Bus UK YEATES of Loughborough (coachworks)


Bus and Coachbodybuilders


England – UK

1936 Brown, Markfield JU7854 with a Willowbrook DP39F body was a Dennis Lancet II which was rebodied in 1955 with a Yeates Riviera FC37F body  ju7854


1938 Bristol with Yeates body after two lives before


1947 Dennis Lancet III with a Yeates C35F body eay58


1948 Crossley SD42-9 with a Yeates C39F body, EJA52


1948 CUD373, a Daimler CVD6 with Wilkes & Meade C33F body + CTL652, a Dennis Lancet III with a Yeates C35F body +


1948 Dennis J3 Lancet III with a Yeates C35F body ENT709


1950 PTW451 was a Dennis J3 Lancet with a Yeates C35F body


1951 HNT886 was a Dennis L6 Falcon with a Yeates C33F body


1951 SMU599, seen at Wembley Stadium was a Yeates C41C bodied AEC Regal IV


1952 MVO115 was a Yeates C41C bodied Leyland PSU1-15 Royal Tiger


1952 Yeates C37F bodied Crossley SD42-9A, LDF815


1953 A.E.C. 9822S Regal IV, PAH800, with a Yeates Riviera C41C body


1953 GTL419, was a Bedford SB with a Yeates C35F body


1953 PWJ98 was a Bedford SB with a Yeates Riviera C35F body pwj98


1954 Bedford SBG with a Yeates Riviera C36F body


1954 Lewington's Yeates Riviera - Bedford SB TJH 538, c


1954 Leyland PSU1-16 Royal Tiger with a Yeates Riviera C41C body knr240


1954 STE 556 is a Yeates Riviera-bodied Bedford SBG


1955 HCL661 AEC MU3RV Yeates C41C


1956 AEC Reliance MU3RV Yeates Riviera C41C  RNM300


1956 AEC Reliance Yeates C41C


1956 Bedford SBG with a Yeates Riviera C41F body


1956 Bedford SBG with Yeates C41C bodywork


1956 TDM 397 - Bedford SB3   Yeates Europa C41F


1957 centre, 950DNU, a Bedford SB with Yeates Europa body


1957 NKY161, a Bedford SB3 with Yeates C41F body



1957 bedford-yeates-europa-uk

1957 Yeates Europa C41F bodied Bedford SBG, CJP630


1958 AEC Reliance MU3RV Yeates C41F KBV251


1958 AEC Reliance MU3RV Yeates C41F VBT-191


1958 AEC Reliance MU3RV Yeates C41F VBT-893


1958 HEB141 was a Yeates Europa C41F bodied Bedford SB3


1958 Yeates Europa C41F bodied A.E.C. MU3RV Reliance XVF800


1959 JEP861 Bedford SB1 with Yeates Europa C41F bodywork


1960 1400UA Bedford SB1 with a Yeates Europa C41F body


1960 7652VW, a Commer Avenger IV with Yeates C41F body


1960 Albion VT17L Victor with Yeates Europa C41F body, 4600NX


1960 Bedford SB1 with a Yeates C41F body


1960 Bedford SB1 with Yeates Europa C41F bodywork


1960 Bedford SB3 Yeates C41F RCT-2


1960 Leyland Yeates RCT3


1960 RCT3, a Leyland Titan PD3-1 with Yeates H39-34RD body


1960 RCT3, was a Yeates H39-34RD bodied Leyland PD3-1


1960 Yeates Europa C41F bodied Bedford SB1


1960 Yeates Fiesta C41F bodywork graced 565AEW, a Bedford SB




1961 27TTE, a Bedford SB with Yeates Fiesta Continental C41F bodywork


1961 5025BT, a Commer Avenger IV with Yeates Fiesta Continental C41F bodywork


1961 8964PT, a Bedford SB with Yeates Pegasus bodywork


1961 9491WY, a Bedford SB1 with Yeates Pegasus B44F bodywork


1961 OIP791, an AEC Reliance 2MU3RA with a Yeates Fiesta body


1961 TDO294, a Bedford SB1 with Yeates Pegasus DP44F body


1962 Barton, Chilwell 949 949MRR 1962 AEC 2U3RA Yeates DP57F


1962 Its 45-seat bodywork, by Yeates, was the only example of its type I remember seeing. The chassis was a Bedford SB5


1962 Premier 2530WY Yeates bodied Bedford


1962 Reliance 942AWR Yeates bodied Bedford SB1


1962 VTL536 Bedford SB5 with Yeates Fiesta C41F bodywork


1962 Yeates Pegasus DP45F bodied Bedford SB5


1963 539DWT, a Bedford SB5 with Yeates Pegasus DP44F body


1963 964RVO, was one of four Bedford VAL14s fitted with Yeates C50D bodywork


1963 969RVO, a Bedford VAL14 with Yeates Europa DP56D bodywork


1963 Bedford SB with Yeates Pegasus bodywork 979grm


1963 Bedford VAL 14 with Yeates Europa body.


1963 Bedford Val 14 Yeates BARTON0002


1963 Bedford VAL14 Yeates C51F


1963 Bedford Val14 Yeates C52F 390-GEW


1964 Rickards, London W2 AYV92B 1964 Bedford VAL14 Yeates C52F at Hampton Court


7652VW Yeates Europa Eastern National


AEC Reliance  Yeates VBT191


AEC Reliance with Yeates Europa body of Cullings seen when new at the Brighton Coach Rally  XVF800


