Old Bus Photos

Demonstrator – Jensen JLP1 – 1 AEA

Hutchings and CorneliusDemonstrator - Jensen JLP1 - 1 AEA
Copyright Unknown

Jensen JLP1
Sparshatt B40F

In December 1949 the first prototype of the Jensen JLP1 passenger chassis visited the Manchester area while on an extensive demonstration tour. The vehicle was unregistered and its (presumed!) the trade plate had been removed for this publicity shot and replaced with the false registration mark 1 AEA – in real life this wasn’t issued until 1960. It was distributed by North-West area Jensen dealership J R Evans of Cross Street, Manchester 2. Despite a fondness for Jensens (and other lost causes) I’ve never seen a photograph of the prototype during its demonstration tour before. Are there any others?
The JLP1 was an extended (27ft 6in) version of the JP1 personnel carrier offered to industrial and social welfare users. Less than 50 of the JP1 were sold and only five of the longer PSV version. All had aluminium chassis frames to reduce weight to slightly less than 5 tons – not bad for a 40 seat vehicle but aluminium was an expensive material which resulted in a price-tag 25% higher than that of a comparable Sentinel STC4.
The bus version was offered as a semi-integral, bodied by Sparshatt as seen in this view. The only order came from Hutchings & Cornelius of South Petherton for two vehicles, the first prototype (as seen here) which became MYA 391 in July 1950, and a second vehicle (which had already been built as a "speculative" sale) as MYA 816 in August.
The coach version was slightly more successful, with three being produced in 1949/50 for small operators in London (with a Strachans body), the Isle of Wight (with a Reading body), and County Durham (with ACB bodywork). Jensen soon gave up on goods vehicles and PSVs to concentrate on its sports cars.

(With thanks to Mike Shaw and George Turnbull of GMTS for finding the shot and allowing me to borrow it for scanning)

Photograph and Copy contributed by Neville Mercer

20/08/15 – 05:57

Thanks for posting, Neville. Another ‘blast from the past’ as they used to say on a radio station of the mid to late 1960’s. I understand that it’s still with us (the radio station, I mean, not this gem) At first glance, it looks rather Beadle or MCW Olympic in origins, so it’s interesting that the price comparison is with a Sentinel!

Pete Davies

20/08/15 – 05:58

A very interesting photograph indeed Neville, and thank you very much for posting, and thanks also to Mike Shaw and George Turnbull for granting permission to do so. I must admit to not knowing a great deal about JNSN, apart from it being the commercial vehicle arm of Jensen Motors of West Bromwich at one time, and I believe the bus/coach model utilised a combination of Perkins engine and David Brown gearbox. The Sparshatt body looks quite neat, but there does not appear to be a door fitted at the unusually-shaped entrance, which must have made for a draughty ride. (That would have confined any cigarette smoke well and truly to the rear of the vehicle!). Use of aluminium for the chassis/underframe obviously led to the impressive unladen weight, and is reminiscent of Bristol’s two LS prototype buses, which also had aluminium alloy underframes. Subsequent LS production models had steel underframes however – steel lending itself better to welding techniques and also being less expensive than aluminium.

Brendan Smith

20/08/15 – 10:32

Interesting post – JNSN certainly lived a shadowy life. Much was against the success of this vehicle. As usual, conservatism in the industry and 1950 was a bit late, post-war, for the benefit of distressed purchases. I can’t make out the entrance at all. There seems to be a bulkhead behind the driver, but only a half-height partition in front of the front nearside passenger seat, making for an even draughtier journey!
Interesting that Sparshatts and Reading both get a mention above. They were physically next door neighbours at Hilsea, Portsmouth. Reading eventually sold out to Sparshatts, who carried on with Reading’s order book, but did not take over their building, which slowly decayed over the years.

Chris Hebbron

24/08/15 – 06:01

I always enjoyed the occasional glimpse of a Jensen lorry on the road but never saw a bus. Without those silly black shapes over the wheelarches this well-proportioned example would look very good: neat and businesslike. I’m surprised they didn’t manage to get the weight below 5 tons. Wonder what the fuel mileage was like? With the Perkins P6, perhaps not all that wonderful. In the yard outside the 1964(?) Commercial Motor Show in London there was a Dennis Pax demonstrator bus giving rides. It had much in common with the Jensen: entrance ahead of front axle, light weight, Perkins P6; but a Dennis gearbox instead of the Jensen’s David Brown. Good try…

Ian T

24/08/15 – 09:30

Ian T – I can remember going up the Great Orme once on a Dennis Pax bus, rather basic, but built for a challenging job. It didn’t have an entrance forward of the front wheels, however.

