Editing Plaxton (section)

===1960s and 1970s===
[[File:Bedford_VAS_Plaxton_Embassy_coach_ETC_760B.jpg|thumb|Preserved Embassy bodied [[Bedford Vehicles|Bedford]] VAS in August 2010]]
Plaxton became a public company in January 1961.

For the 1961 coaching season the [[#1950s|Consort IV]] evolved into the Embassy, the main change being that the windows now tapered inwards towards the roof rather than being vertical. At the same time a new version of the Panorama was created, using the same shell as the Embassy but with fewer window pillars.

The new Panorama boasted a completely new front, featuring a slight peak overhang above the windscreen (which was now optionally undivided), a small grill at the bottom of the front panel, and for the first time double headlights.<ref group="image">{{Cite web|url=http://www.sct61.org.uk/zzwrp999|title=SCT'61 – Eric Thompson Memorial Collection|website=sct61.org.uk}}</ref> Embassy bodies on underfloor-engined chassis shared some or all of these features, depending on the entrance position.<ref group="image">{{Cite web|url=https://www.flickr.com/photos/billogs/2609873083/|title=A E Brown – 1960 AEC Reliance Plaxton Embassy SHL917 &|date=22 June 2008|via=Flickr}}</ref> However, because the standard offering in the underfloor-engined sector was now the Panorama, most Embassy bodies were built on lightweight front-engined chassis – particularly the [[Thames 570E]] and [[Bedford SB]]. In this form, with the entrance behind the front axle, the Embassy retained the dished oval grill and wrap-around windscreen of the Consort IV.<ref group="image">{{Cite web|url=http://www.sct61.org.uk/zz6876sm|title=SCT'61 – Orkney & Shetlands Gallery|website=sct61.org.uk}}</ref> The rear of both Panorama and Embassy comprised a two-piece curved glass window that wrapped around to meet the rearmost side pillars, and the lights were contained in a single unit with a fin-like top rather like the rear of the [[Ford Anglia#Anglia 105E (1959–1968)|Ford Anglia 105E]] saloon.<ref group="image">{{Cite web|url=https://www.flickr.com/photos/29520195@N08/6432827523/|title=etc760b (Prince of Wales)|date=30 November 2011|via=Flickr}}</ref>

{{Convert|36|ft|m|adj=on}} versions of both models were introduced, on [[Leyland Leopard]] and [[AEC Reliance]] chassis, as soon as legislation allowed, and were {{Convert|8|ft|2.5|in|m}} wide. The first 36-foot coach in Britain was a Panorama delivered to SUT in 1961. However, while the extra length gave a real boost to the Panorama's appearance – with the falling roofline making the vehicle look even longer than it actually was<ref group="image">{{Cite web|url=https://www.flickr.com/photos/southlancs/6461644151/|title=299BRP|date=1 December 2011|via=Flickr}}</ref> – the extension of the Embassy by two additional window bays was less satisfactory.<ref group="image">{{Cite web|url=http://www.sct61.org.uk/wo62bua|title=SCT '61 – Photo Gallery|website=sct61.org.uk}}</ref> So much so that when a "multi-windowed" Embassy II, in the livery of Bloomfields Coaches of London, appeared on the newly introduced [[Bedford VAL]] 36-foot chassis at the 1962 Commercial Motor Show, the reaction was so negative than no more of this type were built.<ref>Townsin 1982, p. 108.</ref>

