bhp instead of the usual 180 bhp setting for the heavier duty version of the National. The National 2 was powered by initially the 0.680 engine then later the TL11, the Leyland 510 engine no longer being offered. In 1981, a Gardner 6HLXB engine was experimentally installed in accident-damaged Eastern Counties Omnibus Company National. This paved the way for many engine conversions. Leyland were taken to court by Gardner for not offering their engine as an option in the fast selling National and as a result began to offer the Leyland National 2 with Gardner engines from 1982, initially the 6HLXB and later the 6HLXCT. United Kingdom The first was delivered in March 1972 to Cumberland Motor Services (ERM35K) and the bus quickly became a common sight on British roads. Although developed for the National Bus Company (whose subsidiaries effectively had to purchase it), it was also bought by the Scottish Bus Group subsidiaries, London Transport, SELNEC and British Airways (which chose the 3 door version) and other operators. Refurbishment In years to come, with all of the pressures created by deregulation, operators began refurbishing their Nationals for extended service, often retrofitting DAF or Volvo engines. The riveted body parts were easily replaced. In some cases a vehicle could be repaired and returned to service on the same day. All new parts were painted with grey primer so operators could paint to their requirements. A more extreme approach was offered by East Lancashire Coachbuilders with their Greenway, that saw virtually everything other than the frame and axles replaced. Exports The export version of the Leyland National was constructed in the standard way, although some were what might be called a hybrid, consisting of longer windows up to the rear axle and shorter ones after. This resulted in a 10.9 metre (35 ft 9 in) bus as opposed to either a 10.3 or 11.3 metre (33 ft 9 in or 37 ft) version. Given the design it was very easy to produce left hand drive vehicles and these were used as a way of generating orders. However, the Leyland National was not particularly successful in the export market - the largest export order of 450 was to Caracas, Venezuela, in 1975–76. Around 125 Leyland Nationals were shipped to Kingston, Jamaica, between 1972 and 1974 to be operated by the Jamaica Omnibus Service, a subsidiary of the British Electric Traction company. Forty