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PostPosted: Sun Mar 31, 2019 9:52 pm 
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Joined: Sat Mar 31, 2012 7:34 am
Posts: 60
Location: Mount Maunganui, New Zealand
Leyland Comet Passenger Chassis Chronology


I have wondered if what might be called the “standard history” of the Leyland Comet contains some errors and omissions in respect of the passenger chassis sequence, particularly at the time that the “second series” of Comets, with the O.350 engine, was introduced.

To start with, I’ll refer to Doug Jack’s tome, “Leyland Bus Mk II”, which generally serves as a focal point for Leyland bus history. To quote from page 232:

“When the Tiger Cub range was first launched, the 0.350 engine also became standard in the Comet passenger chassis. The CPP1 and CP01, which had been export only since 1951, were replaced by the ECP02/1. It had a 16ft. 11in. wheelbase suitable for 27ft. 6in. long bodywork. The normal control layout of the original Comets was abandoned in favour of forward control, i.e. with the driver alongside the engine. At the same time, Leyland decided to stop producing petrol engines; therefore, as the designation implies, all ECP02 models were diesel powered. The remainder of the specification included the five-speed constant-mesh gearbox and vacuum brakes as standard with the choice of single or Eaton two-speed rear axle. In 1953, the 14ft. 8in. wheelbase ECP02.2 became available for bodywork up to 25ft. long. A flat front grille, identical with the equivalent truck, concealed the radiator and was normally incorporated in the body structure. The option of left or right-hand drive was available on both models, and was, after a few months, denoted by an appropriate "R" or "L" suffix. Both Comets stayed in production until 1961. For operation in tropical countries, a special semi-forward control model, known as ECP02.4, was offered until 1958. It had a 17ft. 6in. wheelbase for bodywork measuring up to 30ft. by 7ft. 6ins. and the usual right and left-hand drive option. The ECP02 series was most frequently known as the Comet 90, from the engine power.”

Jack also provided a listing of all Leyland passenger models as an appendix, and the pertinent part pf the Comet entry, from page 510, was as follows:

CPO1 O.300 engine 210 in (17’6”) wheelbase 1948-1952
CPP1 P.300 engine 210 in (17’6”) wheelbase 1948-1952
ECPO2.1 350 engine 203 in (16’11”) wheelbase 1952-1962
ECPO2.2 350 engine 176 in (14’8”) wheelbase 1953-1962
ECPO2.3 350 engine 203 in (16’11”) wheelbase 1956-1960 Semi-forward
ECPO2.4 350 engine 210 in (17’6”) wheelbase 1956-1960 Semi-forward

Note that the production date range shown for the ECPO2.4 shown in this tabulation does not tally with that shown in the text.

Quite some time back I had thought that late 1952, when the Tiger Cub was launched, was too early for the cab front that was used on the forward-control Comet bus chassis. And I also knew that here in New Zealand, there were some early 1950s semi-forward control Comet buses with the O.350 diesel engine, these preceding the forward-control version. For example, New Zealand Railways Road Services (NZRRS) had some such, all with 52xxxx chassis numbers, and with the ECO2.4R designation, which went into service during 1953 and 1954.

A year or so back, following exchanges with both John Shearman and Bruce MacPhee, I looked more closely at the issue, with the conclusion that Jack’s account does not cover all of the events of the time.

Since then I have also acquired a copy of the PSV Circle Comet passenger chassis list, C1503. That includes the paragraph:

“The ECPO2/1R was introduced at the end of 1953, also called Comet 90. Here the letter E was used for chassis built for both home and export markets. This was a forward control chassis with a radiator grille. No ECPO2/L were built, for the next few years customers requiring left-hand drive took ECO2.4L Spl modified truck chassis that had drop-frame chassis for use as buses. Similarly, ECO2.4R Spl were available.”

It appears that PSVC was right in general, but not about drop-frame, which the ECO2.4 Spl did not have. Also, the implied chronology is that the ECO2.4 Spl appeared at about the same time as the ECPO2, whereas in fact it predated it. That is confirmed by the PSVC chassis listing in the same book.

The highest chassis number shown for any chassis in the initial Comet 75 series was ECPO/1R, #513977. That confirms that production of this model ended in 1951. The lowest chassis number shown for an ECO2.4 Spl model was #522624, an ECO2.4R, indicating that this was in production in 1952, well before the ECPO2, the lowest chassis number for which was 534545.