Alongside the Bloomfields VAL on the Plaxton stand was a further revised Panorama. This was an altogether much larger looking vehicle than before, with deeper windows all round, the waistline curvature radically reduced to a point where it was almost straight, a new rear window interchangeable with the windscreen, and a reduction in the number of window pillars on 36-foot versions.<ref group="image">{{Cite web|url=http://www.sct61.org.uk/sg346|title=SCT '61 – Photo Gallery|website=sct61.org.uk}}</ref> Because of the adverse reaction to the "multi-windowed" Embassy, from 1963 all 36-foot Plaxton coach bodies used the new Panorama shell, with windows of large size whether fixed or opening, although, as previously, the Panorama name was restricted to underfloor-engined coaches with fixed glazing and entrance ahead of the front axle. Of the non-Panoramas, by far the most popular model was the new production body on the Bedford VAL chassis, which retained the large oval grill because of the front-mounted radiator, and was simply named Val.<ref group="image">{{Cite web|url=http://www.sct61.org.uk/zzbmx296a|title=SCT'61 – Victoria Coach Station Gallery|website=sct61.org.uk}}</ref>

The Embassy name was now being used for what were effectively two separate models. For underfloor-engined chassis there was a 36-foot body using the Panorama shell (built mainly for the [[Wallace Arnold]] Group),<ref group="image">{{Cite web|url=http://www.sct61.org.uk/wo109euaa|title=SCT '61 – Photo Gallery|website=sct61.org.uk}}</ref> and for {{Convert|30|ft|m|adj=on}} and shorter front-engined chassis the original short-windowed body was updated with a pronounced reverse-rake peak over the windscreen as the Embassy II.<ref group="image">{{Cite web|url=http://www.sct61.org.uk/zz172dug|title=SCT '61 – Photo Gallery|website=sct61.org.uk}}</ref> For the 1964 season the latter was substantially redesigned as the Embassy III, catching up in several respects with the development of the Panorama, but introducing a new near-rectangular grill which signalled the beginning of the end for the familiar Plaxton oval.<ref group="image">{{Cite web|url=http://www.sct61.org.uk/gallery/pchnm/hs9|title=SCT'61 – Plaxton Body Styles 1960 to 1975 – Lightweights|website=sct61.org.uk}}</ref>

[[File:Dons Tour Brochure photo 1970.jpg|thumb|1965 Plaxton Panorama on a [[Bedford VAL]] chassis]]
The Plaxton coach range which appeared at the 1964 Commercial Motor Show had been extensively revised with assistance from the [[Ogle Design|Ogle design consultancy]]. Waistrails were virtually straight, and rooflines distinctly shallower. On the new Panorama (later to become [[Plaxton Panorama|Panorama I]]), a wide chrome trim band wrapped around the front and encompassed the first window bay on either side. The trim then swept upwards to the roof line and neatly terminated on the air scoop at the roof line. The window pillar on the first bay was noticeably thicker than the others and gave the impression of size that managed to enhance the appearance of the whole vehicle. The front grill was revised and basically split in two horizontally. Twin headlights were on each side of a panel that contained ventilation louvres at the top with the lower part being the actual grill that spanned the width of the vehicle. This grill was to become standard with little change until the Supreme IV of 1978. Again a bit of a Plaxton that was instantly recognisable and a familiar sight throughout Britain. The rear featured two large 9" circular rear lights each side arranged vertically, and the entrance door was now the forward in-swinging type.

For the first time the Panorama was offered on all chassis types, including [[Ford R-Series|Ford R226]] and Bedford VAL, looking particularly well-suited to the latter, where the chrome trim on the first window bay harmonised with the twin steering axles below. There was even a Panorama for the Bedford SB and Ford Thames 570E, although here the thickened window pillar was absent, and the chrome trim did not extend across the front of the vehicle.<ref group="image">{{Cite web|url=https://www.flickr.com/photos/tarquinius_superbus/6786690098/|title=FDT 901C: Housden, Loughborough|date=23 February 2012|via=Flickr}}</ref>

In addition to the Panoramas, a more basic series of models was offered, with windows of similar size, but with simpler trim and top sliding vent windows instead of forced air vents. Initially these were built on Bedford and Ford chassis only and named variously as Val, Vam (on the new [[Bedford VAM]] chassis) or Embassy IV.<ref group="image">{{Cite web|url=http://www.sct61.org.uk/wr9|title=SCT '61 – Photo Gallery|website=sct61.org.uk}}</ref> However, when the Panorama was renamed Panorama I for the 1967 season, the less expensive "bread and butter" models became available on all chassis types as the Panorama II. The Panorama I in particular sold extremely well.