Chris Hebbron

26/08/2015 17:22:16

Jensen has popped up on this site before, but not in a form to be indexed. There was a question about them which provides a bit more info from David Oldfield and Peter Tulloch and some scratchbuilt models by Iain Simms. I am always intrigued by the radiator grille which seems the opposite of the discreet identities we are generally used to, and I wonder if it was OTT for some operators- RR might have been OK. I dimly remember seeing it on pantechnicons too?


23/11/15 – 06:31

My father worked for Martins the Cleaners based at Apperley Bridge Bradford. I remember they had a few Jenson pantechnicons and these were followed by Commer Avengers and Ford R226.

Geoff S

23/11/15 – 14:46

With Regard to Ian T’s comment, we at Glasgow Vintage Vehicle Trust recently were donated a number of mid 1960s editions of Passenger Transport courtesy Model Bus Federation Scotland. In one of them Alan Townsin road tests a Dennis Bus for rural services. It was a Dennis bodied Dennis Pax IIA PSV model and had as you say a Dennis gearbox but the engine was a Perkins 6:308 the direct injection development of the P6.
It was photographed in Dennisville, Guildford carrying registration HPC 153C but that does not show on BLotW which has a list of all Pax IIA buses, the majority wheelchair accessible school buses for London Authorities.
AIUI the surviving Llandudno bus has a 6:354 and a David Brown Gearbox.

Apologies. I appreciate BLotW is an evolving site. HPC 153C does now appear if you search for it. but not in the Pax IIA list. NO chassis number is listed so it might be the one sold to Merseyside Fire Brigade on the other list.

Stephen Allcroft

28/10/17 – 17:11

I remember travelling on the two H&C JNSN vehicles many times, particularly to work in Taunton. In the winter they were rostered on the route via Isle Brewers because they were very good at passing through the floods in Isle Brewers and over the River Isle to Fivehead. I wonder if they were bought especially for their capacity to pass through deep water.
I recall one occasion when the driver stopped at the top of Fivehead hill, came round and changed into wellington boots and told us to take our luggage up off the floor. He set off through the flood which at is deepest was running through the sunken footwell to a depth of several inches.
There was a door to the passenger compartment which ran on rails behind the drivers compartment. When the buses were converted for one man operation an operating lever was fitted behind the drivers seat, which possibly caused injured backs amongst the drivers. At the same time the drivers seat was boxed in and a ticket machine and cash tray fitted.
By the mid 60s the aluminium body was becoming sloppy around the rivet holes and swayed from side to side on corners.
By the way Len Cornelius, son of the founder, taught my father and my self to drive and we both took and passed our test on the same day in 1965.

Richard Burton

16/09/18 – 07:20

A pity this almost unique vehicle is listed as a demonstrator. To list it by it’s operator would give Hutchings and Cornelius it’s only apparent entry on this excellent website

Richard Burton

16/09/18 – 07:20

Couldn’t agree more it is now listed to Hutchings and Cornelius as well.



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Lewis Meridian – Sentinel SLC/6/30 – PXE 761

Lewis Meridian - Sentinel SLC/6/30 - PXE 61
Copyright Pete Davies

Lewis Meridian
Sentinel SLC/6/30

PXE7 61 is a Sentinel SLC/6/30, built in 1955. She has a Duple body (C41C when new to Lewis Meridian of Greenwich) but the bodywork has been altered in this view. We see her parked at East Boldre, near Beaulieu, on 13 April 1986, having been converted to a racing car transporter for Giron Alvis Racing. The PSVC listing for 2012 shows her to be in the care of Spiers, Henley On Thames.

Photograph and Copy contributed by Pete Davies

29/03/13 – 07:04

The OBP’s authority on Sentinels is Neville Mercer, the joint author of the excellent book on this marque in the Super Prestige series. I hesitate to preempt any comment he might wish to make, particularly since my information source is that comprehensive book, so I will simply say that the correct registration of this coach is PXE 761.

Roger Cox

Thanks for that Roger copy changed.

