LDV Pilot Guides, Photos and Videos

The LDV Pilot is a panel van that was produced by LDV Limited from 1996 until 2006, and closely based on preceding models dating back to 1974 (which were in turn related to older models).

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..mw-parser-output .tocleftfloat:left;clear:left;width:auto;background:none;padding:.5em .8em 1.4em 0;margin-bottom:.5em.mw-parser-output .tocleft-clear-leftclear:left.mw-parser-output .tocleft-clear-bothclear:both.mw-parser-output .tocleft-clear-noneclear:none

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. 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. This feature was made into a virtue in later publicity by stressing its ability in narrow city streets – this indeed was why the Sherpa series was for many years, preferred over the Ford Transit by the Royal Mail, in particular.

Originally developed by British Leyland the model was launched in 1974 under the nameplate Leyland Van. A year later the name of the model was changed to the Leyland Sherpa. The Sherpa would then be branded as a Morris and later a Freight Rover.

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 higher 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. A few months later, 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.

The short lived K2 Sherpa had a neater appearance and much improved side access to the load bay. The Sherpa van could now be bought in 200, 230, 250 and 280 versions. The crewbus and minibus continued in 250 form. Loadspace remained at 190 cubic feet (5.4 m3), but a new "Hi Capacity" walk thru body was also offered, built on either the 255 or 280 chassis cab, and offering 330 cubic feet (9.3 m3) of loadspace. An optional Luton body took loadspace up to 460 cubic feet (13 m3), again with a choice of basic chassis cab GVWs.

The original, integral pick up had now been dropped in favour of a dropside pick up built on the Sherpa chassis-cab. The 255 and 280 chassis cabs were also available on their own, ready to receive bespoke bodywork. Engine availability continued unaltered, with 1.7 and 2.0 litre O series petrol units, the 1.8 litre B series diesel and the option of a Landi-Hartog LPG conversion, first introduced at the launch of Freight Rover the year before. A 4WD Sherpa van was also now offered.

With the next facelift, the Sherpa (now known as the Freight Rover 200 series) gained square headlamps, new bumpers and repositioned indicators. Alongside the original bodystyle there was new wide bodied variant (Freight Rover 300 Series). The 200 Series was initially available with a two tonne GVW. The capacity for the 200 series remained at 190 cubic feet (5.4 m3).

A Luton style body was offered, built on the 255 chassis cab, providing a capacity of 400 cubic feet (11 m3), and a maximum payload of almost two tonnes. The chassis cab also formed the basis for drop side pick ups, in 255, 280 and 285 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 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.

While the K2 Sherpa's engines remained available (including the ancient B series diesel), a 2.5 litre diesel unit was now offered on the 300 series. The B series diesel bowed out shortly after 1986 in the 200 series, being then replaced by the 2.0 NA direct injection Diesel Rover MDi / Perkins Prima, (as found in Maestros and in turbocharged form in Montegos and late Maestros (from 1992 to 1994)) which was effectively a dieselised BL O series engine.

This was a somewhat raucous, noisy and unrefined engine but was however a very reliable unit capable of excellent fuel economy, although performance of the naturally aspirated engine was not a strong point. As a city van it was adequate but totally unsuitable for motorway work. However, with the sale of Freight Rover the following year, the Rover Group left this sector of the light commercial market.

A low compression version of the Rover 3.5 litre V8 unit (taken from Land Rover) also became available on certain versions of the 300 Series (with a modified drivetrain) from 1986, producing 132 horsepower (98 kW). This version was designed for emergency services and express delivery operators, and was bought in large numbers by the police and ambulance services. Economy was very poor with this engine, with a claimed figure of only 14.1 miles per imperial gallon (20.0 l/100 km).

With Freight Rover becoming Leyland DAF, the 200 Series was given a new radiator grille, bearing the Leyland DAF badge. The 200 Series was built on car lines and its narrow width meant it became a very popular city van. The last 200s switched from the Perkins Prima engine to the less economical but more refined, naturally aspirated indirect injection PSA XUD 1.9L engine.

Following the sell off of the van business from the insolvent Leyland DAF in 1993, LDV Limited was formed. In 1996, the van received a facelift with less boxy front panels and a redesigned dashboard and seating and was renamed the Pilot. The facelift also saw the end of the '80s Rover stalks, but not the instruments and minor switchgear.

The van became popular as a minibus, and was available in pick up and fleet based vans, as well as being used by the army for transporting troops. Power arrived in the form of a Peugeot 1905cc diesel engine throughout the entire range, however it made the Pilot sluggish and only able to achieve 75 mph (121 km/h) (One of the rare versions with the turbocharged version of this engine was an altogether more satisfying drive).

It also had little torque meaning most hills required the driver to change down. Early models have basic interiors consisting of two or three seats, Mountain Blue coloured plastic dashboard and LDV branded FM/AM cassette radio. Gears are selected using the now unpopular floor mounted gear stick. The van was also used by various police forces and the Royal Mail.

A Sherpa derived van was also produced in Turkey by BMC Sanayi ve Ticaret A.S. as the BMC Levend, and as of 2006, a pick up derivative is also sold. This was not promoted in the United Kingdom.

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