck MHV P&L PTT 1935 stewart AmWT 1935 Stewart 1935 stewart-panel-and-dump-truck-3 1935-1936-stewart-panel-and-dump-truck-1 1936 Stewart carr. Hainje Heerenveen B-7815 1938 Stewart Truck Model 47-A 1940 Stewart met de tweede karrosserie van Hainje 1941 Ford panel truck and a Stewart Truck Lines International from Ashcroft, BC 1994 Stewart-Stevenson М1084 FMTV-MTV, 6x6 1999 Stewart-Stevenson М1089А1 FMTV-LHS, 6x6 1999a 2005 Stewart-Stevenson М1088А1 FMTV (6x6) with armoured cab Stewart & Stevenson -Busscar Coach Oskosh Mexico

Buses, Cars, Trucks and Van’s TROJAN Croydon England 1914-1965

Trojan letter logo


1948 Trojan 15 Van Logo

BUSES, Cars, Trucks and Vans

1924 Trojan b

 1924 Trojan

Trojan was a British automobile manufacturer producing light cars between 1914 and 1965, and light commercial vehicles for a short time.

Early history

The company was founded by Leslie Hayward Hounsfield (1877–1957) who went into business as a general engineer in a small workshop called the Polygon Engineering Works in Clapham, South London. He got the idea to make a simple, economical car that would be easy to drive and started design work in 1910.

1924 Trojan a

1924 Trojan

In 1913 the prototype was ready. It had a two-stroke engine with four cylinders arranged in pairs, and each pair shared a common combustion chamber – a doubled-up version of what would later be called the “split-single” engine. The pistons in each pair drove the crankshaft together as they were coupled to it by a V-shaped connecting rod. For this arrangement to work, it is necessary for the connecting rod to flex slightly, which goes completely against normal practice. The claim was that each engine had only seven moving parts, four pistons, two connecting rods and a crankshaft. This was connected to a two-speed epicyclic gearbox, to simplify gear changing, and a chain to the rear wheels. Solid tyres were used, even though these were antiquated for car use, to prevent punctures and very long springs used to give some comfort.

1924 Trojan Utility 4-seater Chummy

1924 Trojan Utility 4-seater Chummy

Before production could start war broke out and from 1914 to 1918, Trojan Ltd, as the company had become in 1914, made production tools and gauges. In 1920 the first series of six cars were made from a works in Croydon and the final production version was shown at the 1922 London Motor Show. An agreement was reached with Leyland Motors to produce the cars at their Kingston upon Thames factory where work on reconditioning former Royal Air Force wartime trucks was running down. This arrangement would continue until 1928 when Leyland wanted factory space for truck production. During the nearly seven years of the agreement 11,000 cars and 6700 vans were made.

Trojan Utility Car

The Trojan Utility Car went onto the market at £230, which was reduced to £125 in 1925, the same as a Model T Ford. Nothing was conventional. Rather than a chassis the car had a puntshaped tray which housed the engine and transmission below the seats. The transmission used a chain to drive the solid tyre shod wheels. The 1527-cc engine to the ingenious Hounsfield design was started by pulling a lever on the right of the driver. To prove how economical the car was to run, the company ran the slogan “Can you afford to walk?” and calculated that over 200 miles (320 km) it would cost more in shoes and socks than to cover the distance by Trojan car.

1925 Trojan sept

1925 Trojan sept

A modified car was released in 1920 with a smaller 1488-cc engine to bring it into the sub-1.5-litre class and with pneumatic tyres available as an option. The car was guaranteed for 5,000 miles. A major contract was agreed with Brooke Bond tea for delivery vans making the car familiar all over Britain and with a top speed of 38 mph (61 km/h), not causing too much worry over speeding drivers.

The RE Trojan and the 1930s

Trojan van, Abergavenny steam rally

 1950s diesel van, with Perkins engine and operated by Perkins themselves

With the ending of the Leyland partnership, Leslie Hounsfield took over production himself back in Croydon but at new premises with Leyland continuing to supply some parts until the early 1930s. In spite of new body styles, sales of the cars were falling and so a new model, the RE, or Rear Engine capable of 45 mph (72 km/h) was announced in 1931. It still did without electric starter and had only rear-wheel braking, and was beginning to look very old fashioned, and although new modern bodies were fitted, only about 250 were sold. A final attempt was the Wayfarer of 1934 with the engine back in the middle, but now with three-speed gearbox and shaft drive, but only three were sold, and the 6-cylinder Mastra did no better, with only two produced. The original van continued to sell well, however, and the Utility car could still be ordered; the last one was delivered in 1937.

1925 Trojan (2)

1925 Trojan

Leslie Hounsfield had left the company in 1930 to set up a new enterprise making amongst other things the “Safari” camp bed which would be made in thousands during World War II.

1925 Trojan Utility NP6016

1925 Trojan Utility NP6016

Trojan Ltd continued to make vans until war broke out and during hostilities made bomb racks and parachute containers. With peace, van production restarted still with the original engine until 1952 when it was replaced by a Perkins diesel.

Bubble and sports cars

1963 Trojan 200 b

 1963 Trojan 200

In 1959 the company was bought by Peter Agg and from 1960 to 1965 he built under licence Heinkel bubble cars selling them as the Trojan 200, the last vehicle to bear the Trojan name.


