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    Leyland Comet
    Leyland Comet
    Leyland Comet
    Ebook140 pages1 hour

    Leyland Comet

    By Graham Edge

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    About this ebook

    This book is about one of Leyland Motors' famous models, the Leyland Comet. It covers the period from the introduction of the lorry in 1947 to its withdrawal from the British market in the mid-1970s. This illustrious name continued to be used in the Leyland-DAF era, such is the high regard and respect earned by one of Leyland's finest vehicles not only here, but also overseas. Leyland Comet presents the initial development of the model and the various types which evolved in subsequent years. When it was first introduced, the Leyland Comet was an immediate success and soon became the market leader in the high-quality, medium weight, lorry sector. In the 30 years of production history described in these pages, the Comet was only seriously challenged by its great rival, the AEC Mercury. In its heyday, the Leyland Motors name was synonymous with top quality. Their Comet range maintained and enhanced the company's reputation. Many small haulage firms building a business in the post-war years aspired to a Leyland lorry and felt a great sense of achievement when able to acquire one. This book has been out of print for many years, and has been brought back in 2016 to make this fascinating story available again to Leyland enthusiasts and those with an interest in general transport history. Graham Edge is a trucking journalist and author. (Series: Commercial Vehicles Archive Series) [Subject: Commercial Vehicles, Transportation]
    LanguageEnglish
    PublisherOld Pond Books
    Release dateMay 18, 2016
    ISBN9781910456781
    Leyland Comet

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      Book preview

      Leyland Comet - Graham Edge

      INTRODUCTION

      This book is about one of Leyland Motors* famous models, the Leyland Comet. It covers the period from the introduction of the lorry in 1947 to its withdrawal from the British market in the mid-1970s. Even then the Comet name was retained for a range of basic lorries designed for specific export markets where durability and reliability are of paramount importance. This illustrious name continued to be used in the Leyland-DAF era and the present day successor, Leyland Trucks still market a Comet lorry. Such is the high regard and respect earned by one of Leyland’s finest vehicles not only here, but also overseas.

      In this study I will be detailing the initial development of the Leyland Comet and the various types which evolved in subsequent years. When it was first introduced the Leyland Comet was an immediate success and soon became the market leader in the high quality medium weight lorry sector. In the close on 30 years of production history described in these pages, the Comet was only seriously challenged by its great rival, the AEC Mercury.

      The Leyland Comet 75 was the first of a new medium weight lorry range and it must be recalled how important this particular sector was in the 1940s, 50s, and 60s. Then, the old Carriers and ‘Road Fund’ licensing schemes dictated that operators sought a maximum payload from the lightest possible chassis even more keenly than they do today. In this context the term medium weight does not imply an inferior or cheap lorry, but one designed to be light and strong. Another important consideration until 1957, was to beat the 3 tons unladen weight limit so the vehicle would be exempt from a 20mph speed limit. Nowadays such classifications of medium and heavy weight lorries have all but disappeared as modern Operator Licensing does not recognise such classes. Annual vehicle taxation is based on axle combinations and gross vehicle weights.

      It must never be forgotten that in its heyday (and it was a lengthy one), the Leyland Motors name was synonymous with top quality. Their Comet range maintained and enhanced the company’s reputation. Also, the new engine designed for the lorry and later types developed from it, was supplied to several other manufacturers, making it one of the most common and popular power units for two decades. Many small haulage firms building a business in the post-war years aspired to a Leyland lorry and felt a great sense of achievement when able to acquire one.

      I have personal experience of various Leyland Comets. As a schoolboy I often rode in the cab of a forward control version. This was replaced in 1963 by a new L.A.D. cabbed model. The owners of the lorry, a family haulage business, certainly felt they had achieved something when they bought their first new Leyland. It was soon converted into a six-wheeler by the addition of a Primrose trailing third axle, not an uncommon fate for Comets and Super Comets in the 1950s and 60s. When I was old enough I drove this Comet on several occasions, and also an early Super Comet (with Cravens Homalloy cab), and a later Ergomatic cabbed one. The latter were both over ten years old by the time I handled them but they never failed me.

      I hope you will enjoy this study of a fine British lorry. Leyland Comets were seen in their thousands on the roads of Great Britain and many other countries. This book is part of the ‘Commercial Vehicles Archive Series’ and as such is well illustrated with a wide selection of photographs, most of which have never been previously published.

      Graham Edge

      Swaffham Prior, June 1998

      SECTION 1

      Development of the Comet

      In the final months of the second world war Leyland Motors started to actively plan its post-war range of vehicles. Before considering the proposed catalogue and development of their new Leyland Comet models it is worth reviewing briefly the position then held by the company as a commercial vehicle maker.

      Leyland Motors had grown continuously and steadily in the period up to 1939 to become the leading heavy commercial vehicle builder in Great Britain. The company produced a range of high quality passenger chassis and lorries which achieved envied reputations at home and overseas for reliability, longevity, and durability. Leyland was recognised as a formidable competitor in world markets with its buses and lorries being the equal of, and in many instances superior to, those of competitors. The company was innovative and regularly updated its designs resulting in continuous developments and rapid progress.

      Leyland Motors’ philosophy was to manufacture as much as possible itself and the main production and assembly facilities were concentrated in and around the small Lancashire town which gave its name to the company. Other nearby factories included the spares and service headquarters at Chorley, and the foundry at Farington. There was also a large assembly plant at Kingston-upon-Thames and a smaller works at Lincoln. Of the other premium quality British Commercial vehicle makers only AEC at Southall could rival Leyland, although in terms of annual sales Leyland was the bigger concern. This was partly achieved by them selling a wider model range including successful light and medium weight vehicles such as the Cub and Lynx.

      During the 1939–45 world war all of Leyland’s considerable manufacturing capacity was switched to the war effort. Over 10,000 complete lorries were built and a similar number of other chassis were bodied for the forces, mainly at Kingston Works. In Lancashire Leyland built around 3,000 tanks and some 10,000 tank engines. In addition they machined approximately 8,000 high explosive bomb casings. There was still spare capacity and the Farington foundry cast over 10,000 tons of aluminium aero engine components. Also for aeroplane makers, Leyland produced over 7,000 engine mountings and nacelles. Such statistics provide some idea of the size of Leyland Motors and during the war years over 11,000 men and women were employed.

      With an allied forces’ victory assured, in 1945 Leyland Motors announced its plans for the following period. The company had not made any passenger vehicles since 1940 and despite some other manufacturers having made double deck buses to a ‘Utility’ design, by 1945 there was a desperate shortage. Hence, Leyland’s PSV sales catalogue comprised just two chassis; the single deck PS1 and double deck PD1. Both were basically pre-war designs, but planned for a new engine of 9.8 litres to be fitted. This power unit could be fuelled by either petrol(P.600) or diesel (0.600). The Leyland heavy lorry range was restricted to three models; the 12 tons gross weight Beaver four wheeler, the 18 tons gross weight Hippo six wheeler; and the 22 tons gross weight Octopus eight wheeler. These were the maximum solo permissible gross weights in the respective categories although each type was suitable for pulling a drawbar trailer. These lorries were also scheduled to have the 0.600 diesel engine fitted and a new all metal, Leyland built cab. In reality the first Beavers to be built after the

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