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LDV Pilot
The LDV Pilot was the final model in a series of panel vans produced from 1974 to 2005, originally launched as the 1974 Leyland Sherpa, which was developed by the Austin-Morris division of British Leyland and derived from earlier light commercial vehicles produced by the British Motor Corporation.
The Pilot was available in capacities from 2.2 to 2.6 tonnes in a 5.7 cubic metres (200 cu ft) load area. Power came from a 1.9 litre Peugeot diesel engine driving the rear wheels through a five speed gearbox. Access to the load area is from either the rear or a sliding side door.
Derived from the Morris/BMC J4 and JU250 vans of the 1960s, the core vehicle went through a series of developments, the main one being the revision of the forward control layout of the J4 and moving the engine ahead of the cab and accessible via a bonnet, bringing Leyland's light van offering into line with its two main competitors in the domestic market; namely the Ford Transit and Bedford CF. This allowed the wheelbase to be extended resulting in greater stability, payload, side loading and the distinctive 'Sherpa' profile (though the last of the J4s and the first Sherpa are largely identical from the rear).
The Sherpa gave way to the Freight Rover 200 Series and in turn the Leyland DAF 200 Series before finally becoming the Pilot after LDV was formed in 1993. It was originally designed to be built on car production lines which led to it having a narrow track. The van's resulting narrower profile was made into a virtue in later publicity by stressing its ability in narrow city streets and lanes – this indeed was why the Sherpa and its successors was for many years preferred over the Ford Transit by the Royal Mail and British Telecom (BT) - the former in particular were major users of the Sherpa through all of its later generations and purchased huge fleets.
Originally developed by British Leyland, the model was launched in 1974 under the nameplate Leyland Van. Later renamed Sherpa, it was sold under a succession of marque names reflecting the turbulent times at British Leyland during the 1970s - being sold as a Leyland, Morris, Austin-Morris and then finally as the Freight Rover Sherpa.
The initial Sherpa line up consisted of vans in 185, 215 and 240 versions (where 185 denotes a GVW of 1.85 tons, and so on); pick ups in 215 and 240 versions; a 240 crewbus and minibus; and various chassis cab options in 220 and 250 versions. Payloads were quoted as 13/14cwt for the 185; 18/19cwt for the 215 and 220; and 22/23cwt for the 240 and 250. Loadspace, at 190 cubic feet (5.4 m3), was considerably larger than that of the J4 and only just short of the Morris 250 JU.
In 1978 the 1.7 and 2.0 litre O series engines replaced the original 1622 cc and 1798 cc B series petrol units, while the 1798 cc B series diesel stayed put. The range was redesignated accordingly: vans: 200, 230 and 250; pick ups: 230 and 250; minibus and crewbus: 250 only; chassis cab: 255 only. The petrol 2.0 required a negligible premium over the 1.7, a mere £50 (equivalent to £178 in 2025), with fuel consumption remaining the same and drivability being considerably improved. Power for the 1.7 petrol was 45.5 kW (61 bhp; 62 PS). A few months after the engine changes, the Sherpa was rebadged as a Morris. In 1981, BL created the Freight Rover division as part of the Land Rover group, so the Sherpa's badges were changed again.
With export sales dropping dramatically and the Sherpa losing market share to the Transit and other, newer competitors, British Leyland seriously considered letting the Sherpa wither on the vine and exiting the sector. But, instead, a limited program of updates was launched and the short lived Sherpa K2 made its first appearance in June 1982. It had a neater appearance (using a black vertically slatted grille which gave it a family resemblance to the Range Rover) and much improved side access to the load bay. Driver comfort and NVH levels were particular targets for improvement. One major difference, although not easily noticed, was new doors and B-pillar; the B-pillar on the original model leaned slightly forward (a legacy from the Morris J4 derived bodyshell), obscuring the driver's vision and hindering access. The side window was also enlarged, as were the windows on the rear doors.