Bedford SB chassied coach KAN 505 Yeates pegasus body


Bedford Yeates NKY 161


Yeates Europa 3 Yeates Maudslay 2 Yeates Poster 1 2

That’s it


Bussen Bedford GB IV

Bedford WTL Hainje 1936
Bedford val 14 twin_steer coach
Bedford before Greyhound Posthouse

Er komen er nog een paar:

 Bedford C4Z1 . Dennis B-F. Ex-LCC GLC School Bus nu Camper
Bedford C5 with Duple bus body, WGG631, dating from 1959
Bedford Duple PPH 698
Bedford Duple Vega Ad 1952
Bedford Edesche Carrosserie Fabriek [1936-1956] SB-15-76
Bedford Hedges Clarkes PSH874 1988
Bedford Hino 609 INDIA
Bedford JRX129 SBO Duple Vega C-F & GRX932 Albion Victor Plaxton FC-F in Didcot Garage
Bedford OB open top single decker, believed to be FRU101, a 1942
Bedford OWB with Duple B32F body, rebuilt to OB28F in 1953
Bedford OB with Duple body originally numbered 646 from 1947 while the
full size coach is CUG27, 8124WX, a 1961 Bristol MW6G with ECW body
Bedford J minibus TSL335
Bedford Jongerius 1946 NL
Bedford Sales Caravan in Jyväskylä, Finland 1950’s
Bedford WLB Duple coach MV 8996 Gypsy Queen 1931
Bedford Duple Vista (1949) UK
Bedford J2SZ10 built in 1965 with Duple C19F bodywork
Bedford OB (Berresfordsmotors)old travel bus classic public bedford
Bedford SB3 H.V. Burlingham Seagull C41F seats 1959 – 1964
Bedford OB with Duple service bus body
Bedford OB Duple Classic Vista Fresh Air 0348
Bedford OWB SMT B32F seat 1942 – 1962 EWT653
Bedford OBs which recieved Duples Classic Vista Coachwork
 Bedford KZ 1952 New Zealand
Bedford OB DBU889 with Duple C27F body 1947
Bedford OWB with a Duple B32F body 1942
Bedford J Type Bus Federee
Bedford SB 1960 New Zealand
Bedford SB5 CCMC Blue White Green acre MO5980 1974
Bedford Van Hool 1961
Bedford s kunnen veel hebben
Bedford VAL14 Yeates C52F at Hampton Court


Bussen Bedford GB V

Bedford SB 25653 Plaxton C35F seats 1953

En toch nog maar een vijfde deel, want ik ben er nog steeds niet door!!

Bedford Val 14 twin steer coach Brewers caerau any135b depot JL
Bedford Delaine
Bedford Duple 2 asser voor TFV
Bedford Freighter Blue Riband KGE 019
Bedford OB ETL221, a 1950 Plaxton 29 seater coach with 28HP petrol engine
Bedford VAL Twin Steer DWN253K
Bedford OB with Beadle B20F body was new in 1949
Bedford OWL Rokx(1951) 1944
Bedford PDK (VAS2) 1970
Bedford SB from about 1963 with Yeates Pegasus bodywork
Bedford SB Bedford carr ECF nr 19 1954
Bedford J2SZ10 built in 1967 with Plaxton C20F bodywork
Bedford SB1 with a Yeates Europa C41F body 1960
Bedford OB with Duple C27F body, new in 1950
Bedford OB Bella Vista 70ps 3500cc 1949
Bedford SB1 Duple Super Vega C37F of 1960
Bedford SB (busnummer 7) NL
Bedford SB3 from 1958 with Duple Vega C41F bodywork
Bedford Val with Plaxton body 1965
Bedford VAL14 BMX296A new in June 1963 with Plaxton Val C52F body
Bedford VAL with Yeates C50D body, originally with Barton, new in July 1963
Bedford VAL
Bedford VAL70 with Van Hool Vistadome C51F body 1971
Bedford VAL14 built in 1966 with Duple Vega Major C52F bodywork
Bedford VAL14 built in 1967 with Plaxton Panorama I C52F bodywork
Bedford VAL14 +Caetano body 1969
Bedford VAL14 Duple Vega Major C52F seats 1963 – 1976
Bedford J Type Federee
Bedford J Type TDJ 737
Bedford J Type Caravan Bus

Deze Bedford J Type komt later nog volop terug bij het hoofdstuk Trucks en Hulpvoertuigen als Ambulances en Brandweer Trucks, maar daar moeten jullie nog geruime tijd op wachten, want voorlopig zit ik nog bij de B van Bedford. Dit was wel het laatste hoofdstuk over Bedford Bussen.

GILFORD Motor Company Ltd. Bus England

GILFORD Motor Company Ltd. Bus England

September 16, 2013 By  Leave a Comment (Edit)

Gilford Motor Company Ltd.


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.