k calls for closer liaison ith manufacturers
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ER LIAISON manufacturers and operators on both esign and the speed-spares supplies was r by members of the rt Association at a in London last '. D. Wilkie, sales ions manager central parts n, British Leyland id bus division, had rited to the meeting T questions. He told s that the supply 1 generally was imparticularly for lent pistons, which tted -had still to be through the VOR operator cornthat despite confeedback from operators, via field engineers, to the factory about chassis shortcomings, new vehicles were still supplied without suitable modifications.
Difficulty in obtaining spare parts price lists concerned some operators, who said that without the lists it was impossible to assess increased costs to justify a rates increase to customers. Another member felt that without a list he was unable to check spares prices; he quoted an instance of two injector pipes, one for the Leyland 680 engine, the 'other for the Leyland 500 with Sigma pump. The pipe for the latter engine was 152 mm (6 in) longer and had two more curls than the former yet the operator was charged 0.70 for the longer pipe: the shorter 680 engine pipe costs just 81p.
The Leyland VOR system was also criticized because some distributors refused to give the operator an order number enabling him to follow it through if necessary. One operator claimed that some distributors deliberately delayed VOR orders in order to get the full discount from spares brought in on regular stock orders. The distributor's dis count is reduced on VOR items.
More general comments concerned the suitability of Marathon; some operators preferred the Mandator, which they said was a cheaper, lighter and more economical vehicle and in short supply.
One operator said that while he was prepared to buy Leyland vehicles, he felt that Leyland placed a severe strain on his loyalty at times.