The company acquired the rights to build the Elva Courier sports car in 1962, producing 210 cars between 1962 and 1965 when production switched from road cars to the McLaren-Elva racing car.

1925 Trojan

1925 Trojan

The company existed as Trojan Limited (Company No 134254 having been incorporated on 27/02/1914) until 19/03/2013, though no longer operating from the Croydon factory which has been sold, on which latter date it was dissolved via “Voluntary Strike-off”.

Trojan Trobike

1961 Trobike1961 Trojan Trobike

Trobike was a type of mini-bike. Although preceded by the World War II military Welbike and later Corgi for the civilian market, it was one of the earliest to be sold in kit form to avoid purchase tax. The Trojan Lambretta group was founded in 1959 when Lambretta Concessionaires Ltd took over Trojan Ltd, one of the oldest firms in the British motor industry. At about the time the group owned the Clinton Engine Corporation of Maquoketa, Iowa, USA.

Trojan emblemTrobike front mudguard decal

Clinton were world famous for their engines used in lawnmowers and chainsaws. At this time many were supplied for use in portable generators, paint sprayers etc.

1926 Trojan

1926 Trojan

During the late 1950s the British public were becoming aware of the craze sweeping teenage America – karting (or go-karting). The sport arrived in Britain with US servicemen bringing outfits over and even making their own.

1929 Trojan a

1929 Trojan

At first, the most popular engine was the 2.5 hp 95 cc Clinton engine – being both readily available and cheap. By 1959 Trojan began making the Trokart using this engine. It was sold both in both built-up form and as a kit to avoid purchase tax; it sold for only £25. By 1963 it was estimated that 250,000 engines in the US and 10,000 in Britain had been sold, all for karting.

1929 Trojan

1929 Trojan

The first printed mention of the Trobike is June 1960 and the first road test published on Thursday 22 December 1960 in Motor Cycling with Scooter Weekly. The price then quoted was £35 in kit form although two adverts in 1962 quoted £29. This may account for the fact that it was made for road use with front and rear brakes, and also for off road use with a rear brake only.

1931 Trojan

1931 Trojan

By November 1961 the factory, also producing the Lambretta scooters, had also tooled up to produce the Heinkel three-wheeled bubble car, then known as the Trojan Cabin Cruiser. It seems that the Trobike was a limited success, with perhaps only 500–600 being sold over the two-year period – the last confirmed despatch being 6 March 1962. Known frame numbers range from TB501 to TB1148.

1934 Trojan Senior UOT329 1934 Trojan Senior van Brighton 1934 Trojan Senior van

1934 Trojan Senior UOT329

The very last machines were sold to a farmer and known as the Sussex Miniscooter. Later still, a variant known as the Lowline Chimp appeared, using a very similar frame and again a Clinton engine.

1938 Trojan Victory van EXK 621

1938 Trojan Victory van EXK 621

Originally, machines had black handlebar rubbers but some later models were fitted with buff-coloured rubbers. The twist grip on early machines (as appear on factory literature) was manufactured by Amal with the cable entering parallel to the handlebars. Later bikes had the more typical Amal twist grip with the cable entering from below.

1948 Trojan 15 Van a 1948 Trojan 15 Van inside 1948 Trojan 15 Van Logo

1948 Trojan 15 Van

Later models were fitted with a bashplate between the lower frame downtubes (by frame number TB879). The bashplate was dual purpose: to stop dirt entering the air filter, and also to protect the carburettor from damage. Even later models (by frame number TB1029) were fitted with a further small light steel plate shielding the carburettor float bowl and fitted under the heads of the front two engine mounting bolts.


1950 Trojan advert

1950 Trojan advert

Dimensions and weight

  • Overall length: 48 in (1,219 mm)
  • Width over handlebars: 21 in (533 mm)
  • Wheelbase: 37 in (940 mm)
  • Height over top of handlebars: 28.5 in (724 mm)
  • Seat height: 23 in (584 mm)
  • Weight: 60 lb (27 kg)




  • Power: 2.5 b.h.p. at 3800 R.P.M.
  • Max speed: 32 mph (51 km/h)
  • 0-30 mph: 21 seconds
  • Braking distance: 28 ft (8.5 m) @ 30 mph (48 km/h)

1951 Trojan

1951 Trojan

Frame. The frame is manufactured from high-quality steel tube which is electrically welded to resist shock and impact. The steering head is mounted on ball bearings to provide ease and smoothness of movement. The front mudguard and the integral rear chain and mudguard are built of resin reinforced glass fibre and finished in red to contrast with the white enamel finish of the frame assembly.

Trojan Logo

Engine. The Clinton A490 Panther 2-stroke engine is centrally mounted to ensure perfect balance at all speeds. The engine position is adjustable to suit chain tension. The starting is by recoil starter, power being delivered to the rear wheel through an automatic centrifugal clutch which comes into effect upon opening of the throttle.



