AMBULANCES + HEARSES part XVII on Alphabet beginning with T till U

AMBULANCES + HEARSES part XVII on Alphabet beginning with T till U

Talbot Ambulances and Hearses

TAM 110 Ambulance Trucks

TATA Ambulances and Hearses

TATRA Krankenwagen – Ambulance and Hearse

TAZ Trnavské automobilové závody (Škoda) Ambulances and Hearses

TEMPO – Tempo Matador – DKW – Hansa – Tempo Hanomag  Ambulances, Krankenwagen, Hearses, Leichenwagen, Bestattungsvehicle e.s.o.

TESLA Hearses


My beautiful picture

Toyota Ambulances and Hearses

1924 Trojan RAF ambulance

1954 Trojan Perkins Diesel Ambulance

Trojan Ambulances

That were the T’s

up to the U

ELVA Automobiles

1966 Elva Courier - A British Sports Car Blog

1962 Elva Logo

Elva (car manufacturer) Bexhill, Hastings and Rye, East Sussex, England, UK

elva header

Elva Engineering Co Ltd
British Sports and racing car manufacturer
Industry Automobiles
Founded 1955
Founder Frank G. Nichols
Headquarters Bexhill, Sussex, England, UK
Products Elva racing cars
Elva Courier

Elva was a sports and racing car manufacturing company based in Bexhill, then Hastings and Rye, East Sussex, United Kingdom. The company was founded in 1955 by Frank G. Nichols. The name comes from the French phrase elle va (“she goes”).

Racing cars

1957 Elva MkII sn 100-49 Bahamas

 Late Elva Mk IIa (#100/49, 1957), a transition model which shares much of the Mk III’s design

Frank Nichols’s intention was to build a low-cost sports/racing car, and a series of models were produced between 1954 and 1959. The original model, based on the CSM car built nearby in Hastings by Mike Chapman, used Standard Ten front suspension rather than Ford swing axles, and a Ford Anglia rear axle with an overhead-valve-conversion of a Ford 10 engine. About 25 were made. While awaiting delivery of the CSM, Nichols finished second in a handicap race at Goodwood on March 27, 1954, driving a Lotus. “From racing a Ford-engined CSM sports car in 1954, just for fun but nevertheless with great success, Frank Nichols has become a component manufacturer. The intermediate stage was concerned with the design of a special head, tried in the CSM and the introduction of the Elva car which was raced with success in 1955.” The cylinder head for the 1,172 c.c. Ford engine, devised by Malcolm Witts and Harry Weslake, featured overhead inlet valves.

On May 22, 1955 Robbie Mackenzie-Low climbed Prescott in the sports Elva to set the class record at 51.14 sec. Mackenzie-Low also won the Bodiam Hill Climb outright at the end of the season.

The 1956 Elva MK II works prototype, registered KDY 68, was fitted with a Falcon all-enveloping fibreglass bodyshell. Nichols developed the Elva Mk II from lessons learnt in racing the prototype: “That car was driven in 1956 races by Archie Scott Brown, Stuart Lewis-Evans and others.” The Elva Mk II appeared in 1957: “Main differences from the Mark I are in the use of a De Dion rear axle as on the prototype, but with new location, inboard rear brakes, lengthened wheelbase, and lighter chassis frame.” The car was offered as standard with 1,100 c.c. Coventry-Climax engine. This went through various changes up to the Mark IV of 1958.

Elva BMW Mallory Park

 Elva BMW Mk VIII.

Carl Haas, from Chicago, was Elva agent in the midwest of the United States from the mid-fifties through the nineteen sixties. In 1958 he was invited to England to drive an Elva in the Tourist Trophy at Goodwood, where he finished twelfth overall. With the Mark IV: “The major change is an all-new independent rear suspension utilizing low-pivot swing axles. The body is entirely new with close attention to aerodynamics and a reduced frontal area.” At the Sebring 12 Hours sports car race in 1959 the #48 Elva Mark IV driven by Frank Baptista, Art Tweedale and Charley Wallace finished first in Class G, and 19th overall.

