Tricentrors A-series bus has big potential
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by Martin Hayes
WHEN FORD launched its A-series go-between model last year most psv operators recognized at once that the vehicle could form the basis of an extremely useful midibus. Since then bodybuilders have clearly reached the same conclusion because several are now working on new models using A7series chassis or running units.
Apart from an ill-fated prototype from Strachans, the first vehicle to be produced is the subject of this brief appraisal. It is the first body to be built by Tricentrol PSV Sales Ltd of Ampthill, Beds, which has previously only undertaken psv conversions of Ford Transit minibuses.
The vehicle I have been driving is very much a prototype and production vehicles will differ in some important aspects. The existing alloy side panelling will be replaced by one-piece steel panels with glassfibre skirts; and allmetal, welded sub-frames will be produced by an outside contractor and bolted to the chassis-. The final vehicle will probably be about 76mm (3in) shorter than this prototype in order to reduce the rear overhang.
Two a week
Tricentrol hopes to produce about two bodies a week in the autumn when.it should have found suitable facilities. Inquiries have been received for more than 200 vehicles following publicity for the prototype. Most of these are for bus versions or welfare derivatives.
The prototype is equipped with 25 coach seats and Ford's three-litre V6 petrol engine.
The large rear overhang means that a sizeable luggage locker can be included on the coach version. A tail-lift would probably be fitted at the rear on welfare versions.
On the road I soon got used to the vehicle, though this was my first experience of the A-series. The five-speed overdrive gearbox had rather too heavy spring-loading for my liking but did not prove a real problem. Anyway this engine has so much torque that, with the vehicle empty at least, gear-changing tends to become something of a luxury. The vehicle pulled away without any fuss from as low as 25km/ h (15 mph) in fifth gear and starts were easily accomplished in second gear even on hills.
My route included a good selection of main road routes around Bedfordshire as well as a spell on MI. On the motorway -113km/ h (70 mph) came up quickly and I was able to lift well off the throttle to cruise at this speed. Noise levels were acceptable at high speed without being outstanding. There was quite a lot of wind noise from around the roof — probably a result of the high dome. More disturbing was a wheel wobl)le at between 80-97km/ h (50-60mph) which seriously affected directional stability. This was probably caused by a badly balanced wheel.
Effortless
On ordin ry main roads the vehic e performed effortlessly nd I thought the unladen ride was quite good, if a bit soft. The suspension is unchanged from the standard van and some adjustment might reduce the roll which could prove uncomfortable for passengers when the vehicle is driven quickly.
Another point that will need attention on production models will be heating and ventilation. At present only the standard Ford heater is fitted. As well as another heater at the rear of the saloon some modification of the demisting will be necessary. At present the outer areas of the twin curved screens (which are interchangeable with those at the rear) are not served by a demister slot, which could cause serious blindspots in wet weather. The nearside mirror would probably be obscured because it is well outside the wiper arc. From a driver's viewpoint, the main problem with the prototype is the seating position. Though the seat itself is comfortable enough it is far too low. Although of average height I could see nothing of the bonnet and wings even with the seat at its highest position. Tricentrol tells me that it hopes to modify this in later Vehicles. The company is considering changing the rake of the steering column to allow the driver to sit closer to the screen.
I was impressed by the general air of spaciousness about the body. The entrance is particularly good and later models may have powered, bus-grant doors. Future coach models may have parcel racks with builtin forced air ventilation, a worthwhile improvement the existing top sliders.
Tricentrol's prototyt obviously has a good futui With some of the modific tions I have mentioned most of them quite minora really useful addition • the existing range of psv c be produced. One point emerge from my brief test the desirability of this I petrol engine. If coml.( alone were the decidi factor no one would spec a diesel in this vehicle. F the record the vehicle returning about 5km/1 ( mph) ic varied operation.
When production star later this year Tricentr, is hoping to market a bi version of the A-series .fi about £5,500 with a coac version costing aboi another £1,000.