Models. Two models – the Garden Model and Road Model – are basically similar, with the difference that the Garden Model does not include number plates, front wheel brake and brake lever, hooter or tax disc. Trobikes have an eye-catching colour scheme – white frames, forks, handlebars, and wheels – yellow engines – red chain/mudguards. A foam rubber saddle covered with black plastic leather cloth is fitted to each machine.

1953 Trojan Van

1953 Trojan Van

Wheels. Wheels are made from extremely strong pressed steel and are of the split rim type for easy tyre removal. Both front and rear wheels run on opposed high-grade taper roller bearingson an alloy steel spindle, which is designed for easy wheel removal. Highly efficient car type internal expanding brakes are used.

1954 HVH 710 - Trojan

1954 HVH 710 – Trojan

1954 Trojan Diesel a

1954 Trojan Diesel

1954 Trojan Diesel b 1954 Trojan Van LVB27 1954Trojan Diesel 1955 Trojan 478UXD 1956 Trojan 20 1956 Trojan type DT 925 XUY 1956 Trojan-i718 1958 Trojan Tipper 1958 URK268 Trojan in the livery of Brooke Bond Tea 1959 CMX Trojan Ambulance 1959 Trojan Artic 1959 Trojan Senior Mini Bus WOA923 Pair Of Trojan Royal Mail Vans PHY 67 TROJAN BUILDERS SUPPLIES FLEETWOOD Trojan 2b2 Trojan bus John 1 Trojan Diesel-395 Trojan DT - Napier Aircraft Co - OVB 345 Trojan MCJ395 Trojan Motor sales & Service CX7096 Trojan RRO240 Servicecar Towing Truck Trojan RRO240 Servicecar Trojan RU 2071 Trojan van, Abergavenny steam rally

Trojan’s from 1950 till 1960

Since restored and rallied Trojan MEB626 Trojan 25 CWT P3 chassis 12 seater Trojan 1b2 Maws Trojan elvacourier-01-02 1967 Trojan or Bedford Duple-Willowbrook 1963 Trojan Taxibus meb626 kings lynn c81 JL 1963 Trojan 743 HUP 1963 Trojan 200 1963 Trojan 200 b 1963 Trojan 200 a 1963 Perkins P3-engined Trojan Warrior 19-seater XBL477 1962 Trojan bus NNJ210 1962 Trojan 200 1962 Premier of Stainforth, Trojan minibus 921CBC 1961 Trojan 1961 Trojan 19-1961 Maws Trojan


Bus and Coach builders STRACHAN (and BROWN) England UK




Strachans, at one time known as Strachan and Brown, was a significant supplier of bus and coach bodies from the ‘Twenties through to the late ‘Sixties. After that they appear to have quit the PSV market but continued to trade as a supplier to the Ministry of Defense. Based for many years in North Acton, London they moved to premises on Hamble Airfield in Hampshire around 1960. The last date I have where any activity is recorded is 1984.

1900 Strachans Coachworks, logo

Their products were particularly prominent before WW2 with many London operators using them, while during the War they were a supplier of “Utility” bodywork. Post-War they were particularly associated with Aldershot and District, but seemed to go into a decline in the late ‘Fifties. The ‘Sixties saw a minor resurgence when they bodied a number of rear-engined single decker chassis including the London Transport XMS class, and provided the coachwork on the only five Dodge chassis sold in the UK.

Surprisingly I have been unable to trace more than passing references to this company anywhere on the web, so a group to record its existence seems appropriate.


    1. 1865 Birth of James Marshall Strachan [pronounced Strawn] at Medians, near Aberdeen, Scotland.
    • 1867 Birth of Walter Ernest Brown.
    • 1881 W E Brown is apprenticed to coachbuilders Laurie and Marner (Oxford Street, London).
    • 1894 W E Brown starts his own business at Shepherds Bush.
    • 1896 W E Brown partners with S A Hughes [full name and dates?] as Brown and Hughes (Kensington).
    • 1907 J M Strachan joins the partnership: Brown, Hughes and Strachan, with a large factory at Park Royal.
    • 1915 J M Strachan and W E Brown establish a new partnership as Strachan and Brown Ltd, based at the former Brown and Hughes premises (Holland Gate Garage, High Street, Kensington).
    • 1921 Strachan and Brown move to Wales Farm Road, Acton.
    • 1928 Strachan and Brown partnership dissolved; J M Strachan continues as Strachans Ltd; W E Brown and sons Dennis and Reginald become directors of Duple Bodies and Motors; the rest is WKC history.
    • 1929 Death of J M Strachan; Strachans is renamed Strachans (Acton) Ltd.
    • 1934 Strachans (Acton) is renamed Strachans Successors Ltd.
    • 1944 Death of W E Brown.
    • 1962 Strachans Successors is sold to Giltspur but continues to operate as Strachans (Coachbuilders) Ltd based at Hamble-le-Rice, Hampshire.
        1976 Strachans (Coachbuilders) ceases production.
    • * This info comes from Mrs Jacky Mackenzie, great grand daughter of Walter Ernest Brown

