This includes Westfalia's James Cook van and Bimobil's LBX 365, both of which are based on a Mercedes-Benz Sprinter van body.
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The delivery van body was not provided with electric lighting.
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It was the first major victory for Grave Digger. Anderson moved to Grave Digger 2 in 1989, with a new 1950 Chevy panel van body, while his brother Leslie Anderson drove Grave Digger 1.
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M291 Expansible Van Truck Expansible van trucks had a long van body with a slide out section on each side. When the sections are extended the working floor was over wide. Some had hydraulic lift-gates.
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It had a chassis onto which the van body was bolted and the body was made, until 1950, by fitting metal panels to a wooden frame. At a time when French industrial wages were low, the Renault was quick and inexpensive to produce.
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M291 Expansible Van Truck The M291 had a van body with a slide-out section on each side. When the sections are extended the working floor was over wide. The body could support of communications equipment. The M291A1D had a rear power lift gate.
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Sportvan was a passenger-friendly van with windows molded into the van body. A retractable rear courtesy step for the passenger side doors was used on the Sportvan. The I6 was now standard equipment with an available 'Hi-Torque' 140 hp (100 kW) I6.
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Collectively, the two cars were known as the Holden utility and panel van. From March 1957 the sedan, utility and panel van body styles were complemented by a new five-door station wagon. The wagon was marketed as the "Station Sedan" in both Standard and Special trim levels.Davis, Kennedy, Kennedy (Part One), p.
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203, 48, and 51 are now owned by the National Museums & Galleries of Wales. TVR four wheel 7-plank mineral wagon 10153 Only one mineral wagon is known to exist today, at the Didcot Railway Centre. One six-wheel brake van body is also known to exist, in a private residence in Wiltshire.
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M820 Expansible van truck The M820 Expansible van truck had a long van body with a slide out section on each side. When the sections are extended the working floor was almost wide. The body could support of communications equipment. Heaters and air-conditioners (except the M820A1) were housed above the cab.
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The Powertruc name appeared at the front in place of the usual Thames nameplate. By 1961 the pickup had become so popular that it was available as a standard model, being catalogued along with the chassis/cab, van and 12 seater, but Walkers of Watford produced their own particular style of pickup, which could be recognised by its substantial box section down the sides compared with the flush sides of the standard Ford pickup. A small tipper body with screw type gear was also listed, as was a standard dropside truck. Several styles of van body were offered, such as a box body of , a van body of , a pantechnicon with integral cab offering capacity or with a factory cab .
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The FJ (1961–1965) was a DJ-3A fitted with a van body with a redesigned steering and seating arrangement similar to the Forward Control trucks. The Fleetvan Jeeps were designed specifically for moving cargo. The FJ-3 (easily distinguishable by horizontal grille slots) was offered specifically as a postal truck, while a longer FJ-3A was offered for other fleet purposes.
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It is not known when the first panel van entered production, but it had become an established type of vehicle by the end of the 1920s. The panel van body style has experienced separate evolutions in America, Europe and Australia, as a result of the separate evolutions of the passenger car platforms (upon which the panel van is based) in each region.
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A civilian-owned 101 Forward Control or Land Rover 101FC Side view of a Land Rover 101FC Land Rover 101FC in radio van body configuration The 101 Forward Control or Land Rover 101FC was a light utility vehicle produced by Land Rover for the British Army. It was not available to the public off the production line, but was as military surplus.
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Two engineer bodies were mounted on long wheelbase chassis. A flatbed with a cab protector and mid-ship mounted winch was used for self-loading and carrying large equipment. A van body was used for map-making and printing sections. The Chemical Warfare Service used a short wheelbase chassis for a standard swinging boom body used to lift and move chemical containers.
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The body changed little throughout the life of the company. An updated version was announced in 1913 but probably never reached production. At least one chassis was fitted with a van body and supplied to Gaydon & Sons, a Kingston based clockmaker. A top speed of was claimed in Zendik's own advertising and was backed up in a road test published in The Cyclemotor magazine in March 1913.
