Buses bodybuilders CAMERI Italy

Buses Busbuilder-Carrocier CAMERI Italy

Buses busbuilder-carrosier CAMERI Italy

Fiat 306-3 Cameri 285
Fiat 308 Cameri a
Fiat 308 Cameri b
Cameri is one of the many busbuilders from Italië. Most of the buses they made were FIAT’s, but they build also for Lancia & Alfa Romeo

Fiat 308 Cameri

Fiat 308Cameri Perego

Fiat 308L Cameri Asso

Fiat 314 Cameri © Gabriele Mencucci

Fiat 314-3 Cameri 835

Fiat 343 with Cameri bodywork

Fiat 343L Cameri 1973 1988 stefer bus 6101 F343 © Kaiblinger

Fiat 410A.111 Fiat-Cameri 1970 stefer bus 787

Fiat 418 AC Cameri 3123

Fiat 418AL Cameri 28

Fiat 418AL Fiat-Cameri 1973-1974 stefer 335 F418AL Cameri © Kaiblinger

Fiat 421 Cameri

Fiat 421AL Cameri ATM Torino a

Fiat 421AL Cameri ATM Torino

Fiat-Cameri

MKNA-Fiat 418AL Cameri 3371 © MARIO KAIBLINGER

MKNA-Fiat 418AL Cameri 3395 © Mario Kaiblinger

Buses ALFA ROMEO Italy II

Alfa Romeo logo
Alfa Romeo logo (Photo credit: Wikipedia)

Bussen ALFA ROMEO II Italy

ALFA ROMEO 110 A del 1935

Nu komen we bij de Alfa Romeo Bussen met een grotere afmeting. De eerste hierboven komt uit 1935, maar als ik me niet vergis heb ik nog oudere. Het is een fantastische variatie aan te gekke ontwerpen uit verschillende deccenia. Geniet ervan. 

ALFA ROMEO 350A VIBERTI FORSE
Alfa Romeo 110A interurbani carrozzati Caproni, costruiti nel 1950 per l’ATM di Milano
Alfa Romeo 110AF SIAI
Alfa Romeo BUS 902AS Siccar
Alfa Romeo Mille 8021 ANM Napoli small
Alfa Romeo 140A Articolato
Alfa Romeo 430RE Autobus Fiat 626 RN
Alfa Romeo 900 nell’allestimento Gran Turismo GT
Alfa Romeo 110AF Piaggio
Alfa Romeo 430 A carrozzato da Barbi
Alfa Romeo 500 EIAR
ALFA ROMEO 902 AU E 902 AS 1957
Alfa Romeo 900A SICCAR
Alfa Romeo Mille Pistoiesi
Alfa Romeo 900A Lungo 1958
Alfa Romeo 1000 (Mille) Aerfer FI 711.2 OCREN trolleybus in Naples
 ALFA ROMEO 900 A – 900 AU 1952

Buses GAUBSCHAT Berlin Germany

Buses GAUBSCHAT Berlin Germany

Gaubschat Fahrzeugwerke GmbH
910PK
1904 eröffnete Fritz Gaubschat in Neukölln (damals noch bei Berlin) eine Fahrzeugschmiede für Pferdewagen. 1922 wurde der Betrieb erweitert. Man baute nun Omnibusaufbauten auf Fahrgestellen von Büssing, Henschel, Mannesmann-MULAG, VOMAG oder der Daimler-Motoren-Gesellschaft. Sein erster Aufsehen erregender Aufbau war der 1935 auf einem Büssing-NAG aufgebaute Stromlinienbus für die Firma Jensen. Er verfügte über 95 PS und bot 33 Personen Platz. Ausser diesem Bus baute Gaubschat eine weitere Anzahl von Bussen mit Stromlinienaufbau für die RAB-Schnellreisebuslinien der Deutschen Reichsbahn.
1935 Gaubschat
Büssing-NAG 375 T – Baujahr 1935
Gaubschat GMBH Berlin Buse2v_rbs1
Gaubschat GMBH Berlin Buse
Bekannt wurde Gaubschat jedoch durch seine Omnibuszüge. Bereits 1937 wurde der erste Buszug auf der IAMA in Berlin vorgestellt. Es handelte sich dabei um einen Omnibus der einen zwangsgelenkten Anhänger, der bei Biegungen und Kurven der Hinterachsspur des Motorwagens folgte, mit sich zog. Die Idee dazu stammte aus Italien von der Fa. Macci. Dessen Mitarbeiter Ambrogio Baratelli besaß das Patent hierfür. Gaubschat erwarb die Nachbaurechte. Zwischen Motorwagen und Anhänger befand sich ein Faltenbalg. Dadurch konnten die Fahrgäste sich zwischen Motorwagen und Anhänger während der Fahrt bewegen. Sofort erhielt diese Kombination den Namen “D-Zug der Landstraße”. Der Name war auch nicht so abwegig. Konnte man doch mit wenigen Handgriffen den Anhänger vom Zugwagen lösen. Die Durchgänge an Motorwagen und Anhänger wurden, wie bei D-Zugwaggons, mit Doppeltüren geschlossen. Somit konnte der Motorwagen auch als Solofahrzeug genutzt werden.
1941 Gaubschat
1941 Gaubschat
 Gaubschat baute nun mehrere dieser Omnibuszüge, unter anderem auch für die Deutsche Reichsbahn. Zu den größten Zügen gehörten dabei die fünfachsigen Züge auf dem Büssing-NAG-Dreiachsfahrgestell 900 N. Mit Anhänger war dieser Zug 22 Meter lang.
1938 Gaubschat
Büssing-NAG 900 N mit Gaubschat-Aufbau für die KVG-Sachsen – Baujahr 1938
Gaubschat-Omnibuszug mit DRP-Faltenbalgverbindung der Deutschen Reichspost noch mit Hakenkreuz
Gaubschat-Omnibuszug mit DRP-Faltenbalgverbindung der Deutschen Reichspost noch mit Hakenkreuz
Während des Krieges musste Gaubschat – wie allgemein üblich – Rüstungsaufträge ausführen. Das bremste natürlich die Weiterentwicklung des Omnibusbaues. Nach dem Krieg stand dann auch zunächst die Reparatur von Straßenbahnwaggons an erster Stelle. Ab 1950 verließen dann aber schon wieder die ersten Omnibuszüge die Gaubschat-Werke in der Neuköllner Karl-Marx-Straße in Berlin. Teilweise auf gebrauchten Fahrgestellen aufgebaut, dafür aber mit “Klimaanlage”, Radio und Bar im Heck.
1950 Büssing-Zug Gaubschat
Ein Büssing-Zug aus dem Jahre 1950 der von der Fa. Bayern Express auf der Strecke Berlin – München eingesetzt wurde.
Gaubschat_1951_01
Eine Werbeanzeige aus dem Jahre 1951
Gaubschat Geisterbus Heck alt
Gaubschat Geisterbus Heck alt
100 weitere Omnibuszüge bestellte die Deutsche Bundesbahn 1952/53, obwohl abzusehen war, dass der Gesetzgeber keine Omnibusanhänger mehr zulassen würde. Das war auch ein Grund mit, dass Gaubschat auf der IAA 1953 einen17 m langen Gelenkbus vorstellte. Gaubschat unterschied zu dieser Zeit zwischen Omnibus-Gelenkzügen (mit Busanhänger) und Gelenkbussen (mit nichtselbstständigen Nachläufer). Inzwischen entwickelte sich auch eine enge Zusammenarbeit zwischen Gaubschat und der BVG. Zusammen mit Orenstein & Koppel (O & K) der Vereinigen Werkstätten Wittenau (VWW) entwickelten die Berliner Verkehrsbetriebe (BVG) Aufbauten für das Büssing Fahrgestell 12000 T. Davon unabhängig entwickelte Gaubschat zweiachsige Eindeck-Linienbusse und nach 1953 auch Doppeldecker.
1956 Gaubschat
Gaubschat-Doppeldecker 1956 -Die hinteren Türen wurden später nachgerüstet
1953 Gaubschat Gelenkbusse
1953 Gaubschat Gelenkbusse
Durch die Aufträge der BVG geriet die Firma aber immer mehr in die Abhängigkeit der BVG. Eine der letzten eigenständigen Entwicklung war der elektrische Oberleitungsbus in selbsttragender Bauweise 1956.
1956 Obus Henschel AEG Gaubschat
Obus-Henschel S 56 AEG – Baujahr 1956
 Dazu kam noch der Büssing E 2 U 60 aus dem Jahre 1961, der ebenfalls für die BVG bestimmt war.
1961 Büssing E 2 U 60  Gaubschat, Berlin
Büssing E 2 U 60 – Baujahr 1961
Der letzte Großauftrag war dann die Karosserierung für die BVG SD-73 Prototypen. Als 1975 die Serienausführungen die Werkshallen verließen, waren noch 95 Menschen, von ehemals 1000, bei Gaubschat beschäftigt. Als Helmuth Gaubschat, der Sohn des Gründers, 1975 starb, kam was kommen musste, die Firma musste Konkurs anmelden. Man hatte es wohl versäumt, einen geeigneten Nachfolger zu finden. Der letzte Bus der die Werkshallen verließ, ging wieder an die BVG. Es war auch gleichzeitig der 1000ste Gaubschat-Bus.
Gaubschat Omnibuszüg Durchgangsmöglichkeit wie im D-Zug
Gaubschat Omnibuszüg Durchgangsmöglichkeit wie im D-Zug
Gaubschat diebundesbahn164tvbo1
Gaubschat die bundesbahn164 Gelenkzüge D.P.
Gaubschat Prospekt
Gaubschat Prospekt
images
transporty_03
 Schnell busse1
Gaubschat Schnell Busse mit anhänger
MIT INFO OMNIBUSARCHIV
Schluss
Filed Under: AEGBÜSSINGGAUBSCHATHenschelMacchiNAGObusVOMAG

