Big name hunting
Page 36
Page 37
If you've noticed an error in this article please click here to report it so we can fix it.
You're set on making a name for yourself as an operator but money's short so you're starting second-hand. The best bet is probably one from the Big Boys. Noel Millier put himself in your shoes and spotted a bargain with a 1978 Leopard. Testing it, he explains what to watch for
)NE who is involved in ling — either as a driver or dministrator — probably res a secret ambition to get usiness on their own.
path to achieving this is Jbtedly full of pitfalls, probDne of the greatest being iitial choice of coach. The of new vehicles must in
ly most potential I operators to turn to d-hand columns to see -nachines are available.
With this in mind I have had a look at what there is around and suitable for a CM second-hand coach road test.
The maintenance arrangements of a used coach's first owner will obviously have an effect on the vehicle's total life potential and for this reason I tested a coach which came from the fleet of a large, well-known and reputable operator.
Registration XWX 1738 is an 11m 1978 53-seat Leyland Leopard, and is typical of a number awaiting new owners at the premises of Stanley Hughes (Holdings) of Cleckheaton, West Yorkshire. The vehicle was tested after it had been prepared in the dealer's well-equipped workshops and was to all intents and purposes ready to pick up a load of passengers.
The Leopard, which had previously seen service with Wallace Arnold, had 133,000 kilometres on the tachograph and was in a clean and tidy state.
The coach was to a configuration that was almost the standard British coach at the time it was built, and as such will still command a good revenue earning potential.
The interior showed little sign of five years' service and the coach remained very suitable for good-class tour work although was a little short of leg room for the long hauls.
The body specification included seats with arm rests and a basic courier seat although there were few other extras. The chassis included a number of options such as twin 54gallon fuel tanks and
`411 automatic lubrica
tion — a point very much in the vehicle's favour.
As part of the service offered Stanley Hughes had both steam cleaned and silvered the chassis, which showed few signs of wear and no significant oil or fluid leaks.
The interior condition is of paramount importance when assessing the potential of a second-hand coach and XWX 173S was particularly impressive considering its five years' service.
The floor lino was clean and in good condition with no sign of bubbling. The moquette was in good condition although it had faded slightly and I did find one, just one, cigarette burn.
The 53 seats were fitted with arm rests and a couple of these had slight tears on their leathercloth coverings although there was nothing of any significance and nothing that any passengers would notice or complain about. The seats were dust free, which meant the coach could be placed in service straight away.
found no signs of any damage to the laminate trim panels, and the luggage racks and roof lining trim were in "asnew" condition. All of the rackmounted interior lights and forced air vents seemed in good working order. There was no sign of damage around the stairwell or stairs. Although I felt some slight movement on the top step I could see no sign of damage.
Outside, the Duple Dominant Two body was in generally good condition. It had been repainted to waist level and all signs of previous signwriting has been removed. The paint job was competent and the all light-greylivery had been brightened by the addition of subtle yellow stripes — in fact the vehicle was in a livery ready for adoption by a new operator.
There were signs of minor body damage to some of the side mouldings but similarly none of this could be regarded as out of keeping with the, vehicle's age or condition.
All of the side panel budget locks and floor trap budget locks were clean and worked well. The inside of the boot and side lockers were clean and had been painted although there were some signs of minor corrosion at the bottom of the side lockers.
The coach was fully kitted out with a jack, wheel brace and handle as well as a luggage pole. Yale locks were fitted to the fuel flaps and side locker and these, together with the emergency door and boot lock, were in good working order.
Underneath, a glance revealed nothing amiss. Automatic chassis lubrication was fitted and in good order and this is always a good omen for the coach's chassiss condition. I could see no sign of any problems with the springs, brakes or steering.
The throaty row of the Leyland 680 brought back some nostalgic affection for the Leopard which sounds, even if it does not perform, like one of the most powerful coaches on the road.
On turning on the ignition I noted that warning buzzers were fitted as an added precaution to guard against low oil pressure as well as the air level and water temperature problems.
Once the engine fired, the warning lights went out and it was all systems go for a long motorway stretch from Stanley Hughes's Cleckheaton base to the Mira test track near Nuneaton.
Once I was on the road, my impression of the Leopard remained favourable. In fact at times it made me think I would like to have another crack at running coaches myself although my wife would be quick to veto any such suggestion.
I found no clunks or bangs from the steering and no noises to suggest any suspension prob
lems or shackle wear.
There were a few odd body creaks and some wind noise from the driver's window. In fact the front sliding section gradually opened during the long motorway stretch.
At Mira the normal CM programme of brake tests showed the braking performance to be adequate if not dramatic. The coach always stopped in a straight line without the wheels locking. Maximum speed in gears and acceleration checks showed the semi-automatic Leopard to be well up to scratch and a brief circumnaviagation of the ride and handling circuit showed up no handling, steering or suspension problems.
For the road section of the test I chose a new route based on the old CM Cotswolds and Chilterns test route as this has some good hills as well as slow and fast main roads and motorway sections and a sprinkling of urban roads.
As the Leopard was unladen, there seemed little point in taking it around the CM Scottish route and little to be gained from comparing it with newer 12-m coaches tested on that route.
I enjoyed driving the coach. I found the driving position comfortable and the semi-automatic pneumocyclic gearbox easy to use although it is important to pause between gearchanges to avoid damage to the bands and give a smooth change.
The large Leopard steering wheel always gives a feeling of security and is pleasant to use.
On the road the Telma retarder took care of most normal braking. The dash-mounted hand control was conveniently placed and could be operated by my right hand without taking it off the wheel. On most normal flat roads and motorways the Leopard cruised happily at the legal maximum speed in fifth gear.
The hill performance offered by the Leopard really shows just how much coach design has progressed in the five years since XWX 1735 was registered. The coach slowed markedly on the hills and even on the motorway at times the speed dropped to below 64 km/h (40 mph). Occasionally on the motorway a slight trace of black exhaust smoke was noticeable but this could not be regarded as excessive.
The passenger ride and in
terior noise level offered ID) coach was classic Leopard. were acceptable although ni a par with the latest in I distance coaches.
It did however cover 385km (239mi1e) test route respectable average of 701 (4 3mph) and covered motorway stretch from H Hem psted to the end of the at a high average spee 103km/h (64mph).
Fuel consumption on thE day was also respectable the fast motorway section lowest recorded fuel cons tion was 28.2Iit/100km (10r but during the hilly and twi Cotswold roads 23.2Iit/1 (12.2mpg) was returned.
The coach is fitted with 245-litre (54 gal) tanks si likely prospective customei will be able to confidently his fuel consumption all( 28.21it/100km (10mpg) and a vehicle with a 1,000 mile range. Under normal ci stances, this should mea coach will rarely need ft away from its base.
Normal daily checks sh that the engine oil level h mained at full after the Cie( ton to Mira journey and ti day road test.
I did need to add about of water each morning th The cooling system water, included anti-freeze, show signs of any impurities ar water temperature ley mained at between 170/1 grees Fahrenheit, which s( perhaps a little warm.
Overall, considerin coach's age, I found rema little to criticise. I think 1 fc coach that could provide t sis for a one-man operat be a useful addition to a flE
Its condition, both mecland body, suggested po for reliable operation anc class work.
Stanley Hughes (Holdir asking 07,500 for the LE and had a number of machines from the same I stock.
Mel McGrath at St Hughes told me that fi asking price he would bE coach up, and he seemed to talk to operators lookin part exchange or other dei
His stock also include: and newer coaches which prepared for service beft ing handed over to th tomer.