The inference is that the ECO2.4 Spl was the Comet 90 passenger successor to the Comet 75 passenger model, and bridged the time between the end of Comet 75 production (mid-1951?) and the release of the forward control ECPO2 at the end of 1953. Thus it was a legitimate mainstream model, and not simply a sidebar to the ECPO2.

Something else apparent from the PSVC book is that unlike the other Comet passenger variants, the ECO2.4 Spl did not have its own series of line numbers, but was numbered in the corresponding Comet truck model series. That first ECO2.4R Spl had line number 194.

This is confirmed by the by a build sheet kindly supplied by Don Hilton via Bruce MacPhee. This covers chassis number 523241, which came to New Zealand. It is shown as chassis model “ECO.2/4RT Spl”, with 17’6” wheelbase, and with serial number “ECO.2/4R 483”. The key point is that the document is entitled “Chassis Final Inspection Certificate – Heavy Goods”, confirming that it was a modified goods chassis.

Bruce also passed on to me a Leyland chassis drawing for the semi-forward control passenger chassis ECO2.4R dated 1957 March 03. This shows that it had a straight chassis frame, as on the truck models. The (Spl) suffix was not used on that drawing, but then it was implied by the title. Generally, the “Special” and “Spl” suffixes appear not to have been used consistently.

From this we may deduce that with the transition from the Comet 75 to the Comet 90, Leyland decided that there would no longer be a dedicated passenger variant with a drop frame, but that the passenger applications would be covered by a mildly modified version of the truck chassis, with extended wheelbase and passenger springs. This set the pattern for all subsequent Comet passenger models. In the case of the ECO2.4 Spl, though Leyland opted to use the corresponding truck designation with the addition of the “Spl” suffix, and to include the passenger special in the truck line number series. With the introduction of the ECPO2, it had changed its mind about designations, and line numbers, and from there onwards the Comet passenger models had their own designations and their own line number series, even though they remained as minimum-modified truck models. The modified truck chassis approach probably appealed to many overseas operators from a maintenance viewpoint and also from a ground clearance viewpoint.

The use of the ECO2.4 Spl designation, with the Spl suffix not always included, and more than that, the inclusion of this model in the truck line number series would have made this model harder to find for future historians. But with appropriate due diligence it surely was not impossible. Leyland may even have confused itself. Bruce MacPhee has shared with me a British Leyland (BL) 1968 Salesman’s Guide list of all post-War Leyland passenger chassis. The Comet listings for the Comet 90 era are:

ECPO2.1: 350 engine; 203 inch (16’11”) wheelbase; 1952 to 1962
ECPO2.2: 350 engine; 176 inch (14’8”) wheelbase; 1953 to 1962
ECPO2.3 350 engine; 183 inch (15’3”) wheelbase; 1956 to 1962; semi-forward, tropical
ECPO2.4 350 engine; 210 inch (17’6”) wheelbase; 1956 to 1962; semi-forward, tropical

Apparently the ECPO2.3 and ECPO2.4 never actually existed, not even as documented “paper” models. But the key points are that there was no mention of the ECO2.4 Spl, and the ECPO2.1 is shown as dating from 1952, which is too early.

The “Commercial Motor” (CM) magazine on-line archive, at http://archive.commercialmotor.com/ is a useful source, and one that chronicled events “as they happened”. Here is the pertinent Leyland Comet chronology that may be drawn from that archive.

CM 1951 May 04: The Comet 90 goods range was announced, with a road test. This was semi-forward control, as before, and had the then-new O.350 engine, but retained the existing all-helical 5-speed gearbox. It had a spiral bevel rear axle, whereas the Comet 75 had had the hypoid type. There was no mention of a passenger version, but that is not surprising considering that it was treated as a truck chassis variant.

CM 1952 September 05 Recorded was a 30-chassis order from Delhi, India for Comet 90 17’6” wheelbase passenger chassis. This was additional confirmation that the model existed. In a similar vein, CM 1953 August 23 recorded a 75-unit order of Comet 90 buses for Hyderabad. These were described as being long-wheelbase models with special passenger springs.

CM 1952 September 05: The Tiger Cub underfloor-engined bus chassis was announced.

