Those were still non-air con Mark 2a/b/c sets in the 1984-85 timetable. I worked them regularly.
Some random formations from my Journals:
Wed 03/10/1984: 1M41: 47 443 + W92093/M5545/5420/5526/13543/6528/5546/5414/5565....Mark 2a/b/c non-AC stock.
Same date: 1O86: 47427 + W17081/5851/6119/6610/13582/6136/5857/M92029....Mark 2d/e/f AC stock.
Mon 22/04/1985: 1O62/1M07:47 608 + M92172/5372/5368/6523/13527/5403/5502/5505/5415....Mark 2a/b/c non-AC stock.
Same date. 1O74: 47 609 + M92114/5424/5418/5411/5604/13552/6527/5509/6517....predominantly Mark 2a/b/c non-AC stock.
Tue 23/04/1985: 1O74: 47 608 + M92027/13536/5522/5346/5366/5371/5582/6524/5428....Mark 2a/b/c non-AC stock.
Wed 24/04/1985: 1O74: 47 599 + M5541/5536/5427/5367/5532/5430/6529/13521/92227....Mark 2a/b/c non-AC stock.
Thu 25/04/1985: 1O74: 47 624 + M5310/5607/5581/5482/13555/6528/5560/5423/92199....Mark 2a/b/c non-AC stock.
From the above, we can conclude that the inbound evening arrival from Hull/Leeds and the following morning's outbound Manchester service were already an AC circuit....but the middle of the day arrivals and departures - 1O62/1M07/1074 & 1M41 - were still non-AC stock, regardless of what was written in the CWNs. The LMR must have had a shortage of AC stock at the time and cross-country services obviously had to play second fiddle - as ever was - to the West Coast Main Line!