30/03/13 – 10:07

Oh how I wish that I had come across a SLC/6/30 coach. Many smaller firms fail because they deserve to – not being up to the standard of other products – but not all. Foden successfully made the transition to diesels and only "failed" when PACCAR consolidated them with Leyland and DAF. [They gave up rather earlier on PSVs.] Sentinel, another major steam manufacturer, pioneered horizontal diesels based on that steam technology but then seemed to give up. Their sale to Rolls Royce means that there is a direct link with Rolls Royce Eagle diesels and ultimately the Perkins units in modern DMUs. How I mourn the passing of AEC, Bristol and Leyland but, had things turned out differently, what would the 2013 model year Sentinel have been like?

David Oldfield

30/03/13 – 12:00

I can’t really add anything, I’m afraid, beyond what is in the book. Does anybody have a recent sighting of this vehicle "face to face"? The last I heard the owner was planning to restore the bodywork to its original condition. Going off at a slight tangent, Spiers seemed to have a taste for the unusual having once operated one of the two Rutland Clipper/Whitson coaches built in the mid-1950s. What a pity that the Clipper hasn’t survived!

Neville Mercer

31/03/13 – 07:46

Way (way) back in time, when I was an active cross country runner at Blackheath Harriers, I noted, on several occasions, the arrival of a Lewis Sentinel at the Hayes BH clubhouse with visiting teams. This coach could well have been one of these. Unfortunately, I never had a camera with me at the time. Sentinel suffered from the choice of a poor engine design, and then fitted it somewhat less than securely in the vehicle. I understand that the indirect injection Ricardo engine was actually quite an old design that had been languishing in Harry Ricardo’s filing cabinet from pre war days. Perhaps Neville can add some information on this point. The Sentinel concept of both the haulage and passenger vehicles was advanced in the early post war period, and it is sad, in retrospect, that the power unit proved to be so weak and fuel thirsty. It is surprising, also, that very few attempts were made by operators to re-engine their Sentinels with other, more reliable motors. In the late 1940s, few alternative underfloor engines would have been available, but this situation had changed by the early ’50s. The Sentinel was yet another British "might have been". Neville’s comment on the Rutland Clipper is echoed by me. As a Croydonian, I saw one of these – the second one I believe – in the Purley Way area of Croydon quite often.

Roger Cox

15/10/13 – 12:04

Sorry for the belated response, Roger, I’ve only just noticed your posting on this thread. As regards the re-engining of Sentinels, Midland Red installed one of their own BMMO engines in at least one (possibly both?) of the STC6s acquired from Boyer of Rothley, while at least two of the SLC6s exported to Portugal received Leyland engines later in their lives. The Ricardo designed engines (with the Comet injectors) were indeed quite old-fashioned in post-war terms, and drank fuel like it was going out of style. On the positive side they were probably among the quietest diesel engines ever made. Sentinel compounded the problem of high fuel consumption by fitting the engines in completely inadequate mountings, resulting in the "European" demonstrator dropping its engine while on test with a major Dutch sales target. Needless to say no order was forthcoming!

Neville Mercer

27/10/14 – 06:24

Lewis travel owned 3 Sentinels, all Duple Elizabethans. They were OXT 23, OXT 24 and PXE 761

Thomas Lewis


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H Brown and Sons – Sentinel STC4/40 – GUJ 608 and Sentinel SLC4/35 – HNT 49

H Brown and Sons - Sentinel STC4/40 - GUJ 608 & Sentinel SLC4/35 - HNT 49

H Brown and Sons - Sentinel STC4/40 - GUJ 608 & Sentinel SLC4/35 - HNT 49
Copyright both shots Peter Williamson

H Brown and Sons                                            H Brown and Sons
1950                                                                 1951
Sentinel STC4/40                                             Sentinel SLC4/35
Sentinel B40F                                                   Beadle B??F (ex C35C)