Buses, Trucks, Ambulances + cars GAZ + MOSCOVITCH + SCALDIA + VOLGA + ZIM Russia I

Buses, Trucks, Ambulances + cars GAZ + MOSCOVITCH + SCALDIA + VOLGA + ZIM Russia I

August 18, 2013 By  Leave a Comment (Edit)

Gorkovski Avtomobilny Zavod

Zavod Imeni Molotova

1980 GAZ auto logo

1959 GAZ chaika

Tsjaika in museum
1971 Volga GA 3-24 op postzegel
Volga GA 3-24 op postzegel uit 1971
Gaz 69-2
GAZ-69
Volga in Tomsk
Volga in Tomsk
OLYMPUS DIGITAL CAMERA
GAZ 3106 in Minsk (2005)
Btr-80 in Serbia
BTR-80 in Servië

Gorkovski Avtomobilny Zavod (Russisch: Горьковский автомобильный завод; [Gorkovski Avtomobilny Zavod]; “Automobielfabriek van Gorki”) of GAZ (ГАЗ) is eenRussische autofabriek in Nizjni Novgorod en onderdeel van de groep GAZ. De fabriek startte in 1929 als NNAZ, een samenwerkingsverband tussen Ford en de Sovjet-Unie. De naam veranderde toen de stadsnaam van Nizjni Novgorod werd vernoemd naar Maksim Gorki. Van 1935 tot 1956 werd daar de toevoeging imeni Molotovaachter geplakt (letterlijk “vernoemd naar Molotov“).

Geschiedenis

Omdat het vijfjarenplan van 1928-1932 grote nadruk legde op de tot dan toe weinig ontwikkelde autoindustrie, sloot de Opperste Sovjet in 1929 een overeenkomst met deAmerikaanse autoproducent Ford, waarvan een productiefaciliteiten werd geïmporteerd en licenties werden overgenomen voor de eerste modellen.

Het eerste model van de fabriek was de gemiddeld geprijsde Ford Model A, die eerst werd verkocht als GAZ A en Ford Model AA onder de naam GAZ AA. De “A” productie begon in 1932 en liep tot 1936, waarbij 100 000 exemplaren werden gebouwd. De A werd opgevolgd door de modernere GAZ M1, die grotendeels gebaseerd was op de Ford V8 en werd geproduceerd van 1936 tot 1942. De letter M stond voor Molotovets (“van Molotovs trots”), wat de bron vormde voor de bijnaam van de auto; Emka (Эмка).

Door de ervaring met de A en M1 wisten ingenieurs bij GAZ hun eigen automodel te ontwikkelen onafhankelijk van Ford. In 1942 begon de productie van de GAZ M2, een auto die bedoeld was voor de hogere klasse, die in beperkte oorlogsproductie bleef tot 1946. De carrosserie van de M2 werd in beperkte productie vanaf 1941 op eenvierwielaangedreven onderstel geplaatst en in kleine hoeveelheden verkocht als de GAZ-61, waarmee het mogelijk de eerste vierwielaangedreven personenauto ter wereld was. Tijdens de oorlogsjaren werkten ingenieurs bij GAZ aan de ontwikkeling van een nieuw automodel, dat in productie moest worden genomen, wanneer de vijandelijkheden waren beëindigd. Dit model, de GAZ-M20 Pobeda (“overwinning”), was een laaggeprijsde gestroomlijnde, fastbackachtige sedan die in productie kwam in 1946 en door GAZ werd geproduceerd tot 1958 en onder licentieproductie door het Poolse FSO tot de jaren ’70. Daarnaast werd de GAZ-72, een vierwielaangedreven versie van de GAZ-M20 Pobeda, op kleine schaal geproduceerd.

Hiernaast werden tijdens de oorlogsjaren ook de Chevrolet G7107 (met hijsinstallatie) en G7117 geproduceerd uit onderdelen die uit de Verenigde Staten werden geïmporteerd als onderdeel van de Lend-Lease Act. GAZ maakte ook de GAZ-12 ZIMGAZ-21 en GAZ-24 Volga en de limousines GAZ-13 en GAZ-14 Tsjaika.

GAZ bouwt ook vrachtauto‘s en 4WD’s als de GAZel en de beroemde GAZ-69 en pantserwagens als de BTR-80.

Geheel van karakter veranderde de fabriek met de overname door de metaalfabrikant Oleg Deripaska. Deze schoonzoon van president Jeltsin en vriend van president Poetin ontsloeg de helft van het personeel, zette drastisch het mes in de arbeidsvoorwaarden en introduceerde een Japanse stijl van leidinggeven. De arbeidsomstandigheden zijn abominabel, maar de productie is flink gestegen.

Toen DaimlerChrysler zijn Sterling Heights-fabriek moderniseerde in 2006, werd de oude Dodge Stratus en Chrysler Sebring-assemblagelijn en uitrusting verkocht aan GAZ, die de Stratus onder licentie zal blijven produceren.

In 2006 nam het de Britse fabrikant LDV over, dat voornamelijk bestelwagens produceert.

Moskvitch

OAO Moskvitch
Logo ao moskvich.jpg
Type Joint-stock
Industry Automotive
Fate Bankrupt since 2002 Dissolved in 2006
Predecessor(s) AZLK
Successor(s) None. Partial recuperation of former production factories by Avtoframos (Russian subsidiary of Renault) since 2008
Founded 1930
Headquarters MoscowRussia
Products cars
Website Official OAO “Moskvich” Website

Moskvitch (Russian: Москвич) (sometimes also written as MoskvichMoskvič or Moskwitsch) was an automobile brand from Russia produced by AZLK from 1945 to 1991 and by OAO Moskvitch from 1991 to 2002. The current article incorporates information about both the brand and the joint-stock successor of AZLK for the sake of simplicity. Moskvitch-400, nearly a copy of the Kadett K38 Moskvitch-400, nearly a copy of the Kadett K38 Moskvitch-400, nearly a copy of the Opel Kadett K38 OAO Moskvitch was a privatized venture name given to the former factory in order to avoid legal issues after the fall of the Soviet Union in 1991. Since the factory had no assembly branches outside Russia after 1991, its name is largely used today to refer to the building located in Lower Eastern part of Moscow and abandoned since 2006. The word moskvitch (Russian: москвич) itself translates as “(a) Muscovite” into English. It was used to point out the original location of the cars manufactured outside of Moscow.

Early history

In 1929 the construction of Moscow Automotive Plant began with initial production of 24,000 vehicles. In 1941 the plant was evacuated to Ural and the entire production converted for the manufacture of the military equipment at the dawn of World War II. After the war, the USSR acquired an entire Opel manufacturing line from Brandenburg in Germany. A factory called MZMA (Moskovsky Zavod Malolitrazhnykh Avtomobiley, that is, Moscow Compact Car Factory) started in 1947 to manufacture an automobile called Moskvitch 400 based on the Opel Kadett. Further models were developed by Soviet engineers. In 1969, the factory changed name to AZLK (Avtomobilny Zavod imeni Leninskogo Komsomola, which means Car Factory in the name of the Leninist Communist Youth Union). The Moskvitch failed to get type approval in the UK.  Moskvitch cars were never meant to be a fashion statement. They were sturdy, reliable on substandard roads and were offered at an affordable price. The 1960s and early 1970s were the glory days, when the cars were exported to many countries throughout the world. Demand always exceeded production, so people had to wait a long time for a new car. Until the 1980s all Moskvitch cars were compact rear-wheel drive saloons and estates with solid rear axles suspended by leaf springs. The Moskvitch was also produced in Bulgaria (see Moskvitch (Bulgaria)) between 1966 and 1990 on the basis of complete knock down (CKD) kits.