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LDV Pilot
The LDV Pilot was the final model in a series of panel vans produced from 1974 to 2005, originally launched as the 1974 Leyland Sherpa, which was developed by the Austin-Morris division of British Leyland and derived from earlier light commercial vehicles produced by the British Motor Corporation.
The Pilot was available in capacities from 2.2 to 2.6 tonnes in a 5.7 cubic metres (200 cu ft) load area. Power came from a 1.9 litre Peugeot diesel engine driving the rear wheels through a five speed gearbox. Access to the load area is from either the rear or a sliding side door.
Derived from the Morris/BMC J4 and JU250 vans of the 1960s, the core vehicle went through a series of developments, the main one being the revision of the forward control layout of the J4 and moving the engine ahead of the cab and accessible via a bonnet, bringing Leyland's light van offering into line with its two main competitors in the domestic market; namely the Ford Transit and Bedford CF. This allowed the wheelbase to be extended resulting in greater stability, payload, side loading and the distinctive 'Sherpa' profile (though the last of the J4s and the first Sherpa are largely identical from the rear).
The Sherpa gave way to the Freight Rover 200 Series and in turn the Leyland DAF 200 Series before finally becoming the Pilot after LDV was formed in 1993. It was originally designed to be built on car production lines which led to it having a narrow track. The van's resulting narrower profile was made into a virtue in later publicity by stressing its ability in narrow city streets and lanes – this indeed was why the Sherpa and its successors was for many years preferred over the Ford Transit by the Royal Mail and British Telecom (BT) - the former in particular were major users of the Sherpa through all of its later generations and purchased huge fleets.
Originally developed by British Leyland, the model was launched in 1974 under the nameplate Leyland Van. Later renamed Sherpa, it was sold under a succession of marque names reflecting the turbulent times at British Leyland during the 1970s - being sold as a Leyland, Morris, Austin-Morris and then finally as the Freight Rover Sherpa.
The initial Sherpa line up consisted of vans in 185, 215 and 240 versions (where 185 denotes a GVW of 1.85 tons, and so on); pick ups in 215 and 240 versions; a 240 crewbus and minibus; and various chassis cab options in 220 and 250 versions. Payloads were quoted as 13/14cwt for the 185; 18/19cwt for the 215 and 220; and 22/23cwt for the 240 and 250. Loadspace, at 190 cubic feet (5.4 m3), was considerably larger than that of the J4 and only just short of the Morris 250 JU.
In 1978 the 1.7 and 2.0 litre O series engines replaced the original 1622 cc and 1798 cc B series petrol units, while the 1798 cc B series diesel stayed put. The range was redesignated accordingly: vans: 200, 230 and 250; pick ups: 230 and 250; minibus and crewbus: 250 only; chassis cab: 255 only. The petrol 2.0 required a negligible premium over the 1.7, a mere £50 (equivalent to £178 in 2025), with fuel consumption remaining the same and drivability being considerably improved. Power for the 1.7 petrol was 45.5 kW (61 bhp; 62 PS). A few months after the engine changes, the Sherpa was rebadged as a Morris. In 1981, BL created the Freight Rover division as part of the Land Rover group, so the Sherpa's badges were changed again.
With export sales dropping dramatically and the Sherpa losing market share to the Transit and other, newer competitors, British Leyland seriously considered letting the Sherpa wither on the vine and exiting the sector. But, instead, a limited program of updates was launched and the short lived Sherpa K2 made its first appearance in June 1982. It had a neater appearance (using a black vertically slatted grille which gave it a family resemblance to the Range Rover) and much improved side access to the load bay. Driver comfort and NVH levels were particular targets for improvement. One major difference, although not easily noticed, was new doors and B-pillar; the B-pillar on the original model leaned slightly forward (a legacy from the Morris J4 derived bodyshell), obscuring the driver's vision and hindering access. The side window was also enlarged, as were the windows on the rear doors.