The years leading up to 1950 spawned a revolution in the design of single-deck buses and coaches, in which, in an effort to increase passenger capacity, the engine was removed from its traditional prominent position "between the shafts", turned on its side, and tucked away ignominiously under the floor. Leyland had built a class of buses to this design for London Transport before the war, and BMMO standardised on it from 1946 for their Midland Red fleet.
Coincidentally, when Sentinel started building diesel lorries in 1946, they mounted the engine horizontally under the cab floor, just as they had done with their famous steam waggons. This experience, together with with the fact that the company was by then part of a group which also made panelling for Beadle bus bodies, placed Sentinel in an ideal position to take part in the underfloor-engined bus revolution. In fact Sentinel was the first manufacturer to offer such a bus on the open market, exhibiting two complete vehicles at the 1948 Commercial Motor Show, while Leyland – who were developing the Olympic – could only show a horizontal engine as a taster.
The first models were the STC4, a lightweight integral product with bus bodywork built by Sentinel to Beadle design, and the SLC4, which was supplied as a chassis for outside bodying as bus or coach, although most were bodied by Beadle as coaches. Six-cylinder models STC6 and SLC6 followed after a couple of years, the latter with a wider choice of bodywork. Unfortunately Sentinel’s reputation in the bus world began as non-existent, started to sink because of early problems with engines and engine mountings, and never really recovered. The company gave up building road vehicles in 1956.
With the exception of Ribble, who were involved in the design process and purchased a total of 20 Sentinels, most buyers were small independents, of which Browns of Donnington Wood in Shropshire was one of the best known. The STC4 shown here was new as a Sentinel demonstrator, and the SLC4 had been converted by the operator from a centre-entrance coach to a front-entrance omo bus by the time these photos were taken in 1968. Both vehicles are still in existence.

Photographs and Copy contributed by Peter Williamson

06/11/11 – 17:14

"Following GUJ 608’s photo from Peter Williamson, in Brown’s colours.

GUJ 608_2_lr

Here’s a photo I took of her yesterday (6th Nov 2011) at the Aston Manor Museum, Birmingham. The museum officially closed on 30th Oct, but they helpfully let me in. I couldn’t discover whose livery it was painted in, but maybe it was the one it wore whilst a demonstrator, bearing in mind it shows Senitinel in the number box.
Its history, prior to Brown’s ownership, was demonstrator, then Maryland Coaches, East London, for four years, then Warners of Tewkesbury, for four years. The future of the museum’s collection is now uncertain, as they must vacate the building by 31st Dec.."

Chris Hebbron

07/11/11 – 12:08

GUJ 608 is currently in the livery it wore as a Sentinel demonstrator at the beginning of its life, although it is believed that it kept this colour scheme while with Maryland Coaches. Warners repainted it in their two-tone green livery.

Neville Mercer

08/01/12 – 11:38

I noted with interest the bus painted blue with Dinnington as its destination – Hills of Whiston used to make Sentinel buses and two were supplied to a local company – Wigmore’s that ran between Dinnington and Sheffield – passing
en route Whiston. Could this be one of the two actual buses. They also produced buses for a firm called Camplejohn. Hope this is of some interest !

H Tompkin

09/01/12 – 11:38

The destination is Donnington, suggesting that it still has a Browns blind.
As far as I can ascertain, the only Sentinel that ran for Wigmores of Dinnington was JWW 316. Apparently a second one (unidentified) was exhibited in Wigmores livery at the 1950 Commercial Motor Show, but was never delivered.

Peter Williamson

10/01/12 – 12:00

Ah! Dear old Wiggy’s. As a slip of a boy (13 or so) I wrote to Wiggy’s and got a very nice invitation to their Dinnington depot. At the time it was in the West Riding – hence the registrations – but post 1974 became part of Rotherham, South Yorkshire. [South Yorkshire is geographically correct – if not historically – and better than Humberside. What was wrong with the Ridings anyway? Did the London centric Civil Servants not understand them?]

David Oldfield

31/12/12 – 07:10

The original livery was cream/green and it was Donnington, this bus was part a fleet of Sentinels that belonged to H. Brown and Sons, H. Brown being Harry Brown who was my late great grandfather, look at Made in Shrewsbury for history of the Sentinels.

Does anyone know where this bus is now?

Phil Brown

31/12/12 – 12:35

The past year has been a torrid time for Aston Manor Museum staff, first moving to what they thought was a secure site, then having to move again. Transferring, by road, some frail items, like part-trams and other barely roadworthy vehicles, proved difficult. They are still near their original site, however and, I assume, GUJ 608 is still with them. They hope to re-open around Easter.

Chris Hebbron

01/01/13 – 11:41

There is an earlier reference to Camplejohn Bros. This company operated in the Barnsley area before being acquired Yorkshire Traction.
They operated a number of Sentinels most of which can be seen here: www.jsh1949.co.uk/

Andrew Beever

01/01/13 – 17:32

Re the above link to pics of Camplejohn vehicles, the TTC 882 depicted was, as can be seen but not expressly stated, an Atkinson Alpha. All the other vehicles shown were Sentinels – apart from the obvious Dennis Lancet, of course.

