Exciting exhibits and a number of surprises
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British industry is providing the models for viable public transport services and responding to the overseas challenge
BUS. AND COACH OPERATORS are in for a number of surprises at this year's Motor Show. Despite Britain's market leader, Leyland Bus, opting out, a number of important new products from British chassis, body and complete-vehicle manufacturers will be on display; and the European manufacturers that used the last Show to herald their attacks on the British market will be back to consolidate and strengthen their relatively recently won market shares.
Double-deck coaches
The advance of the integral coach takes on a new dimension at this year's Show with British specification ultra-high floor and double-deck vehicles from Europe very much in evidence. From Belgium, both Van Hool and Jonckheere are expected to reveal right-hand-drive threeaxle double-deck coaches to rival the now-established Neoplan Skyliner.
The Van Hoot Astromega which has already been seen in left-hand-drive form at the British coach rally at Brighton and at the coaching symposium at Stoneleigh in the spring should appear in a British guise, for the first time. Making its debut at the Show will be Jonckheere's completely new double-deck coach, which, it is claimed, is designed specifically with British operators in mind. This three-axle machine is only 3.99 metres high (13ft 1in) and will feature, as standard, at least 74 reclining seats, a toilet, washing facilities and a two-man sleeping compartment for the crew and a massive 16.6cum (593cu ft) of luggage space. This coach uses DAF SB running units.
Kassbohrer from West Germany is now firmly established in Britain and has sold more of its Setra coaches here than many expected. It, too, sees a market for double-deckers and is showing for the first time its Set‘rla S228DT integral doubledecker which is powered by a V10 Mercedes-Benz engine and offers a maximum seating capacity of 91.
Two other machines classified as double-deck coaches at the show are the P90 Jonckheere Jubilee based on Volvo a B1OM 12metre chassis. This high-floor machine can carry up to 62 passengers and offers a toilet and lounge bar downstairs with 13.6 cum 1486cu ft) of locker space.
From Spain the D'Cotta Apollo features a crew and driving compartment downstairs under the passenger deck. This spectacular machine, making its NEC debut, comes from the stable of Ayats and utilises MAN running units.
Although the interesting double-deck coaches mostly come from Europe, I understand that two British manufacturers plan surprises at the show and these could include both the debut and announcement of two completely new and all-British double-deck coaches.
Articulated coaches
With articulated coaches banned from shuttle operations in France and discouraged by the "fast lane" ban in Britiain, the double-deck concept is obviously the current high-capacity long-distance favourite, although an articulated coach based on Volvo B1OM chassis with Jonckheere body has been built for a British operator and is expected to be on the Jonckheere/Roeselare Sales stand. This 18-metre vehicle is expected to be fitted with 73 reclining seats and hostesses' facilities.
Integral coaches
The integral coach's reawakening in Britain came with the entry to the market of the MAN SR280 about three years ago, but it was the Dutch-built Bova, marketed so ably by the Moseley Group, that has firmly established the concept here.
The familiar Bova Europe will be making its NEC debut in both 52and 47-reclining seat form but the star of the Bova stand, and one of the stars of the Show, will undoubtedly be the exciting and different Bova Future. The example on show will be a lefthand-drive machine and will probably be fitted with an 11.60litre DAF engine. The Futura also features full air suspension and an independent wishbone system at the front. However, it is its revolutionary look that should draw most comment. It is undoubtedly one of the most eyecatching coaches at the Show, but is it one of the prettiest? That can only be a matter of opinion.
MAN is displaying for the first time the high-floor version of its SR280 coach, which includes a particularly lavish specification as standard. Although some eight inches taller than the normal SR280, the Highlander shares the same mechanics and has such standard features as an underslung centre toilet and driver's bunk.
Kassbohrer Setra Coaches has won a firm following in a relati vely short time in Britain although the current Setra 200Series has been on sale in mainland Europe for the last seven years and over 8,000 have been produced. Joining the doubledecker on the Kassbohrer stand is the by now familiar S215HD high-floor Coach and, making its UK debut, the S211H Optimal, which brings Setra sophistication and luxury to smaller coaches. This 9.6-metre coach is fitted with 35 seats and features full air suspension. The 211 is fitted with a 159kW (216bhp) engine.