CM 1953 May 08: The change to the “more robust” 4-speed gearbox (GB102) for the Comet 90 goods chassis was announced. Apparently the established 5-speed gearbox had not been entirely satisfactory when mated to the O.350 engine. This gearbox was also used in the initial production Albion Claymore FT25 and FT27 models (announced in CM 1953 November 06), being superseded by the Albion 4-speed synchromesh unit (GB235) about the time when the latter was introduced for the underfloor-engined Claymore MR range. This gearbox change – to the GB102 - would also have affected the ECO2.4 Spl passenger chassis.

CM 1953 October 03: The forward control version of the Comet 90 goods chassis, ECOS2 series, was announced. This used the Albion 5-speed gearbox (GB236). Two possible reasons for this gearbox change present themselves. One is that customers wanted 5-speeds, not 4-speeds. The other is that the forward-control layout required a remote control. The Albion 5-speed unit, with its side-entry shift control, was very suitable, and was used in this manner on the forward-control Albion Chieftain and Clydesdale truck. On the other hand, the four-speed gearbox, with its top-entry shifter, was less suited for use with a “robust” remote control mechanism, that is one in which the remote control shaft is constrained to rotate and move fore-and-aft, but is not required to swing from side-to-side.

At the same time, the Tiger Cub coach was announced, with a 100 hp version of the O.350 engine (running at 2400 rev/min, I think.). Was this the notional Mk II variant?

CM 1953 December 18: The forward-control Comet passenger chassis was announced. This differed from the goods chassis primarily in having a longer wheelbase, namely 16’11”, and passenger springs.

Leyland sales brochure #697A of 1954 March covering the ECO2 truck range showed the 4-speed gearbox as standard, with the 5-speed all-constant mesh unit (i.e. Albion) as an option. This implies that the Albion unit was offered on the ECO2 not long after it was introduced on the ECOS2.

CM 1955 June 03 recorded the introduction of the O.350 Mk III engine to the Comet range. The horizontal version for the Tiger Cub had been announced a little earlier, in CM 1955 May 13.

Leyland sales brochure #734a of 1956 June covered the ECO2 and ECOS2 truck ranges. By this time only the Albion 5-speed gearbox was offered across the range. So the 4-speed unit had had a relatively short life.

The previously mentioned Leyland chassis drawing for the semi-forward control passenger chassis ECO2.4R dated 1957 March 03 showed what appears to be the Albion 5-pseed gearbox, with side-entry shifter at the forward end of the gearbox, and the gear lever canted leftwards, presumably to put its knob in the same position as it would have been on the earlier gearboxes with top-entry shifters.

Leyland Specification #700e of 1958 March covered the ECOS2 truck series. The gearbox described therein was clearly the new GB241 model, and not the earlier Albion model. This implies an earlier release for the GB241 than I had previously thought to be the case, which was that it arrived with the Albion Chieftain CH3, announced in CM 1958 July 04.

Leyland Specification #692d of 1957 October covered the ECO2 truck series. The copy I have has had its gearbox description overpasted with a description of the GB241 gearbox. Underneath was a description of the GB236. The overpasting suggests that the gearbox change was made after 1957 October, and that existing stock of the specification was modified accordingly. Quite when is unknown, but it seems unlikely that the ECO2 would have been changed over materially ahead of the ECOS2, so 1958 March is likely the earliest reasonable estimate.

Given that the ECO2.4 Spl would have tracked the ECO2 series, then by now it was on its fourth gearbox type, the sequence being Leyland all-helical 5-speed, Leyland 4-speed, Albion 5-speed,, GB241 5/6-speed.

Leyland sales brochure #734c of 1958 December also covered the ECO2 and ECOS2 truck ranges, showing the GB241 5/6-speed gearbox. It may be noted that Albion had previously developed a 6-speed version of the GB236, namely the GB240, as recorded in CM 1957 March 15, but this appears not to have been used on any Leyland models. Another change was that the O.375 engine, recently announced in CM 1958 September 19 as the powerplant for the new Leyland Super Comet 14SC and Albion Clydesdale CD21 models, had become an option on the ECOS2, but not on the ECO2. It must also have become an option for the ECPO2, as some New Zealand examples of the latter were known to have been fitted with this engine.

Somewhere in the 1958 second-half timeframe the Tiger Cub also acquired the O.375 engine option, and the Leyland 4-speed synchromesh gearbox replaced the OPS1-type 4-speed constant-mesh gearbox that had been originally used. I think that prior to this, the Albion GB236 had become an option, and it remained until the end, the GB241 never being used on this model. I suspect that the GB236 was better suited for use with a “robust” remote shifting linkage. (Although the GB241 was used on the final NS3A iteration of the Albion Nimbus.