David Call

15/01/13 – 06:14

Stumbled across the picture of the blue Sentinel. I remember the first of these being operated by A C Wigmore (1949) on their Dinnington to Sheffield service. They seemed so modern and advanced when compared to the cab single deck Leylands, operated by East Midlands. As a small boy, I would always watch for this new bus and I remember keeping a blue chalk drawn sketch of it on the inside of my school desk, all through the year. How I wished to drive one!

David Ives

15/01/13 – 14:46

I’ve recently had a visit to the new AMRTM site and my report is at www.focustransport.org.uk/  Due to the building’s smaller size many of their vehicles are being stored off site, and I am assuming this is also the case of the Sentinel which is not at the new site. AMRTM now have a facebook page to keep people up to date about their collection.

Ken Jones

15/01/13 – 16:36

The AMRTM Sentinel belongs to Richard Gray who is a Director. It is I believe at their off site storage and not on display.
A sister vehicle belonging to Dave Wheatley of Kenilworth is currently undergoing restoration and I understand could be roadworthy in late 2013

Roger Burdett

12/08/13 – 10:06

It is good to see the old sentinels again that I used to drive on the service route Donnington to Oakengates and also help maintain them.
They were great years and I believe Browns were the first to introduce one man operated vehicles and later were one of or maybe the first who introduced exact fair payment on entrance.
I used to drive both of the above with HNT 49 being the faster of the two able to do some 45 mph.
Brilliant years.

John Millington

12/08/13 – 14:23

When I was in the RAF at Patrington, East Yorkshire in 1955/6 we often travelled on the buses and coaches of Connor and Graham of Easington, Spurn Point. The small firm had a most interesting and varied fleet, one of which was a Sentinel JWF 176, acquired new. My memories of it are of a comfortable and, for the time, spritely vehicle. On occasions it would operate the 2300 hours on Sunday evenings from Leeds Bridge Street back to our Camp. I’ll never forget the time when JWF 176 arrived, driven by a disgruntled chap called "Jock" who didn’t know the meaning of the phrase "vehicle sympathy." In the early hours of Monday morning as we sped downhill past the race course into sleepy Beverley the exhaust silencer blew open – without even reducing velocity one iota Jock sped on towards the even sleepier Holderness – I wouldn’t be surprised if all the good residents of the many villages en route scrambled for their WW2 gas masks and tin shelters, under the impression that the War was not over after all. The RAF Police sergeant in the guardroom, and his Alsatian, were overcome with shock………… and the epic journey passed into history !!

Chris Youhill

13/11/14 – 06:16

The Aston Manor bus museum has transferred to Northgate, Aldridge, Walsall and is open several times per week.

Peter Green

23/12/14 – 09:01

When I went to Ribble in 1972, Harry Tennant had been Chief Engineer since 1947. He told me that Sentinel’s were used on service around Leyland deliberately to spur Leyland Motors into faster development of an underfloor engined single deck.
Throughout his reign, on behalf of Ribble he was often leading vehicle developments. Samples: Gay Hostess, White Ladies, VRL Coaches, reverting from Atlantean to PD3 with full fronts (so driver could have similar supervision of forward door), installation of the first 680 engine in a Leyland National (to prod Leyland to get rid of the fixed-head 510) and the construction of the battery electric Leyland National (complete with battery trailer) on behalf of NBC.

Geoff Pullin

31/12/14 – 05:55

My father and grandfather were the owners of Maryland Coaches. The sales rep tried to sell the Sentinel to my father he refused telling him it’s not a coach it’s a bus. He was running a fleet of Leyland, Bedfords and AEC coaches. The rep then found my grandfather in the local pub and talked him to signing up for the Sentinel. My father was not very happy with my grandfather. After running the Sentinel for some years they could never get over brake problems then selling GUJ 608. I talked to the owner in 1993/4 told me still had no brakes. The colour was the delivery colour.

M Leader

07/01/15 – 15:01

Hello to you all particularly Phil Brown and John Millington ……. Great to see all this going on , which brings back wonderful memories of my days at H. Brown and Sons, which was run and managed by my late Stepfather Alfred Richard Brown youngest son of Harry. There were other sons of Harry who also assisted in the running of H. Brown and Sons.
I worked in the office and in 1972 ( I was 21 ) I passed my PSV …. second woman in the UK (first being in London apparently ) but I never got to drive the Sentinels as my Stepfather thought they were too heavy for me to handle, although I did pass my PSV with a 45 seater Duple with no power steering.
H. Brown and Sons were the best days of my life and I was so sorry to be made redundant when my Stepfather decided to sell out in 1978 as he and the remaining family members were all getting older and the need to retire became more essential !
Marvellous times , fantastic staff and absolutely tip top maintained coaches and buses by Uncle Sid Brown, his son Chris, John Millington and Russell Ashley.