On June 21, 1959, Arthur Tweedale and Bob Davis won the Marlboro Six Hour Endurance Race in Maryland driving the #37 Elva Mk IV. Arthur Tweedale repeated the win in the Marlboro Six Hours in 1960. Teamed with Ed Costley he covered 337.75 miles in an Elva Mk V sports car. This was the final iteration of the Elva front-engined sports racing car. The last Mk V chassis won a number of important races in the midwest driven by Dick Buedingen, including the 1961 Elkhart Lake 500 teamed with Carl Haas. At this time Elva Cars Limited was operating from premises at Sedlescombe Road North, Hastings, Sussex, England.

1960 Elva 100 Formula Junior

 Elva FJ 100
1960 Elva 200 Formule Junior

 Elva FJ 200

Elva produced a single-seater car for Formula Junior events, the FJ 100, initially supplied with a front-mounted B.M.C. ‘A’ series engine in a tubular steel chassis. “ELVA CARS, Ltd., new Formula Junior powered by an untuned BMC ‘A’ Series 948cc engine. Price of this 970 lb. car is $2,725 in England. Wheelbase: 84″, tread: 48″, brake lining area: 163″ sq. The 15″ wheels are cast magnesium. Independent suspension front and rear with transverse wishbones, coil springs, and telescopic shock absorbers. The car is 12 feet, four inches long.” Bill de Selincourt won a race at Cadours, France, in an Elva-B.M.C. FJ on September 6, 1959. Nichols switched to a two-stroke DKW engine supplied by Gerhard Mitter. In 1959 Peter Arundell won the John Davy Trophy at the Boxing Day Brands Hatch meeting driving an Elva-D.K.W. “Orders poured in for the Elva but when the 1960 season commenced Lotus and Cooper had things under control and disillusioned Elva owners watched the rear-engined car disappearing round corners, knowing they had backed the wrong horse.”  Sporadic success continued for Elva in the early part of that year, with Jim Hall winning at Sebring and Loyer at Montlhéry.

Elva produced a rear-engined FJ car, with B.M.C. engine, at the end of the 1960 season. Chuck Dietrich finished third at Silverstone in the BRDC British Empire Trophy race on October 1. In 1961 “an entirely new and rather experimental Elva-Ford” FJ-car debuted at Goodwood, making fastest lap, driven by Chris Meek.

After financial problems caused by the failure of the US distributor, Frank Nichols started a new company in Rye, Sussex in 1961 to continue building racing cars. The Elva Mk VI rear-engined sports car, with 1,100 c.c. Coventry Climax power, made its competition debut at Brands Hatch on Boxing Day, 1961, driven by Chris Ashmore, finishing second to the 3-litre Ferrari of Graham Hill. The car was designed by Keith Marsden.

On September 8, 1963, Bill Wuesthoff and Augie Pabst won the Road America 500, round 7 of the United States Road Racing Championship, at Elkhart Lake, Wisconsin driving an Elva Mk.7-Porsche. “The Elva-Porsche is based on the Mark VII Elva, but redesigned aft of the front section to take the 1,700 c.c. Porsche air-cooled flat-four unit and its horizontal cooling fan.”

Edgar Barth won the opening round of the European Hill Climb Championship on June 7, 1964, at Rossfeld in southern Germany in an Elva-Porsche flat-8 sports car. The cars were placed throughout the seven-round series with Herbert Muller winning at the final round at Sierre Montana Crans in Switzerland on August 30, 1964.

Around 1964-1966 Elva made a very successful series of Mk 8 sports racers mostly with 1.8 litre BMW engines (modified from the 1.6 litre by Nerus) and some with 1.15 litre Holbay-Ford engines. The Mk8 had a longer wheelbase and wider track compared to the Mk7, which was known for difficult handling due to a 70-30 weight bias to the rear. Following the success of the McLaren in sportscar racing, Elva became involved in producing cars for sale to customers:

“Later a tie-up with Elva and the Trojan Group was arranged and they took over the manufacture of the McLaren sports/racer, under the name McLaren-Elva-Oldsmobile.”

At the 1966 Racing Car Show, held in London in January, Elva exhibited two sports racing cars – the McLaren-Elva Mk.II V8 and the Elva-BMW Mk. VIIIS. The McLaren-Elva was offered with the option of Oldsmobile, Chevrolet or Ford V8 engines. The Elva-BMW Mk. VIIIS was fitted with a rear-mounted BMW 2-litre four-cylinder O.H.C. engine.

Luki Botha campaigned an Elva-Porsche in southern Africa from 1966.