1920-31 Midland Red A177 (OH 1206) Tilling-Stevens TS3 Strachan and Brown B29F


1926 OC1 Strachan Brown of Acton Daimler CF6 W L


1927 AEC OC14 Strachan + Brown of Acton


1928 0827MoTr-Strac1929 OC14 Strachan of Acton on Berliet


1930 HX 1388 A E C Regent Strachans H2624R


1930 Leyland LT2 with a Strachan B32R body


1932 Leyland TS4 originally with Harrington body rebodied in 1949 with this Strachan C33F body


1933 Gilford Zeus Strachan H24-24R 079-XM


1936 AEC Regent, originally with L.P.T.B. H30-26R rebodied in May 1956 with the 1947 Strachan L27-28R body, rebodied by Roe


1939 AEC-Strachan double decker 125, BHJ195


1939 AEC-Strachan double decker 129, BHJ199


1939 AEC-Strachan double decker 129, BHJ199a


1943 Bradford Guy Arab 1, Fleet No 467, Reg No DKY 467.


1943 Guy Arab had a Strachan L27-28R body


1943 Strachan utility L27-28R body so extensively rebuilt by Silcox by 1956 into the condition shown that it is no longer recognisable as of Strachan origins


1944 Bristol K5G Strachan ex Hants & Dorset GLJ971


1944 Guy Arab II rebodied 1960 Massey L57R & 2005 GYL984 1945 Guy Arab II rebodied 1955 Strachan L56R


1944 Guy Arab II with a Strachan L27-28R body


1945 Barton 443, GNN704, was a Guy Arab II with a Strachans L27-28R body


1945 Bristol K6A - Stranchan.


Originally bodied Weymann L55R. Acquired by Moores from Birch Bros. 1952.


1945 Guy Arab II with a Strachan L27-28R (8'0 wide) body


1945 Guy Arab II with a Strachan L27-28R body


1945 Guy Arab II with Strachan H56R body


1945 Guy Arab II with Strachan L27-28RD utility body


1945 Guy Arab II with Strachan lowbridge body


1945 Guy Arab ll Strachan


1947 33 JDE426 Bristol L5G Strachan DP35F


1947 56 was a Strachan L27-28R bodied Albion CX19 whilst 81 was the Roe L27-26RD rebodied single-deck Albion CX39N chassis


1947 AEC Regent with Strachan L27-28R body a


1947 AEC Regent with Strachan L27-28R body


1947 Dennis J3 Lancet with a Strachan C32R body


1947 Guy Arab III with a Strachan L27-28R body


My beautiful picture


1947 Leyland PS1-1s with Strachans C33F bodi


1947 Maudslay Marathon III Strachans FC33F , new with Enterprise Coaches of Kenton , Middlesex


1947 Strachans Coachworks, advert1948 38 JDE 431 Bristol L5G Strachans


1948 AEC Regal III Strachans B35R JFM575 Crosville


1948 AEC Regal III with Strachan B35R body a



1948 AEC Regal III with Strachan B35R body


1948 AEC Regal III-Strachan TA5


1948 Bristol L5G Strachan DP35F


1948 Guy Arab 114, NEV609 with a Strachan L27-26R body


1948 Guy Arab III single decker with Strachans B34F body


1949 AEC Regal III with Strachan B36F body


1949 Crossley DD42-3 which was fitted from new with this Strachans FC33F body


1949 Daimler CVD6 with Strachans bodywork


1949 Guy Arab III with a Strachan L27-28R


1949 Guy Arab III with Strachan L27-28R bodywork


1949 Guy Arab III with Strachans L55R body


1949 Strachan C35F bodied Guy Arab III


1950 A.E.C. 9612A Regent III with a Strachans L27-28R body


1950 A.E.C. 9621E Regal III with a Strachan C33F body


1950 Albion Venturer CX37S with a Strachan L55R


1950 Dennis J10 Lancet with Strachan B38R body


1950 Dennis J10 Lancets with Strachan B38R bodies 175, HOU901


1950 Dennis Lancet 3 with Strachan B38R body


1950 Dennis Lancet III Strachan B38R Guildford Onslow Street


1950 Guy Arab III with a Strachan L27-28R body


1950 Guy Arab III with Strachan C35F body


1950 Guy Arab IV with uncommon Strachans FL31-26RD bodywork



1950 Leyland CPO1 Comet with a Strachan C37F body



1950 Leyland Tiger PS2-1 Strachan B34R



1950 Strachan C35F bodied Guy Arab III



1950 Strachans coach and bus bodies, advert, c19501950 Trojan Diesel with a Strachans 14 seat coach body1951 Crossley DD42-8 with a Strachan H31-28RD body


1951 Dennis Dominant with a Strachans B41C body



1951 Guy Arab III with a Strachan B38F body





1951 Guy Arab III with Strachan B38F body a



1951 Guy Arab III with Strachan B38F body



1951 Guy Arab III with Strachan FL31-26RD body




1951 Leyland Motors Ltd Leyland UK Ad Dublin Ireland Double-Decker Bus1951 Leyland Royal Tiger PSU 1-15 Strachan C4K GVN-952