The Panorama cab was used in 1967 on a government commission of seven Bedford SB3 chassis [[mobile cinema]] units. With the height of these units being nearly {{Convert|13|ft|m|abbr=on}} the roof of the cab opens up into a very unusual looking perspex dome extension, somewhat altering the usual sleek lines of Plaxton's Panorama. One of the seven units still remains in preservation, having been restored as a [http://www.vintagemobilecinema.co.uk vintage mobile cinema].

[[File:mobile cinema.jpg|right|thumb|Plaxton Panorama cab on a [[Bedford SB]]3 chassis mobile cinema unit]]
[[File:Ponsharden_-_King_Harry_KJH230G.jpg|thumb|Preserved [[Plaxton Panorama Elite]] bodied [[AEC Reliance]] in June 2013]]
[[File:Magical_Mystery_Tour_Bedford_VAL_Plaxton_Panorama_Elite_II.jpg|thumb|Magical Mystery Tour [[Plaxton Panorama Elite]] II bodied [[Bedford VAL]] in [[Liverpool]] in 2004]]
[[File:Malta_Bedford_-_Plaxton_Supreme_coach,_EBY477,_Route_8_-_Flickr_-_sludgegulper.jpg|thumb|[[Malta bus]] [[Plaxton Supreme]] bodied [[Bedford Vehicles|Bedford]] in March 2010]]
[[File:Barton_Buses_Leopard_Supreme_XVO_129S.jpg|thumb|[[Barton Transport]] [[Plaxton Supreme]] III bodied [[Leyland Leopard]] in [[Ilkeston]] in 1993]]
[[File:New_coach_(VYJ_2S),_1978_Mercedes_Benz_O303_Plaxton_Supreme_IV,_Plaxton_factory_1978_(2).jpg|thumb|[[Plaxton Supreme]] IV bodied [[Mercedes-Benz O303]] in 1978]]
Plaxton launched a new design – the [[Plaxton Panorama Elite|Panorama Elite]] – at the 1968 Commercial Motor Show in London. This essentially set the basic design of British coaches for the next 14 years. The design featured long sleek lines and gentle curve in the vertical plane.{{Citation needed|date=May 2025}} The windows were gasket glazed and the glass gently curved in the vertical plane to suit the body curve. The rear again used the large soup plate lights of the Panorama I, and the front grill was also from the Panorama I.

The Panorama II was still available until 1970 with a large batch built for [[Midland Red]].

The interior of the new Panorama Elite made more use of laminate than before. The interior skirt panels, racks and front cabinet made extensive use of this easily worked & easy to maintain material. The analogue clock in the front dome was flanked either side by small square controllable air vents. The dashboard was improved and made use of a panel of rocker switches in front of the driver with each switch designation lighting for night time operation. Previous dashboards hid the switches in places inaccessible whilst moving. Ventilation was again improved though using the same design of moulded air output & light assembly as the final version of the Panorama I. The racks were trimmed with laminate instead of using vinyl like material from the previous design.

The first major update of the Panorama Elite was unveiled at the 1970 Commercial Motor Show in London, with relatively subtle changes.

The Panorama Elite II range built on the success of the Panorama I and Panorama Elite. The front grill was squared up although it still used the same twin headlight layout. The first bay on the near side was tidied up so the top of the window was in line with all the other side windows. Parcel racks were redesigned so the supply of fresh air and light output was more readily available. The service units were now mounted front to back instead of side to side and were much slimmer to maximise on headroom when leaving the seats. Crash padding was provided along the inner side of the racks in the form of black PVC squares filled with padding. The dashboard was again improved as was the front cabinet. The rear of the vehicle still used the soup plates from the previous range.

