Volvo has seen success of late in the UK double-deck coach segment with the 9700 DD. It uses a B13R rear chassis module and a low-entry front unit, coupled to a body built in Finland by Carrus Delta. While those delivered here so far have been for scheduled work with Stagecoach, the 9700 DD is a versatile product that offers scope for bespoke build.
Indeed, Volvo Bus UK and Ireland Sales Director Richard Mann notes that some are already on order for retail customers and that more are expected to follow as the model gains further visibility.
Scope for customisation extends to professional sports team fit out, something that Richard notes is helped by Carrus’s modest volumes and its individual approach. While the Stagecoach vehicles are 14.5m long, a 14.8m model is scheduled for the UK; at the opposite end, the 9700 DD can be built at 13m.
On the height front, 4m is standard but an alternative is 4.25m, as built for some scheduled service customers in Sweden. The additional 25cm is within the upper saloon and the taller version could be built in right-hand drive if required.
Introduction of the 9700 DD to the UK represents a big opportunity for Carrus, says Manager, Customer Success and Projects Santeri Vuori. The business traces its roots to 1935 and grew staff numbers in 2024 because of the 9700 DD partnership. Carrus expects to complete 130 units of all types in 2025.
Once Stagecoach orders in hand are complete, it will have 43 examples of the 9700 DD. They are used across three areas: Megabus, Scottish Citylink, and longer-distance duties in Scotland under the Stagecoach brand, for which the group’s bright yellow livery variant is applied.
Delivery was continuing in late 2024 and into 2025. Stagecoach kindly made one available for test drive immediately prior to handover.
Volvo 9700 DD: A big and imposing coach
The 9700 DD is an imposing coach and shares design cues with the 9700 and 9900 single-deck models. Recent arrivals have shipped into Tilbury, from where they go to the Volvo Truck and Bus Centre in Cardonald. It is handling all PDI work on the 9700 DDs for Stagecoach in Scotland, duties that includes installation of CCTV, telematics equipment, and vinyls.
Chassis designator for the 9700 DD is B13RLE. A 12.8-litre D13K engine developing 500bhp and 2,500Nm of torque drives through an I-Shift 12-speed automated manual gearbox. Those outputs place the 9700 DD towards the top of the power table, although it is a well-built coach, and to Stagecoach specification comes in at 18,967kg unladen with a GVW of 26,000kg.
The chassis has all the necessary equipment to tow a trailer; luggage space over the rear bogie is as would be expected, with top-hinged doors on each side and a full-height opening on the nearside with steps up into the storage area.
The D13K succeeded the D11K and has reduced fuel consumption by up to a claimed 9%. Product Director Josef Gisslow notes that various aspects contribute to that, with the use of overdrive within gearbox ratios a factor.
New electrical architecture is present on the B13R range. Most obvious of that to the customer is a digital dash binnacle. As tested, the coach did not display engine speed and so judging that was not possible. But the speedometer is crystal clear thanks to a high-resolution LCD screen.
315/70 tyres sit on 22.5in wheels, and the tag axle is steered. That aids manoeuvrability, with an acute right turn accomplished with the impression of the coach almost rotating on the spot. As ever, that requires caution; in the case of the 9700 DD, over 4.8m of bodywork sits behind the centre of the drive axle and scope for tail swing is clear.
Pleasing internal feel for passengers
The Stagecoach vehicles are specified for scheduled work, but there is little present that would not be on a 9700 DD built to retail configuration.
81 seats are fitted, with 65 on the upper deck and 16 on the lower. Two staircases – both on the nearside – are present along with twin doors. Ahead of the middle opening is a permanent position for a wheelchair user. They travel facing forward thanks to securement devices as part of a fixed backrest. A manual fold-out ramp with a 350kg limit is at the centre door.
Kiel seats have recline, drop-down tables, three-point belts and USB charging points. Each upper corner has a chunky handhold. Trim is a pleasing blue scheme. The moquette uses a representation of the Saltire, complemented by synthetic leather headrest, shoulder and thigh inserts.
Wood-effect flooring is included and as would be expected of a coach of Nordic origin, heating is well taken care of. Convectors are along the full length of both sides of each saloon and complement an air-conditioning unit with twin external intakes at the cantrail.