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The DJ-3A was introduced in 1955. It used the body style of the older CJ-3A, along with the L-134 engine. Unlike the CJ-3A, it came with either a column shift or floor shift three-speed Borg-Warner T-96 manual transmission. It was offered with many different body options including a soft top, hard top, or even a full van body.
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The Laycock type of overdrive was available to order or on the later Vauxhall four-speed models. There were three CF1 body styles. A standard panel van which was intended to rival the Ford Transit; the special van body (essentially a self-contained cab with a general-purpose chassis onto which a wide range of custom-built bodies or beds could be built), and the Dormobile (caravanette).
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Note the difference in form of the wheel arch of the van body between the depicted vehicles that shows that there must have been successive models from York-Hoover. The third image in het gallery shows that the two panels at each side were folded up when the vehicles where operated, while the panels at the back where two halves that were folded up and down respectively.
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The K-30 truck, a US Signal Corps designation for an Autocar U8144 truck with York-Hoover van body, was used as the Operating Truck for the SCR-270, an early-warning radar of World War II. 2) 3) 4) Similar vehicles were the K-31 power truck for the SCR-270 early warning radar and K-62 or K-62-A, both operating trucks also for the SCR-270. K-30 and the similar K-62(-A) differed in cubic feet and overall height from the K-31. On the accompanying image in the infobox can be seen, that the K-30 beside in cubic feet and overall height differed from the K-31 in having a window on the right side of the van body. The panels at the back and at both sides were formed by two halves, that were folded up and down respectively.
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The stabilizers are deployed and the van body is lifted. The platform can be fine controlled to move left-right as well as in-out so that it is aligned with the door correctly. The body is made of insulated panels and is capable of maintaining temperatures of 0 degrees by means of refrigeration unit. A special higher type of catering truck has been designed to accommodate the Airbus A380.
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The van had eleven-leaf, 1,100 mm long suspension springs. At one point of the wagon a Kunze-Knorr goods train brake was retrofitted from the mid-1920s. In the late thirties the end panels were reinforced by diagonal braces in order to better stabilize the van body when shunting. Some of these vans were later converted to convertible wagons (Fakultativwagen) and equipped with the heating needed for passenger transport.
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Outwell Village depot was located by the old course of the River Nene and adjoined by St Clement's church on the other side. It originally had four sidings and was equipped with coal chutes to transfer coal to barges for distribution through the Fens. The depot had a small office building built from red brick and an old van body for storage.Evelyn Simak: Wisbech & Upwell tramway - Outwell Village depot.
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They were used by the Signal Corps for the SCR-270 early warning radar. The K-30 was the operating truck and the K-31 was the power generator truck. The K-30 had a window on the left and right front side of the van body and the K-31 did not. There was also a K-62(-A) operating truck; 607 of all types were built.
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View towards the site of the old station from High Street This single platformed terminus station stood on the seaward sideOS Map - NK06, Surveyed: 1938 - 1955, Published: 1957 of the line with a railway cottage nearby overlooking High Street. A name board and an old goods van body were located on the low platform together with a rectangular corrugated iron built ticket office, waiting room and toilets,RailScot - St Combs Railway Station the main building however had been demolished at some point prior to closure, probably after goods services and staffing were removed in November 1960,Great North of Scotland Blogspot leaving the goods van body in use as a shelter.Archive Images A camping coach was positioned here by the Scottish Region from 1956 to 1959. The platform was built of wood with a gravel surface, similar in construction to the other stations on the route such as Kirkton Bridge Halt and Philorth Bridge Halt.
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1957 Jeep model FC-170 with pickup cargo bed German fire engine van body Forward Control 1961 FC-170 Australian rescue truck Introduced in 1957, FC-170 models had a wheelbase with a bed. This was achieved by the forward- control layout. A 1958 concept version of the FC-170 featured a wheelbase. This was required to accommodate a new V8 engine (based on the Ford Y-block) with a new transfer case.
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The name "Kary van" comes from the cube shape of the cargo section of the van. Dodge used the van body for the front end of its 1973–1978 cube-vans usually with dual rear axles and heavy- duty 1-Ton suspensions. Many examples of these cube-vans can still be found on the streets today as they were typically owned by companies that kept them in service for some time. Thanks to regular maintenance, some still see service.
