Coaches with Jonckheere bodies have been part of the UK scene for decades. The latest JHV2 on Volvo B11R chassis is a strong mid-market contender, and it also offers excellent customisation opportunities
One of the longest-established coach market partnerships is that between Jonckheere and Volvo.
The combination has been sold here for three decades, and its latest iteration – the JHV2 body on B11R chassis – is as popular as ever. 70 will enter service in the UK and Ireland this year.
The JHV2 debuted in 2016 as an example of evolution, not revolution. Available at three lengths, it was redesigned at the front and rear, including incorporation of LED lights. Inside, the dash was remodelled to go with several more minor improvements.
“The majority of JHV2s come to the UK and Ireland, so we had a big say in what changes were made. They are based on operator feedback,” says National Account Manager – Coach Richard Mann.
The B11R JHV2 comes at three lengths. On two axles it measures 12.6m, and 13.4m and 14m tri-axles are also available. With a particular Fainsa seat, the latter can carry up to 65 passengers with a compact toilet, although 59 is a more usual capacity.
In two-axle form, 53 seats are standard with a full-size centre sunken toilet, and this model is the mainstay of the JHV2 range.
“We have placed over 1,000 JHV range bodies into the UK and Ireland,” says Richard. “It is a well-proven, well-built option in a congested market and it generates a lot of repeat business.”
Besides stock offerings, Jonckheere can build bespoke coaches. There is a great deal of interior flexibility, and in the past Volvo has project managed the production of team-spec examples in cooperation with the bodybuilder and AD Coach Systems.
But with the standard 53-seat, two-axle example accounting for the bulk of orders, routeone was recently able to put one such example awaiting delivery to its owner to the test.
Build
Precise dimensions are 12.57m long and 3.66m high. Tri-axles are slightly taller, allowing ski lockers over the rear bogie; two-axle JHV2s do not have those.
In some areas, Jonckheere sticks to a simple is best strategy. Luggage locker doors do not have a powered option, and on the two-axle coach, the hinged continental door is also manually operated.
Elsewhere, things are different. ‘Stacks’ of LED lights are perhaps the most noticeable aspect at the rear, and the frontal restyle gives a look that is suitably different from the JHV2’s predecessor.
Added following feedback is a small locker behind the offside rear wheel for the driver’s cleaning equipment, although other than that, the side aspect remains the same as previously.
Fuel storage is above the front axle. The B11R as tested comes with the optional second tank that significantly increases the standard 425-litre capacity. Fillers are on both sides, while adjacent to the door is the Ad-Blue tank.
B11Rs are powered by the 10.8-litre D11K engine. In the two-axle JHV2 it is rated at 430bhp as standard and coupled to a 12-speed I-Shift automated manual transmission (AMT). ZF’s EcoLife automatic is available in conjunction with an optional 380bhp rating,
Passenger access
Access is a strong point of the JHV2. Three wide steps take passengers to the platform and two more lead to the aisle. The courier seat is mounted further towards the centre of the coach than is common on other models. Jonckheere thus fits standalone handrails on each side of the doorway, rather than attaching one to the underside of the seat base.
The platform is also very spacious. A further step is necessary to reach the cab, and the arrangement here is much better than on a comparable coach with the same layout. All steps are edged in high-visibility yellow.
A quirk of the JHV2 is that two-axle coaches have a fully-flat gangway, but tri-axles do not; on the latter, it is sunken before rising behind the continental door.
With that in mind, the 12.6m example is well-suited to use as an accessible coach, and Jonckheere can fit a locker-mounted cassette-type wheelchair lift and a floor-level toilet should they be required. Moving along the aisle is simple. Each seat has grab handles at both upper corners.
Passenger comfort
Standard fit in JHV2s for 2018 is the Brusa Extend 300 seat.
Stock coaches have a variety of fabric colours with cream leather headrest inserts and piping, but for those built to order a wide range of other finishes, including full leather, are available.
Included are drop-down tables, magazine nets and footrests, although slide-apart functionality is not fitted. All-age three-point belts are also standard. USB charging points can be specified; they are typically placed low down in the middle of the seat pair in front.
The test coach has the lighter of two shades of wood-effect flooring, although removable carpets are also supplied and a standard grey finish can be had instead.
