cav551:
ramone:
smallcoal:
Taken at llancayo farm uskA Leyland badge on a Routemaster , has it been repowered?
In spite of its close relationship with aec London Transport had a dual sourcing policy in case of production difficulties. The organisation had inherited TD1s and ordered TD4s pre war. The TD4s had impressed the Company. When peace came after WW2 the fleet was in a parlous state, practically every vehicle was worn out either bodily or mechanically or both. The number of vehicles required far exceeded AEC’s ability to meet LT’s requirements; this resulted in the large fleet of PD2/1 RTLs and PD2/3 RTWs. At the outset of Routemaster design there was a clear intention for Leyland to be involved in the project. Two of the prototype RMs were Leyland powered ’ both also featuring a unique Leyland final drive. When one of these units failed RM3 was robbed to keep the coach version prototype running while LT waited for Leyland to manufacture a replacement specially. Once production started RM 632 was sent to Leyland as a pilot vehicle for the projected order. In total not far short of 600 RMs were produced with Leyland engines. The Leyland powered buses were spread throughout the fleet although garages tended to be either Leyland or AEC predominantly. Mortlake Garage in particular is always associated with a very smart Leyland RM fleet. By the 1980s LT had embarked on an RM withdrwal programme in which the Leyland buses featured significantly. The Leyland engines were slightly less popular with drivers - too noisy - and the engineeering staff - certain engine intermediate level replacement tasks particualrly with auxilaries, being more difficult and time consuming. In spite of this there was practically nothing to choose between the two engines in other respects, the Leylands were slowly withdrawn along with those vehicles with Simms electrical equipment because LT wished to reduce its stock holding of non standard parts.
The LT overhaul system is a complicated issue, however in a nutshell Bonnet numbers( RM**) and registration numbers were transferred from a vehicle arriving for overhaul onto one ready to depart to garages as a completed vehicle. This resulted in the two Leyland batches emerging having wildly different bonnet and reg nos. There were also engine changes in garages when one make came out and the other went in; this having been designed as a simple procedure with the engine arriving being fitted with all required parts. There were never any Leyland RMLs although RM 3 was initially given the Bonnet number RML 3. So far no one has managed to fit a Leyland 680 into a Routemaster reputedly because of sump crankshaft combination clearance issues with the front suspension cross member. Numerous other engines are known to have been fitted: Iveco, ■■■■■■■■ Scania, DAF, Ashok Leyland, Caterpillar, Paccar, Gardner and the latest to emerge in Germany is M.A.N. All of these transplants require additional work. Given the chance I would like to try a Detroit 671.
What a wonderful reply! 
. Robert