The Panorama Elite III was the last in the Elite series. Improvements continued to the basic Elite design; this included rear lighting, rear emergency door and subtle changes to the front grill. The rear emergency door was brought about by changes in legislation and did improve the offside appearance of the Elite, however some early Mark IIIs were completed with front emergency doors. The rear lights abandoned the soup plates in favour of tall lozenge shaped lights and the name badges were re-located from between the side bright metal strips at the back to the front just behind the front door.

All three marks of the Elite range were available with bus grant specification front doors and interiors, although this option was late for Panorama Elite and only a few built. It was however a very popular option for the Mark II and Mark III. To complement this destination blinds were also available in both the front grille and on the roof or front dome for front radiator chassis. This became known as "the Bristol Dome" due to the popularity of orders from the [[National Bus Company (UK)|National Bus Company]] for coaches on [[Bristol RE]]LH and REMH chassis.

The major competitor for the Panorama Elite III was the [[Duple Dominant]] launched at the 1972 Commercial Motor Show in London. The Duple was of all steel design and built at [[Duple Coachbuilders|Duple's]] [[Blackpool]] factory. The Dominant had many of the design cues of the Panorama Elite and that could be because the managing director at that time was an ex Plaxton employee. The Dominant sold well but never caught up with the Elite. The mere fact that at the 1972 Commercial Motor Show only one Dominant was available due to a long strike at the Blackpool factory couldn't have helped much. The launch of the Dominant was at [[Lake Garda]] in Italy and was Duple's most important launch for years.

By the time the final version of the Panorama Elite III was built around 6,000 of the Elite series bodies had been produced.

Development of a new coach range to supersede the Panorama Elite commenced in 1974 and was to be called Panorama Supreme, however the Panorama part was dropped in favour of simple Supreme.<ref>[http://archive.commercialmotor.com/article/4th-july-1975/19/new-plaxton-in-production New Plaxton in production] ''[[Commercial Motor]]'' 4 July 1975</ref> This series of bodies was to have a long development process as both the factory and work force wasn't equipped for all-steel production at this stage.

At first the Supreme was designed to replace the ageing Panorama IV that was produced on the Bedford VAS and SB chassis for up to 41 passengers. The design for that coach went back to the Embassy body developed in the early 1960s. It had been re-vamped in the early 1970s and given an upright front and rear like the Elite III. Being front engined it had a centre door and still retained the Panorama I–style square cornered flat glass windows.

The Supreme was to herald (nearly) all-steel construction. Wood fillets still held the panels in place and in some areas wood was sandwiched in U-shaped steel. It would be 1978 before true all-steel construction was achieved.

Some early Mark III Supremes were all-metal. The body number of the all-metal versions had the final letters AM standing for "all-metal". Many of the AM bodies were exported to the Netherlands and Denmark, a fact supported by the 1977 Supreme brochure and the 1982 centenary book Plaxtons The Great British Coachbuilders.

There was to be six marks of Supreme (Seven including Mini Supreme). Development was protracted as the builder was careful not to compromise their market leading position. Supreme I was a 29-seat coach on a Bedford VAS chassis with a standard Plaxton in-swing door located behind the front axle. Supreme II was on the 35 seat Bristol LHS chassis powered by a Leyland 400 series engine. The door located forward of the front axle in the usual place. Supreme III was the first full size coach although there seemed to be some development confusion and the actual mark of the initial standard length coaches is not clear however most of the late P and earlier R-reg bodies seemed to be the Mark III. There were no identifying numbers added to the badging.

As styling development commenced it was realised that to design another coach to match the success of the Panorama Elite series was to be a challenge. Looking at the existing range of Panorama Elite III it was decided to use the Elite's most striking feature, notably the size of the windows and the curves that departed in every direction. The front of the coach was to follow closely with Elite by using the same double headlights with a panel between them (although the centre panel depended on the chassis requirements). The slats again horizontal but were fewer in number and thicker. The sides of the grill were squared up and were of stainless steel and not aluminium. A chrome bumper with {{Convert|5|mi/h|km/h|abbr=on}} over-riders at the bottom with two steps to allow access to the windscreen. Pantograph wipers with speed control were added. The dome was slatted on the early models but was not popular so was removed and simplified from Supreme IV. The side profile again had angles going in all directions although the main change to the side was that the windows curved into the cant rail almost like the [[Mercedes-Benz O302]] bodies. The effect was to catch the light and highlighted the whole coach at roof level. The rear was like Panorama Elite with vertical lozenge shaped lights but the units themselves were slightly bigger, squared, more definite.