Introduction of the Aleko

1986 saw the unveiling of a radically new (by Soviet standards) model, known as the Aleko-141. It was powered by the VAZ-2106 1.6L in-line four-cylinder engine, which had by then amassed an acceptable track record powering a number of LADA models. Aleko was a front-wheel drive hatchback different from any model the factory had made previously. It was larger and more luxurious, made with comfort, safety and aerodynamics in mind. The body was built on the basis of Simca 1307, while longitudinal engine placement and torsion-crank rear suspension and McPherson strut front suspension was inspired by Audi 80/100 family, while taking into account the larger size of the Moskvitch and Lada engines . The 1.8 liter gasoline engine for the new car was planned, but never materialized, as was also the case with a diesel version. The car was a major improvement over previous generations, but the fall of the centralised economy, below-par quality and inadequate management ultimately brought the factory to bankruptcy[citation needed]. The factory, which had been renamed to OAO Moskvitch (Moskvitch Joint Stock Company) in the early 1990s, filed for bankruptcy in 2002 and ceased production. The factory remains idle and abandoned, everything left as it was in 2002. Unfinished bodyshells remain on the production line in various stages of completion, while furniture, computers, office supplies, and documents remain in the plant’s administration building. Several attempts to restart production have been made over the next 3 years, but none were successful. Recently, a portion of the abandoned plant was acquired by OAO Avtoframos, a 38%-62% joint venture between the City of Moscow and French automaker Renault SA. In 2005, Avtoframos commenced assembly of Renault Logan sedans from imported complete knock-down kits (CKDs). The presence of Avtoframos brought new life to a small part of the facility, but the majority of the sprawling plant remains abandoned, apparently still owned by the dormant Moskvitch company. The bankruptcy of OAO Moskvitch was officially announced in 2006 and the company was liquidated the following year. Since 2009 owner of brand Moskvitch is German automotive company Volkswagen. In 2011 Volkswagen extended its brand ownership rights until 2021.

Scaldia-Volga SA

Scaldia-Volga SA was een Belgische autofabriek.

In de jaren 60 werd een overeenkomst tussen de Belgische importeur N.V. Sobimpex en Moskvitsj getekend, waarbij overeengekomen werd de auto in België te assembleren. Er werd een aparte firma, Scaldia Volga AS, opgezet om de productie waar te nemen. In de praktijk kwamen de auto’s compleet aan in de haven van Antwerpen, enkel met de versnellingsbak in de kofferbak en zonder motor. In Brussel werd aanvankelijk de Perkins dieselmotor ingebouwd, later vervangen door een Rover-motor en in de jaren 80 Indenor (Peugeot).

Hoewel de benzinemotor in België en Nederland steeds leverbaar bleef, werd de nadruk gelegd bij de dieselversie. In Nederland was de Volga diesel vooral populair bij taxibedrijven. Eind jaren zestig waren Volga’s regelmatig te zien in onder andere Rotterdam en Groningen.

Tegenwoordig is Scaldia-Volga de importeur voor Lada in België

GAZ-12 ZIM

ZIM-12
GAZ-12 ZIM
Manufacturer GAZ
Model years 1950-1960
Assembly Gorky, Soviet Union presently: Nizhny NovgorodRussia
Predecessor GAZ-11-73
Successor GAZ-13 Chaika
Class Full-size
Body style Sedanphaeton and ambulance
Layout FR layout
Engine GAZ-12 3,480 cc (212.4 cu in) 3480 cm³, I6
Transmission 3-speed manual with a hydrodynamic fluid coupling
Wheelbase 3,200 mm (126.0 in)
Length 5,530 mm (217.7 in)
Width 1,900 mm (74.8 in)
Height 1,660 mm (65.4 in)
Curb weight 3,800–4,200 lb (1,700–1,900 kg)
Designer(s) Andrey Lipgart

The ZIM-12 (Russian: ЗиМ-12) was a Soviet limousine produced by the Gorky Automotive Plant from 1950 till 1960. Inspired by the 1948 Cadillac Fleetwood 61 and the 1947 Buick Super, the car was built to serve mid-rank Soviet Nomenklatura, but was also readily available as a taxi and ambulance. Unlike its successors, ZIM was the only Soviet executive class full-size car that was actually made available for private ownership. A total of 21527 examples were built.

Name

A ZIM-12 in Donetsk

A ZIM-12 in Donetsk

ZIM railcar on the bridge over Yuzhny Bug on Gayvoron narrow gauge railway.

ZIM railcar on the bridge over Yuzhny Bug on Gayvoron narrow gauge railway.

The ZIM abbreviation stands for Zavod imeni Molotova (Russian: Завод имени Молотова). Prior to 1957, the GAZ factory was officially named as Gorkovsky avtomobilny zavod imeni V.M. Molotova, or the Vyacheslav Molotov Gorky automotive factory, in honour of the Soviet Foreign Minister. All of the models carried the prefixM. However for a car of executive class, a new catchy abbreviation was introduced, and in the style of American car fashion that the vehicle was inspired by, the ZIM was used laboriously to decorate the car: the hubcaps, the bonnet, the radiator grille, even the horn button on the steering wheel. However, the Soviet Minister’s career was abruptly finished in May 1957, when he lost a political fallout with Nikita Khrushchev. Following his downfall, the country underwent a renaming spree, with cities, streets, ships and factories being hastily rid of the fallen politician’s name. ZIM, which was in production, from the summer of 1957 was hurriedly re-christened as GAZ-12, and all of the badges and adornments replaced by the new abbreviation. Moreover, right up until the perestroika the car was officially named labelled only as the GAZ-12, whilst unofficially it was almost exclusively referred to as the ZIM.

Technical parameters

  • Clearance: 200 mm (7.9 in)
  • Turn radius: 7.4 m (24.28 ft)
  • Gearbox: 3 speeds + rear
  • Weight: 1,800 kg (3,968 lb) (1,940 kg (4,277 lb) with full tank, oil and other liquids)
  • Maximum speed: 120 km/h (75 mph)
  • Fuel tank: 80 L (21 US gal; 18 imp gal)
  • Fuel consumption: 15.5 L/100 km (18.2 mpg-imp; 15.2 mpg-US) at 50–60 km/h

