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4GREEABLY mixed bag v, both in derivation and has been
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road tested W in the past 12 months. e tested a double-decker a Scottish-made chassis Swedish engine (Ailsa); tch coach with a Belgian
• (DAF); a Swedish is with a British body 43); a German minibus a British conversion ; and two 100 per cent (Leyland and AEC).
IE Ailsa double-decker subject of our first test :ember 1976. Our tester's 3n was that the Ailsa is ibtedly a pleasant vehicle but is perhaps more at on inter-city routes than a tough bus schedule.
Volvo's turbo-charged TD7OE engine provided enough power and the ride and steering was very impressive. Unfortunately, the Self Changing Gears transmission did not seem well matched to the characteristics of the Volvo engine.
The transmission gave our tester the feeling that he was not quite in control of what was going on.
Fuel consumption of the Ailsa over CA4's test bus route in Leicester was a little disappointing at 56.14 litres per 100km (4.97mpg), although the Volvo-engined bus came into its own on the trunk road section of our test when it returned 28.19 litres per 100km (10.02mpg).
Varying weather conditions on this year's test. Above left, the everpopular AEC Reliance enjoys the countryside sun, while the luxurious Volvo/Plaxton coach battles through the fog.
Right: This Leyland Leopard went well with the wind behind it, but was a little underpowered.
One of the biggest problems from the driver's point of view was the appalling draughts that appeared all about him and were counteracted by only a feeble blast of hot air from the heater.
However, the Ailsa offered good value for money with the Alexander-bodied vehicle priced at £27,163 one year ago. It will be interesting to compare this test with the Mark 2 Ailsa bus which was announced during 1977.
0 UR first psv road test of 1977 was that of the DAF MB200 coach, The DAF was tested over our Midland test route and proved a delight to drive. It was fitted with a Van Hool 300 body and our tester described the DAF as a superbly comfortable vehicle. It was also a quiet vehicle to drive and our tester's only criticism was that the gearchange was slightly heavy and that the clutch was set rather high for town work.
The DAF was, however, a little thirsty, returning an overall fuel consumption of 28.68 litres per 100km (9.85mpg) over our 312.11km (194-mile) test route and was expensive at £30,275 for a 49-seater.
INEXT came the Le) Leopard with the Plaxton master body. This was th coach to be taken ove Scottish test route for months and the first chas: ted with a high floor coach to be tested.
It was disappointing c test. Our tester found th( coach inclined to roll to a. ming degree over even corners taken at slow spec Leyland 680 131kW (17 at 2,200rpm engine powerful enough for the 11.59 tonnes (11 tons coach which was parti( susceptible to head wind overall fuel consumptio continued n Scottish test toute was B7 litres per 100km 9mpg).
he coach did, however, ide an excellent passenger and, with its engine tucked down below a luggage below the floor proved a quiet vehicle inside. Some culty was experienced in iging gear as the coach was 1 with Leyland's five-speed rmocyclic gearbox with a :er .unit and it was almost issible for the driver to hear .ngine to allow him to know to change gear.
ne of the novel and interesfeatures fitted to this coach the driver's rest cabin, h was located behind the axle. This room was in the area and was entered by a 1 in the floor of the ;le or tly HE AEC Reliance was the next heavyweight coach tested and was the first vehicle that came under my personal scrutiny. A firm favourite with many operators for many years, this Reliance was not disappointing. Fitted with the AEC AH760 engine developing 123kW (165bhp) at 2,000rpm the Duple Dominant II-bodied coach performed well over our Scottish test route. The coach returned an overall respectable 26.83 lit/100km (10.53mph) fuel consumption figure.
I was a little disappointed, however, with the noise level inside the vehicle and with the standard of power steering fitted .although all in all the AEC or Leyland as it is now to be known still provides the ingredients for a good long-legged heavyweight coach at a reasonable price. THE small end of the s was chosen for our r passenger vehicle road test, of a Volkswagen L128 seater de luxe minibus. though not to the specifications, this Devon version proved very suitable passenger-vehicle.
handling, performance passenger comfort were all c. in the well appointed and finished minibus.
Our test vehicle proved although the overall fuel sumption of 14.3 lit/10 (19.8mpg) was a little thi than the manufacturer claii But the petrol-engined bu run on two-star fuel.
LAST but not least in twelve months was the I Volvo B58 fitted with th 6.80 gearbox. Like the Leoj this coach was fitted wi high-floor Plaxton Viewm, body, this time to Exect standards.
The Volvo proved fast economic, and the ZF geE allowed full use to be ma( the 168.8kW (230bhp) ti charged engine.
The coach was equal home on both motorways Scottish mountain roads. ever, with a chassis pri( £16,670 the 358 is still a on the expensive side for r operators.
So theyear's tests bough selection of vehicles fror rope.
The British vehicles pro be competitive with th ropeans in both price an formance, although a c amount of attention to dE somehow missing.
For example, both the and DAF were fitted wit counters, a feature missed on the semi-autc Leopard, and the AEC selection of unmarked w lights on its facia and lacked a water tempei gauge.
The next twelve m( hopefully, will bring coaches my way.
All full-size coaches in will, circumstances allowi subjected to our rigorous tish test route and with tltenders in the doublE battle now all on the s hope to be able to test IT them on our Leicester rou
• Noel I