Leyland specification No. 692f of 1959 July covered the ECO2 trucks. At this time the ECOS2 had been superseded by the CS3 series trucks. Here the two-speed axle, where fitted, had been changed from a vacuum-operated shift to an electric shift. The electric shift had been introduced with the Tiger Cub (CM 1952 September 05) but the Comets had stayed with the vacuum shift until the Super Comet 14SC (1958) and Comet CS3 (mid-1959). So it looks as if the ECO2 truck was updated at about the same time as the CS3 was released. Presumably the same change was made for the ECO2 bus and the ECPO2. But according to specification No. 692f, the somewhat revised ECO2 retained the mechanically operated clutch and the upright master servo for the vacuum-assisted brakes, whereas the CS3 had a hydraulically operated clutch and a Hydrovac suspended-vacuum brake servo.

Another useful source is the series of books entitled “The British Commercial Vehicle Industry” (BCVI), which provided tabular data on British chassis. The 7th edition, 1959, listed the Comet passenger chassis as ECPO2.1, ECPO2.2 and ECO2.4 (SP), whereas the 8th edition, 1961, listed the Comet passenger chassis as ECPO2.1 and ECPO2.2. ECO2 trucks were listed in 1959 but not in 1961. So 1960 seems reasonable as the year when all ECO2 models, goods and passenger, were withdrawn.

There was no passenger counterpart to the CS3, so the ECPO2 stayed in place until it was superseded by the air-braked 12C bus at the end of 1962. In its final form the ECPO2 had the O.350 Mk III or O.375 engines, the GB241 gearbox, and an electrically-operated two-speed axle, where fitted. I assume that it retained a mechanically operated clutch, and the original braking system, but perhaps not. The PSVC chassis list shows the ECPO2/1AR model starting to replace the ECPO2/1R model from 1961. Presumably the “A” suffix signified some kind of mechanical change.

The Comet 12C bus was announced in CM 1962 October 05, following by a few months the 12C truck (CM 1962 July 06). The 12C had the O.370 engine, and as far as I know the 12C bus also had the option of the O.400. The O.370 had been announced in CM 1961 August 04, and had displaced the O.350 Mk III in the CS3. The ECPO2 probably stayed with the O.350 and O.375 engines until the end. So it would have been the last LMC model to use the O.350, and the last model of any kind to use the O.375. (Bedford continued to use the O.350 in its SB8 bus chassis through 1963 at least, and I think perhaps into 1964.) The Tiger Cub had gone over to the O.400 engine early in 1962 (CM 1962 March 09).

Nonetheless, the PSVC publications shows an overlap between the ECPO2 and 12C production. In fact Ceylon Transport Board (CTB) took deliveries of the ECPO2/1AR into 1964, with the highest chassis number, L12532, not far short of that of the first 13C/6RP, L13571. Not only that, but CTB also took delivery of ECOS2/1R models into 1964. Presumably these were truck chassis adapted for passenger work. By then the ECOS2 was well out of its time, having been superseded by the CS3 in mid-1959. The /1R had a 13’7” wheelbase. Also through 1963, CTB was taking the ECPO2/2R, the short, 14’8” wheelbase version of the ECPO2/1R.

As far as I know, the 12C passenger chassis itself would have been very little different to that of the ECPO2, nor was there much difference in the truck chassis from the ECOS2 through the CS3 to the 12C. So it was probably not very difficult for Leyland to continue producing the ECPO2 and ECOS2 through to 1964. The O.350 engine – assuming that that was what was used - was still in production. And the CS3 truck chassis, with its hydraulic braking system, had stayed in production in four-wheel drive form after the 12C had otherwise generally replaced it. In fact what I think was the initial issue sales brochure (#828) for the Comet CS3 4x4 was dated 1962 May. Its replacement, the 13C 4x4, was announced in CM 1966 March 25, with sales brochure #940 of 1966 March.

CTB had started its Comet fleet with the ECPO2/1R in 1958, and may have wanted to standardize on one basic chassis specification. It appears that the ECOS2/1R fleet was started in 1960, and the ECPO2/2R fleet in 1961. One may postulate that for its short-wheelbase bus it chose the already-obsolete ECOS2/1R specification rather than the then-current CS3/1R in order more closely match the ECPO2/1R. Additionally, the CS3 had the hub-reduction rear axle as standard, not really suitable for bus use, at least in an urban environment. From that it is not too much of a reach to assume that the late CTB ECPO2 and ECOS2 models generally conformed to the earlier specifications.