1930-1950 GAZ-03-30

1930-1950 GAZ-03-30

1930-1950 GAZ-03-30a

1930-1950 GAZ-03-30

1932 Gaz a

1932 Gaz a

1933 Gaz 4

1933 Gaz 4

1933 Gaz a

1933 Gaz a

1933 gaz tk

1933 gaz tk

1933 GAZ Rusland Gorkovsky Avtomobilny Zavod

1933 GAZ Rusland Gorkovsky Avtomobilny Zavod

1934 Gaz 05nn

1934 Gaz 05nn

1934 Gaz 6 IRRA

1934 Gaz 6 IRRA

1934 Gaz a1

1934 Gaz a1

1934 Gaz A Aero by Nickitin - fVr (Russia)

1934 gaz Aero 1

1934 gaz Aero 1

1934 gaz Aero

1934 gaz Aero

1934 gaz Aero2

1934 gaz Aero 2

1935 GAZ 0330r

1935 GAZ 0330r

1935 Gaz m1

1935 Gaz m1

1935 GAZ

1935 GAZ

1936 Gaz m-1

1936 Gaz m-1

1936-1945 GAZ-05-193

1936-1945 GAZ-05-193

1936-1945 GAZ-05-193a

1936-1945 GAZ-05-193a

1936-1945 GAZ-05-193b

1936-1945 GAZ-05-193b

1937 Gaz m1

1937 Gaz m1

1937 GAZ-21 prototype pick-up, 6x6

1937 GAZ-21 prototype pick-up, 6×6

1938 GAZ-60

1938 GAZ-60

1938 GAZ-M1

1938 GAZ-M1

1939 Gaz m 415

1939 Gaz m 415

1939 Gaz m1

1939 Gaz m1

1940 Gaz 11-40

1940 Gaz 11-40

1940 Gaz 11-73

1940 Gaz 11-73

1940 Gaz 61-40

1940 Gaz 61-40

1940 Gaz 415

1940 Gaz 415

1940 Gaz m1

1940 Gaz m1

1940 GAZ-03-30

1940 GAZ-03-30

1940 GAZ-61-40 m

1940 GAZ-61-40 m

1940 GAZ-61-40 m1161

1940 GAZ-61-40 m1161

1940 GAZ-61-40 m1161n

1940 GAZ-61-40 m1161n

1940 GAZ-65

1940 GAZ-65

1941 Gaz  m11-73

1941 Gaz  m11-73

1941 Gaz 11 40

1941 Gaz 11 40

1941 gaz 61-73

1941 gaz 61-73

1941 Gaz 415

1941 Gaz 415

1941 Gaz m1

1941 Gaz m1

1941 GAZ-11-40 (2)

1941 GAZ-11-40

1941 GAZ-11-40

1941 GAZ-11-40

1941 GAZ-61-417, 4x4

1941 GAZ-61-417, 4×4

1941 GAZ-MMV

1941 GAZ-MMV1941 GAZ-ААА, 6x6

1941 GAZ-ААА, 6×6

1942 GAZ 03 30 pic1

1942 GAZ 03 30

1942 GAZ 03-30

1942 GAZ 03 30

1942 gaz 42 cp generator truck

1942 gaz 42 cp generator truck

1942 gaz 61 73 2

1942 gaz 61 73 2

1942 gaz 61 417

1942 gaz 61 417

1942 gaz 64

1942 gaz 64

1942 gaz m1

1942 gaz m1

1942 GAZ-03-30 assembly

1942 GAZ-03-30 assembly

1942 GAZ-410, 1942

1942 GAZ-410

1942GAZ-ААА chassis charger station

1942 GAZ-ААА chassis charger station

1943 GAZ 55 shot15 16

1943 GAZ 55 shot15 16 Ambulance

1943 gaz 61 1

1943 gaz 61 1

1943 gaz 61 73 3

1943 gaz 61 73

1943 gaz 67

1943 gaz 67

1943 GAZ m1

1943 GAZ m1

1943 GAZ-05-193 staff bus, 6x6

1943 GAZ-05-193 staff bus, 6×6

1943 gaz-55 1

1943 gaz-55 Ambulance

1943 GAZ-63 prototype, 4х4

1943 GAZ-63 prototype, 4х4

1943 GAZ-67, 4x4,г., right  GAZ-64, 4x4, 1942

1943 GAZ-67, 4×4,г., right  GAZ-64, 4×4, 1942

1944 gaz 55s

1944 gaz 55s Ambulance

1944 gaz 61 73 4

1944 gaz 61 73

1944 gaz 67

1944 gaz 67

1944 gaz 410 cp

1944 gaz 410 cp

1945 gaz 20 + gaz 63 1945

1945 gaz 20 + gaz 63 1945

1945 gaz 67 b

1945 gaz 67 b

1945 GAZ m20 6cyl

1945 Gaz m 20 6 cyl

1945 GAZ M20 Taxi's

1945 GAZ M20 Taxi’s

1945 GAZ m20kabo

1945 GAZ m20 kabo

1945 gaz pobieda

1945 Gaz Pobieda

1945 GAZ-55 MILITARY CAR Ambulance

1945 GAZ-55 MILITARY CAR Ambulance

1946 GAZ m20

1946 GAZ m20

1946 GAZ m20mil

1946 GAZ m20 mil pol

1946 GAZ m20r

1946 GAZ m20r

1946 GAZ m20vsmf

1946 GAZ m20vsmf

1947 gaz 60cp

1947 gaz 60cp

1947 gaz m 20

1947 gaz m 20

1947 gaz m21m

1947 gaz m21m

1947 GAZ m21plaz

1947 GAZ m21plaz

1947 gaz47

1947 gaz47

1948 gaz m20 kabrio

1948 gaz m20 kabrio

1948 gaz pobieda nami

1948 gaz pobieda nami

1948 gaz

1948 Gaz M20

1949 gaz 12 proto 2

1949 gaz 12 proto 2

1949 gaz m 20 kabp

1949 gaz m 20 kabp Taxi’s

1949 gaz m20

1949 gaz m20

1949 GAZ ГАЗ 12А ЗиМ Фаэтон Опытный

1949 GAZ ГАЗ 12А ЗиМ Фаэтон Опытный

1949 ZIM AL12 r02G 02

1949 ZIM AL12 r02G 02

1950 gaz 12 convert

1950 gaz 12 convertible

1950 gaz 12f

1950 gaz 12f

1950 gaz 20k 1950

1950 gaz 20k

1950 gaz m 20l

1950 gaz m 20l

1950 gaz sport 3

1950 gaz sport 3

1950 gaz zim

1950 gaz zim

1950 gaz

1950 gaz assemblage

1950 Moskovich

1950 Moskovich

1950 Moskovitch 412

1950 Moskovitch

1950 moskvich-402-03

1950 moskvich-402

1950 Moskvitch-400, nearly a copy of the Opel Kadett K38

1950 Moskvitch-400, nearly a copy of the Opel Kadett K38

1950 GAZ-46 (MAV)

1950 GAZ-46 (MAV)

1951 gaz 20m-pobeda-cabrio

1951 gaz 20m-pobieda-cabrio’s

1951 Gaz avtobus

1951 Gaz avtobus

1951 gaz pobeda sport

1951 gaz pobieda sport

1951 gaz pobeda zim 2

1951 gaz pobeda zim 2

1951 gaz zim

1951 gaz zim

1952 gaz 67-b

1952 gaz 67-b

1952 gaz 69-3a

1952 gaz 69-3a

1952 gaz 69truzh

1952 gaz 69truzh

1952 gaz december motor

1952 gaz december motor

1952 gaz m 20

1952 gaz m 20

1952 gaz m20 prod

1952 gaz m20 prod

1952 gaz m20 tyl

1952 gaz m20 tyl

1952 gaz zim

1952 gaz zim

1953 GAZ  0330r

1953 GAZ  0330r

1953 gaz 69 with704

1953 gaz 69 with704

1953 gaz m20 kabrio

1953 gaz m20 kabrio

1953 gaz zim

1953 gaz zim

1953 GAZ-12 ZIM

1953 GAZ-12 ZIM

1953 gaz-51p

1953 gaz-51p

1953 GAZ-63А with front section of LPP pontoon bridge

1953 GAZ-63А with front section of LPP pontoon bridge

1953 Russian ZIM limousineblack 01

1953 Russian ZIM limousineblack 01

1954 gaz 12

1954 gaz 12

1954 gaz 69

1954 gaz 69

1954 GAZ M12 ZIM

1954 GAZ M12 ZIM

1954 gaz Pobeda brosjyre 200

1954 gaz Pobeda brosjyre 200

1954 gaz pobieda stream

1954 gaz pobieda stream

1954 gaz turbo racing

1954 gaz turbo racing

1954 gaz zim 12

1954 gaz zim 12

1954 GAZ-63АV, 4x4

1954 GAZ-63АV, 4×4

1955 gaz 12 zim

1955 gaz 12 zim Ambulancewagen

1955 gaz 21 prototyp

1955 gaz 21 prototyp

1955 gaz 21o28

1955 gaz 21o28

1955 GAZ 55 IMCD

1955 GAZ 55 Ambulance

1955 gaz m 20

1955 gaz m 20

1955 gaz m 72

1955 gaz m 72

1955 gaz pobeda sport

1955 gaz pobeda sport

1955 gaz post

1955 gaz post

1955 GAZ-62A, 4x4

1955 GAZ-62A, 4×4

1956 gaz  zim

1956 gaz  zim ambulancewagen

1956 gaz 21

1956 gaz 21

1956 gaz 56o

1956 gaz 56

1956 gaz 62a

1956 gaz 62

1956 gaz 72

1956 gaz 72

1956 gaz m-20

1956 gaz m-20

1956 GAZ-12 ZIM

1957 gaz  zim

1957 gaz  zim

1957 gaz 21

1957 gaz 21 volga

1957 gaz 69 open

1957 gaz 69 open

1957 gaz 69a

1957 gaz 69

1957 gaz m72

1957 gaz m72

1957 gaz pobieda

1957 gaz pobieda taxi

1957 GAZ Volgabus

1957 GAZ Volgabus

1958 Ambulance Gaz 1958

1958 Ambulance Gaz

1958 Ambulance Gaz 1958a

1958 Ambulance Gaz

1958 gaz  zim

1958 gaz  zim

1958 Trucks GAZ-69 (4x4) with R-125 radio

1958 Trucks GAZ-69 (4×4) with R-125 radio

1958 Gaz 18 Prototype - fVl (Russia)

1958 Gaz 18 Prototype – fVl (Russia) ©VJ

1958 gaz 62

1958 gaz 62

1958 gaz 63a

1958 gaz 63

1958 gaz m20b

1958 gaz m20

1958 gaz volga export

1958 gaz volga export

1958 gaz volga

1958 gaz volga

1958 gaz-13 chaika brochure

1959 gaz 21 volga

1959 gaz 21 volga

1959 gaz 21-3

1959 gaz 21

1959 gaz 22 scaldia

1959 gaz 22 scaldia

1959 gaz 93M Migo

1959 gaz 93M Migo

1959 GAZ Chaika M-13

1959 GAZ Chaika M-13

1959 GAZ chaika

1959 GAZ Chaika M-13 Cabrio

1959 GAZ-62, 4x4

1959 GAZ-62, 4×4

1960 ambulance gaz 12bnn

1960 gaz 69

1960 classic-gaz 12-car-show 11

1960 GAZ equator-35 ©yazaika.lj.ru

1960 GAZ 21 VOLGA

1960 gaz m21 Volga

1960 GAZ Start (2)

1960 GAZ Start

1960 GAZ Start

1960 GAZ Start

1960 gaz Volga Diesel Perkins

1960 gaz Volga Diesel Perkins

1960 gaz volga soviet union economic achievements

1960 gaz volga soviet union economic achievements

1960 GAZ-21 volga-bus

1960 GAZ-21 volga-bus

1960 Scaldia 1400 Elita 1cm dik staalplaat

1960 Scaldia 1400 Elita 1cm dik staalplaat

1960 ambulance gaz 12bnn

1960 ambulance gaz 12

1960 GAZ-12-ZIM 8cm

1960

1960 GAZ 21 VOLGA

1960 GAZ 21 VOLGA

1960 gaz 211zr

1960 gaz 211

1960 GAZ amb images

1960 GAZ amb

1960 GAZ Bestel

1960 GAZ Bestel

1960 GAZ-12 Limousine