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VW Transporter van, after an accident with a train on a level crossing in 1963. The van body is now some distance beyond the chassis. Platform chassis were not significantly more or less safe than contemporary ladder chassis, although much less safe in an impact than a modern design with a monocoque integrated into a passenger safety cell. They had a tendency in serious accidents for the complete bodyshell to separate from the chassis, as did the ladder chassis.
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The success of the event led Anderson to pursue monster trucks as a career. In 1986, Grave Digger was further modified and first received its distinctive black graveyard paint scheme. In 1987 and 1988 Anderson drove the truck primarily at TNT Motor sports races. In 1988 Anderson beat Bigfoot in Saint Paul, Minnesota, on a show taped for ESPN. Anderson moved to a newly built Grave Digger 2 in 1989, made with a 1950 Chevrolet panel van body.
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This unitary body with no separate frame design, with four-wheel independent suspension, and front-wheel drive, offered a powerful motor, capacity, and an exceptionally low loading floor. It was an immediate success, and continued in production to 1981. Renault obeyed the Plan Pons instructions and designed the 206 E1 following general pre-war design ideas. It had a fixed chassis onto which the van body was bolted and the body was made by fitting metal panels to a wooden frame.
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WC-11, WC-19, WC-42 Almost 1,400 panel van trucks, and panel van bodied radio communication cars. At first, regular panel van trucks were ordered: 642 units of , and 103 units of . The subsequent panel vans were however furnished and equipped as radio communication cars. The 650 radio panel vans almost outnumbered their bare transportation siblings, and they were also the only radio communication cars that Dodge built in a panel van body style in the entire VC and WC series range.
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From 1950 to 1953 Chevrolet started continuing the parcel vans versions of their pickup trucks billed as stronger and more capable versions of their pickup trucks, the parcel van was usually made in the chassis of a 3800 version of the Advance-Design. Chevrolet didn't make many versions of the Advance-Design parcel van. as the parcel van body was very tall and caused aerodynamic failures. The parcel van used the same engine as it's pickup truck counterpart, unlike the AK Series parcel van.
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Miles died in a testing accident in the J-car (later to become the Mk IV) at Riverside (CA) Raceway just two months later. Miles' death occurred at the wheel of the Ford "J-car", an iteration of the GT40 that included several unique features. These included an aluminum honeycomb chassis construction and a "bread van" body design that experimented with "Kammback" aerodynamic theories. Unfortunately, the fatal Miles accident was attributed at least partly to the unproven aerodynamics of the J-car design, as well as the experimental chassis' strength.
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With the change of chassis and axle configurations, the Econoline gained a conventional hood for engine access (though most engine access remained from the interior). To aid in engine compartment ventilation, the model was given a conventional grille, styled similar to the F series. For 1971, the grille was redesigned to match the updated F series. For 1972, a sliding rear door became an option; introduced on a cutaway van chassis was the Hi-Cube van, a cab-chassis version of the Econoline with a box-van body.
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The XG Falcon was introduced in March 1993 as a facelift of the XF commercial range, which it replaced. The XG was marketed in coupe utility and panel van body styles and during its three years in production it was sold alongside the EB Falcon, ED Falcon and EF Falcon sedan and wagon models. The XG featured the XF Falcon-style body with a new front similar to that of the EB Falcon. An overhead camshaft engine, anti-lock brakes and a one-tonne option were offered for the first time on Falcon commercial models.
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Van body with canvas roof and doors in place Gasoline tanker () CCKW-353-B2 gun truck with M45 Quadmount on M20 trailer in bed, loading ramps attached to side Initially, all versions used a modified commercial closed cab design having a metal roof and doors. By 1944 an open cab version, with a canvas roof and doors, was used. This was easier to build, and the roof could be removed to lower the shipping height. 1 in 4 of cabs had a machine gun mounting ring above the co- driver's position.
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Until the end, the vans were averaging around per year, which equates to 100 trips per year on the round journey. The vans hung around for about six years following the cancellation of corpse trains, until they were finally withdrawn in 1949; at this time the electric through- cabling gear was removed, and the vans were scrapped or sold in 1953. In 1990, the Fawkner Cemetery restored a J van using a van body found at Romsey and an underframe purchased from the railways. The van was restored to cosmetic accuracy and numbered 7, although the body number was never known.
