[1] The Motor Department was initially based at the tram depot in Brislington, on the road that leads east from Bristol to Bath.

The chassis were erected by the Motor Department and three bodies each at Brislington and the company's carriage works in Leek Lane, north Bristol.

Many Bristol chassis were taken to Eastern Coach Works (ECW) at Lowestoft, another member of the Tilling Group, where bodies were added.

The un-bodied chassis were moved between the two towns by delivery drivers wearing substantial weatherproof suits.

[10] Nationalisation also brought the task of supervision of the Ministry of Supply's motor repair works at Kingswood.

[12] Changes in government policy in 1965 allowed the Leyland Motor Corporation to buy some shares in BCV and ECW so that their products could once again be sold to independent operators.

For a while the factory continued to build buses with Leyland badges, notably the Olympian which had been designed by the staff at Brislington.

All work ended in October 1983 when the final Bristol-built Olympian chassis was sent to ECW to receive its body for Devon General (where it was registered A686 KDV).

In 1931 a longer J type single deck chassis was offered to exploit the increased length now permissible but this was replaced by the L in 1937.

It had no true chassis but lightweight running units were fitted to a special ECW body that gave the bus its strength and rigidity.

A larger single deck, the rear-engined RE, was produced in 1962 and shorter versions to replace the MW appeared in 1968 along with a Lightweight Horizontal engined chassis, to replace the SU midibus and sell to the private sector as a lightweight coach, the LH.

Larger versions were offered as laws changed to allow an increase in both width and length, but in 1949 a radically different double deck prototype was tested.

The C failed to get past the prototype stage, but the D was joined in 1931 by the G and J which also used Bristol's six-cylinder JW engine.

The 8.14-litre AVW engine was available in 1946 and an LSW horizontal version was produced for the LS integral single deck in 1950.

[18] One such outside coach factory was ECW in Lowestoft where they had been building bodies on Bristol chassis for United Automobile Services and other operators since 1929.

The designs for the HA lorry cab were handed over to Longwell Green Coachworks, a company based near Bristol.

A 'large bus body' was equipped with an electric generator which powered a lathe, bandsaw, drills, shaping machine, grindstone and lights.

Heavy goods vehicles were designed and built for British Road Services in both rigid eight-wheel[23] and articulated form.

[25] A prototype container transporter for British Railways and a light anti-aircraft gun carriage for the Ministry of Defence also made use of BCV's expertise in road vehicle manufacture.