Accent Continental
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DURING the past year Continental cpac.h manufacturers have made more inroads into the British coach market. Only ten years ago this was virtually a total preserve of home manufacturers. I tested only three coaches over the CM Scottish test route this year and each was from a Continental maker.
The stage-carriage interest during the year was provided by a double-deck bus, and this is based on a Continental chassis — the Scania BR112DH.
My preconceived notions about the possible instability of rear-engined coaches were shattered by my first road test of the year — of the MAN SR280.
Despite my anticipating the need to compensate for handling problems owing to the weight distribution, the rear-engined coach held the road firmly — or better than that!
On the road, 1 reported, the SR280 was difficult to fault. A well made and well equipped example of German automotive engineering, this vehicle left me with a lasting impression of solid engineering coupled with the qualities that can give passengers higher standards of comfort than those of many private cars.
The fully integral MAN aver aged 74.12krn/H (46.07mph) and returned an average fuel consumption of 31.381it/100km (0mpg). The MAN has blazed a trail that is leading to a revolution in the British coach scene. Integral rear-engined coaches are already widely accepted and more and more manufacturers are entering this field, gradually eating away at the dominant position of the traditionally separate chassis and body concept.
MY SECOND road test vehicle was my only stage bus of the year. Launched in Britain at probably the worst possible time while public bus operators seemed to slide into a bottomless pit of recession, Scania's BR112DH predictably has not attracted a wealth of orders. It proved, however, to be a very pleasing basis for a double-deck bus and the long-wheelbase East Lancs-bodied demonstrator was impressive on our busy Central London test route.
The Scania, which is powered by a transversely mounted 11litre naturally aspirated engine driving through the now familiar Voith D851 fully automatic threespeed gearbox, was easy and comfortable to drive. The full air suspension offered the sort of ride needed to attract passengers back to the buses.
My lasting impression of the Scania bus is that it was unusually quiet and my main criticism is that the driving mirrors seemed to attract a disproportionate amount of road dirt.
The powerful decker coped with all types of conditions in an unfussed way and should prove worthy of consideration for bus operations anywhere. The 80-seat bus returned an average 42.811t/100km (6.6mpg) over the varied and tough route.
This performance improved to 29.41it/100km (9.6mpg) on a nonstop section of urban roads.
At the MIRA test track at Nuneaton the Scania proved flexible and made as easy a restart on the 1 in 4 test hill as any double-decker I have tested.
BACK to coaches: the Volvo B1OM chassis has undoubtedly been well received by British operators and has contributed to Volvo's number two position in the British psv market.
Fitted with a Plaxton Supreme 1V Grand Touring body, this vehicle is a more traditional example of British coaching. The chassis, however, includes features that make it every bit as innovative and well equipped as its integral rivals.
I found this vehicle both fun and easy to drive. It was light, fast and handled well. As with all three coaches tested in 1981, the Volvo has a manual ZF six-speed gearbox which should not present drivers with any problems.
The test coach was easily powerful enough for the conditions experienced on the Scottish test route, despite being the standard 171kW (230bhp) chassis. With its light, all-welded chassis and full air suspension the B1OM proved a worthy suc cessor to the successful B58.
The B1OM averaged 75.4km/ (4 6.9mph) and returnel 27.91it/100km(10.12mpg) OVE the Scottish route. In my conch_ sion, I found the Plaxton Volv combination a suitable and ecc nomic luxury machine that i likely to be safe, quiet, comfor able and viable in service.
The Plaxton body is well fir ished generally, although th example tested was marred b constant wind noise through th entrance door. Our test showed that the B1OM was set to hold a major presence in the British market and its performance has undoubtedly contributed to establishing Volvo as the number two chassis supplier in Britain.
OUR FINAL road test of the year concerned the Dutch Bova integral coach marketed in Britain by
the Moseley Group of Loughborough.
Following a definite move towards the acceptance of integral Continental coaches set in motion by the introduction of the MAN SR280 to the British market, the Bova is priced at a level to attract considerable interest from British operators and undoubtedly has a lot to offer.
The rear-engined integral was a very pleasing vehicle to drive. It handled well both on the ride and handling circuit at MIRA and on the various roads on the Scottish test route. Its high driving position and distinctive front-end styling makes for a particularly good driving position offering excellent visibility.
The light power-steering and a good turning circle contributed to make this coach seem, in my eyes, to be ideal in both tight country lanes, hotel car parks and city streets.
Although the Bova is powered by a relatively small DAF turbo
charged engine, it is a lively performer capable of sustained cruising at near the maximum permitted motorway speed. The 8.27-litre intercooled and turbo charged engine produces 169kW (2 30bhp) at 2,4 °Cron) and 775Nm (571Ibft) torque which easily provides adequate power for the 12-metre (40ft) coach.
The Bova is fitted with a ZF allsynchromesh six-speed gear box, like the other two luxury coaches tested last year. And, as with the MAN, the Bova features soft and relaxing Continental furnishing which, coupled to these two vehicles' quietness, puts them on par with many private cars for passenger comfort.
All three coaches tested feature full air suspension rapidly becoming the norm at the premium end of the British coach market.
The Bova covered our Scottish test route at an average speed of 76km/h (47.45mph) and returned an average 2 7lit/ 1 0 0 km (1 0.47mpg). Both the MAN SR280 and the Bova are claimed to need German Tempo 100 requirements.
This year, with 26 manufacturers, including coachbuilders and chassis manufacturers, interested in the British coach market, it is clear that British manufacturers must fight hard to retain their market shares.
It is significant that all four psv tested were built outside Britain although two, one bus and a coach, featured British coachwork.
I hope next year to include more coach road tests from both British and Continental manufacturers. Many of the newer contenders for the British market have yet to attract an order although the coaches tested have all made significant inroads since their introduction.
But many of these gains appear to have been made at the expense of lighter-weight British coach chassis — it will be interesting to see what efforts these manufacturers make to regain lost ground.