Also from West Germany, and rapidly establishing its presence in the British market, is Neoplan, which is expected to display a cross-section of its range of integral vehicles. NeapIan is expected to have an example of its Skyliner N122 double-deck coach, its Cityliner high-floor coach and its Jetliner normal height model. In addition to these 12-metre integral coaches, Neoplan's Uniliner midicoach is making its British debut at the NEC. This small (7.2-metre) coach offers a choice of engines including Mercedes-Benz or MAN, and features full air suspension.
Van Hoot is well known to most British operators. Its integral Acron 12-metre coach has been selling well recently. The Acron is powered by an MAN engine coupled to a ZF gearbox and like all its 12-metre integral competitors is rear engined.
Coach chassis
Despite the acceptance of integral coaches in Britain in recent months the majority of new coaches supplied are still based on a separate chassis or underframe. This year, operators will have plenty of new "working platforms" to look at, including some which themselves provide the basis for integral coaches. The emphasis is very much on heavy, higher specification machinery and only Ford is exhibiting a full-size, lighter chassis. Ford's R1115 chassis is an update of the long-established R-Series and uses many parts from the Cargo goods range. Two examples, one in chassis form, and one fitted with a Duple Dominant IV coach body on the Duple stand, are expected to be on show.
Although Leyland Bus does not have a stand at the NEC, several examples of its Tiger chassis will be on show, fitted with Van Hool Alizee, Duple Laser, Plaxton Paramount and Jonckheere Jubilee coachwork.
Last time the Motor Show was held at the NEC almost all coach chassis on show were based on the well proven and typically British mid-engined concept. This year the one rear-engined coach chassis from DAF has been joined by models from Scania, Dennis and possibly MAN.
DAF is another continental manufacturer that has in the past two years become firmly established in the coach chassis market. It is introducing updated versions of both its midand rear-engined chassis in Birmingham. The mid-engined MB200 now becomes the M8200 DKFL and has an uprated and improved version of the long serving OAF 11.6-litre horizontal six
cylinder engine as well as full air suspension as standard and an optional ZF fully automatic gearbox.
DAF's rear-engined contender for 1983 is the SB2300 DHS which, like its mid-engineckstablemate, has a more powerful version of an established (this time the 8.25-litre DAF) engine as well as a number of detail improvements.
Despite the absence of Leyland, there will be interesting new British heavyweight chassis at the Show on the Hestair Dennis stand. Like OAF, Dennis has a foot in both camps with its Lance mid-engined chassis and the coach version of its Falcon V chassis both making their NEC debuts. The mid-engined Lance chassis on show is expected to be fitted with a Gardner 6HLXCT engine which is itself making its show debut. The chassis on display is expected to be fitted with a Voith D854 fully automatic gearbox with built-in retarder and full air suspension.
For those who favour the rearengined concept, Dennis offers its Falcon V high-speed coach chassis, supplied to National Express for its Rapids service. This chassis has a turbocharged Perkins V8 engine and full air suspension.
Still fully loyal to the mid-engined concept for coach chassis, Volvo is displaying itB1OM chassis which for next season features a number of engine and other modifications designed to increase both the performance and economy of this well-regarded chassis. Now powered by the E version of the TD100 -Volvo turbocharged engine, a B1OM chassis is expected to be
shown on the Volvo Bus stand as well as bodied machines on Duple, Plaxton, Caetano and Jonckheere stands.
With the modifications giving Volvo the opportunity to offer increased performance, economy and luggage capacity, the 810M should more than retain its already substantial market share.
Scania is a chassis manufacturer which has been sitting in the wings looking at the British coach market during the last two NEC shows and has now decided to join the fray. It is launching a very powerful heavyweight rear-engined chassis at this Show, the Scania K112. This is powered by a longitudinally mounted 11-litre turbocharged engine which produces 224kW (305bhp). The chassis is constructed in two sections with a "transit" centre section that can be cut out by the bodybuilder to allow the front and rear parts to be incorporated into integral bodywork. The K112 is to be shown in chassis form on the Scania stand and in bodied form on Jonckheere's stand.
Coach bodies
Most coach operators visiting the Show will surely make a beeline for the Plaxtons and Duple stands where the two major British coachbuilders will be revealing new ranges designed to‘ spearhead the fight to win back business lost to Europe. On the Plaxton stand, the Paramount range will be represented by two high-floor Paramount 3200 bodies and a normal height Paramount 3200 body.