Mary Darrall-Brown

19/07/17 – 10:47

I’m Currently working on a Sentinal coach the reg no is AUX 296, we are looking for a Hercules engine as the current one has many parts missing & has Seized. can anyone help, any advise would be most helpful.

Peter Antrobus

26/05/19 – 06:29

Having just skim-read through this section, I am interested in the comments concerning GUJ being a demonstrator vehicle at the beginning of its life.
Has anyone any confirmation that this was the vehicle loaned to Luton Corporation, who were known to have a vehicle on loan as a demonstrator in 1953. My Father drove ‘it’ – whatever vehicle it was – carrying out stage service work and always said ‘it went like the wind’. Nothing was ever forthcoming in the way of orders, Luton preferring to stick with Leyland, and in fact the first single deck vehicles didn’t arrive until 1967 in the shape of Bristol RELL’s!

Paul Fleet

27/05/19 – 08:03

GUJ 608 was sold to Maryland Coaches at the beginning of 1952, so was no longer demonstrating in 1953. In any case, going "like the wind" is an unlikely description of a four-cylinder Sentinel, even though they were lightweights.

Peter Williamson

01/08/19 – 08:59

I and a group of friends have acquired GUJ 608. It is currently still in the blue (ex demo) livery and we would like it back to the browns livery. The bus is coming back home to Donnington and at some point I would like to take it back home to what’s left of the Sentinel works in Shrewsbury.

Benjamin Rothery

02/09/19 – 08:33

With regard to the comment made by Benjamin Rothery, the actual date of us acquiring GUJ 608 was 30 August 2019. We have set up a Facebook page "Friends of GUJ 608 Sentinel Bus" and anyone interested in keeping up with progress is invited to apply to join.

Glyn Bowen

19/11/19 – 06:44



This was moved by new owners to a secure location near Telford.

Glyn Bowen

19/11/19 – 11:51

Sentinel GUJ 608 apparently ran on demonstration to Portsmouth Corporation. A Portsmouth fleet list published by the Worthing Historic Commercial Vehicle Group in 1964 records that it "ran for approximately 9 months from 1950 to 1951 on services O/P". The list records it with chassis no 4.4030, built 1950, with a Sentinel B40- body. No other data is recorded there. This is confirmed in PSVC fleet history PH14, which records it as a STC4 model [4/40/30], with B40F body by Sentinel itself, new c.11/50. It ran in Portsmouth in a blue and cream livery from 11/50 to 1/51. This is probably more accurate than the WHCV record of "9 months". However, no orders were placed by Portsmouth, and it was another nine years or so before single-deckers were placed in service, being Weymann-bodied Leyland Tiger Cubs. These were Nos 16-25, delivered in November 1959, and starting service in April.May 1960.

Michael Hampton

21/11/19 – 06:33

I have a photograph of it operating in Portsmouth but unfortunately do not have permission to post it. Very interesting to note that it was fitted with a different style front grill the likes of which I have not seen on any other Sentinel.

Below is is a poster about our group.

Glyn Bowen

F_O_GUJ 608

21/11/19 – 15:50

Very glad and grateful to see this Sentinel saved. Paul Fleet comments that the Sentinel his father drove "went like the wind". On one of my Sentinel pilgrimages to Shropshire in about 1969-70 I had a good chat with someone at Browns, who praised these buses for their speed, adding that they were very well balanced—presumably referring to front/rear balance—although I know that some Sentinels had their original 8-stud front axle replaced by a heavier 10-stud one.

Ian Thompson

GUJ 608_lr Vehicle reminder shot for this posting

25/04/22 – 06:08

Thought you might like an update on GUJ 608.

GUJ 608 04_22
Despite problems caused by lockdowns etc work has progressed slowly but surely with GUJ 608. It has been repainted into Browns Coachways of Donnington Wood livery as shown in the attached photo taken on 21st April 2022. Much work remains to be done before it runs again but progress is being made.

Glyn Bowen


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