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The Isuzu Fargo is a light commercial van manufactured between 1980 and 2001 by the Japanese automaker Isuzu in Japan. The Fargo spanned two generations, the first of which was sold between 1980 and 1995 as both van and pickup body styles, with the second generation, introduced in 1995 confined to a single van body style. This second generation was a badge engineered version of the Nissan Caravan (E24), as opposed to an Isuzu design. Between 1982 and 1990 the first generation Fargo was marketed in Australia by Holden, the Australian subsidiary of General Motors as the Holden Shuttle.
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The Ford XH Falcon was introduced in April 1996 as a facelift of the Ford XG Falcon, which it replaced. Like the XG series, it was offered only in coupe utility and panel van body styles. The XH series was sold alongside the EF Falcon sedan and wagon models until October 1996, and with the facelifted EL Falcon sedan and wagons from that point as well as early in the AU Falcon production run. Ford grafted the nose of its EF Falcon sedan/wagon on to the existing XG Falcon, giving it the appearance of a new model.
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The 301D was no longer a six-light saloon, and it featured a longer sloping tail which suggested the streamlining of the Peugeot 402 and 302 which would appear during the following two years. A variety of four-door 301s constructed on the same chassis were produced, although a longer wheelbase was also available for use, among other applications, as a taxicab with a middle set of seats that could be folded away ("strapontins"). There were also various 2-door versions which could be bodied as coupés or cabriolets. A commercial version, the 301T, had a tall van body replacing the usual passenger cabin section directly behind the B pillar.
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Sunbeam Commercial Vehicles showcased two battery electric road vehicles at the Commercial Vehicle Show in November 1937. They were both 12–15 cwt models, with a British Thompson-Houston (BTH) motor, which was controlled by magnetic contactors, similar to those used on Sunbeam-BTH trolleybuses. One was fitted with an open deck milk float body, suitable for dairy work, while the other had a van body, manufactured by Glover, Webb & Liversidge, and was one of a batch of vehicles supplied to Selfridges, the London department store. The motor was mounted in the middle of the vehicle, and drove the rear axle through a Hardy-Spicer propellor shaft and double reduction gearing.
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Hindle Smart also bought the goodwill of the Sunbeam range of milk floats at this time, following the bankruptcy of Sunbeam and the sale of its commercial vehicle arm to Guy Motors. In mid-1949, the company issued an illustrated brochure with details of their range of electric vehicles, together with information about a battery hire scheme, which allowed purchasers to spread the cost of the vehicle battery over 36 months. The brochure also included details of suitable battery chargers. At the 1949 Dairy Show, held at Olympia in October, Hindle Smart showcased the Tough Ten model, which was fitted with a van body and carried a payload of 10 cwt.
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The Opel Combo is a panel van and leisure activity vehicle from the German automaker Opel. The Combo first appeared in 1993, a second generation model was introduced in 2001, and the third was manufactured from December 2011 to December 2017, based on the Fiat Doblò. The name "Combo" was previously applied as a suffix to a three-door panel van body style of Opel Kadett E from 1986 until 1993. Opel/Vauxhall joined Groupe PSA in March 2017: the fourth generation Combo, launched in March 2018, shares the platform and bodywork of the Peugeot Rifter and Partner, as well as the Citroën Berlingo.
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Such a unit has a van front end, and driver controls in a cab body which extends to a point aft of the front seats, where the rest of the van body is cutoff (leading to the terminology "cutaway"). From that point aft, only the chassis frame rails and running gear extend to the rear when the unit is shipped as an "incomplete vehicle". A second stage manufacturer, commonly known as a bodybuilder, will complete the vehicle for uses such as recreational vehicles, small school buses, minibuses, type III ambulances, and delivery trucks. A large portion of cutaway van chassis are equipped with dual rear wheels.