1960 GAZ-12 Taxi-Limousine

1960 GAZ-13 Chayka

1960 GAZ-12-ZIM 13 Limousine

1960 ZIM GAZ 12

1958 gaz-13 chaika brochure

1960 GAZ-12 ZIMa

1960 GAZ front

 

End of part I

1960 gaz-21-volga End of part I

Buses GILLIG Hayward Californië USA

Buses GILLIG Hayward Californië USA

September 26, 2013 By  Leave a Comment (Edit)

Gillig Corporation

Gillig Corporation

History

Gillig Corporation HQ

Gillig headquarters in Hayward

In 1890, Jacob Gillig opened a carriage and wagon shop in San Francisco, California, and was joined by his son Leo in 1896. The original shop was destroyed in the 1906 San Francisco earthquake, but reopened as the Leo Gillig Automobile Works manufacturing automobile, hearse, truck, and bus bodies.

In 1920, Leo’s brother Chester Gillig joined the company and introduced and patented the “California Top” roof construction style consisting of a hard-top roof and sliding windows. The company’s name was changed at this time as well to Gillig Bros. In the late 1920s, Gillig starting producing pleasure boats and heavy trucks, and produced their first school bus in 1932. In 1937, Gillig introduced their first transit-style (flat front) school bus, and in 1938 the company moved to Hayward, CA. In 1957, Gillig purchased Pacific Bus division of Kenworth Truck Company, and by that time the company was devoted almost entirely to the production of school buses. In 1959, Gillig pioneered the diesel-powered rear-engined transit style school bus with the release of the C-series Transit Coach, and within five years the C-Series accounted for three-quarters of all of Gillig sales figures. In 1967, Gillig produced the highest-capacity school bus ever produced, the 855-D, which had a passenger capacity of 97 pupils.

In 1969, Herrick-Pacific Steel purchased the company and changed the name to the Gillig Corporation. During the time they built school buses, Gillig earned a reputation for being one of the “safest” buses ever built due to the near total absence of recalls. The only recall for a Gillig-built school bus was in 1979 for rear-end axle separation issues.

In 1977, Gillig decided to branch out into the manufacture of transit buses and teamed up with Neoplan to build a series of European-styled transit buses that had the option of propane fueled engines. However, the partnership with Neoplan lasted only until 1979, and in 1980 Gillig introduced the Phantom, a heavy-duty transit bus based slightly upon their previous round-body school bus platform. A State of California tax-free subsidy helped early sales, and sales were later buoyed by low bidding on contracts and specializing in serving smaller transit agencies. This strategy has proven to be successful, as the Phantom became one of the longest-lasting transit models in existence. Production of the Transit Coach School Bus ceased in 1982, but a school bus variation of the Phantom was offered beginning in 1986, but production stopped in 1993 when Gillig exited the school bus market altogether.

The Spirit, a late-1980s attempt at a medium-duty bus, did not sell well and was discontinued after a few years. In 1997, Gillig entered the low-floor bus market with the Advantage (originally called “H2000LF”, and is currently called the “Low Floor”). Like the Phantom, the Low Floor was first purchased largely by rental car companies for use at their airport facilities, but transit sales increased as the model matured.

Currently, Gillig produces around 1,200 to 1,300 buses a year.

On August 1, 2008, Gillig became a Henry Crown company under CC Industries, Inc. CC Industries will operate Gillig in the same location with the current management team.

Also, the Phantom model has been discontinued from manufacturing after 28 years from Gillig.

Alternative fuels

In 1992, Gillig began producing an LNG fueled version of the Phantom in an attempt to produce a low-emissions transit bus, but this was later discontinued. The only LNG Phantoms in existence currently operate shuttle service at Los Angeles International Airport and Dallas-Fort Worth International Airport.

In 1996, Gillig introduced a diesel-electric hybrid powered Phantom, which they produced until 2006. The Low Floor bus is now offered in a hybrid powered version as the company continues to focus its efforts on “clean diesel” technology.

In September 2011, Gillig introduced an alternative fuel BRT model with a CNG propulsion, which is their first CNG-powered bus produced and first production natural gas buses since 1998. Long Beach Transit used purchased a pilot bus in 2011 and placed an order for 63 more in 2012, bringing the total to 64 buses.

Although Gillig has never built an electric trolley bus (ETB), in 2001-2002 the company supplied 100 body/chassis shells to Seattle‘s King County Metro Transit for the latter to equip as trolley buses. More than just shells, these Phantom buses were shipped by Gillig complete in almost every way (including interior fittings such as seats) except lacking any propulsion equipment and other ETB-only features such as trolley poles. The Seattle transit agency, Metro, removed the propulsion packages from its old fleet of 1979-built AM General trolley coaches (G.E. traction motor, Randtronics chopper control, and electronic card cage), which the Gillig vehicles were purchased to replace, and shipped them to Alstom (in New York) for refurbishment. After receiving the refurbished propulsion equipment back from Alstom, Metro installed it in the new Gillig Phantom bodies, along with Vossloh-Kiepe pneumatically operated fiberglass trolley poles.

Products

FoothillTransit F1124

CDTA Saratoga Gillig

DART Gillig Advantage hybrid 111

CDTA Gillig Hybrid

StarMetro Gillig BRT 29

EMTA Bayliner 3

OLYMPUS DIGITAL CAMERA
Walnut Creek Gillig Trolley

 

Current Gillig Product Lines
Model Name Low Floor Low Floor Hybrid Electric Vehicle BRT Trolley Replica
Photo(s) FoothillTransit F1124.jpg
CDTA Saratoga Gillig.jpg
DART Gillig Advantage hybrid 111.jpg CDTA Gillig Hybrid.jpg
StarMetro Gillig BRT 29.jpg
EMTA Bayliner 3.jpg
Walnut Creek Gillig Trolley.JPG
Length (ft)
  • 29
  • 35
  • 40
  • 31
  • 37
  • 41
  • 30
  • 35
  • 40
Year Introduced 1996 2004 2004
Notes
  • Older buses have a flat front windshield and a somewhat larger headsign area (top picture), while newer models feature a larger windshield.
  • Frameless side windows are also an option (bottom picture).
  • Also available with hybrid drivetrain (top picture).
  • Frameless windows are a popular option with this model.
  • Low Floor variant produced in collaboration with Cable Car Classics of Healdsburg, CA.

Gillig TheBus (Downtown Honolulu)

Ride On 5368 at Glenmont

Discontinued Product Lines (Transit Buses)
Model Name Phantom Gillig-Neoplan Spirit
Photo(s) TheBus (Downtown Honolulu).jpgRide On 5368 at Glenmont.jpg
Length (ft)
  • 30
  • 35
  • 40
  • 30
  • 35
28
Years Produced 1980-2009 1977-1979 mid-late 1980s
Notes
  • Offered in 102″ or 96″ widths.
  • A hybrid version was also offered from 2001 to 2006.
A 28-foot (8.5 m) medium-duty bus offered as lower-cost alternative to the 30-foot-long (9.1 m) Phantom.
Discontinued Product Lines (School Buses)
Model Name Transit Coach School Bus
Photo Gillig Valley View No4 img13
Length (ft) 28-40
Years Produced 1940-1982
Notes
  • A long-running lineup of transit-style school buses offered by Gillig prior to the production of the Phantom.
  • Available in mid-engine and rear-engine models with single or tandem rear axles.

