Was never into rear engined buses too much. Preferring half cabs rear entrance/exits. Leyland Atlanteans were an exception. Love those engine covers with Leyland lettering, the polished wheel trims, again with lettering, The 680 diesel. Handsome or what. Makes one feel proud to be british.
Great comparison. I own 680 and my mate David Warren who has the same name as me, owns 300. I have noticed a huge difference in sound between our two Atlanteans over the years. Mine would have had an inline pump originally, I only have a rotary pump as my engine is a newer reconditioned unit. Two David Warrens, two 1972 J Types. You couldn’t make it up lol.
I learnt to drive on a Leyland Atlantean at Tyne and Wear Passenger Transport Executive in 1972. Having graduated from Newcastle University I then did my real degree of life driving Newcastle buses for a year or two. Lovely to see yellow bus with the PTE logo.
CZcams algorithms are really incredible. I was recently watching a video about old Polish Autosan busses with a lot of unforgettable sounds of their engines and I found this video on the feed. Quick Google research and yep, 0.680 engine license was sold to Poland and that's why SW680 "big Leyland" is singing the exact same song of its people. BTW. 0.400 is SW400 small Layland and damn we love its sound, as it was rumbling and whistling in the legend of local transport and school buses Autosan H9.
Many thanks for your lovely comment. I don't think my videos will ever spike into the you tube algorithm but I am happy sharing my content to the world. I was looking at an old Bristol yesterday and that was fitted with a Leyland 400 series sadly it wasn't running but video is currently being edited and will be on my channel shortly. It had an interesting life and back story when I stumbled across her a few weeks ago but only got chance to film this weekend due the appalling wet British weather
Leyland were bang on with their engines in the 1950s and very successful with these direct-injection engines which used (if I'm not mistaken) a Ricardo patent. DAF in the Netherlands bought the license for the O.400, and made its own derivatives of it, including petrol powered variants. For the big trucks the O.680 was first purchased from Leyland, later on produced by DAF themselves under license. The origins of the Euro 3 11.6 litre engine can, although not much remained the same, still be traced back to the O.680. The smaller engine even lived on to reach 9.2 litre in Euro 5 guise!
@@CreRayin the late 80s, a few operators re 1:05 engined Leyland Nationals with a particular Daf engine. This sounded remarkably like an O.680, and was I believe of a similar size and power. But it had no parts in common with the O.680 at all.
In a previous life I worked for Leyland Truck & Bus and some of the last Atlanteans built had Friedmann Maier inline fuel injection pumps fitted has had been used on the horizontal 680 in the later Leopards. There were a couple of Atlanteans that had the Ambac rotary injection pump as used on the 500 series engines in the trucks. All these 680s with different pumps had a slightly different engine note and this was partially down to slightly different injection timing to suit the different injectors fitted.
Many thanks for your comment and hands on dealer experience. I knew they would be different injectors for different pumps but we just had a tester and if they failed and got sent away and we just took what we needed out of the stores and fitted them. Friedmann and Maier F&M and those pump plates nice job on your belly hoping it was a bus and not a coach body as longer arms needed.
I used to drive buses fitted with Leyland 680 engines of both types and felt that the engines fitted in the PDR series Atlanteans with inline pumps always pulled better than the same engines fitted in the Daimler Fleetlines that had rotary pumps, but they were almost 10mph faster than the Gardner powered ones which made up for it a bit especially on longer distance work.
C.I.E of course made a fatal mistake when designing their double deckers, in that they effectively put the engine inside the saloon of the bus. I remember travelling on them well, while they were pleasant to look at, the smell of diesel fumes inside them was awful. Another example of gobshite engineering on the part of their design teams of that time. They continued to make bad decisions even when buying in ready built buses into their provincial arm "Bus Eireann". Coaches were altered by them against the advice of the coaches builders resulting in operational problems with them throughout their service lives.