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Sales were aided by the contemporary FB-series Holden being perceived as lacklustre and dated by comparison. A 170 in3 engine was introduced late in the model's life. > However, before long, XK sales suffered from complaints about the durability > on rough outback roads, due chiefly to collapsing front ball joints, and > adjusting shims dropping out of the front suspension, both problems inducing > some rather severe front camber; the car earned the unflattering nicknames > "foul can" or "fault can" during this time. The XK range was expanded in May 1961 with the addition of utility and panel van body styles, officially designated the Falcon utility and Falcon sedan delivery, respectively.
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The vehicle on display consisted of a chassis and a van body which had been cut in half, so that visitors to the show could see both the look of the vehicle and the construction of the chassis. Sales of their vehicles were handled by a network of distributors, and three new ones were announced in 1940, at Portsmouth, Guildford and Darlington. Potential customers could view a demonstrator vehicle at each location. As a result of the particular conditions imposed by the Second World War, Mr J Parker Garner, the managing director of Midland Electric, said that there was an increasing demand for larger battery electric vehicles, and to meet this need, they designed a multi-purpose tractor unit.
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It suffered from a lack of weather protection for the operator, who sat over the rear wheel, and this also restricted forward visibility. However, more conventional vehicles sold well, and were available in six chassis types by the mid-1930s, suitable for payloads of 5/8 cwt, 10/12 cwt, 18/22 cwt, 25/30 cwt, 40 cwt and 60 cwt. They could be fitted with an open-deck body for milk delivery, a closed van body, or a flat deck lorry body, while more specialist designs were produced for the collection of refuse. Each vehicle was fitted with a clock, and came with a lapel badge for the driver to wear.
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The next new vehicle was the 12 cwt Bulldog van, announced in late 1937 and showcased at a convention held in Manchester, again organised by the Electric Vehicle Committee, and hosted at the Salford Corporation Electricity Works. In 1939, the Commercial Motor magazine noted that there were several models available, with payloads from 5 cwt to 18-22 cwt, and that the Wilson-Scammell Electric Horse was in production. This was similar to the Scammell Mechanical Horse which had found favour with railway companies for local deliveries. It was a three-wheeled tractor unit, which could be coupled to a two-wheeled trailer, fitted with a van body or a flat bed.
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Morris Mini K Built in the Australian British Motor Corporation factory at Zetland, New South Wales, using 80% local content, the Morris Mini K was advertised as the "great leap forward". The Mini K ('K' standing for Kangaroo) had a 1098 cc engine and was the last round-nosed model to be produced in Australia, originally priced at A$1780. The Mini K was offered in 2-door saloonOz Mini Models, The Mini Experience, OZ50 Special Issue, February 2011, page 35 and 2-door van body styles.1970 Mini K Van Ad – Australia Retrieved on 19 September 2011 It was distinctive in having wind-up windows and a swivelling quarterlight in Mk.I-style externally hinged doors.
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In line with the two previous generations, the third-generation G-series vans again used unibody construction, integrating the frame rails into the floorpan; the side panels were constructed of a single-piece stamping. The model line was offered three wheelbase lengths: 110 inches, 125 inches, and 146 inches. From 1971 to 1989, the 146-inch wheelbase was used for cutaway chassis; for 1990, a single rear-wheel version was introduced for an extended-length van body. The front suspension underwent an extensive design change, deleting its leaf-sprung front axle; in line with C-series pickup trucks, the vans received independent front suspension with coil springs and control arms (allowing for much wider spacing of the front wheels).
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The Holden HD sedans and station wagons were released in February 1965 with coupe utility and panel van body styles following in July of that year.Norm Darwin, 100 Years of GM in Australia, pages 234-238 The HD range replaced the Holden EH series which had been in production since 1963. The HD had a completely new body, which was wider and longer than that of the EH and offered significant increases in passenger space, load space and equipment levels.Tony Davis, Ewan Kennedy and Alistair Kennedy, The Holden Heritage – Eighth Edition, January 1998, page 32 Body styling exhibited strong similarities to Vauxhall's FC Victor of the previous year, including that car's unusual concave rear window.