Climate control is from a Thermo King unit that works in conjunction with perimeter radiators. When the engine is at operating temperature the control unit has a ‘boost’ function that will deliver as much heat as possible. Equally, the air-conditioning can work in a reverse manner.
JHV2s are now pre-plumbed for an auxiliary coolant heater, but it is not standard specification. On a moderately cold day, waste engine heat comfortably and quickly warmed the saloon.
Twin fixed monitors are fitted, coupled to a Bosch Professional Line multimedia unit. The toilet, with a redesigned door that opens wider than before, is topped by a small servery that includes a chute leading to a bin within the luggage bay.
Driver comfort
The Isringhausen seat has the usual refinements, including a hands-free microphone. Space around it for a bag is good. Nearby there are a variety of storage areas, including one below the signalling window big enough to hold an atlas and a large bottle.
Switches have been reorganised on the JHV2 and the usual position of the I-Shift selector is to the driver’s right. However, as in the test coach, the option remains for it to stay on the left, attached to the seat.
A monitor is integrated into the dash as part of the standard reverse camera fitting, while the steering wheel is adjusted via a pedal by the driver’s left foot.
The windscreen has a one-piece powered blind. Over the heated and electrically-lowered signalling window is a manual example.
Mirrors are numerous, with three on the offside; complementing the standard gullwing here is a separate lower unit. Just the main panes are electrically adjusted.
Such provision sounds good, but the offside gullwing arm sits too low, and it creates a major blindspot for taller drivers, although Volvo says that is mitigated by the presence of the third mirror, attached to the pillar. That is the only real criticism of the JHV2.
A significant contributor to comfort is Volvo Dynamic Steering (VDS). It significantly reduces the input required at low speeds, and it removes any road shocks that would otherwise be transmitted via the column to the driver’s arms.
All B11R chassis with the JHV2 body are VDS-equipped. However, it is only activated as part of the pre-delivery inspection (PDI), and so the test coach is, at present, without it.
Also enabled at PDI is a driver assistance item that is part of the Collision Warning Emergency Braking (CWEB) system. When CWEB engages, there are three progressive stages of action. A warning is projected on the windscreen in the driver’s line of sight to complement automatic braking.
Performance
With 430bhp on tap and only two axles there is never likely to be any question over the B11R’s performance, and so it proves. While others run it ever closer, I-Shift remains the market leading AMT. It refuses to be confused, regardless of the road situation or the driver’s input, and shifts are infallibly smooth. Good use is also made of the 2,050Nm of torque via block shifting.
As would be expected of a Volvo, the chassis has exceptional poise. Roll is nonexistent when pushed hard, and its steering is superb, even prior to the activation of VDS.
The chassis also proved adept at holding its road position on a tramline-infested M6. It is untroubled by sidewinds and it has a limpet-like ability to stick to the driver’s chosen line.
At 62mph the tachometer shows 1,300rpm in top gear. When slowing, the engine brake gives excellent retardation via the standard stalk application. With suitable forward planning, it is easy to reach walking pace without recourse to the foundation brakes.
Verdict
Volvo and Jonckheere have pursued natural progression in the JHV2, although the rear restyling in particular is a significant development over what went before. Cosmetic changes are well thought out, and the dash in particular is functional yet stylish.
The B11R is well proven at Euro 6. Under the JHV2, it performs exactly as would be expected of a Volvo. It has excellent road manners and it remains composed in all situations. With a slightly shorter wheelbase than maximum-length two-axle coaches, it is also manoeuvrable.
As tested, retail price is £255,000. For that, the buyer gets a coach that has a respectable standard specification and which is a pleasant place to travel. It will also meet with driver approval.
Versatility is a major feather in the JHV2’s cap. The flat gangway in two-axle coaches leaves the door open for up-seating in later life, and Jonckheere is well able to produce bespoke bodies that are customised to suit the buyer.
Meanwhile, availability of stock two-axle JHV2s is good. Volvo has 20 either already at its Coventry sales centre or in build in Belgium. “With the Jonckheere we see a number of major customers that come back every year. Parks and Travellers Choice are among them. The B11R JHV2 is a product that is built on a long relationship and it forms the backbone of our coach offering,” Richard sums up.