Volvo 9700 B11R Euro6 – Making a virtue out of Euro6
On the road
Simon has some experience of the 13.1m 9700 as he has operated one for the past two and a half years. There have been some issues, mainly relating to the heating and ventilation system, air bags, cold starting, and the flattening of batteries, in which respect the new I-Start system is a positive move.
The rear overhang on the 13.1m 9700 is notably less than on the two axle model
He felt the latest version, ‘drove very, very well.’ Though this was what he expected because, ‘ours drives beautifully, it really does.’ Apart from the bigger steering wheel of the Euro6, he felt the power characteristics were different, with less low down torque, than on his, although that had the benefit of being thoroughly run in. Otherwise the two vehicles were very similar.
The new mirrors did their job well with little in the way of blind spots. ‘I would probably adjust the nearside a bit to get a better view across the front’, said Simon.
From a standing start, which on the flat the coach elected to accomplish in fourth gear, the box skipped to seventh at 1500rpm, on to eighth at the same revs and then into ninth at 1300rpm. It changed into 10th at 1400rpm at 30mph, into 11th at 40mph at 1400rpm and up to top (12th) at 52mph at around 1500rpm. It would be useful if this changed a couple of mph sooner. At 55mph we were doing 1200rpm in top and at the legal maximum of 62mph the rpm had risen to 1350.
Andrew was also positive about the coach and was surprised how light the steering was. Lining up to cross a bridge at one point he found that far less room than he had expected was actually required. With the tri-axle, the rear overhang is a substantial 580mm shorter than the two-axle which combined with the steering rear axle makes it very manoeuvrable.
Manoeuvring the tri-axle proved surprisingly easy
He felt there was a tremendous amount of pick up from the engine when you put your foot on the accelerator. ‘it seems to have plenty of power. It’s certainly not lacking,’ said Andrew.
Andrew commented, ‘like all I-Shifts, if you just get to nearly stopping and then you accelerate, it will drop again before it goes. There’s nothing you can do about it because it can’t guess what you are going to do. It’s not like an auto which doesn’t change until you accelerate, and the process must create wear on the cogs.’
We don’t like to read too much into fuel figures derived in an unladen coach, but the on board device hovered around the 11mpg figure throughout our journey, finishing at 11.2mpg, which most people would consider satisfactory if replicated in service.
Passenger experience
Considering the coach from the passenger’s point of view, the standard of the ride was excellent. There were only minor noises, the one annoying one being the air pressure regulating valve that blew off periodically, something Volvo had identified but not yet got the part to cure it. There was no noise from the rack locker doors which seemed very solid.
Theatre style seating ensures everyone gets a good view
I’ve always liked theatre style seating layouts and this is a good example of how the concept gives passengers a great view, only slightly impaired by the chunky full draw curtains. It does mean that the podiums get higher towards the back of the saloon, reaching a maximum of 28cm ahead of the rear seat, but with plenty to hold on to anybody who can get up the steps to board should not have a great problem. It is worth watching your head when you get up nearer the back because you can bump your head otherwise.
In what is probably the most sincere evidence of appreciation since we began testing coaches, Simon demonstrated the comfort of the back seat by sitting down to check it out and promptly nodding off. He denies doing so but Norman and I are in no doubt!
Old and new alongside showing the different look
Last word
If you’d like a new 9700 but remain unconvinced that you want to go down the Euro6 route yet you’d better move swiftly as at the time of going to press Volvo Coach Sales only had one two-axle and two 13.1m tri-axles left available. The test coach has already been sold to an, as yet unnamed, Irish operator, who will take it in July once demonstration duties are complete. It will take some amortising at a retail figure of £285,000 (up £10,000 over the 13-litre) but the story is the same with its competitors. Examples can be ordered immediately with delivery for a coach ordered today likely to take around three months to complete, depending on specification.
Volvo claims to have made a virtue of Euro6 with the new 9700 and new features such as I-Start and the fact that it is around 100kg lighter do back this claim up. It drives excellently, delivers for passengers and has presence on the road. It will mean more work and a learning curve for your workshop team, but this will be a barrier that you will eventually have to overcome whatever you buy. Volvo is gearing up its support network to ensure they are ready to help when the time comes.
It’s a well put together, comfortable, attractive driver’s machine that does what you want of it and has the strength of one of the most trusted names in the business behind it.
By Stuart Jones
Dimensions
Length: 13050mm
Width: 2550mm
Height: 3740mm (over a/c)
Wheelbase: 6190mm/1400mm
Front overhang: 2620mm
Rear overhang: 2840mm
ULW: 15,560kg
GVW: 24,750kg