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The facilities here consisted of a simple wooden station building with corrugated iron roof which sat next to short raised platform. This was later accompanied by a grounded van body which was used as a permanent way store. The station was renamed Peel Road in 1885 to reflect the fact that it was the railway's station closest to Peel, although it is also thought that the original title was derisory to the local inhabitants and the railway had received a number of requests to re- title the station. At one time there was a sharply curving siding off the running line which facilitated the collection of stone from the nearby quarry, but the opening and closure dates are unknown.
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In 1928, a larger, more conventional "Model G" was introduced that evolved into the "Model S" that was manufactured into the 1930s. During the Great Depression the company was bought out by Continental Motors Company, which supplied most of the engines installed in Divco trucks, and then spun off from Continental in 1936 to be acquired by Twin Coach, thus becoming "Divco-Twin." A new design was introduced in 1937 featuring a welded all-steel van body and a snub-nosed hood, a model that was manufactured with almost no changes up to the end of the line in 1986. Along with the new "Model U", the company built a new production facility on the outskirts of Detroit.
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The first light commercial modelled by Corgi Toys was the Bedford CA van in Daily Express livery (403) and in 'KLG Plugs' livery (403M) which was part of the July 1956 range that launched the brand. The CA van was later released in the yellow and black livery of AA Services in May 1957 (408), in the black and silver livery of the Evening Standard (421) in June 1960 and in the yellow and blue livery of Corgi Toys (422) in October 1960. The first large commercial vehicles in the Corgi Toys range were the Commer Dropside lorry (452) and the Commer Refrigerated van finished the livery of Walls Ice Cream (453). The same large van body was used on the ERF 88G chassis to become the Moorhouses Van (459) in March 1958.
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SD W type now with Chelsea type body. Year of Manufacture: 1958 Original Owner: Ketton R.D.C. Owner: Michael Cooper Location: Ayrshire, Scotland First Registered: 1 July 1958 Chassis No.: W58L468 This 'W' type has S&D;'s 3,620 cc side vale engine and after service with Ketton R.D. C. was with J & D Hadfield, a coach & haulage company, from about 1967 until 1977 when it was purchased by Ted Hoole from Sheffield. Converted to a flat bed lorry by Ted, and carrying an ex-railway box van body, which housed a fair ground organ, the SD was to be found at fairs and rallies in the summer months for 23 years until 2010. In Spring 2010 the vehicle was purchased by Michael Cooper who fitted a replica Chelsea type body and re-sprayed the vehicle.
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At one show, a scheduled monster truck failed to show up and Anderson, who already had large tractor tires on the truck, offered to crush cars in the absence of the full- size monster. The promoter accepted and Grave Digger was an instant success as a car crusher and led Anderson to leave mud bogging and pursue monster trucks instead. In 1984 Anderson rebuilt the truck as a true monster truck using a 1951 Ford panel van body originally sporting a silver and blue paint scheme. In 1986 Grave Digger first received its famous black graveyard paint scheme. In 1987 and 1988 Anderson drove the truck primarily at TNT Motorsports races and became a crowd favorite for driving hard despite lacking major funding that better-known teams, like Bigfoot, had. In 1987, Anderson beat Bigfoot in Saint Paul, Minnesota, on a show taped for ESPN.
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The 3/4- and 1-ton models kept the 75 HP 218 cubic inch L-head six, either on a wheelbase with a 7-foot box, or a wheelbase with a 9-foot bed. Dodge's 1-ton pick-up, offered from the Job-Rated trucks launch in 1939 until the 1942 switch to all-wartime production, consisted of the long-wheelbase one-ton model with 9-foot bed, but on bigger wheels and tires. Aside from as pickups, the lightest models in the range, the wheelbase TC/VC/WC half-tons, were also offered as a delivery truck, either with solid steel "panel" van body, or open canvas-covered canopy or screenside configuration.1939 Dodge TC half ton Owner Manual Pickup Truck Panel Screenside Canopy Guide – eBay (archived) After the war, both the 1-ton pickup, and the long one-ton pickup with the nine-foot bed were dropped.