Leyland Atlanteans were the main stay of CIE in Dublin during the 1970s - bodies were built by CIE themselves and Vanhool if memory serves me well. The bodies were very different from these two. Spent so much time travelling on these CIE buses back in the day. One thing always piqued mu curiosity and that was why the drivers never switched the engines off - winter or summer, even if they were parked up for 20 minutes and were stood outside the bus. Was there an issue with restarting these diesels ?
Maybe if the bus was far away from depot the driver was told to keep it running or had problems in the past with with same vehicle or trying to keep the bus warm. Thinking back when I was on the spanners or driving we weren't told to switch off engines unless it was a very long stop over. Thank you for your comment it's good to interact and share thoughts and memories
There was definitely no problems with starting those engines in Poland (O.680 and O.400) According to stories, drivers were stilling and selling saved under a limit fuel and they were turning off engines before even stopping completely 😂 The fun fact was, that it turned out that Autosan H9 (medium size bus) had defacto as low as 15l/100km fuel consumption and was still in use in private companies for a long time, as it was as economical as smaller buses based on vans.
Inline diesel pump (burgundy bus) sounds 100x nicer to my ears. Which is ironic ciz my favourite engine (I'm a diesel car guy) is the Peugeot XUD with Lucas CAV Indirect injection. Not sure I properly understand the difference. Surely not an early version of Common Rail? Just how slow is tickover? 500rpm ish? Where's peak torque?
Apart from a faster sounding tickover on the rotary, the inline also sounded a bit more clattery. The 680 does sound good either way, though Atlanteans weren't my favourite due to the fat *rse look. National 2s and Olympians all the way.
How good does that sound! That is the sound of my childhood! 💪
The Edinburgh Atlantean takes me back to student days! The Lothian Regional Transport buses had the smartest livery of any buses I have ever seen.
@@flyingporker100 Lothian have always had a smartly presented fleet.
Was never into rear engined buses too much. Preferring half cabs rear entrance/exits. Leyland Atlanteans were an exception. Love those engine covers with Leyland lettering, the polished wheel trims, again with lettering, The 680 diesel. Handsome or what. Makes one feel proud to be british.
@@ROCKINGMANmany thanks for your kind words
Great comparison. I own 680 and my mate David Warren who has the same name as me, owns 300. I have noticed a huge difference in sound between our two Atlanteans over the years. Mine would have had an inline pump originally, I only have a rotary pump as my engine is a newer reconditioned unit.
Two David Warrens, two 1972 J Types. You couldn’t make it up lol.
@@scammell23 two great restorations. Credit to their owners
I learnt to drive on a Leyland Atlantean at Tyne and Wear Passenger Transport Executive in 1972. Having graduated from Newcastle University I then did my real degree of life driving Newcastle buses for a year or two. Lovely to see yellow bus with the PTE logo.
CZcams algorithms are really incredible. I was recently watching a video about old Polish Autosan busses with a lot of unforgettable sounds of their engines and I found this video on the feed. Quick Google research and yep, 0.680 engine license was sold to Poland and that's why SW680 "big Leyland" is singing the exact same song of its people.
BTW. 0.400 is SW400 small Layland and damn we love its sound, as it was rumbling and whistling in the legend of local transport and school buses Autosan H9.
Many thanks for your lovely comment. I don't think my videos will ever spike into the you tube algorithm but I am happy sharing my content to the world. I was looking at an old Bristol yesterday and that was fitted with a Leyland 400 series sadly it wasn't running but video is currently being edited and will be on my channel shortly.
It had an interesting life and back story when I stumbled across her a few weeks ago but only got chance to film this weekend due the appalling wet British weather
Leyland were bang on with their engines in the 1950s and very successful with these direct-injection engines which used (if I'm not mistaken) a Ricardo patent. DAF in the Netherlands bought the license for the O.400, and made its own derivatives of it, including petrol powered variants. For the big trucks the O.680 was first purchased from Leyland, later on produced by DAF themselves under license. The origins of the Euro 3 11.6 litre engine can, although not much remained the same, still be traced back to the O.680. The smaller engine even lived on to reach 9.2 litre in Euro 5 guise!
