Post Eight

Grand National – 1 | 2 | 3 | 4 | 5 | 6 | 7

The Leyland National’s arrival in 1972 truly had the capacity to shock. It was like nothing ever seen or heard in the UK before.

Gone were the mellifluous tones of Gardner 6LX, 6LW, 6HLW, 6LHX, 6HLXB and even Leyland 0.680 engines, in favour of the rattles and rings of the strange sounding, turbo-charged Leyland 0.501. This gave a quite characteristic clatter at layover and, when accelerating, this sound was coupled with a short lasting, penetrative whine.

If they chose to listen, passengers towards the front would also hear the pop associated with air-activated doors and the hiss when the driver either applied the foot brake or changed gear. Air operated everything meant that pressure would sometimes fall (or become difficult to build after a period of being stationary). The frowned-on remedy was for the driver to throttle vigorous in neutral, to build the air back up.

Putting a stationary National in gear would momentarily unsteady the vehicle, causing it to rock gently. This was most pronounced when selecting reverse.

I have already made mention of the utilitarian interiors. Seats in sticky vinyl came in three shades – light tan, dark green and dark brown. Their legs were unceremoniously bolted to the floor without the customary slightly raised platform. This aided sweeping out but added to the functional appearance. The roof sections were finished in a sort of yellowish cream, reminiscent of pub ceilings subjected to years of cigarette smoke. The cab was basic, uncluttered and easy to live with.

All so strange when set aside the familiar Bristol products associated with former Tilling fleets. Whereas the ECW bodied Bristol RE – National’s sort-of predecessor – tended to rattle around the hoppers and ventilators, the National bodywork (unlike its engine) was usually pleasantly rattle free.