Midland Red (Birmingham & Midland Motor Omnibus Co)
Daimler Fleetline CRG6LXB
Midland Red 6225, UHA 225H, is a Daimler Fleetline CRG6LXB with Alexander H45/30D body, and was new in 1969. It has been restored into West Midlands livery and I include a picture of it’s Gardner engine. Both of the shots were taken last weekend at the AMRTM (Aston Manor) running day.
Photograph and Copy contributed by Ken Jones
30/03/14 – 13:08
One of the Fleetlines at Southgates Garage was fitted with a Leyland pneumatic Gear change pedestal instead of the usual electric gear shift. This made for much smoother gear changes, I don’t know if it was a one off experiment or not but it was certainly an improvement.
02/04/14 – 16:54
As a Fleetline Fan and driver at Lancashire United in the 70′s, there was absolutely nothing wrong at all with the Fleetlines Daimatic semi automatic gearbox. Had you been a passenger whilst I was driving, you be hard put to tell any of my gear changes, upwards or downwards, apart from the revs changing.
No need to put anything of Leyland origins in any Daimler buses!
03/04/14 – 07:46
Totally agree, Mike. My experience with the ‘pedestal’ Leyland Pneumocyclic box showed that it was very slow in responding to movement of the gear selector lever. Smooth gear changes required one to anticipate the action of the gearbox. To change gear upwards, one had to move the lever into neutral and only then release the accelerator, pause, then engage the next gear position, and pause again before pressing the accelerator again. Similarly, changing down meant selecting neutral whilst still holding the accelerator, blipping the engine, moving the lever into the next gear down and only then pressing the accelerator again. Lazy drivers not bothered about this would give a snatchy ride and wear out the gearbox brakebands. The SCG gearbox and its licensed versions always gave instantaneous response to gear lever movements.
05/04/14 – 07:15
I have to agree that uncomfortable and unpleasant gear changes on semi-automatic gear boxes were, assuming the gearbox was properly maintained, almost certainly due to lazy driving techniques and a lack of pride in doing the job to the best of ones ability with management either unaware or uncaring of this habit plus it annoyed those who did do their very best. The Leyland direct air operated gear change did need the technique so accurately described by Roger but was by no means as difficult to master as it may sound and I came to enjoy using it perhaps because it needed that little extra thought to get the best out of it.
06/04/14 – 08:32
Midland Red had three classes of Fleetline/Alexanders. The first 50 arrived in 1963 and were classed DD11. During 1966 to 1968 a total of 149 very similar Fleetlines, class DD12. Finally, between 1969 and 1971 came the DD13s – 103 in all, including UHA 225H. The DD13s had centre exits and also Gardner 6LXB engines, which gave a rather better performance than the 6LXs in the other two classes.
Many, possibly most, DD12s were retrofitted with pneumocyclic gearboxes by the early 1970s, as described by Tony Gallimore. I have never found out why. No DD11s or DD13s were so converted as far as I know.
I seem to recall that in the 1980s a handful of Fleetlines that Midland Red South obtained from West Riding had pneumocyclic gearboxes. Was this correct or am I mistaken?