Atlantean is still on the crest of the wave
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The AN68 chassis may not be new but it still takes some beating, as Noel Millier finds out when he re-evaluates it after 16 months' service with London Country
LEYLAND'S AN68 Atlantean chassis is not new. It is a wellproven straightforward doubledeck bus chassis still finding favour with bus operators up and down the country.
To find just what good value for money the Atlantean represents today, CM is monitoring an example in service with National Bus Company subsidiary London Country Bus Services Ltd.
The bus, registration number EPH 228V, entered service in Crawley in West Sussex in February last year. London Country has adopted the Atlantean as its standard double-deck design since its formation in 1970.
Like other Atlanteans, EPH 228V is powered by the familiar Leyland 680 11.1-litre engine rated to produce 114kW (153 bhp) at 1,750 rpm. The London Country bus has a semi-automatic electro-pneumatic controlled five-speed Pneumocyclic gearbox fitted with an in tegral fully charged fluid coupling.
Ratios are 1:00, 1.502, 2.123, 3.226, 5.204:1 with 3.73:1 reverse. The angle and final drive consists of silent-running spiral bevel gears of 1.263 ratio, taking the drive into a pair of helical reduction gears.
The rear axle has an inclined pinion with constant ratio spiral bevel final reduction gears. The LCBS Atlanteans have a rear axle ratio of 5.334:1.
The LCBS bus monitored is a short-wheelbase AN68 A/1R fitted with a single-entrance Charles Roe 73-seat body. The Atlantean chassis is a pressed alloy steel channel frame with a separate rear detachable subframe for the power pack.
EPH 228V was delivered to London Country at Reigate in February 1980. It had 803 miles on the clock when I first had the opportunity to inspect and drive it at a military test track in the South of England.
Sitting behind the wheel of the high driving position gave me the same feeling of solid engineering associated with the Leopard coach. The classic large steering wheel, coupled with the centre instrument binnacle with speedometer, temperature and air pressure warning lights and air gauges, all gave me the impression this was a rugged nononsense bus.
Acceleration times showed that the performance of the bus, while not startingly fast was consistent with what is expected from an urban operation doubledeck bus. Gearchanging using the electro-pneumatic semi-automatically controlled gearbox was both simple and pleasant. Allowing the revs to drop between changes gave a perfectly acceptable smooth and jerk-free change. The air brakes are progre: and smooth in operation contribute to the overall nosense impression given by bus.
Acceleration tests on the • showed the bus was capab accelerating from 0 to 10mr 3.4 seconds, 20mph in seconds, 30mph in 16.1 seco and 40mph in 26.39 seco Maximum speeds in gears 8mph in first, 14mph in sec, 20mph in third, 29mph in fo and a top speed of 43mpi fifth.
Peak braking efficiency fig, recorded by a Tapley m showed 85 per cent G at 20n 73 per cent G at 30, and 72 cent G at 40mph. At 20rn crash stop using only the brake recorded a figure of 44 cent G.
About a year later, with 37, miles on the clock, performa checks on some quiet back ro in Crawley showed that vehicle's performance capab had remained consistent.
When the bus entered sen early in 1980, a brief interior nor body inspection led little to criticise other
3 slightly bowed melamine at the foot of the staircase. lie Crawley is not particuhilly its C-line bus network :h busy and well used. EPH spends its days operating )oth the flat-fare C line s, inter-urban services ben Crawley and Croydon, iccasional private hires. ring its first year in service, little went wrong with the )nd our weekly bus evaluatheets remained blank apart mileage records and fuel )s.
s often said that reliability is key to successful public ;port, and, so far, EPH 228V been consistently reliable suffered no major defects in rst 37,000 miles of service. ; with most motor vehicles :omplex as a double-deck the occasional minor probcropped up, but these were kly and economically rectiat the Crawley bus garage re the bus is based.
leaking heater union was tened and this eliminated a or water leak under the rear )on seat and adjustment )d sticking entrance doors. nese two minor incidents re all that marred the icle's first week of operation. . Dur weeks later a misfiring me was quickly cured by or fuel pump adjustment. irt from its normal routine inenance, EPH 228V caused neadaches at all.
May it was discovered that alternator pulley had been in-' rectly fitted from new and s fouling the bodywork. August one of the all-too-1 nmon hazards of bus opera a-minor accident — hapided, so minor body repairs to be carried out on a neare lower panel.
3ervice was also interrupted ;en a nearside front tyre, nctured — a new inner tube. is fitted.
n September the handbrakel 'or failed and needed replac-, 3. In October a sticking throttle, quired adjustment and new int tyres were fitted. In Novnber the air drier was anged, and in December a inor fuel airlock occurred.
During the year EPH 228V was a of service for 38 days, but for e rest of the time it gave reliae and economic public transDirt returning a creditable rerall fuel consumption of 9mpg.
At the end of its first year in Irvice the bus, though obously a working vehicle, towed little signs of wear. There was a slightly bowed melamine panel at the rear of the staircise and the inevitable minor graffiti at the rear of the upper saloon — but levels were insignificant compared with those on London Transport.
Days seem numbered for Leyland's well-proven Atlantean. Although it still attracts orders at home and overseas, new legislation is likely to overtake it.
But our experience, coupled with that of London Country, suggests that the chassis still takes a lot of beating.
The ride from its steel springs is not as good as that provided by air but is perfectly acceptable.
Noise levels are unobtrusive and acceptable, and for the driver, the steering has plenty of feel and the bus is comfortable and reliable.
Leyland Bus says that the AN68 Atlantean will remain in production as long as it is in demand or until new legislation makes its retention impractical. This probably means that it will be around in the UK for another three years and in world markets for a lot longer.
EPH 228V is showing itself to be a no-nonsense reliable bus, well suited to its operating territory. I hope to report on its continued public service from time to time.