1952 Ad1953 Bedford Strachans Bus Photo Yugoslavia



1953 Dennis Lancet J10C with Strachan C38F body



1953 Strachan H31-28RD bodied A.E.C. 9613S Regent III



1954 AEC MU3RV Reliances with Strachan 'Everest' C41C bodies a



1954 AEC MU3RV Strachan C41C at Aldershot Garage



1954 AEC MU3RV Strachan C41C in Hampton Court Station Goods Yard



1954 AEC Reliance MU3RV with a Strachan C41C body a



1954 AEC Reliance MU3RV with a Strachan C41C body





1954 AEC Reliance MU3RV with Strachan Everest C41C bodywork



1954 Dennis Falcon LOU65 with Strachan bodywork



1954 Dennis P5 Falcons with Strachan B30F bodies



1954 Leyland PSUC1-2 Tiger Cubs with Strachans Everest C41C bodies



1954 Leyland PSUC1-2 with Strachans C41C body



1954 Leyland PSUC1-2T Tiger Cub with Strachan Everest C41C body



1954 Strachan bodied AEC Reliance



1954 Strachan bodied AEC Reliant



1954 Strachan Everest C41C bodied AEC Reliance



1954 Trojan DT Strachans C15F.



1955 AEC MU3RV Reliances with Strachan 'Everest' C41C bodies



1955 AEC Reliance Strachan C41C



1955 Commer Strachans Everest Transit Bus Brochure1955 Dennis Lancet UFs with Strachan DP41F bodies



1955 Guy Arab IV with a Strachan L27-28R body



1955 Guy Arab IV with Strachans L28-28R body



1955 OC1 Strachans Successors Ltd of Acton on AEC Reliance for Fales Coaches of Bath 1955



1955 Strachan Everest C41C bodywork on its AEC Reliance chassis



1955 Valliant XHN574 AEC Reliance Strachans C41C




1956 Dennis Falcon Strachan B30F in Aldershot Garage yard


1956 Dennis Falcon with Strachan B30F body a


1956 Dennis Falcon with Strachan B30F body


1956 Dennis Falcons with Strachan B30F bodies


1956 Dennis P5 Falcon 275, POR421, with a Strachan B30F body


1956 Strachan bodied Dennis Falcon POR428 at Stokes Bay


1956 Trojan with a Strachan C13F body


 1958 Strachans bodied batch of Seddons


1959 Ford 611E - Strachan BxxF


1962 Albion Nimbus NS3N with Strachan DP31F body


1962 Barton 442 GNN703 Strachan bodied Guy Arab II


1962 Guy Arab IV Strachans H72R


1962 Strachan H37-32RD bodied Guy Arab IV


1962 Strachans bodied Bedford VAL


1962 Strachans bodied Bedford VAL14s


1963 AEC Regent V - Stranchan


1963 AEC Regent V One of a trio delivered to members of the co-operative all carried this unusual and rare Strachans bodywork


1963 Ford Thames Traders with Strachans bodies seating 33 upstairs and carrying 23 bikes downstairs a


1963 Ford Thames Traders with Strachans bodies seating 33 upstairs and carrying 23 bikes downstairs b


1963 Ford Thames Traders with Strachans bodies seating 33 upstairs and carrying 23 bikes downstairs


1963 OC14 Strachans Dartford Tun Bus 1963-5


1963 OC14 Strachans Dartford Tunnel Bus


1963 OC14 Strachens Successors Ltd. of Hamble on Ford Thames Trader for London Transport Country Buses Dartford Tunnel Service only


1963 Hutchings & Cornelius Strachans bodied Dennis Lancet TYC 319 lays over after running in from its South Petherton home while CYC 669C, a Bedford SB5-Strachans


1963 Leyland Titan PD2A-30 - Strachans H61Rd d


1963 Leyland Titan PD2A-30 - Strachans H61Rd


1964 Bedford VAL14 Strachan B52F


1964 Bedford VAL14 with unusual low-height Strachan B52F bodywork a


1964 Bedford VAL14 with unusual low-height Strachan B52F bodywork


1964 Daimler 92, DCP836, passing Guy Arab V demonstrator 888DUK on trial with the corporation


1964 Dodge S307 Strachans C42F by the Kings Arms at Hampton Court


1964 Dodge S307 Strachans C42F in Hampton Court Station Goods Yard


1964 Dodge S307-190T Strachan C42F AYV-94B


1964 Guy Arab V demonstrator 888DUK on trial with Halifax Corporation in summer 1964. It carried a Strachan front entrance body


1964 Guy demonstrator 888DUK with Halifax Corporation in June 1964. It carried a Strachan front entrance body.


1964 Leyland Leopard L1 Strachan B45D


1964 Leyland Leopard L1 with Strachans B45D bodywork


1964 Leyland Leopard L1, had bodywork by Strachan


1964 Leyland Leopards in 1964 with unusual but very neat Strachan dual entrance bodywork seating 45


1964 Leyland PD2A-30 with Strachan H35-28RD bodywork


1964 Strachan DP49F bodied AEC 2U3RA Reliance


1964 Strachans bodied Dodge S307-190T coaches


1964 Strachans Low Bridge bodied Guy Arab IV 53DHK


1965 AEC Reliance Leyland Lepard Strachans Bus Brochure 1965 Austin Strachans Bus Sales Brochure 1965 Bedford SB Strachan Pacesaver B--F demonstrator parked at Sandown Park Race Course, Esher, Surrey