Phantom School Bus

Gillig Phantom School Bus LAUSD 2002

  • 37
  • 40

1986-1993

96″ wide version of the Phantom redesigned to school bus specifications as a successor to the Transit Coach.

Coreys Gillig 1962 Chevy School Bus

1929 Gillig bus51929 Gillig bus

1952 Gillig bus9

1952 Gillig bus

1955 Gillig Short Bus On Ford B500 Chassis

1955 Gillig Short Bus On Ford B500 Chassis

1957 Gillig Transit Coach School Bus

1957 Gillig Transit Coach School Bus

1962 Gillig-Pacific-bus-f

1962 Gillig-Pacific-bus

1966 Model 743D

1966 Model 743D

1966 Model C-180D (retired)

1966 Model C-180D (retired)

1971 Model C-190D-12 (retired)

1971 Model C-190D-12 (retired)

1972 Gillig Transit Coach

1972 Gillig Transit Coach

1973 Model 318D-12

1973 Model 318D-12

1977 Gillig25

1977 Gillig 25

1979 Gillig Model VTF555D school bus

1979 Gillig Model VTF555D school bus

1979 Gillig Phantom School Bus Grand Pacific Charter

1979 Gillig Phantom School Bus Grand Pacific Charter

1979 Model 636D-12

1979 Model 636D-12

1984 Walnut Creek Gillig Trolley

1984 Walnut Creek Gillig Trolley

1988 gillig-bus-06

1988 gillig-bus

1990 gillig-bus-04

1990 gillig-bus

1992 gillig-bus-03

1992 gillig-bus

1995 EMTA Bayliner 3 Gillig

1995 EMTA Bayliner 3 Gillig

1996 Gillig Ride On 5368 at Glenmont

1996 Gillig Ride On 5368 at Glenmont

1997 mst gillig712 route

1997 mst gillig712 route © Michael Strauch

1998 gillig-bus-02

1998 gillig-bus

1999 Gillig Phantom Unitrans

1999 Gillig Phantom Unitrans

2001 Gillig Phantom(Downtown Honolulu)

2001 Gillig Phantom(Downtown Honolulu)

2001 StarMetro Gillig BRT 29

2001 Star Metro Gillig BRT 29

2002 Gillig Phantom School Bus LAUSD

2002 Gillig Phantom School Bus LAUSD

2004 Gillig Low Floor advantage

2004 Gillig Low Floor advantage

2004 gillig-bus-07

2004 gillig-bus

2006 Gillig Foothill Transit F1124

2006 Gillig Foothill Transit F1124

2007 gillig-bus-08

2007 gillig-bus

2007 MVTA Gillig Bus

2007 MVTA Gillig Bus

2008 CDTA Saratoga Gillig

2008 CDTA Saratoga Gillig

2008 Gillig Dart Advantage hybrid 111

2008 Gillig Dart Advantage hybrid 111

2008 Gillig Phantom 9100-9120

2008 Gillig Phantom 9100-9120

2008 GILLIG VelociRFTA121311

2008 GILLIG VelociRFTA121311

2009 A pair of Gillig BRT buses by Sean9118

2009 A pair of Gillig BRT buses by Sean 9118

2010 Gillig Lynx Bus

2010 Gillig Lynx Bus © formerwmdriver

2011 Sound Transit Gillig Advantage

2011 Sound Transit Gillig Advantage

Gillig Bros Plate CC-182-015-950

Gillig Bros Plate CC-182-015-950

gillig-bus-01

gillig-bus

gillig-bus-05

gillig-bus © ramayauctions

GILFORD Motor Company Ltd. Bus England

GILFORD Motor Company Ltd. Bus England

September 16, 2013 By  Leave a Comment (Edit)

Gilford Motor Company Ltd.

1926-1933

1928 Gilford AS6 20 seat coach1928 Gilford AS6 20 seat coach


The origins of the Gilford Motor Company can be traced back to the post First World War period, when E. B. Horne set up in business to sell former military chassis, principally of Garford manufacture. Many of these chassis were from continental battlefields were they had been left, and Horne imported them to England. Once at his works, a dingy stable yard in Holloway, London, they were completely stripped down and overhauled, the engines were re-conditioned and the completed chassis re-sold.

By 1925 the business had been incorporated as E. B. Horne & Company Limited, and, along with his partner V. O. Skinner, Horne decided to manufacture chassis to their own design. Initially it had been planned to produce a low-loading passenger chassis, but the first production vehicles appeared in May 1925 and were conventional lorry chassis, marketed under the trade name of ‘Gilford’. It is presumed that this name was chosen, so as to resemble ‘Garford’, which was a well-tried, reliable chassis.

1928 Gilford Motor Co1928 Gilford Motor Co

The first three chassis were fitted with American Buda engines, manufactured at the company’s English works at Wembley in Middlesex, although, as with all Gilford models, the engines were described as ‘Gilford’. Throughout their short existence, Gilford never manufactured anything, but assembled ready-made parts supplied by other firms.

Sales were initially slow, which was perhaps as well for the Holloway site did not have the capacity for rapid production of chassis. Around October 1925, Horne introduced the drop-frame bus chassis, which immediately became more successful than most of its competitors. The chassis frame was only 1ft 11ins in height compared to the standard 2ft 9ins on goods chassis, and, with a 15ft wheelbase, the finished vehicle could accommodate up to 26 passengers in comfort. The Buda engine was again the powerhouse, whilst the steering was of the cam and lever type, the best that could be obtained at the time. A new design of radiator was introduced with the name ‘Gilford’ prominent.

1929 bakers Gilford 1660T Wray body1929 bakers Gilford 1660T Wray body

In 1926 Horne & Company brought out a six-cylinder engined version of their passenger chassis. Advertised as the Lowline Safety Coach (and designated LLC) it completely superseded the four-cylinder model. Buda again manufactured the engines. The wheelbase was available as either 15ft or 16ft 6ins, which resulted in the reclassification of the available models as LL15 and LL166, a designation that persisted on most Gilford models to the end.

On the 6th November 1926, the Gilford Motor Company Limited was registered, with Horne and Skinner in control.

Around this time the country was beginning to come out of a period of depression and the demand for commercial vehicles, and in particular motor coaches, was rising. The Gilford Motor Company was working at full capacity and their name was becoming more widespread and well known in coaching circles, with a reputation for quality and speed. To deal with the sales of new and second-hand vehicles, provincial depots were set up, including one in Belfast, which resulted in an early order for six 30-seaters from Downpatrick Motor Services, and another one in Dublin. With the increasing interest in the company’s vehicles, it became apparent that larger premises were required and on 19th December 1927 the whole of the production was moved to the newly acquired Bellfield Works, in High Wycombe. Shortly after, on the 28th December 1927, Gilford registered a new subsidiary company called Wycombe Motor Bodies Ltd., which fronted their entry into coachbuilding. It, too, had its headquarters at the Bellfield Works.

1929 Gilford 166SD Clarke B26F ... new March 19291929 Gilford 166SD Clarke B26F … new March 1929

The bodybuilding concern was intended to produce a standard body for each type of chassis and, subsequently, a high proportion of Gilford chassis were fitted with Wycombe bodywork. In order to gain some bodybuilding experience, a number of elderly Dennis chassis belonging to the local Penn Bus Company were re-bodied. All Wycombe bodies (with the exception of just two) were of the wooden-framed type; the first of any new type being completely hand built with jigs being made of the component parts, which were then manufactured by an outside contractor and assembled in the Wycombe works. Bodies were assembled separately from the chassis and were held until a suitable chassis was available before mounting. The whole vehicle was then sent for painting. The vast majority of bodies were finished with cellulose, Wycombe being among the pioneers of this method, instead of the usual paint.

In May 1928, Gilford introduced new designs, designated the 15SD and 166SD for the normal control chassis (the SD stood for ‘Standard Drive’, and the numerals represented the wheelbase of either 15ft or 16ft 6ins), or the 15OT and 166OT for the forward control models (OT stood for ‘Over Type’ and were Gilford’s first forward control chassis). The 15ft models retained the Buda engine, but the 16ft 6ins models were equipped with a new 36 hp side-valve engine, produced by the Lycoming Manufacturing Company in America, and was, arguably, the most successful engine used by Gilford.

1929 Gilford 1660T + Wray C32D body UW 1205 Pullman Saloons1929 Gilford 1660T + Wray C32D body UW 1205 Pullman Saloons

The Wycombe designed bodies for the new range were rather square in design, with a canvas hood option on the normal control models as an alternative to the fixed roof with sliding section and quite a number of the earlier models were fitted in this way.

Towards the end of 1928, Gilford introduced a six-wheel chassis, a design that was becoming popular at the time. The 6WOT (6-Wheel Over Type) did not sell in any great quantity, but was once again fitted with an American manufactured engine. The six-cylinder side-valve unit was built in the USA by the Wisconsin Motor Company, but it was fitted to the 6WOT without modification, resulting in excess heat from the exhaust manifold being transmitted to the drivers cab.