@@CreRayin the late 80s, a few operators re 1:05 engined Leyland Nationals with a particular Daf engine. This sounded remarkably like an O.680, and was I believe of a similar size and power. But it had no parts in common with the O.680 at all.
In a previous life I worked for Leyland Truck & Bus and some of the last Atlanteans built had Friedmann Maier inline fuel injection pumps fitted has had been used on the horizontal 680 in the later Leopards. There were a couple of Atlanteans that had the Ambac rotary injection pump as used on the 500 series engines in the trucks. All these 680s with different pumps had a slightly different engine note and this was partially down to slightly different injection timing to suit the different injectors fitted.
Many thanks for your comment and hands on dealer experience. I knew they would be different injectors for different pumps but we just had a tester and if they failed and got sent away and we just took what we needed out of the stores and fitted them. Friedmann and Maier F&M and those pump plates nice job on your belly hoping it was a bus and not a coach body as longer arms needed.
I used to drive buses fitted with Leyland 680 engines of both types and felt that the engines fitted in the PDR series Atlanteans with inline pumps always pulled better than the same engines fitted in the Daimler Fleetlines that had rotary pumps, but they were almost 10mph faster than the Gardner powered ones which made up for it a bit especially on longer distance work.
The AEC Swift 760s I used to catch had Bosch injector pumps.
Like the BMAC 759 taillamp placement.
Old in-line pumps are like any other piece of machinery. If they are not maintained, they will not run as they ought.
C.I.E of course made a fatal mistake when designing their double deckers, in that they effectively put the engine inside the saloon of the bus. I remember travelling on them well, while they were pleasant to look at, the smell of diesel fumes inside them was awful. Another example of gobshite engineering on the part of their design teams of that time.
They continued to make bad decisions even when buying in ready built buses into their provincial arm "Bus Eireann".
Coaches were altered by them against the advice of the coaches builders resulting in operational problems with them throughout their service lives.
Leyland Atlanteans were the main stay of CIE in Dublin during the 1970s - bodies were built by CIE themselves and Vanhool if memory serves me well. The bodies were very different from these two. Spent so much time travelling on these CIE buses back in the day. One thing always piqued mu curiosity and that was why the drivers never switched the engines off - winter or summer, even if they were parked up for 20 minutes and were stood outside the bus. Was there an issue with restarting these diesels ?
Maybe if the bus was far away from depot the driver was told to keep it running or had problems in the past with with same vehicle or trying to keep the bus warm. Thinking back when I was on the spanners or driving we weren't told to switch off engines unless it was a very long stop over.
Thank you for your comment it's good to interact and share thoughts and memories
There was definitely no problems with starting those engines in Poland (O.680 and O.400) According to stories, drivers were stilling and selling saved under a limit fuel and they were turning off engines before even stopping completely 😂
The fun fact was, that it turned out that Autosan H9 (medium size bus) had defacto as low as 15l/100km fuel consumption and was still in use in private companies for a long time, as it was as economical as smaller buses based on vans.
I always thought that they all came with the DPA style rotary fuel pump. Used to overhaul those when I worked at Bensham Central Works.
More research is needed maybe it was customer spec or related to drive train / gearbox type or brass tacks economy ?
@@The-Silent-Rider quite possibly. I recall all of Go Ahead Northern’s AN68’s all had the rotary style pumps.
Inline diesel pump (burgundy bus) sounds 100x nicer to my ears. Which is ironic ciz my favourite engine (I'm a diesel car guy) is the Peugeot XUD with Lucas CAV Indirect injection. Not sure I properly understand the difference. Surely not an early version of Common Rail? Just how slow is tickover? 500rpm ish? Where's peak torque?
I know what you mean with an N/A XUD so easy to work on / service and economy
Apart from a faster sounding tickover on the rotary, the inline also sounded a bit more clattery. The 680 does sound good either way, though Atlanteans weren't my favourite due to the fat *rse look. National 2s and Olympians all the way.
I understand why you have a soft spot for National 2s
Thanks for comment
👍