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As a result, it was decided that steel bodywork and cab sections could be welded directly to the chassis in places mainly for ease of construction and consequently adding additional stability to the chassis in a similar fashion to that of a coachbuilder converting an 'open' model. It should be stressed that this welded bodywork was not essential for maintaining acceptable levels of torsional chassis strength, the chassis design of the 'closed' back models should not be considered as 'unitary' for this reason. The correct definition in this case is a 'body reinforced separate chassis'. A wheelbase of was chosen, upon which was accommodated a van body of capacity, After some discussion, independent front suspension was sanctioned, but not of the MacPherson strut type which Dagenham had pioneered in the monocoque passenger car applications for which it had been specifically designed in the first place.
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The Transport Museum, Wythall has a collection of battery- electric road vehicles which includes two Electricars and six Morrison- Electricars. There is an Electricars model CY2, dating from 1935, with a streamlined van body, originally used as a demonstrator, but then sold to Fowlers Forest Dairies, and a 1946 model TU20 platform truck, supplied to Metro Cammell. The Morrison-Electricar collection comprises a 1953 model D1 20 cwt bakery van, a 1954 model D1 30 cwt van, which was rebodied in the 1980s, and a 1954 D1 30 cwt milk float, all of which were operated by Birmingham Co- operative Society. A 1955 model MD20 20 cwt milk float, rebodied in the 1960s, which came from Midland Counties Dairy, a model D1 30 cwt dating from 1956, which was owned by the Ten Acres and Stirchley Co-op, and a model D5 15 cwt milk float dating from 1964 and run by Ivy Farm Dairy, complete the line-up.
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The vehicle on display consisted of a chassis and a van body which had been cut in half, so that visitors to the show could see both the look of the vehicle and the construction of the chassis. By 1943, Midland Electric were producing five models, which could be fitted with various types of bodywork, including a flat-bed truck for coal deliveries. The B12 catered for a payload of 10-12 cwt, the BA12 for 12-15 cwt, the B20 for 18-22 cwt, the B25 for 25-28 cwt, with the largest model, the B30, suitable for 30-35 cwt. They produced a new 10-cwt lightweight design in 1949, which features an all-welded chassis with an integral body frame. The 10-cwt model was called the Midland Vandot when it was showcased at an exhibition in 1953, organised by the Electric Vehicle Association and the South Eastern Electricity Board.
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The Transit, introduced in July 2000, was the third all-new design, and borrowed styling cues from Ford's "New Edge" designs, like the Focus and Ka. Developed by Ford in the United States, the main innovation is that it is available in either front- or rear-wheel drive. Ford nomenclature makes this the V184 (rear-wheel-drive) or V185 (front-wheel- drive) model. This model features the "Puma"-type Duratorq turbo diesel engine also used in the 2000 Mondeo and Jaguar X-Type, with the petrol versions moving up to the 2.3 L 16-Valve edition of the straight-4 engine. A demonstration of this model's speed with the smallest panel van body, highest output 136PS 2.4 Duratorq turbo diesel engine and optional 6 speed manual gearbox was shown in series 6 of Top Gear in 2005, where German race driver Sabine Schmitz attempted to drive it around the Nürburgring in under ten minutes, matching Jeremy Clarkson's time in a turbodiesel Jaguar S-Type; after weight reduction and aerodynamic modifications she was only just unsuccessful, marking her fastest lap at 10m 8s.
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Commercial vehicles were also made and in a report on a trial of Daracq-Serpollet vehicles Commercial Motor magazine gave details of the steam generator, saying steam pressures of 300psi were typical but this could be increased to 900psi with the steam pipes glowing dull red.Vehicles in the Trials, Commercial Motor, 3 Oct 1907 Darracq- Serpollet were not purely omnibus builders, and at the commercial motor show at Olympia in 1908 they exhibited a new 12-15hp chassis suitable for light vans, a 30-40hp bus or lorry chassis, the same chassis fitted with a 3-ton van body (by Liversidge), a 30-40hp lorry with cast steel wheels, a 30-40hp Metropolitan Steam Omnibus Company double-decker bus, and a 20-25hp 2-ton lorry with body by Bayleys Ltd.Darracq-Serpollet Omnibus Company Limited, Commercial Motor, 26 Mar 1908, p71 However, while there were good reports of the vehicles, the Darracq-Serpollet business was not profitable and was wound down in 1910, being eventually closed completely in 1912.
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