Elva Courier

Elva Courier
1967 Elva Courier
Manufacturer Elva
Production 1958-1969
500 approx made
Body and chassis
Class sports car
Body style 2-door convertible
2-door coupe
Wheelbase 90 in (2,286 mm)
Length 154 in (3,912 mm)
Width 60 in (1,524 mm)

The main road car, introduced in 1958, was called the Courier and went through a series of developments throughout the existence of the company. Initially all the cars were exported, home market sales not starting until 1960. Mark Donohue had his first racing successes in an Elva Courier winning the SCCA F Prod Championship in 1960 and the SCCA E Prod Championship in 1961.

The Mk 1 used a 1500 cc MGA or Riley 1.5 litre engine in a ladder chassis with Elva designed independent front suspension. The engine was set well back in the chassis to help weight distribution, which produced good handling but encroached on the cockpit making the car a little cramped. The chassis carried lightweight 2-seater open glassfibre bodywork. It was produced as a complete car for the US and European market and available in kit form for the UK market. After about 50 cars were made it was upgraded to the Mk II which was the same car but fitted with a proprietary curved glass windscreen, replacing the original flat-glass split type, and the larger 1600 cc MGA engine. Approximately 400 of the Mk I and II were made.

The rights to the Elva Courier were acquired by Trojan in 1962, and production moved to the main Trojan factory in Purley Way, Croydon, Surrey. Competition Press announced: “Elva Courier manufacturing rights have been sold to Lambretta-Trojan in England. F-Jr Elva and Mark IV sports cars will continue to be built by Frank Nichols as in the past.”

With the Trojan takeover the Mk III was introduced in 1962 and was sold as a complete car. On the home market a complete car cost £965 or the kit version £716. The chassis was now a box frame moulded into the body. Triumph rack and pinion steering and front suspension was standardised. A closed coupé body was also available with either a reverse slope Ford Anglia-type rear window or a fastback. In autumn 1962: “Elva Courier Mk IV was shown at London Show. New coupe has all-independent suspension, fiberglass body, MG engine. Mk III Couriers were also shown. Though previously equipped with MG-A engines, new versions will be equipped with 1800cc MG-B engine.” Later the Ford Cortina GT unit was available. The final version, the fixed head coupé Mk IV T type used Lotus twin-cam engines with the body modified to give more interior room. It could be had with all independent suspension and four wheel disc brakes. 210 were made.

Ken Sheppard Customised Sports Cars of Shenley, Hertfordshire acquired the Elva Courier from Trojan in 1965 but production ended in 1968.


2009 Elva 160 beim Oldtimer-Grand-Prix am Nürburgring
Manufacturer Elva
Production 1964
Body and chassis
Class sports car
Wheelbase 93 in (2,362 mm)
Length 150 in (3,810 mm)
Width 60 in (1,524 mm)

There was also a GT160 which never got beyond production of three prototypes. It used a BMW dry sump engine of 2 litre capacity with bodywork styled by Englishman Trevor Frost (also known as Trevor Fiore, and who also designed the Trident) and made by Fissore of Turin. It weighed 11 long hundredweight (559 kg) and had 185 bhp (138 kW; 188 PS) so would have had very impressive performance but was deemed too costly to put into series production. The car was shown at the London Motor Show in 1964. One of the cars was purchased by Richard Wrottesley and entered in the 1965 24 Hours of Le Mans. Co-driven by Tony Lanfranchi, the car retired early in the race.


An Elva GT160 at the 2014 Le Mans Classic

 Other ELVA’s from my collection after searching the WWW.