1965 Bedford SB Strachan Pacesaver B--F in Windsor


1965 Bedford SP Strachans Paysaver Transit Bus Brochure 1965 Bedford VAS Strachans 30 Seat Bus Brochure 1965 Bournemouth Transport Bedford VAS Strachan M4

1965-bournemouth-transport-bedford-vas-strachan-m4 © Richard Godfray

1965 Dodge BMC Scammell Strachans Bus Brochure 1965 Ford Strachan


1965 Guy Arab V 6LW built in 1965 with Strachans H41-31F bodywork


1965 Leyland Leopard Strachans Transit Bus Brochure 1965 Strachans Eiger 63 Bus Brochure England 1965 Strachans Transit Bus Sales Brochure England 1966 AEC Merlin P2R Strachan B25D originally London Transport XMS4


1966 AEC Merlin P2R Strachan B25D


1966 AEC Reliance Strachan B39F


1966 FBR 53D Leyland Panther-Strachans ex Sunderland, Metro Centre


1966 Ford R192 NPT306D with Strachans B44F bodywork


1966 Ford R192 with Strachan B44F bodywork


1966 Ford R226 with Strachan B52D bodywork


1966 Leyland demonstrator YTB771D on test with Halifax Corporation, a Leyland PSRC1-1 Panther Cub with a Strachans B43D body


1966 Leyland Panther PSUR1-1R Strachan 53 FBR53D Sunderland Corporation


1966 Leyland Panther PSUR1-1R with Strachans B47+19D bodywork


1966 Leyland PSU3-1R-Strachans


1966 MBS15, the only Strachans AEC Merlin


1966 Strachans AEC Merlin


1966 WMPTE 3661 - Ford R192 with Strachans body ex Birmingham City Transport


1967 A E C Swift MP2R with Strachan B54D bodywork


1967 A E C Swift MP2R with Strachans B58F bodywork


1967 AEC Reliance Strachan B39F


1967 AEC XMS1 Strachan (JLA51D) from Gillingham Street Garage on Red Arrow Route 500 in Park Lane


1967 Bedford SB Strachans J33643


1967 Bedford VAM14 with Strachan B33D+25 bodi


1967 Bristol RELL6G Strachan B34D + 218 SRD18 1959 AEC Reliance 2MU3RV Burlimgham B34D


1967 Bristol RELL6G with Strachans B34D body


1967 Daimler Roadliner SRC6 Strachan B54D in Victoria Square Bus Station


1967 Ford Strachans bus 1967 Guy Arab V with Strachan H41-31F body


1967 Leyland Panther 88, GBR88E, with Strachans bodywork FBR53D


1967 Leyland Panther 88, GBR88E, with Strachans bodywork


1967 Leyland Panther, Strachan,


1967 Strachan bodied AEC Reliance ex Aldershot & District 273 MOR604


1967 Strachan-bodied Ford R192


1967 Two Strachan bodied Guy Arabs are closest - 152N in cream-blue ansd not then yet withrawn, alongside 216N


1968 AEC Swift MP2R Strachan B47D at Portswood Garage


1968 AEC Swift MP2R Strachan B47D originally Southampton Corporation 4 in Guildford Farnham Road Bus Station


1968 AEC Swift MP2R with Strachan B47D bodywork


1968 EYO 885J - Another Bedford VAS Strachans (this one with high backed coach seats)


1968 Ford R226 with Strachans 53-seater body


1968 Ford R226 with Strachans bodywork


1968 Leyland Panther Cub Demonstrator with Strachans body at the Earls Court Motor Show


1968 Leyland Panther Cub PSRC1-1 with Strachan 43 seat bodywork


1968 Leyland Panther Cub PSRC1-1 with Strachan B43F body


1968 Leyland Panther PSUR1-1R with Strachan B45F bodywork a


1968 Leyland Panther PSUR1-1R with Strachan B45F bodywork


1968nAEC Swift MP2R Strachan B47D MTR-420F

1968 aec-swift-mp2r-strachan-b47d-mtr-420f

1969 Bedford VAS 3 Strachan body Ex-MoD


1970 Ford Transit with Strachan B16F body


1972 Ford Transit Strachan DP16F


1975 The last Strachan - DDA149C,


That’s it, it’s enough

STEYR – Daimler – Puch AG Steyr Austria 1864 – 2001


Steyr-Daimler-Puch AG
Former type Aktiengesellschaft (Joint stock company)
Industry Transportation, Defense
Fate Split up by divisions; remainder acquired
Founded 1864
Defunct 2001
Headquarters Steyr, Austria
Products Vehicles (cars, trucks, buses, motorcycles), Weapons

Steyr-Daimler-Puch was a large manufacturing conglomerate based in Steyr, Austria, which was broken up in stages between 1987 and 2001. The component parts and operations continued to exist under separate ownership and new names.