The Comet 13C truck was announced in CM 1963 November 08. The 13C bus followed very soon thereafter. I have Leyland Sales brochure #876 of 1963 November which describes the 13C.6RP and 13C.6LP air-braked passenger chassis. This had as standard the Power-Plus O.370 engine, set for 115 hp (gross) and 110 hp (net) at 2400 rev/min. Optional was the Power-Plus O.400 engine, set for 131 hp (gross), 125 hp (net) at 2400 rev/min. The clutch was hydraulically operated, and the gearbox was the GB241. The standard single-speed rear axle had a spiral-bevel driving head in a Leyland three-piece casing, and I suspect that this had been carried over from the ECPO2 through the 12C to the 13C. At the CS3 iteration, the truck had moved to a hub reduction rear axle as standard. Optional was an electrically controlled two-speed spiral-bevel driving head in a single-piece casing. I imagine that all of these details applied equally to the preceding 12C passenger chassis. GVW was 22 800 lb (10.2 tons), so quite a bit less than the 13C truck, at 13 tons.

Leyland’s use of the Power-Plus descriptor for the engines in a passenger chassis was very unusual. As far as I know, the only other passenger model to which this descriptor was applied was the Lion PSR1. For other passenger models, Leyland referred to the use of spheroidal combustion cavity engines, that being a key feature of the Power-Plus series, but did not use the Power-Plus name.


Cheers,


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PostPosted: Tue Apr 16, 2019 2:04 am 
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Joined: Sat Mar 31, 2012 7:34 am
Posts: 60
Location: Mount Maunganui, New Zealand
Firstly, I need to make a correction. In the preceding post I said:

9711T wrote:
Somewhere in the 1958 second-half timeframe the Tiger Cub also acquired the O.375 engine option, and the Leyland 4-speed synchromesh gearbox replaced the OPS1-type 4-speed constant-mesh gearbox that had been originally used. I think that prior to this, the Albion GB236 had become an option, and it remained until the end, the GB241 never being used on this model. I suspect that the GB236 was better suited for use with a “robust” remote shifting linkage. (Although the GB241 was used on the final NS3A iteration of the Albion Nimbus.


Bruce McPhee has kindly advised as follows in respect of the Tiger Cub gearbox chronology:

"In 1957, the GB96 4-speed c/m box was replaced by the Albion 5-speed c/m GB236 as standard, and this remained as such until the end of production. In 1958, the synchro 3+4 was introduced as an option (GB122); also listed was a synchro-2nd version (GB123), but this didn't appear in spec sheets and I don't know if any were actually fitted. (I did encounter late Leopard PSU3 with synchro-2nd boxes, which were designated GB148 as opposed to GB146 of the synchro 3+4 type)"

Thus the 1957 timing for the adoption of the GB236 gearbox on the Tiger Cub was proximate to that of the Albion Aberdonian, which was announced in CM 1957 June 28. The Aberdonian was effectively a lighter counterpart to the Tiger Cub, but got there by being a stretched version of the Albion Nimbus. It had the O.350 engine and GB236 gearbox.

In 1957 the GB241 gearbox was surely in the planning and development stage, and starting in 1958 it progressively replaced the GB236 in most of the latter’s applications. Thus it does look as if not configuring the GB241 to make it also suitable for the Tiger Cub (and Aberdonian), but rather retaining the GB236 for the latter was a deliberate decision, and not a happenstance event.

Secondly, some attachments to illustrate, as it were, the initial posting.

To start with, here is the chassis drawing for the initial Comet passenger range, the (E)CPO and (E)CPP:

Attachment:
Leyland Comet (E)CPO, (E)CPP 19480820.gif
Leyland Comet (E)CPO, (E)CPP 19480820.gif [ 506.13 KiB | Viewed 2018 times ]


This had a special drop-frame to better suit passenger applications as compared with straight frame of the original Comet truck. It had the Leyland 5-speed all-helical gearbox, with the gear lever mounted centrally on top. The drawing shows the right-hand drive version, whose chassis designation included the “.1R” suffix. Note that the “1” was part of the suffix, not part of the core chassis designation, which did not include a number.