1955 elva-logo1955-05 elva jubilee race1956 Elva Climax MK II Prototype b1956 Elva Climax MK II Prototype, Sonoma Historic Motorsports Festival 20131956 Elva Climax MK II Prototype1956 Elva MkII Race Car1956 elvalogo1957 Elva Mark-II Bobtail Sports Racing Car race reto wallpaper background1957 Elva MkII sn 100-49 Bahamas1957 elva-logo-11958 Charles Kurtz in his Elva MK II (#77) at Sebring, 1958, on cover of SCCA magazine1958 Elva Front Engineers1958 Elva Mark III Sports1958 Elva MK III HMSMW1958 Elva mk3 sports car1958 Elva Mk31958 Rip Ripley's Elva MK IIb at Sebring Bob Engberg Ripley Elva 2B21959 134 Elva Mk.IV1959 Elva 100 Formula Junior 410 bl1959 Elva 100 Formula Junior c1959 Elva 100 Formula Junior1959 Elva 100 g1959 Elva 100a1959 Elva 200 FJ1959 Elva Courier – Driver Stevan Dana1959 Elva courier1959 Elva Formula Junior black1959 Elva Mk V Climax sports-racer1959 Elva MK V Sports Racing Car1960 Elva 100 Formula Junior1960 Elva 200 Formule Junior1960 Elva Courier of Ian McDonald1960 Elva Courier1960 Logo ELVA British Sports and racing car manufacturer1961 Elva Courier Roadster1961 elva1962 Elva coupe1962 Elva Courier Mk III Fixed Head Coupe ( Elva Cars)1962 Elva HR ad1962 Elva Logo1962 Elva Mk.6 Maserati1962 Elva Mk1 CSE0146 infineon-hist-5-081962 Elva oct ad1962 elvacourier-01-02 ad1962 logo silver1963 Elva Courier Racer1963 Elva Mk7-Ford Sports-Racer, Bonhams, Monaco1963 Elva MkVII Race Car, Number 391963 Elva t-type1964 Elva Bmw 160 GT1964 elva bmw 1601964 Elva bmw a1964 Elva Cars Courier Mk 4-T1964 Elva Courier Coupe Cabrio a1964 Elva Courier Coupe Cabrio b1964 Elva GT 160 and a 1962 Morgan +4IMGP60801964 Elva gt1964 Elva GT160 LM1964 Elva gt160 london1964 Elva mk41964 Elva mk-IV ad1964 Elva Porsche (Chassis P70-032) Elva-76-Augusta11964 Elva Porsche MkVIIA1964 Elva-GT160-21964 Elva-GT160-31964 elva-mk-vii-car-hd1964 Porsche Elva Mark VIIS SL-06 RH-011965 Elva BMW 751965 Elva Courier c1965 Elva courier mark IV ad1965 Elva Mk8 - Serial # 80-05 -BMW M10  220BHP  8,000rpm  1,100lbs1965 Elva MK8 Sports Racer1965 Elva Mk8 storyboard1965 Elva Porsche in 1979 - Mk VII model1965 Elva Porsche race car1965 Jonathan Loader chases Sean Kukula, both in Elva Courier Mk4Ts. Anyone got a decent1965 logo1965 McLaren - Elva M1A Loud Chevy V8 Sound1965 McLaren Elva M1A Sports Racing Car1966 Elva Courier - A British Sports Car Blog1966 Elva Courier front-side view1966 Elva courier mk IV s typ t1966 elva courier-02-171966 Elva Courier-BB1966 Elva MK8 901966 Elva Mk8 SR CSRG David Love Memorial Vintage Car Road Races 20151966 McLaren - ELVA M1A - Group 7 car. Elvis Presley drove this car in 19661967 Elva Courier1967 Elva t-type1968 McLaren Elva Mark III Can-Am Las Vegas 19681969 McLaren Elva Mark III Can-Am Michigan2009 Elva 160 beim Oldtimer-Grand-Prix am Nürburgring2014 58 TomDavis ElvaCourier CP Indy2014AMT McLaren-Elva #4022-1elva 1 (1)elva 1Elva AustinElva BMW Mallory ParkElva BMW Mk-7elva bookElva Courier-Coupe-WiesenElva GT160 - chassis #70 GT3elva headerElva Mk IV Wilmot Hills race trackElva Mk VII S op Zandvoort aElva Mk VII S op ZandvoortElva Mk.6 1300cc AlfaElva MK5 Sports 27Elva MkIII YURElva Porsche Mk 7 P Nurburg12Elva Team Morris Commercial 1Elva tek1elva


Elva1 Early Fordson dropside pickup used by Elva carselva2elva3 s1-13Elva-Climax Mk III Sports Racer of doc Wyllie classic car portrait printGraham Hill driving an Oldsmobile powered McLaren Elva Mk.1Ike Eichelberger’s Elva-Porschelogo tyresMcLaren-Elva kit

That’s it

ELVA Race Cars on Facebook

Other companies

There was another Elva car company that lasted for one year, 1907, and was based in Paris, France.

See also

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