Since the acquiring the four RE's we are looking at the situation concerning other RE's before they all dissapear.

Could some expert list the engines and bodies that were fitted to these vehicles so that we may aim at a representative collection.

My personal view is that we should have about ten more RE's and comments are welcome.

We all forget that in ten years time RE's, Leoopards, Tigers, Nationals and probably Lynxes will be extinct and it will not be possible to source them so now is the time to plan so let us have your views.

Michael Grimes

All the Ulsterbus and Citybus RE's, except the original 20 Alexander (Falkirk) bodied buses of 1968 (1051 - 1070) which had Leyland engines and the first 40 bodied at Mallusk (2001 - 2040), had the Gardner 6HLXB engine. Citybus vehicles were generally fitted with 4-speed gearboxes whilst the Ulsterbus ones had 5-speed boxes. However, there were some variations. For example Citybuses 2306 - 2320 of 1979 being the first batch of "private hire" vehicles were later fitted with 5-speed units (taken from second-hand ECW bodied vehicles), and Citybuses 2561 - 2580 being the second batch of "private hire" RE's had 5-speed units from new. In the case of Ulsterbus, 2121 - 2135 had 4-speed gearboxes and lower ratio rear axles. Also it was general practice to set the engines in Citybus RE's at 135bhp output whereas those in Ulsterbus were rated at 150bhp. Finally, in general terms, the Ulsterbus vehicles were B52F (except 1051 - 1070, 2001 - 2040 and 2121 - 2135 which were B44D) whilst the earlier Citybus vehicles were B32D and the later ones generally B39F. In later years many were increased to B43D and B51F respectively and at the same time had the fibre glass seats replaced by moquette covered cushions and squabs. For the record only one of the original Leyland engined batch survives, 1058, with Raymond Begley of Lisburn and only one Alexander (Belfast) type dual door vehicles survives, 2415, with the ITT.

With such a large number of vehicles, 620 in all, there are many other variations which would require much more space and time to explain in detail. However, one obvious variation was the fitment of "skybraker" advertising boards on both sides of many vehicles in both Ulsterbus and Citybus. Also, but much less evident was the fitment in many cases (especially Citybus) of Taperlite (parabolic) springs in place of the standard cart type springs. However, most of the survivors had been converted back to cart type before their service days ended. 2415 is an exception still having Taperlites all-round.

Hope this is helpful.

Have noted your comment about acquiring further ex-Citybus and Ulsterbus RE's and the question of top speed. In terms of performance those with 4-speed gearboxes (will be ex-Citybus) all will have a performance characteristic similar to your 2531, ie max. speed in regional of 40/42mph whilst those with 5-speed boxes (could originally be either Ulsterbus or Citybus) should be capable of 55/60mph or possibly even a little more in favourable conditions.

It mat be possible to set-up the pumps to produce 3/4mph more but in the case of the 4-speed models it is unlikely that much above 45mph can be achieved, at least not without rebuilding the gearboxes to change the final drive gearing.