Austin Devon, my first Dinky toy, saloon not pickup though. 
Love the Atki too, of course, but for some reason that Mk 2 looks a bit Mark 1ish. no idea why, is it a bit lower on the chassis?
Were they the ones with day cab Scanias?
I always thought that the Guy Light 8 was a class motor and it could, with the right type of flat, carry a 17ton payload back in the day ! I wish I could have driven one !
Internal stresses I wonder what they could have been caused by which didnât affect the Cummins or Rolls.
Not sure about Scanias, they were dedicated Foden buyers back then.
Well-used AEC MM8
Relevant comment by tomdhu from a decade ago https://www.trucknetuk.com/t/why-did-british-leyland-fail/202879/46
We had a Light 6 at Fred Chappells (about 1960), AEC 7.7 engine and box and it was a great motor. I did nights with it, Batley - Wisbech and back, it used to pull hard up Gonnerby with a 6 inch tail of flame out of the front mounted exhaust. Very comfortable to drive
The Marathon was always only ever a stop-gap. The T45 Roadtrain project was the result of a long, costly and very thorough development programme. It should have been a world-beating truck, given Leylandâs economy of scale.
I reckon if theyâd given T45 a Cummins-Fuller-Rockwell driveline we would have ended up with a mass-produced Euro truck that would probably have displaced ERF, Foden and SA too. But they were too proud to be âassemblersâ. Well, almost too proud: donât forget that the French export version of the T45 had a Rolls Royce 350 and Fuller RTX 9 or 13 âbox as standard, but UK buyers had to have T12 and Spicer. You couldnât make it up. I have a horrible feeling youâre going to agree with me. 
That DAF continued to develop Leylandâs old 0.680 was also a historic â â â â -up on Leylandâs part.
Did they not in the later models?
I nearly bought a top range âInterstateâ (space cab) cab around 88âŚalmost sure that spec was available.
But in a moment of madness and a good part exchange deal offered on my (completely knackered) Iveco 190/30I, plumped for a Ford Cargo with a 290 L10 Cummins.
Poor second to the Leyland.
Yes, they did eventually but by then it was far too late. Ironically, they did try Cummins in the Marathon. Also, the T45 cabbed Scammell S26 had the Cummins/Fuller/Rockwell driveline and was very successful.
IIRC someone called Tomhu or Tommo posted some good stuff on here about BL some time ago now, if anyone can find it.
The Leyland Marathon 2 was available with 265 RR & Cummins 250 and near the end a NTE290. The Roadtrain should have had these options at the start and to say that they had been designing it for almost 10 years youâd think they would have had a sleeper cab at launch. Not sure about the âassemblerâ comment though because both the Marathon and the Roadtrain had engines and gearboxes from Cummins and Rolls Royce.The Constructers even had Gardners
Good lads: theyâve stopped to do a bit of dry stone walling on their break
Iâm actually referring to my defence of Leyland Groupâs workforce and Stokes being scapegoated, when much of the blame for the debacle clearly rested fair and square on the shoulders of AECâs engine designers.
Notice I didnât take offence and run off crying foul when called a liar about my work history just for calling out AEC.
The truth is Leyland Group bet the farm on AEC delivering, with an inherent flawed short stroke design philosophy.
To be fair in the case of the 760, having its origins in the specialist bus manufacturing sector.
Thatâs no excuse for AEC sinking resources into the V8 instead of a fit for purpose 6 cylinder design, bearing in mind the 760/TL12 was first and foremost meant to be a heavy truck engine.
The rest is history.
Leyland eventually had to run with Rolls and Cummins for the T45 by necessity.
Iâm obviously not alone in my views, in that regard, so why all the needless hostility.