A look into the Futura
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Ugly and unacceptable? Not in Noel Millier's book. He has been road testing the Bova Futura and admits to being one of it's admirers
WHEN Bova Futura was launched, I remember a Bova spokesman telling me that the Dutch manufacturer had taken a gamble by setting a new design trend rather than following existing styles. Initial reactions to the coach were mixed, with some pundits heaping praise on the original and aerodynamic design and others describing it as downright ugly. Competitors leapt at the chance to describe it as ugly and unacceptable, while I have to admit to being unable to decide at first whether I loved it or hated it.
Now, after living with it for three days on our Scottish test route I admit to falling into the camp of Futura lovers. The obvious reaction of passers-by wherever we went, together with the coach's long list of virtues, removed the doubts caused by the unusual appear
ance of the droop-snout.
The coach I tested was a highfloor FHD model powered by a rear-mounted Daf-DKT turbocharged engine through a ZFS6.90 gearbox. It was a demonstrator owned by the Moseley group of Loughborough and was loaded with sandbags, representing a full load of very heavy passengers and luggage. It was also the first coach tested over the Scottish route since the introduction of the new faster dual-carriageway speed limit. Despite this it proved one of the most economical in its class. As usual, the test started at the Motor Industry Research Association test track near Nuneaton where the Futura did all I asked of it. During our acceleration and speed-in-gears tests on the horizontal straights, the Futura proved capable of easily reaching 112km/h(70mph) on the measured mile.
Despite this, I was not able to reach the top speed offered by the vehicle, which is therefore estimated and in excess of the legal British motorway limit. In view of the current concern caused by perceived coach speeding a top speed limiter of some kind would prove a useful optional extra.
On the test hills, the laden coach easily restarted on the one-in-four slope. It took the ride-and-handling circuit without revealing any quirks in handling or road holding.
During our series of emergency braking tests the coach braking proved well balanced with the coach pulling up quickly and in a straight line from 3 2 km/h( 2 0 mph) and 48km/h(30mph), although the wheels locked up and it skidded when undergoing the 64km/h(40mph) test.
Once on the open road I found the Futura both powerful and docile.
I quickly became used to the six-speed ZF gearbox. The lever is cranked slighly to bring it closer to the driver, but the end result is an easy and precise change. Sixth gear is an overdrive in the Futura yet I found only heavy traffic on the motorway necessitated changing down. At 112km/h(70mph) top the tachometer, which is clearly marked with green, yellow and red operating bands, was registering 1,950rpm. At 80km/h(50mph) the coach engine was turning over at 1,350rpm which is just "in the green".
Like many coaches in its category the Future has ZF power steering. On some vehicles the steering can seem too light, but an the Futura I found it impossible to fault. It was as good as 3ny coach I have driven, with ust the right amount of feel to -nake me feel in command of the tehicle and with enough asiistance to make every type of friving from high-speed
motorway work to car park shunting relaxing.
Driver and passenger visibility is undoubtedly one of the Future strong points. From the driving seat the view afforded by the wrap-round screen seems devoid of blind spots. The only occasion when I could not see all I needed to was when pulling out from a staggered junction looking back over my left shoulder. I had to rely on a passenger for assistance. Normal driving vision is good with the combination of a deep screen and high driving position which ensures maximum saving.
All instruments are grouped well within the driver's line of vision with only the bottom row of switches obscured by the steering wheel spoke. The indicator and windscreen wiper stalk is on the right of the steering column. Side and head light controls are fitted on the top row of switches to the right of the main instruments. No retarder was fitted to the test coach other than an air exhaust brake operated by a foot switch next to the clutch pedal. I found this useful when checking speed on long downward gradients.
I found the on-road behaviour of the coach impressive. The ride from the full air-suspension was good without being too soft, and the coach cornered with little apparent roll. I found the rear engined high-floor coach as stable as many mid-engined coaches 1 have driven, and more stable than some.
The passenger accommodation is typically European, with maximum use made of soft fabric trims. The interior lighting is incorporated in the parcel racks to give a modern yet unfussed and simple appearance. The fresh air vents and rack lights are well placed for all passengers including, unusually, those on the seat across the rear of the saloon. Interior noise levels are particularly low and the coach is almost completely draught and rattle-free. One slight rattle, possibly from a cable rubbing against something, was noticeable when starting in the mornings although, in fairness, on a noiser coach this minor irritant would possibly not be audible above the road and vehicle noise.
I was particularly impressed by the way the jig-built integral coach was finished. Both the plug-type entrance door and the three-quarter height off-side door fitted perfectly without even a hint of a rattle. Our test coach was fitted with a midmounted, sunken toilet compartment and a drivers' sleeping area. These facilities were as well finished as the rest of the coach and these doors, too, closed easily without rattle.
Double-glazed side windows are standard on the high-floor Futura, which also features thermostatically-controlled saloon heating and a Webasto preheater. The digital timer for the Webasto is fitted on the ledge to the right of the driving seat beneath the signalling window. A lockable document case is incorporated underneath.
From both driver and passenger point of view the Futura FHD has a great deal to offer and will give little cause for complaint. From the operator point of view the coach must be an attractive proposition.
The Futura's unusual profile is the result of computer-aided deliberations at Eindhoven University to produce the most efficiently aerodymanic coach possible. Just how successful the Futura has been in reaching this design goal is illustrated by the overall fuel consumption on the route. Despite carrying the heaviest load and being the first tested by CM at the new 60mph (on dual carriageways), the Futura returned an overall fuel consumption of 2 5.9Iit/1 00km (10.9mpg).
Our operational results table shows an extraordinary fuel consumption figure of 15.41it/100km (18.3mpg) for the long mainly 96km/h (60mph) dual carriageway stretch between Gretna and the Hamilton motorway service area. This is offset by the slightly disappointing figures for the stretches, between Forton and Gretna and Hamilton and Rochester.
The angle of the fuel tank and the forecourt gradients probab slightly distorted the figures, though by filling the tank to ft same level at all points al distortion should have been ca celled out by the end of the te in theory.
The fact remains that the F tura is particularly fuel efficie
for a high-floor coach and ca able of achieving well ov 2 8.81it/1 0 Okm (1 Ompg) 112km/h (70mph) on motorwa, In fact, on the last day, travelli south with the wind behind the coach bettered 25.7
tre/100km(11rnpg) while aver ing over 98km/h(61mph) on 1 motorway. It would therefc prove particularly fuel efficii on more restricted-spe European motorways. The bc remained remarkably clean d ing our entire test despite sol heavy rain en route. Only back showed any sign of re dirt.
Routine maintenance a daily checks should pro straightforward with access the engine via a large vertici operating flap at the rear. engine and gearbox a mounted in the form of a rer vable module to make major pairs easier. The spare wheE housed under a flap in the fr fairing, and this flap also ser as a step to enable the drive reach the windscreen.
Components are mainly I so Bova owners gain the adv tage of a well-established extensive European service I work.
The Bova Futura FHD is a er's coach, a passenger's co and, above all, an opera' coach. In addition to being F. ing in appearance and plea to drive it should prove par larly economical to operate. also very competitively prl Our test coach has a price ti £72,927 which included a he optional extras; a low coi level warning device, exces: gine rpm warning dev Tempo 100 equipment, co seat, mid-mounted sur toilet, sleeping berth, carp( centre gangway, driving and additional mirrors. A t Futura FHD with 49 recli seats costs £65,500.