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Good riding on the little big MAN coach

4th July 1981, Page 38
4th July 1981
Page 38
Page 38, 4th July 1981 — Good riding on the little big MAN coach
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irivers' locker is incorpoin the engine cover, but I arnewhat concerned to see the oil dipstick was only sible via the engine cover neant that to check levels, river has to put his hand erously near the exhaust Fold.

normal MT vehicles this ick would only be used the cab is tilted and a -id dipstick is available via perture behind the front

the coach, the grill could asily be removed so use of lipstick, though still fitted, lot practical.

a body features generous 3ge capacity, making it suitfor excursions and exad tours, and as well as a boot, a large nearside luglocker is also fitted. Heavy locks are fitted to the boot, locker and spare wheel, bat and fuse box housings.

metal visibility is excellent.

e mirrors are fitted and two ter lights between the main low line and windscreen ht, as well as making the g slightly more interesting, ;iderably boost vision. locking rear.emergency r and a power-operated 3r-type side door is fitted closes on operation of the :h pedal. The coach features a generally flat floor which should make it easy to keep clean and a full radio cassette public address system is fitted which also incorporates a microphone point for the courier seat which is forward of the main entrance door.

The body is basically of steel construction, using steel frames mounted onto a steel subframe. On production vehicles, front and rear ends of the boot lid are to be built in glass reinforced plastic.

The coach is powered by a MAN D0226MK six-cylinder naturally aspirated diesel engine of 5.68 litres. The engine develops 100kW (136bhp) at 3,000 rpm and maximum torque is 353 Nm at 1,600rpm.

Throughout the drive I was particularly impressed by the smoothness and quietness of the engine. Conversation was easy even when climbing Potlock in first and at maximum speed on the motorway.

The Lucas Kienzle tachograph, incorporating an engine rev counter with a green band marked for economical driving, was a particularly useful feature.

A fuel check just outside Barnstaple revealed that on the gruelling A39 section of the road, the coach returned 20.3 lit/100 km (13.9 mpg) at a average 48.6 km/h (30.24mph).

Refuelling again back at Swindon after returning from Barnstaple via South Molton and Taunton to the M5 and M4 the unladen coach returned 18.3 lit/100 km (15.4mpg).

Average speed for the second section was 74.13 km/h (46.1mph) giving an overall fuel consumption of 19.3 lit/100km (14.6mpg) and an average speed of 61km/h (38mph) over the 446km (277.4 mile) route.

In all, the MAN-VW RB26 is a particularly pleasing small coach which should warrant careful consideration for operators looking for a vehicle powerful enough to be used on extended tours yet flexible enough to be used on everyday contracts too.

Apart from being fitted with a wider front axle, the RB26 uses all standard MAN-VW MT 8. 136F chassis and mechanical components which should assure ease of maintenance and availability of spare parts.

The bodywork provides an easy to maintain and easy to clean vehicle together with one stylish enough to attract the attention of customers. It is generally rattle-free and has a solid feel about it.

With attention to minor defects and with modifications already announced by Reeve-Burgess, the coach should have wide appeal.

At 5.54 tonnes (5.46 tons) unladen weight the coach is on the heavy side, but acceleration is quick and hill-climbing ability good — although at 110 km/h (70mph) motorway driving was not quite as easy as it might have been.

I look forward to seeing the first production vehicle which, if the experience with the prototype is anything to go by, should establish both the MT as a psv chassis and the RB26 body style as a familiar sight on our roads.

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