raced Test
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e braking from the coach ;hed up to its power, and my 3ctations. It stopped quickly in a straight line without ng any wheels during simu
emergency stops from m/h (2 Omph), 4 Bkm/h lph) and 64km/h (40mph). -ice on the A5 and heading h I found the powerful coach fortable to drive and the adible rake steering column 'ed a great boon in giving a -perfect driving position.
le gearbox was different 1 the ZF so common on sh coaches. The change was
f and would not be hurried once I had become accused to it I was able to make icularly smooth changes. In for most normal driving high and fourth gear high low ratio coped with the ic requirements and I was to keep the revs in the green J.
le splitter is operated by a 3 button on the gear lever by depressing the clutch pelt is possible to split gears e changing the main gear or ust splitting between high low. For normal driving first is not required for it is only awler. Starting off in second and splitting up through the to fourth high gives lively economical performance. Fifth low is a lower gear than fourth high and becomes confusing to use; I found that the best results could be ob tained by using both fourth gears and high top.
The engine has plenty of power to pull away with the revs dropping well below 1,200rpm, which makes for very smooth urban and restricted speed road driving, Once on the motorway the Scania gives the impression it could fly and is in fact capable of cruising at the legal maximum speed with the engine turning over at under 1,900 rpm.
Used properly, this gives the coach a tremendous flexibility on the motorway, with the power to get out of trouble. Used wrongly, it could be all too easy to get into trouble and if I owned a Scania I would give particularly serious consideration to fitting some form of topspeed limiter.
On the open road I found the ride offered by the coach very smooth with very little body roll. I found no evidence that the rear-engined coach was any less stable than a mid-engined one. In fact I was impressed by the way I was able to cope with winding roads and motorway crosswinds.
The Scania instrument panel places a lot of emphasis on the tachometer, which is all important on such a quiet rear-engined coach. I found all other controls easy to see and reach although having the Telma hand control lever on the left was at first confusing.
The K112 comes with a Telma and exhaust brake as standard. i found the exhaust brake performance noticeable at higher engine revs although I missed being able to hear that comforting exhaust brake rumble. This particular coach was the first ever Van Hool Alithe H-bodied Scania built to British specifications and is now being used as a demonstrator for both Scania and Kirkby Kingsforth, from which similar vehicles can be purchased.
I found that the Scania/Van Hool combination made for a particularly quiet coach. A noise measurement taken on the Al (M) on the last day of the test confirmed this. At 112km/h (70mph) at the front of the coach, the noise level reading was 70dB(A); at the centre of the coach it was 61dB(A); and at the rear above the engine 67dB(A). At 80km/h (50mph) the level recorded at the front was 65dB(A); at the centre 61dB{A); and at the rear 64d B (A).
I found the Van Hool body well finished and tastefully furnished. Although the Alizee design has been around for some time it shows little sign of dating and is a clean and simple line.
The coach has a number of optional extras fitted including an additional 1701it(37galls) fuel tank, double-glazed side windows, a Webasto heater and timer, a sunken off-side toilet and an off-side Continental entrance door, a driver's rest compartment in front of the rear axle, Surelax reclining seats, seat belts for Tempo 100 requirements and extra soft interior trim, which contributed to the restful and luxurious overall interor effect.
The Scania Van Hool has no less than 7cum of between-the axles luggage space, even with the sleeping compartment and the toilet encroaching into the available area.
Some may consider 305bhp a little unnecessary for the 16-ton two-axle coach, for only a few years ago the norm in Britain would have been about 150bhp. I wondered and doubted too, although I must say, the easy performance of the coach makes for a relaxing drive and a relaxing drive for passengers.
On the test sections, which can be hard work, the A68 section south of Jedburgh for example, the amount of available power lessened the need for gear changing and contributed to a high average journey speed while still remaining firmly within statutory speed limits. From the operator's poir view, one most important I established in the test was more power in this case not mean more fuel.
The Scania, in fact, retu consistently good fuel cons( tion figures throughout the ney. Overall, the 26.21it/1( (10.8mpg) average was se to the manual Leyland Ti record of 25.631it/100km (' mpg) set in August last year Particularly impressive the motorway fuel consumi figures, which consistently over 28.21it/100km (10mpg).
In price, the rear-engined nia is competitive when pared with its mid-engined r such as the Volvo 810M or land Tiger, and its specific includes as standard many i such as a suspension raisin vice, Telma retarder and exl brake.
It is more expensive to than its mid-engined rival bodybuilders have to ma charge for the lattice stru between the axles.
In conclusion, the Scania Hool combination is a ver tractive coach. Its car-like p and noise levels and srr ride do much to confirm c travel as a safer and more fortable form of travel than car travel.
It is fast, and for the protE of the coach industry oper should make sure it rer within the hands of respor drivers; then it should pr* most economical and prof long haul or touring coach.
The Scania K12 chE shares many components the Scania truck range wh well established in Britair throughout Europe, and by having a ready-made proven British and Eurc service and parts back-up.
The K112 is available wit Hool, Plaxton or Jonck coachwork at the moment.
It is a real rival for establ heavyweight coach chassi warrants serious considera