1924 Steyr vintage cabrio bus

1939 Steyr vintage cabrio bus



Austro Daimler Sascha

The company, initially known as Josef und Franz Werndl and Company was founded in 1864 as a rifle manufacturer. It grew rapidly during the First World War, by the end of which it employed 14,000 people. The company began producing bicycles in 1894, and Steyr automobiles after 1918. In September 1917 Steyr recruited Hans Ledwinka, now remembered as one of the great automobile engineers of the twentieth century, but then relatively unknown, to the position of “Chefkonstrukteur”, to lead the creation of their automobile manufacturing businessThe first Steyr car, the six cylinder Type II “12/40” appeared in 1920. It was heavy and well-built, if a little cumbersome; soon, however, it spawned sports versions with an impressive list of international achievements. The small but luxurious 1.5 L six Type XII of the late twenties won international motor press acclaim.

1939 Steyr220L

1939 Steyr 220 L

Logo of Steyr-Puch on the Pinzgauer

Logo of Steyr-Puch on the Puch 500

The company changed it name to Steyr-Werke AG in 1924. In 1934, Steyr merged with Austro-DaimlerPuch to form Steyr-Daimler-Puch. The range produced in these years mainly consisted of very modern designs, sporting partially or complete unit construction bodies in streamlined livery, from the one-litre Steyr 50 to the 2.3 L 220 “six”.

1929 Waffenrad_niesner_1929

During World War II, when Austria was part of the Third Reich, Steyr-Daimler-Puch’s Generaldirektor Georg Meindl became one of the first German industrialists to suggest the use of slave labour from concentration camps to boost manpower at Steyr. The request was approved and prisoners were brought by guarded train from the Mauthausen-Gusen camp complex at Gusen 30 km distant. Later, on 5 January 1942 Meindl wrote a letter to SS Gruppenfürhrer Ernst Kaltenbrunner recommending a new ‘satellite’ prison camp be constructed to house prisoners nearer the Steyr factory complex, explaining how this would reduce the time and loss of prisoners in transit to and from work while also reducing security and transport overhead costs. This was approved and prisoners were used for facilities construction (bomb shelters, etc.), and to supplant manufacturing labor. This practice heretofore was not common at other larger German companies, though others followed suit including Mercedes-Benz and MAN. The vehicle range was for military use, including the Steyr RSO Raupenschlepper Ost with an air-cooled 3.5 L V8 engine designed by Ferdinand Porsche, who worked for the company at that time. War-time production there also included small arms, assault rifles, machine guns, and aircraft engines.

1935 Puch_250_R

After the war, Steyr-Daimler-Puch built Diesel engined trucks and buses, small and heavy tractors and also resumed passenger car production. First, Steyr assembled the FIAT 1100E, then put their own engine in a Fiat 1400, renaming the car the “Steyr 2000”. From 1957 through to the early 1970s it produced the tiny Puch 500 under license from FIAT, again with an engine of Austrian design.

1939 Steyr 380 Cabrio

1939 Steyr 380 Cabrio

Most prominent, however, was its range of off-road cars, from the two-cylinder Haflinger and the 4 x 4 or 6 x 6 Pinzgauer, the Fiat Panda 4×4 (999cc) to the Mercedes-Puch G. SDP was the initial designer and manufacturer of these utility vehicles. The Haflinger was produced from 1959–1974, the Pinzgauer from 1971–2000, and the Puch G (also known as Mercedes G-Class) from 1979.

Haflinger geproduceerd door Steyr-Daimler-Puch.

Haflinger produced by Steyr-Daimler-Puch.

The company produced a line of motorcycles and motor scooters marketed in the United States through Sears Roebuck including the SR 125 motorcycle which was delivered in a cardboard crate box to the customer’s home.The Austro-Daimler branch built heavy tractors and trucks for the imperial Austrian army (before 1915). The main Steyr civil agricultural tractor production started in 1947.



After the war Steyr-Daimler-Puch resumed manufacturing bicycles and mopeds, gradually establishing distributors in several countries to manage their sales. Steyr also made bicycles for sale for other retailers, most notably Sears. In the mid 1970s “Steyr-Daimler-Puch America” was incorporated in Connecticut to manage importation and distribution of bicycles and mopeds. Puch Austro-Daimler bicycles remained in production at Graz in Austria until the motorcycle and bicycle fabrication portions of the company there were sold in the mid 1987 to Piaggio & C. S.p.A. of Italy.



Because of their extreme durability and toughness Steyr products won many enthusiastic friends around the world.

Gradual dissolution

In 1987, Steyr-Daimler-Puch AG began selling portions of its different production lines to form separate companies, which included Steyr Nutzfahrzeuge AG (SNF) (still based in Steyr) for truck manufacturing, Steyr Bus GmbH (in Vienna) for bus manufacturing, Steyr-Daimler-Puch Fahrzeugtechnik AG (SFT) and the EUROSTAR joint venture in Graz-Liebenau for assembly of automobiles and, in 1990, Steyr Tractor (Steyr Landmaschinentechnik AG).


Puch 250 SGS 09

Other production lines were also spun off or sold outright to form independent companies, including Puch’s motorcycle division going to Piaggio and Steyr Mannlicher producing weapons. In 1990, the diesel engine division was spun off into Steyr Motorentechnik GmbH, which in 2001 became an independent company, renaming itself Steyr Motors GmbH. Steyr Landmaschinentechnik AG (Steyr Tractor) was sold to Case Corporation in 1996 and renamed Case Steyr Landmaschinentechnik (and is part of CNH since 1999).