Following current buying trends, the Plaxtons exhibits are all on heavyweight chassis with the big three suppliers in Britain. Leyland with its Tiger, Volvo B1OM and DAF IVIB200, all included. The Paramount bodies exhibited will be to varying specifications and levels of trim.
Duple Coachbuilders' stand will include a de luxe specification Duple Laser 12-metre body mounted on a Leyland Tiger chassis and an executive specification Caribbean on Volvo B10M. The Duple Executive specification includes such features as gangway carpet and a sunken lavatory as standard.
Like the Plaxton Paramount range, the two new Duple models feature one-piece stretched steel side panels similar to those used on many European designs for a number of years.
The other two exhibits on the Duple stand emphasise first that while the demand for high specification coaches is increasing there is still a market for the more traditional lighter-weight British coach, and secondly that the Blackpool firm does not have all its eggs in one basket.
The Dominant range continues and is represented by a Duple Dominant IV-bodied Ford R1115 de luxe 53 seater.
Finally, Duple (Metsec) is represented by an all-steel single deck bus on Leyland Victory chassis that is destined for service in Mozambique.
Salvador Caetano coach bodies from Portugal have been available in Britain for many years and have always been eyecatching and well equipped. The Portuguese manufacturer is represented by the Moseley group and is displaying two examples of the Alpha GT body on DAF and Volvo 12-metre chassis together with an 18-seat Fiat 60F.10-based Beja II midi-coach.
Van Hool's integral Astromega double-decker and Acron coach share their stand with an example of Alizee 12-metre coachwork on Leyland Tiger chassis.
Roeselare Sales has now established a share of the British coach market for Belgian Jonckheere coachwork and is showing its Jubilee range for Britain for the first time. In addition to its double-deck and articulated coach models, Jonckheere is ex
pected to display more conventional 12-metre coach bodies based on Scania K112, Volvo 810M and Leyland Tiger chassis. Among the standard Jubilee features are tinted double-glazed side windows and reclining seats.
Among the smaller coaches on display will be the latest Clubman offering from Asco in Dublin and a luxurious Reebur midicoach based on a MercedesBenz transporter from ReeveBurgess.
Double-deck buses
The absence of a Leyland Bus stand from the Show may have lessened the interest for bus operators and engineers in the Motor Show although there are a number of important new models that will make a visit worthwhile.
Metro-Cammell Weymann's new Mark II Metrobus will be making its Show debut. The exhibit is an example built for local operator West Midlands Passenger Transport Executive and features a rationalised body design using less individual components than the Mark I Metrobus design.
Hestair-Dennis is now well established as a double-deck manufacturer and is expected to show one of its well-proven Dennis Dominator chassis fitted with Making its Show debut will be a Mercedes-Benz-powered Dennis Falcon V (the V refers to the engine configuration, and does not mean Five) for Nottingham City Transport.
Leyland Bus has two doubledeck buses on the Northern Counties stand. One is a Leyland Olympian with an aluminium body built for Greater Manchester Transport and the other is a standard steel and aluminiumbodied Leyland Atlantean. This left-hand-drive bus is destined for the Kuwait Transport Company.
The reduction in the number of double-deck orders from British operators means that exports are crucial for the survival of the industry. Alexander is to display an example of its latest R-type body, built to the specification of the Singapore Bus Service. This bus is built on a Mercedes-Benz 0305 underframe. It will be the second Mercedes-based decker to go to Singapore and the first Mercedes with an Alexander body.
The most unusual and original double-deck design on show could well be the new Ailsa Citybus from Volvo. This mid-engined chassis has an SCG gearbox and is powered by a derated version of the engine used for the B10M, from which the design has evolved. Citybus is the first mid-engined doubledeck underframe or chassis available in Britain for many
years and is —based on the periphery frame concept pioneered by the front-engined Ailsa which it is to complement.
In conclusion, the 1982 Show demonstrates that despite the recession, the bus and coach industry is alive and well, and that for coach operators at least, the choice of competitive products is considerable.
The Show is a must for the coach operator although it is worth noting there are many other products available that will not be on show but are nevertheless worthy of careful consideration.
For double-deck bus operators, new simpler bus designs, including the Metrobus Mark II and in the chassis area the Dennis Falcon V and Ailsa Citybus, are being evolved and should ensure that public transport remains reliable and attractive.
It is significant that two out of six deckers are for export although the presence of a Mercedes-Benz underframe may strike warning bells for British manufacturers already having to cope with lively competition in overseas markets.