The personal touch is often appreciated when doing business, and that’s what Minis to Midis delivers. It also has an extended range, with a new 25-seat Iveco and a cost-effective Atego-based midicoach
Talk to any operator of Mercedes-Benz Vario-based midicoaches and it doesn’t take long for the question to arise of what, if anything, can replace them.
The latest product to arrive aimed at this as-yet largely untapped market is the 25-seat Noone Turas 600s, which is built on the 7.2t GVW Iveco Daily chassis.
Minis to Midis is the sole British importer of the Turas range of small and mid-sized coaches, supplied by Dublin-based Brian Noone.
The Turas 600s takes its place in a line-up that already includes Mercedes-Benz Atego- and Sprinter-based models along with the slightly larger Turas 700, also built on the Iveco Daily.
Capacity-wise the Turas 600s sits around half-way between the smallest Sprinter and both the largest Atego and the Turas 700, which each seat up to 33.
That gives a one-stop shop for operators in the mini and midicoach sector, something that the dealership is keen to promote.
At the time of writing, two Turas 600s were in the UK. Operators had the chance to see the model for the first time at two events held in late July. One was the Confederation of Passenger Transport’s annual Ride and Drive evening, but before that, Minis to Midis held an open house at its Doncaster premises.
Paul Gardner took over from his father Alan White as the head of the business on 1 July, and the new model is something that he believes can help take it forward volume-wise.
miniplus went to Doncaster to catch up with Paul and his team, and to find out more about the Turas 600s, which even before its debut had aroused significant operator interest.
Cog in a machine
The Turas 600s is one of seven models sold by Minis to Midis. Complementing the six-strong Noone Turas range is the 37-seat, purpose-built Otokar Navigo T, which has been well received by those operators that have taken it. The Otokar delivers excellent value, coming with a high standard specification despite a retail price of £120,000.
But what of the Turas 600s? It shares the same Daily base vehicle with the Turas 700, but a great deal above the chassis is different.
“The Turas 600s is a product in its own right,” says Paul, who adds that the model will be held in stock by Minis to Midis. Retail price is £105,000, which on a like-for-like comparison represents a £13,000 saving over a Turas 700.
The Turas 600s is 8.05m long – 46cm shorter than the Turas 700 – but the two share the same boot capacity. Apart from length, the most immediately obvious difference between them is the styling.
Brian Noone has created a different frontal appearance for the Turas 600s. It is less aggressive, and it has slightly more flowing lines.
The same styling has also appeared on the new Turas 700s for the Irish market, a model that Paul says that will come here in the future. Dimensions-wise the Turas 700s is identical to the Turas 700.
“We are into extended Sprinter territory with the Turas 600s,” says Paul. It is only 5cm longer than the coachbuilt Turas 500, mounted on a Sprinter chassis, and he expects the Turas 600s to take some sales from the smaller model.
“It’s also well-placed to replace some Vario-based vehicles of the previous generation, and where the Turas 600s has an advantage over them is in boot capacity. Because it has only 25 seats, there is scope to fully load it with both passengers and luggage without worrying about the gross weight.”
The specification
Like all of the products sold by Minis to Midis, the Turas 600s comes with an extensive list of standard fittings.
Wood-effect flooring, USB charging points, a leather-trimmed steering wheel and a sophisticated lighting system are among them, while the OEM dash is well-appointed. One significant benefit of the Daily is the platform arrangement; there is no driveline intrusion at all and it is completely flat, making access to the cab and saloon simple.
Iveco also makes a significant contribution to the passenger experience once on the move. Its four-cylinder, 3.0-litre F1C engine is smooth and quiet, and it has power characteristics similar to those of a car.
It’s coupled to the eight-speed Hi-Matic automatic gearbox, and that too is a class leader in terms of refinement. It also keeps engine speeds low, which well benefit fuel efficiency.
miniplus was able to put the second Turas 600s for the UK through its paces. It is destined for Waltons Coaches of Freckleton, and is fitted out internally to a refined yet discrete specification.
The Iveco chassis drives very well, although the slightly tapered body at the front means that visibility through the mirrors is not perfect.
This apart, the driving experience on its own is excellent, and the engine packs plenty of power; when joining a slip road to the M18 from a roundabout, the midicoach reached the 62mph limited speed prior to reaching the main carriageway, and despite its small wheels it holds the road well when cruising.
Heading back to Doncaster via A-roads also proved its mettle, and the tight steering lock made negotiating a narrow estate road simple. It’s an easy vehicle to drive, and it’s also very pleasant for passengers to travel on.
And the rest…
In spite of the Turas 600s’ arrival, Brian Noone remains committed to the Sprinter market, and its two products in this regard are the Envoy conversion and the coachbuilt Turas 500.
“Sprinter volumes are typically 12 per annum,” says Paul. “There is a huge demand for minicoaches, but we target only the top end of the market and so we are away from most of it.
“I’m expecting the Turas 600s to pose a serious question of operators who may have gone for a coachbuilt Sprinter,” he adds. Neither Sprinter-based model is yet available on the 5,500kg GVW chassis, but that option will come soon.
At the other end of Noone’s range, and also making its UK debut in July, is the Turas 900v. Built on a 9.5t GVW Atego chassis, it complements the established Turas 900 but is aimed at a more cost-conscious market.
On a like-for-like comparison, the price difference between the two models is £10,000; retail for the Turas 900v is £135,000.
It lacks a number of the more upmarket variant’s comforts, but it’s still a competent option. The first is for Starline Minicoaches of Chichester.
“The styling is identical on both the Turas 900 and the 900v,” says Paul. “The major difference is the chassis; for the Turas 900 we use the 10.5t GVW Atego, which comes with a Powershift 3 automated gearbox. The Turas 900v has a six-speed manual.”
Other economies in the new model include the use of the OEM dash, steel wheels, and less opulent seating.
“The Turas 900 range is flexible, and we can also build a ‘crossover’ between the two variants. It uses the 10.5t GVW chassis and buyers can add items to that. We will also be unveiling another addition at Coach and Bus UK that will give even greater coverage,” says Paul.
“Customers tell us that up to 19mpg is achievable with the Turas 900, so we believe that we are in a good position with the Atego.”
The dealership is also in a good place generally. It has an enthusiastic staff and a range that while already extensive will grow even further soon, and it has an old-school commitment to service. That should hold it in good stead for the future.