The interior had been updated with a new dashboard and a driver's locker, non-reflective laminates and a re-designed front cabinet. The lift up roof vents and light clusters containing the speakers were almost like those of the final Panorama Elite III. Some very early Supremes had wood interior domes like Panorama Elite however this was changed from wood surrounding the clock to having ABS mouldings in black. The ceiling was of laminate that was bordered by chrome trim.

The racks though went through several important stages before the final design that would see Supreme through to the series.

Rack design on Panorama Elite, II and III contained window demisters. Those racks were joined to the cant rail and laminate was used as trim to connect the window edge to the rack. On Supreme the first versions used the same technique but the racks were swaddled in crash protection on each side of the passenger service unit that was fitted front to back. The service unit used were the same as the Panorama Elite, two controllable vents and a reading light with a rocker switch. The cushioning had a four pointed star engraved into it at intervals. From the Mark III the racks had flatter sides that had no connection to the cant rail. The demisters were located on the edge of the rack within a laminate strip. The PVC or maybe ABS material that coated the underneath of the rack was usually black. This was the final design of rack and saw Supreme through to the end of the series. Those racks used flatter service units with eyeball vents and a flat lens on the reading light.

The Supreme Mark IV was introduced to the market at the International Motor Show at the [[National Exhibition Centre]], [[Birmingham]] in 1978. The main update was that construction was now all steel, frontal design was completely different from the past 14 years. The headlights were now rectangular and mounted above each other with side lights and indicators in the same cluster. The grill was not so prominent and various options were available as a package. So now the range consisted of Supreme IV, Supreme IV Express and Supreme IV GT. The GT option ushered in a distinctive grill design with a smart dual chrome flash, tinted windows and better sound system and soft trim to the ceiling to name a few "standard" extras.

Supreme V had a completely different rear design showing the styling of the next range that was probably under development. Tall heavily featured light clusters that were tinted to look dark were fitted vertically between the boot lid. The rear window was a one piece design. The seat backs were no longer visible from outside the coach.
The rear nearside had been tidied by removing the smaller windows. The improvements were also copied onto the high floor Viewmaster model with the exception of the shallow rear window.

The Supreme was also manufactured as a semi-integral on a [[VDL Bus Chassis|DAF]] chassis. Around 20 were built. They were rear engined and the rear panel design was different from the Supreme V as it has vents and had odd shaped moulding around the rear window. As a semi-integral the body was required to support the full weight as there were no chassis members to support the body. Opening the side lockers luggage could be piled in one side and extracted from the other as nothing was in the way so it was very cutting-edge technology. It is said that 2 of these survive today. The bulk of the 20 were exported, mainly to the Netherlands, the left hand drive version had a tapered front to meet Dutch swept turning-circle requirements.

Final Supreme offering was the Supreme VI. This model was the least successful Supreme being an option for one season alongside the Supreme V. The panoramic windows had been replaced by a higher window line that was better suited to the long-distance market. Around 100 were built. The actual idea of the high window design was possibly in reaction to the Duple Dominant III that had shallow trapezoidal windows like an Austin Princess headlight of the mid-1970s.

The Supreme series like the Panorama I and Panorama Elite were simply a success from the outset winning many orders from small, national, and some international operators. It entered most fleets in large multiples. The export market was addressed with left hand drive versions, some modified for the Dutch market and at least one was built on Deutz chassis. The dynamic approach of Plaxtons relationship with their customers requirements was a huge factor in the success of the Supreme.