As would also be expected, headroom is moderate on both decks. Luggage racks in the upper saloon are surprisingly deep – although they thus require care when taking or leaving a seat – but those downstairs are much shallower. There are two glazed areas within the roof, greatly increasing light entering the upper passenger area.
On the lower deck, space above the front wheels is occupied by luggage storage on the offside and cupboards on the nearside. A toilet is at the rear. A person 6ft tall can stand straight in the lower passenger area, although that is not possible upstairs.T
The wheelchair user area as part of the PSVAR package is at the same level as the sunken gangway; lower deck seats are otherwise on raised platforms.
Driver area on Volvo 9700 DD
The cab is compact, although there is a reasonable amount of storage. A high-quality seat is fitted, but the I-Shift lever is attached to its nearside. When coupled to a step up into the driving area, it is easily caught when entering or leaving the cab, although it can be folded down.
Alternatively, push-button selection is available via the simpler ‘commuter’ package. Around the driver’s area are the most obvious additions to suit scheduled work in a cab door and a ticket machine mount.
Scope for adjustment of the driving position is ample, and the large steering wheel moves via a third pedal. Visibility is generally good. To the front, the lower nearside corner and the offside, that is particularly so. In the latter respect, the B-pillar is pulled forwards and a window behind it gives an easy shoulder check when needed.
A camera monitoring system (CMS) in place of mirrors has been specified. It delivers standard and wide-angle views and is a model of clarity. In addition, a downward-facing unit above the windscreen on the nearside front corner has a separate display and gives a fine view of the vulnerable area there.
Seeing to the left at awkward junctions is not the easiest, however. The window behind the nearside B-pillar is partially obscured by the staircase handrail and a destination display.
Power in abundance from 500bhp D13K
The 9700 DD is a large coach and care is required when driving it, particularly in urban areas. However, it is highly manoeuvrable and has no shortage of power. I-Shift maintains its position as a market leader and put no foot wrong during a trip along the M77 towards Kilmarnock, a circuit of Glasgow city centre, and work in the suburbs.
Double-deckers are prone to catching sidewinds, and while a strong breeze was noticeable at some points, the coach handled it well, no doubt assisted by 315 tyres all round.
As would be expected, the heavy 9700 DD sits squat on the road and handles nicely. While opportunity to use its 500bhp was limited, a stiff climb on the M77 was tackled with no difficulty. Getting used to the CMS is straightforward and situational awareness is aided by the presence of lines on the displays to mark drive axle and rear corner positions.
The 9700 DD does not have Volvo Dynamic Steering and ‘feel’ of the tarmac transmitted via the wheel is good. Even on a very wet day, there was no hint of understeer; that is helped by the steered tag axle, but when making the acute turn on a water-covered road surface, the coach went exactly where pointed. Perhaps to expect anything less of a Volvo even in poor driving conditions is naïve.
Multi-purpose contender in double-deck coach segment
The market for double-deck coaches is modest and often driven by scheduled service providers’ needs. The Stagecoach examples further the idea there is little difference between a double-decker specified for that application and another built for a retail customer.
Additions to the cab area and next-stop displays are much the extent of that, although a retail buyer may not choose a permanent wheelchair user space for PSVAR compliance; a private hire example may also come with a couple of tables on the lower deck.
A bottom line is that the 9700 DD is a very welcoming coach. Seats are high quality, and it has a highly capable heating and air-conditioning set-up. Use of overdrive within the gearbox ratios means that engine noise is minimised, and the D13K is in any case well insulated from the passenger area.
From a driver’s perspective the Volvo double-decker is pleasant. It drives as any coach from the manufacturer does: Smoothly and without fuss, with power on tap. Twin-deck coach models have long been competent in both the scheduled and private hire segments, and the 9700 DD is no different.
Facts and figures – Volvo 9700 DD
Engine: 12.8-litre, six-cylinder Volvo D13K
Power: 370kW (500bhp) @1,400-1,700rpm
Torque: 2,500Nm (1,844 lb ft) @1,000-1,400rpm
Emissions: Euro VI using EGR and SCR
Gearbox: Volvo I-Shift 12-speed automated manual
Tyres: 315/70 R22.5
Length: 14.50m
Height: 4.00m
Width: 2.55m
Wheelbase (axles 1-2): 6.86m
GVW: 26,000kg
UVW: 18,967kg.