Next is the chassis drawing for the ECO2.4R Spl:

Attachment:
Leyland Comet Passenger ECO2.4R 19570319.gif
Leyland Comet Passenger ECO2.4R 19570319.gif [ 685.81 KiB | Viewed 2018 times ]


This had a straight frame, as on the ECO2 truck range, reflecting Leyland’s decision to offer the Comet passenger model as minimum-change version of the truck chassis. The drawing shows the chassis as it was in 1957, by which time it the ECO2 was on its third gearbox type, namely the Albion GB236. As may be seen, the gear lever was mounted on the righthand side of the gearbox. I don’t have chassis diagrams of the earlier versions of the ECO2.4R Spl, but these pictures of the ECO2 truck chassis are representative. The first is from a 1951 April brochure, when the Leyland 5-speed all-helical gearbox was in use, and the second from a 1954 March sales brochure, when the gearbox was the Leyland 4-speed.

Attachment:
Leyland Comet ECO2 #675 195104 p.03.jpg
Leyland Comet ECO2 #675 195104 p.03.jpg [ 225.07 KiB | Viewed 2018 times ]
Attachment:
Leyland Comet ECO2 #697A 195403 p.03.jpg
Leyland Comet ECO2 #697A 195403 p.03.jpg [ 994.13 KiB | Viewed 2018 times ]


Here is the chassis diagram for the forward control ECPO2, specifically the right-hand drive ECPO2.2R. This was the minority short wheelbase (14'8") variant. The majority variant was the ECPO2.1R, with 16'11" wheelbase.

Attachment:
Leyland Comet Passenger ECPO2.2R 19540428.gif
Leyland Comet Passenger ECPO2.2R 19540428.gif [ 532.5 KiB | Viewed 2018 times ]


This was from 1954 April 28, which was very early in the production life of this model. At this time the ECPO2 had the Albion GB236 5-speed gearbox with a remote linkage gear lever.

The general similarity of the ECPO2 bus to the ECOS2 truck may be seen in this ECOS2 sales brochure excerpt:

Attachment:
Leyland Comet ECOS2 #711b 195508 p.02.jpg
Leyland Comet ECOS2 #711b 195508 p.02.jpg [ 1.05 MiB | Viewed 2018 times ]


As mentioned, the group GB241 gearbox replaced the GB236 in the Comet chassis during 1958. The GB241 had its gear lever mounted on top of the bell housing, as is evident from this excerpt from an ECO2/ECOS2 truck brochure:

Attachment:
Leyland Comet ECO2, ECOS2 #734c 195812 p.05.jpg
Leyland Comet ECO2, ECOS2 #734c 195812 p.05.jpg [ 989.81 KiB | Viewed 2018 times ]


The gear lever was cranked forward for the ECOS2 and presumably for the ECPO2. But it may have been more vertical for the ECOS2. That the gear lever was truncated in the image might have been to allow some ambiguity rather than showing one form but not the other.

The ECPO2.1R had a wheelbase of 16’11”, whereas the longest wheelbase available for the ECOS2 was 14’8”. However, the 16’11” wheelbase was taken into the Comet truck range as an option with the arrival of the CS3 in mid-1959. In fact it had also been an option for the Super Comet 14SC truck of 1958 September, which had used a flitched version of the ECOS2 chassis. The 16’11” wheelbase was carried forward to the Comet 12C.6-P and 13C.6-P passenger chassis.

The ECPO2.1R was stated by Leyland to be suitable for body lengths up to 27’6”. The same length was given for the 12C and 13C models. Perhaps the 27’6” was the maximum that was allowed on that wheelbase by the UK C&U regulations back in 1953.

Nonetheless, in New Zealand, the forward control Comet was viewed as being suitable for 30 ft bodies, the same as for the Bedford SB. Given the ubiquity of the SB in NZ, any nominally similar chassis would have needed to match it in the body length department. I suspect that in this class, the Comet may have been second in total NZ sales after the SB during the era when the latter was current. The Ford Thames did not seem to have had a very big showing here, although the later Ford R-series was quite popular. From the PSV Circle Comet chassis list, it would appear that NZ received the majority of each of the gasoline-engined ECPP.1R and ECO2.4R Spl models. I knew of one ECPP.1R, acquired second-hand by charter operator Greenhalgh, that had been re-engined with a Bedford 300 gasoline engine, making it quite rare Bedford-engined Leyland. The same operator had a pair of VAL14, and a VAM that I think was a VAM14, so also had some of the more common Leyland-engined Bedfords.


Cheers,


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