Bristol LH
| Bristol LH | |
|---|---|
 |
|
| Overview | |
| Manufacturer | Bristol Commercial Vehicles |
| Body and chassis | |
| Doors | One or (rarely) two |
| Floor type | Step entrance |
| Chassis | ladder-section steel with dropped extensions fore and aft. |
| Powertrain | |
| Engine | Leyland, or Perkins |
| Capacity | 25 to 53 seats |
| Power output | 100-138 bhp |
| Transmission | Turner Clark 5-sp synchromesh, SCG 5-speed semi-auto. |
| Dimensions | |
| Length | LH 30 feet (9.1 m) LHS 26 feet (7.9 m) LHL 36 feet (11 m) |
| Width | Standard 7.5 feet (2.3 m) Wide 8.17 feet (2.5 m) |
| Height | up to 3.2m depending on coachwork |
| Curb weight | varied with length and coachwork |
| Chronology | |
The Bristol LH was a single-decker bus chassis built by Bristol Commercial Vehicles (BCV) in Bristol, England. Nearly 2,000 were built between 1967 and 1982 in a variety of sizes and body types, including some as goods vehicles.
The LH designation stood for Lightweight chassis, Horizontal engine. It replaced the Bristol SU and was succeeded by the Leyland National B Series for operators in need of a small or lightweight bus. The Bristol RE was in production at the same time for those in need of larger or more robust vehicles.
The standard Bristol LH model was 30 feet (9.1 m) long. It was also available as the 26 feet (7.9 m) LHS (LH Short) and the 36 feet (11 m) LHL (LH Long). The width of the chassis was 7.5 feet (2.3 m) but bodies as wide as 8.17 feet (2.5 m) the then maximum width, could be fitted, wide-bodied LHs have the wheels slightly inset in the wheelarches as a result.
The bus was available with a choice of six-cylinder diesel engines, either the Leyland O.400 (later replaced by the Leyland O.401) or the Perkins H6.354. The 5.8 litre H6.354 produced 101 bhp; the 6.54 litre O.400 had a peak output of 125 bhp whilst the 0.401 (from 1971) produced 138 bhp. The usual gearbox was a Turner-Clark synchromesh five-speed model with overdrive top gear. The front and rear axles were sourced from British Leyland's Bathgate factory. Some buses were fitted with a SCG semi-automatic transmission and power steering. The engine was positioned in the centre of the chassis but its relatively high position meant that several steps were needed in the entrance. This was arranged in the overhang ahead of the front wheels allowing one-man operation (as it was known in those days) with the driver taking the fares and issuing tickets as passengers boarded. A small number of LH's, for Lancashire United Transport, Hants & Dorset and the Midland General group were also fitted with a central exit doorway. The radiator was positioned at the front of the chassis. The suspension was by half-elliptical leaf springs, although BCV had offered pneumatic suspension on heavier buses since 1962.
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