1929 Gilford Ad1929 Gilford Ad

In the spring of 1929 the 15SD model was discontinued in favour of a smaller chassis (the CP6), with 13ft 3ins wheelbase. Later, in November of that year, Gilford took a stand at the 1929 Commercial Motor Exhibition with a view to introducing their new range of chassis. The new vehicles, which were broadly a development of the 166OT and 166SD models, had a larger wheelbase of 16ft 8ins and were, consequently, designated 168OT and 168SD. At the same time Gilford introduced their first double-deck vehicle, with a wheelbase of 16ft 3ins the model was designated the 163DOT (Double-deck Over Type). The 163DOT was bodied by Beadle with a lowbridge 50-seat body with sunken side gangways on either side of the upper saloon. It was painted in the livery of Borough Bus Services, whose fleet it later joined. Always prone to problems it remained the only 163DOT built. All three models used the Lycoming side-valve engine, but with a slightly larger 37.2hp capacity than previously used. The 168OT and 168SD proved very successful, owing largely to their greater seating capacity.

The Gilford Motor Company Limited was, by now, a public company, and the profit for the year amounted to around £40 000, out of which a dividend of 33% was paid on each of the 280 000 shares of 5 shillings held in the company. As it turned out, this was to be the zenith of the Company’s fortunes.

1929 Gilford Coach1929 Gilford Coach

The following year, 1930, the AS6 was introduced as a replacement for the CP6, with seating capacity of around 20 passengers. The vehicle was lively and reliable and quantities were sold, particularly to rural bus operators who required a small capacity coach chassis. For the first time, Gilford introduced a chassis specifically designed for goods work, designated the DF6 it, too, sold in quantity.

Throughout 1931 the 168 models continued to be produced, and another new type, the 168MOT was introduced. The ‘M’ stood for Meadows; the first British engine used on a Gilford chassis. Sadly, the engine proved unreliable and was often replaced after a few months in service. This led to the model’s unpopularity and it was discontinued by the year-end.

1929 Gilford Hera Wycomb Body1929 Gilford Hera Wycomb Body

At the 1931 Olympia show, Gilford unveiled, for the first time, the double-deck version of the front-wheel drive bus that they had spent literally thousands of pounds developing. It resulted in an extremely low height vehicle, which stood just 12ft 11ins high, with the normal centre-gangway. The chassis frame was dispensed with altogether and the strength of the bus was contained in the structure of the body. The body was constructed by Wycombe Motor Bodies and this, and a front-wheel drive single-deck vehicle exhibited at the same show, were the only two metal-framed bodies built. Despite the advanced design and the amount spent developing them, there were no prospective purchasers, and this in part was responsible for the downturn in the Company’s financial position towards the end of the year, with a loss of over £28 000 being registered.

By 1932, other manufacturers were eroding the Gilford passenger chassis market, and with limited finance, Gilford turned its attention to developing vehicles for the goods market. Another double-deck chassis was shown at the Scottish Motor Exhibition in November 1932. Named the Zeus, it was officially classified 163D (16ft 3ins wheelbase Double-decker), and was equipped with a Vulcan 45.02hp petrol engine – the ‘Juno’. The prototype front-wheel drive double-decker was converted into a trolleybus for experimental purposes, with electrical gear being substituted for the engine, but otherwise basically unaltered. Although no customers were forthcoming for the trolleybus, at least it did operate in service for a short while, on loan to Wolverhampton Corporation in November and December of that year.

1929-1938 Gilford CP6 C26F seats1929-1938 Gilford CP6 C26F seats

Despite an enormous amount of publicity and being well received by the technical press, the Zeus once again failed to capture the passenger chassis market, although another newly introduced chassis – the ‘Hera’, designated 176S (17ft 6ins Single-decker) sold fairly well. This, however, did little to revive the Company’s fortunes, and in 1933 it was announced that the High Wycombe works was to be sold and the Company was to move into a much smaller factory in London, known as Brentside Works.

Sales did no better in 1934, when two orders from Western SMT for 40 vehicles represented 40% of the total annual output, and by 1935 output was little over 1 vehicle per week. On the 29th November 1935 the company went into receivership, with liabilities of over £21 000 against assets of just under £6 000, which when the issued share capital of £100 000 was taken into account made the total deficit over £116 000. On the 31st December 1935 the Company was wound up and the Gilford Motor Company passed into history.

1930 Gilford Motor Company MY 57 Colour1930 Gilford Motor Company MY 57 Colour

The main reasons for the Company’s failure were outlined at a meeting on the same day and included the high costs of developing the front-engined bus chassis; the high proportion of bad debts incurred by the Company (Gilford chassis were often sold on deferred-payment terms and in the cut-throat coach business of the thirties smaller operators who purchased these vehicles were unable to pay, which resulted in many of the chassis being re-possessed); and lastly, the formation of the London Passenger Transport Board, which took away many of Gilford’s best customers, and indeed, the fleet of over 200 Gilford’s inherited by the LPTB made them the largest ever operators of Gilford vehicles.

1930 Gilford1930 Gilford

1930 MoTr-Gilford

1930 MoTr-Gilford

1931 Evan Evans Tours coach (GW 713)Gilford 168OT Weyman

1931 Evan Evans Tours coach (GW 713) Gilford 168OT Weymann

1931 Front Wheel Gilford SD

1931 Front Wheel Gilford SD

1931 Gilford AS6 Buda engine

1931 Gilford AS6 Buda engine

1931 Gilford DD Front Wheel Drive Gilford

1931 Gilford DD Front Wheel Drive Gilford

1931 lbc16 Gilford

1931 lbc16 Gilford

1931 Vaillant Direct Coaches Gilford 168OT GW-713

1931 Vaillant Direct Coaches Gilford 168OT GW-713

1932 Gilford 1680T EV-7580 Wycombe C32F

1932 Gilford 1680T EV-7580 Wycomb C32F

1932 WBS-Brid-UL5805-Gilford

1932 WBS-Brid-UL5805-Gilford

1933 Gilford DD

1933 Gilford DD

1933 Yeates KEMP-Gilford-GP-5147

1933 Yeates KEMP-Gilford-GP-5147

1934 Gilford EV8108, Hillman's Coaches 168OT

1934 Gilford EV8108, Hillman’s Coaches 168OT

1937 Gilford CF176

 1937 Gilford CF176

Gilford Bus at 12.50 in the next film

That was all I could find.

Buses, Trucks, Ambulances + cars GAZ + MOSCOVITCH + SCALDIA + VOLGA + ZIM Russia II

Buses, Trucks, Ambulances + cars GAZ + MOSCOVITCH + SCALDIA + VOLGA + ZIM Russia II

September 14, 2013 By  Leave a Comment (Edit)

1960 gaz-logo-1

GAZ

ZIM

Moskovitch

Scaldia

Russian Car Museum

Volga GAZ-24 toyota motor

 

