The LDV Convoy is a light commercial van that was manufactured by LDV Limited between 1996 and 2006.
The Convoy was a development of the Leyland DAF 400 Series, which in turn was based on the Freight Rover 300 Series. The Convoy and its predecessors were the larger versions of the LDV Pilot (and its predecessors), all of which were based on the Leyland Sherpa series of vans that was first developed in 1974, sharing some components with even earlier models..mw-parser-output .tocleft{float:left;clear:left;width:auto;background:none;padding:.5em .8em 1.4em 0;margin-bottom:.5em}.mw-parser-output .tocleft-clear-left{clear:left}.mw-parser-output .tocleft-clear-both{clear:both}.mw-parser-output .tocleft-clear-none{clear:none}
In 1984, the Sherpa became known as the Freight Rover 200 Series, and gained square black headlamp bezels with round lamps (later replaced by the same rectangular headlamps as on the 300 Series), new black plastic bumpers (replacing the previous chrome with embellishers item), rounder wheel arches, redesigned rear-door hinges, door handles, door shape and repositioned indicators (raised from the rear bumper to the hips on all panelled models thereafter). Alongside the original bodystyle there was a new wide-bodied variant—the 300 Series, available in a choice of three wheelbase lengths.
Of the 300 Series the 285 and 310 models were single wheel, the 300 and 350 models being twin. While capacity for the 200 Series remained at 5.4 cubic metres (190 cubic feet), that of the 300 Series ranged from 7.6 m3 (270 cu ft) to 11.4 m3 (400 cu ft), depending on the combination of wheelbase and roof profile (a high roof was an option for the lwb 310 and 350 models).
For those who needed yet more space, a Luton-style body was offered, built on either the 255 or 350 chassis cabs, providing capacities of 11.3 m3 (400 cu ft) (with 200 Series cab) or 15.6 m3 (550 cu ft) (300 Series), and a maximum payload of almost two tonnes. The chassis cab also formed the basis for a standard and wide-bodied drop side pickup, in 255, 280, 285, 310 and 350 versions, again available with either short or long wheelbases.
Of course, the chassis cab could also be ordered on its own, again in a choice of widths and lengths, so that bespoke bodywork could be fitted, with the added option of either single or double cabs. The 200 Series continued to be offered as minibus or crewbus, but the 300 Series was also offered as a minicoach seating up to 18 people.
While the K2 Sherpa's engine remained available (including the ancient B-series diesel), a 2.5-litre diesel unit was now offered on the 300 Series. Following the completion of a special police contract, the Rover 3.5-litre V8 unit also became available from 1986, and immediately became popular with emergency services and express delivery operators.
However, with the merger of Freight Rover, along with the rest of the Leyland Trucks division of the Rover Group with DAF Trucks the following year, to form the new DAF NV and Leyland DAF companies, the Rover Group ceased to be a player in this sector of the light commercial market.
With Freight Rover becoming part of Leyland DAF the 300 Series was superseded by the 400 Series, which also offered air suspension and a 2.5-litre Peugeot-sourced diesel engine (praised by contemporary reviewers for reliability, but changed later on for the Ford Di engine from the Transit which was described as 'superb' by reviewers).
At this stage, it was given a new radiator grille, bearing the Leyland DAF badge. A low-compression version of the 2.0L O-Series petrol engine remained available (but was dropped in 1991 due to lack of demand), in addition to the 3.5L Rover V8 (pictured) which was popular with police and ambulance services, where it was often mated to a ZF 4HP22 transmission.
Following the sell-off of the van business from the insolvent Leyland DAF in 1993, LDV Limited was formed. In 1996, the 400 van received a facelift from Ogle Design and was renamed the 'Convoy'. Changes included new bumpers, a new bonnet, and a redesigned radiator grille, as well as improved headlamps (which were 40% brighter than those on the 400). The indicators were also changed to a new 'wraparound'-style design.
The van's key selling point for operators such as the Royal Mail (who had operated large fleets since the original Sherpa version) and local authorities had been its narrower track compared to the Transit, enabling it to negotiate tight alleyways and country lanes, in addition to its simplicity making diagnosis, repairs, and maintenance uncomplicated (as an example, clutch repairs generally took just over two hours, most models had a 15,000-mile service interval, and tyres were easy to obtain), and the fact that it was made in the United Kingdom. Due to these redeeming features, the Convoy achieved a market share of 10.5% in 1998.
The Convoy was available in 2.8-tonne, 3.1-tonne and 3.5-tonne variants (the 3.5-tonne having a dual rear-wheel setup for safety and improved handling) with load volume capacities up to 12.9 cubic metres, which were highly praised on release by reviewers as 'best in class'. An extra long wheelbase version was also available. The chassis was described as 'tough as old boots', 'smart', and 'cool and sophisticated' by pundits, but was criticised for 'scary handling in the wet' when empty.
The LDV 'SVO' (Specialist Vehicle Options) division boasted of its ability to coachbuild directly in the factory (located at Washwood Heath in Birmingham), making the vehicle popular with those requiring custom coachwork, such as disabled users, ice cream sellers, tow truck operators, those carrying frozen food, and fire brigades.
Even minor alterations such as roof racks (pictured below) could be fitted at the factory through this coachbuilding service, meaning that purchased vans could enter active service extremely quickly after delivery.
The van would also come in crew cab (up to seven seats) pickup and fleet-based vans, and was the cheapest full-size van on the market in the United Kingdom at the time, providing it with many fleet-based customers such as local authorities and government agencies.
Disc brakes were standard for the front (ventilated discs were available as an optional extra), drums standard for the rear, and the van used a traditional live rear axle setup, with leaf springs on all wheels. The van was available in both a low-topped (nicknamed 'City'), and a high-topped (nicknamed 'Hi-Loader') variant.
The chassis would also become hugely popular as a minibus (particularly with self-drive operators and schools) due to factory-based minibus conversions, enabling customers to obtain a fully type approved minibus without using a coachbuilding company (the first example of this business model in the United Kingdom). The in house minibus conversion was also the only seventeen-seater minibus available in the United Kingdom with a low roofline (pictured), making it extremely popular with operators that parked the vehicle in a garage, enough for LDV to take around 60% of the entire market of the United Kingdom for 17-seater minibuses.
The ride was described as 'primitive', and the handling was criticised for pronounced understeer. The 'boxy' shape was also subject to severe crosswinds, and the brakes were criticised as inadequate in some cases.
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