[1] At the time the Tiger was launched there were no rules across Great Britain on a bus or coach's overall dimensions; these depended on what a local council empowered to license vehicles to an operator would allow.

During that war, the SMT group of bus companies in Scotland, converted many of their two and three-axle Tigers to Titan specification and fitted double-deck 55-seat bodies to them.

In the mid-1930s with Lioness frames exhausted the later full-size Normal-control Leyland-built single decks were called Tigresses, an L prefix was added for left-hand drive versions, such as the large batch of LLTB3 ordered by Riga City Council.

The Leyland 8.6-litre engine (with revised sump) was mounted horizontally in mid wheel-base driving through a Wilson fluid-flywheel and an air-actuated AEC mechanical pre-selector gearbox.

The TEP1 sold three, two to Scottish operator Walter Alexander who built 41-seat front entrance bus and coach bodies, the first one a 1937 Earls' Court show exhibit.

City had bought large numbers of three-axle Tigers and was the only customer for the TEC2 Gnu, designed for centre-entrance bodywork, and having much more in common with the Leyland Steer lorry.

The export versions with an O prefix for overseas markets, the OPS1, not only had longer wheelbases (where legally applicable) but were equipped with the pre-war design overhead-camshaft E87 engine, which had the same nominal 100 bhp output but was larger at 8.6 litres.

No UK operator took the OPS1 but Potteries Motor Traction took a batch of long-wheelbase OPD1 Titans as single-deckers, later rebodying them as double decks once overall length rules had been relaxed to allow this.

PS1 buses sold well, customers ranging in size from London Transport (who took two batches totalling 131 buses)[6] through municipal fleets, members of the British Electric Traction and British Transport Commission groups through independent regional firms to small independents, although there were competitive chassis from Albion Motors, Associated Equipment Company, Bristol, Crossley Motors, Daimler, Dennis, Foden, Guy, Maudslay, Thornycroft and Tilling-Stevens, the Tiger vied with the AEC Regal for market leadership.

This was coded PS1/1, and was a very strong seller, forming the major postwar fleet renewals for large UK coach firms such as Southdown Motor Services, Ribble, Wallace Arnold, Grey-Green and Barton Transport.

[8] Between 1946 and 1950 Wallace Arnold took 37 PS1, 11 PS2, 34 Bedford OB, 24 AEC Regals, ten Daimler CVD6 and one Guy Arab,[9] a fairly typical sample of coach-buying preferences at the time.

The entire home market Tiger range was vacuum-braked and PS2s for the UK had the synchromesh gearbox only, whilst the Titan PD2 had a number of options including constant-mesh, AEC preselector and Pneumocyclic.

The last home-market customer for the Tiger PS2 bus was the Burnley, Colne and Nelson Joint Transport Committee, their last arrived in 1955 and put in 20 years and more of work, thus being the last half-cab single deckers on normal service in the UK.

[11] Production of the 'overseas' Tiger concentrated in the 1950s on the OPS4/5 variant with exposed radiator, O680 engine, air brakes and Pneumocyclic gearbox as standard, the final (post 1967) versions were coded OPS4A/15 following updates in the Titan range and a rationalisation of nomenclature and components.

City had pre-war operated the largest fleet of the Leyland Gnu twin-steering single decker,[12] switching to them from conventional six-wheeled Tigers.

These were known as "Red Worms" and worked a high capacity route in suburban Copenhagen in company with Leyland-bodied Titan and Northern Counties bodied Guy Arab double deckers.

Dan and Egged, the two Israeli bus co-operatives, had used normal-control former US military vehicles as buses just after the end of World War II, Leyland Ashdod therefore persuaded the Farington works to build LOPSU3's for this market to normal control, they were known as Tigresses after the pre-war LTB bonneted type, but were recorded as Tigers with no separate model designation.

[16] Ulster Transport Authority also rebodied many of its Tigers in the 1950s, using new Leyland Titan PD2 chassis frames and Metro-Cammell bodyframes completed at UTA's Belfast coachworks.

After the success of open top RT-type AEC Regent III on tourist routes on Guernsey two former Jersey Motor Transport Tiger PS1s were purchased.

Their Reading of Portsmouth bodies were too decayed to be restored so the first Tiger was rebodied as a single-deck open topper (Southport Corporation had used Ribble PS2s as such in the 1960s) and the second became a 35-seat coach with full-length sunshine roof.

Both went to Mac Tours of Edinburgh after Guernseybus closed and passed to the Ensignbus preserved fleet, although the open topper is to operate a tourist service back on Jersey in 2012.