1961 Gaz Volga-Scaldia

1961 Gaz  Volga-Scaldia

1961 gaz 13 czajka

1961 gaz 13 czajka

1961 gaz 21

1961 gaz 21

1961 GAZ Pool

1961 GAZ Pool

1961 GAZ start CTAPT

1961 GAZ start CTAPT

1961 GAZ21Volga

1961 GAZ21Volga

1961 GAZ-logo-88116244DB-seeklogo.com

1961 GAZ-Start-CTAPT

1961 GAZ-Start-CTAPT

1961 GAZ-ZIM AD

1961 GAZ-ZIM AD

1961 Logo-mzma

1961 Logo-mzma

1961 moskvich-402-04

1961 moskvich-402

1961 moskvich-407-07

1961 moskvich-407

1961 moskvich-407-08

1961 moskvich-407

1961 GAZ (1)

GAZ

1961 Scaldia Sterk en Stabiel

1961 Scaldia Sterk en Stabiel

1962 Ambulance gaz m22 sanitarka

1962 Ambulance gaz m22 sanitarka

1962 gaz czajka

1962 gaz  czajka

1962 Gaz 033025

1962 Gaz 0330

1962 GAZ CTAPT

1962 GAZ CTAPT

1962 gaz m21 Volga

1962 gaz m21 Volga

1962 GAZ-69 prototype snowmobile with milling propelling agent

1962 GAZ-69 prototype snowmobile with milling propelling agent

1962 Moskovich b

1962 Moskovich

1962 Moskvich 426

1962 Moskvich 426

1962 moskvich-403-07

1962 moskvich-403

1962 Scaldia pin

1962 Scaldia pin

1962 Volga GAZ- M 21

1962 Volga GAZ- M 21

1962 Volga Kiev-Cars

1962 Volga Kiev-Cars

1962 Volga M21 kam die Volkspolizei nach Werdau

1962 Volga M21 kam die Volkspolizei nach Werdau

1963 gaz 12 volga

1963 gaz 12 volga

1963 gaz 13 czajka

1963 gaz 13 czajka

1963 gaz logo

1963 gaz logo

1963 gaz Volga 12back

1963 gaz Volga 12back

1963 Scaldia 1400 MH-15-09

1963 Scaldia 1400 MH-15-09

1963 Scaldia Diesel MG-34-17

1963 Scaldia Diesel MG-34-17

1963 volga a

1963 volga

1963 volga

1963 volga

1964 Ambulance gaz 1964 J3003

1964 Ambulance gaz 1964 J3003

1964 gaz 13 19

1964 gaz 13 19

1964 gaz 22 Volga

1964 gaz 22 Volga

1964 gaz wolga diesel

1964 gaz wolga diesel

1964 scaldia logo 13

1964 scaldia logo 13

1965 gaz 69m

1965 gaz 69m

1965 gaz J3721

1965 gaz J3721

1965 gaz m 21sew

1965 gaz m 21sew

1965 gaz Volga weekend

1965 gaz Volga weekend

1965 GAZ-66B, 4x4, Airborne

1965 GAZ-66B, 4×4, Airborne

1965 Moskvich a

1965 Moskvich

1965 Scaldia 1500

1965 Scaldia 1500

1965 scaldia-408-09

1965 scaldia-408

1966 gaz logo

1966 gaz logo

1966 gaz Volga Rover

1966 gaz Volga Rover

1967 gaz 62p

1967 gaz 62p

1967 gaz 62pa

1967 gaz 62

1967 gaz een miljoen gaz's

1967 gaz een miljoen gaz’s

1967 Gaz Limousine

1967 Gaz Limousine

1967 gaz Volga universal

1967 gaz Volga universal

1967 Russian Automaker GAZ

1967 Russian Automaker GAZ

1967 z-badges-01

1967 z-badges

1968 GAZ 4x4

1968 GAZ 4×4

1968 gaz 24 volga

1968 gaz 24 volga

1968 gaz 51mol

1968 gaz 51mol

1968 moskvitch scaldia brochure_68

1968 moskvitch scaldia brochure

1968 scaldia-408-07 Moskovitch

1968 scaldia-408 Moskovitch

1968 scaldia-408-08

1968 scaldia-408

1969 gaz 24 volga

1968 Volga M24

1969 Moskovitch Logo

1969 Moskovitch Logo

1970 GAZ ACHIMKOY (Flower of the morning). Copy of the Russian GAZ M20 Pobeda NK

1970 GAZ ACHIMKOY (Flower of the morning). Copy of the Russian GAZ M20 Pobeda NK

1970 Moskovich a

1970 Moskovich

1970 Moskvich 1500

1970 Moskvich 1500

1970 moskvich-408-06

1970 moskvich-408

1970 moskvich-426e

1970 moskvich-426

1970 moskvich-427-07

1970 moskvich-427

1970 moskvich-2140-07

1970 moskvich-2140

1970 Scaldia 1400 De luxe Rusland 1970

1970 Scaldia 1400 De luxe Rusland 1970

1970 SCALDIA AD

1970 SCALDIA AD

1970 scaldia-412.

1970 scaldia-412

1970 volga r

1970 volga

1971 Volga GA 3-24 op postzegel

1971 Volga GA 3-24 op postzegel

1972 azlk-moskvich-05

1972 azlk-moskvich

1972 azlk-moskvich-09

1972 azlk-moskvich

1972 azlk-moskvich-11

1972 azlk-moskvich

1972 azlk-moskvich-12

1972 azlk-moskvich

1972 azlk-moskvich-13

1972 azlk-moskvich

1972 GAZ-44, 8x8

1972 GAZ-44, 8×8

1972 moskvich-2138-04

1972 moskvich-2138

1972 moskvich-2140-04

1972 moskvich-2140

1972 scaldia-408-04

1972 scaldia-408

1972 scaldia-408-05

1972 scaldia-408

1972 scaldia-408-06

1972 scaldia-408

1972 volga a

1972 volga

1972 volga b

1972 volga

1973 GAZ-66 chassis with KPP-66 body designed in NIII №21

1973 GAZ-66 chassis with KPP-66 body designed in NIII №21

1973 GAZ-66.

1973 GAZ-66 © Len Rogers Collection

1973 GAZ-66-04 chassis, 4x4, MZ 66 Oil Bowser

1973 GAZ-66-04 chassis, 4×4, MZ 66 Oil Bowser

1973 Moskvich logo4

1974 azlk-moskvich

1974 azlk-moskvich-01

1974 azlk-moskvich

1974 azlk-moskvich-03

1974 azlk-moskvich

1974 azlk-moskvich-10

1975 Scaldia 1500 Moskovich

1975 Scaldia 1500 Moskovich

1978 gaz-bus-lavrikyv-ukraine

1978 gaz-bus-lavrikyv-ukraine

1978 Moskvich logo

1978 Moskvich logo 4a

1980 GAZ auto logo

 1980 moskvic-logos-badges

1980 moskvic-logos-badges

1980 GAZ auto logo

1980 Volga Gaz Chevrolet Impala

1980 Volga Gaz Chevrolet Impala

1982 Volga modified

1982 Volga modified

1984 moskvich-2141-02

1984 moskvich-2141

OLYMPUS DIGITAL CAMERA

1984 moskvich-2141

1984 moskvich-svyatogor-07

1984 moskvich-logo

1984 moskvich-logo3

1984 moskvich-svyatogor

1985 40041418

1984 moskvich-svyatogor

1985 GAZ

1985

1985 GAZ-66-11, 4x4

1985 GAZ

1987 GAZ-3301, 4x4

1985 GAZ-66-11, 4×4

1988 GAZ bus in Amman Syrië

1988 GAZ bus in Amman Syrië

1988 GAZ bus01 59037A Army

1988 GAZ bus01 59037A Army

1989 Ambulance GAZ-66 chassis, 4x4, with AS 66 01MT Ambulance Bus

1989 Ambulance GAZ-66 chassis, 4×4, with AS 66 01MT Ambulance Bus

1990 GAZ bus in Yekaterinburg

1990 GAZ bus in Yekaterinburg

1990 GAZ bus01 59037A

1990 GAZ bus01 59037A

1990 GAZ

1990 GAZ

1990 sexy-blonde-tests-gaz-14-chaika-russian-limo-video

1990 sexy-blonde-tests-gaz-14-chaika-russian-limo-video

1991 GAZ 21 Volga by SLAVAKOR

1991 GAZ 21 Volga by SLAVAKOR

1991 GAZ bus on the road

1991 GAZ bus on the road

1997 Ambulance GAZ Rus

1997 Ambulance GAZ Rus

1998 GAZ Bus 07

1998 GAZ Bus

1998 GAZ el-Marshrutka of Piteravto in Tosno

1998 GAZ el-Marshrutka of Piteravto in Tosno

OLYMPUS DIGITAL CAMERA

1999 GAZelle-van

2001 Ambulance GAZ Moskou Rus

2001 Ambulance GAZ Moskou Rus

2003 GAZ 3205

2003 GAZ 3205

GAZ Gazellw Taxi Bus

2004 GAZ bus 010

2004 GAZ Gazelle 3221

2004 GAZ Gazelle 3221

2004 GAZ Volga Gazelle 4x4

2004 GAZ Volga Gazelle 4×4

2004 GAZ-russischer-omnibus

2004 GAZ-russischer-omnibus

2005 Ambulance GAZ 2705 Ambulance Rus

2005 Ambulance GAZ 2705 Ambulance Rus

OLYMPUS DIGITAL CAMERA

2005 GAZ 3106 in Minsk

2005 GAZ Busje

2005 GAZ Busje

2006 GAZ siber2

2006 GAZ siber2

2007 gaz 3111 volga

2007 gaz 3111 volga

2009 Gaz a

2009 Gaz

2010 GAZ 997

2010 GAZ 997

2012 GAZ besteller

2012 GAZ besteller

autowp.ru gaz logo 1

Nog een paar zonder datum, without date

GAZ russian-red-bus-caucasus

GAZ russian-red-bus-caucasus

Brandweer Trucks gaz 63

Brandweer Trucks gaz 63

Brandweer Trucks Gaz pmg

Brandweer Trucks Gaz pmg

gaz 67

gaz 67k

ambulance gaz 55 s

Ambulance GAZ-55 ambulance bus

ambulance gaz 55 cp

 

Ambulance GAZ-55 Foto

gaz 47nn

gaz 47nn

Gaz 69-2

Gaz 69

END