Steyr 40 als Kleinbus

Steyr 40 als Kleinbus

Automobile production remained with Steyr-Daimler-Puch Fahrzeugtechnik (SFT) until Magna International acquired a majority holding, in 1998, and in 2001–2 SFT was absorbed fully by Magna, becoming Magna Steyr.

2005-MAGNA-STEYR-Mila-Concept-SA magna-steyr_mila-ev_4

2008-Magna-Steyr-MILA-Alpin-Concept-Front-And-Side 2011-magna-steyr-mila-aerolight-front-1080x1920 magna-steyr-mila-concept-front-view Magna-Steyr-Powertrain-ECS-Eco-Truck-by-Krug-lg

In 1998, the production of military vehicles was sold to an Austrian investor company, which named it Steyr-Daimler-Puch Spezialfahrzeug GmbH (SSF). In 2003, SSF was sold to the U.S. company General Dynamics, a defence equipment manufacturer.

Steyr trucks

Steyr’s first truck was the Typ III, presented in 1920. Steyr built traditional bonneted trucks in the post war years, but in 1968 the distinctive cab over Steyr 90 series was introduced. This was followed by the 91 and the 92 series, built until MAN took over Steyr’s truck production in 1990. A version of the 92 series is still built as the 12M18/12S18 for a number of military users, and was also sold by Britain’s ERF as the ES-series. Some MAN trucks are still available with “Steyr” branding for the Austrian market.

Beginning in 1994, Steyr used MAN’s F2000 cab for the NSK series (Neue Schwere Klasse, or “new heavy class”), while the light and medium duty trucks were the NLK and NMK (Neue Leichte Klasse and Neue Mittlere Klasse), based on MAN’s similarly situated L2000 and M2000 ranges respectively. The NLK ranged from the 6S10 (6.5 tons, 102 PS) to the 11S23 (11 tons, 233 PS). The NMK range was from 12 tonners up to the three-axle 25S26. These cabins were referred to as “Typ 152” in Steyr’s internal parlance.

1922 Steyr III - mit 2,5 to Nutzlast 1924 Steyr OesterreichPostmotorschlittenRadstaetterTauern_HohlmayrSsGasthaus_Baydekarte 1932 steyr 40D340 1934-38 Steyr 150 155k 1935 Steyr-440 (40D), 6x6 1938 Steyr-250 1939 Steyr-643 (40D), 6x6 1940 Steyr М-К 1941 Steyr 1500 A light truck 1941 Steyr-270 (1500А), 4x4 1947 Steyr 480bh4 Röntgenbus 1949 steyr 680a 1949 Steyr Diesel 380 e 1950 Steyr 380 Abschleppwagen 1950 Steyr 380 1950 Steyr 380b Flatz p1 1950 Steyr 380b Flatz96 p2 1950 Steyr 380b Ruestwagena 1950 Steyr 480 kipper 1950 Steyr 480 truck 1950 Steyr 480ab 1950 Steyr 580 series of 4x4 3-ton trucks 1950 Steyr 580bh1 1950 Steyr 580bh3 DCF 1.0 1950 STEYR flambant neuf des Transports Bouchat de GESVES 1951 Steyr 380g b1 1951 Steyr 480 goes p1 1951 Steyr 586 p1c 1951 Steyr 586 1951 Steyr 586f 301279aa 1951 Steyr Diesel 380 II 1951 Steyr Diesel 380 IIa 1952 Steyr 380 TLF 1953 Steyr 260 Kastenwagen (2) 1953 Steyr 260 Kastenwagen 1953 Steyr 260 1957 Steyr-480 1958 steyr586bhfw 1961 STEYR 380 1962 Steyr 586 XS-83-64 1962 STEYR 680 TRANSPORT DE TROUPES 1964 steyr hocke 1964 Steyr Steyr-Puch 586 1965 Steyr-Puch Pinzgauer, Noriker 1965 1967 steyr diesel 680 M 2 1968 Lkw Steyr 680M, der Vorgänger des Lkw Steyr 12M18 1968 Steyr-680МА, 4x4 1969 Steyr-680М3, 6x6 1970 Steyr-Fiat 1100 T 1,3 1973 STEYR-PUCH PINZGAUER 712 Mz 1974 Steyr-Puch Pinzgauer 1975 STEYR-PUCH PINZGAUER 710 Ky 1975 STEYR-PUCH PINZGAUER 710 Mz 1979 Steyr1004 1980 steyr 1890 40vb34 1980 Steyr 1890 1980 Steyr Red 1983 Steyr 1291.280М, 4x4 1983 Steyr 1490 S29 6x4 1984 Steyr 1491.310 1985 Steyr en 1986 Steyr 1491.330M, 6x6 1987 STEYR 15 S 18 Coca Cola 1988 STEYR 50 604 1989 Steyr 25 S 31 1991 STEYR 19 S 31 40 1991 Steyr 19S29 airfield fire-fighting vehicle, 4x4 1992 Steyr Puch Noriker 1993 Steyr 35М36, 6x6 1993 Steyr Puch Pinzgauer 718M 1993 Steyr-19S36-HD-Silosattelzug-blau-Silo-grau-Schoer 1994 Steyr 12M18 4x4 1994 steyr 12m18