The Neoplan Tourliner has entered a new segment of the market with the P10: High capacity on two axles. We put one of the first UK models to the test and find it to be a versatile and attractive coach
Two-axle coaches are seeing a renewed impetus. Several manufacturers have added products in this segment that were previously unavailable to UK buyers, and MAN is among them, with the 13.1m Neoplan Tourliner P10.
The P10 joins existing right-hand drive Tourliners and capacity is what it majors on. With a centre sunken toilet and Neoplan’s standard kitchen, 57 passengers are carried; delete the toilet and that figure increases to 59.
10 examples of the P10 are already in the UK as stock. Nine are at MAN’s Trafford Park base, and one is at the Pelican MAN dealership in Castleford.
Operators are welcome to visit either location to view them, and the P10 will be formally launched at the UK Coach Rally in Blackpool on 28-29 April.
As is usual for a coach in its sector, the P10 is designed with ease of use in mind. Standard is the ZF EcoLife gearbox, as is an excellent reverse camera and monitor set-up. The Kiel Avance 1020 seat used is comfortable and durable.
All of the stock P10s are to 57-seat specification, and a number of interior colour schemes are available. When built to order, the model can include wheelchair access and PSVAR certification, ZF’s AS-Tronic gearbox, and an enhanced power rating.
The P10 has a number of minor design differences to the existing 12.1m two-axle P21 in order to accommodate additional length and weight, but otherwise it fits into the Tourliner family well. routeone was able to test drive one.
Build
The P10’s additional length is within the wheelbase, which is a substantial 7.05m. As a result, it has three manual locker doors on each side between the axles; there is no powered option.
On the updated Tourliner MAN has gone for a single fuel filler, at the front on the nearside. Ad-blue goes in at the rear offside, so the risk of confusion is minimised.
The P10 has a 400-litre diesel tank, smaller than the other members of the Tourliner range.
That is to reduce imposed load on the front axle, something that is partially compensated for by relocation of its batteries to below the cab; on accessible P10s, the wheelchair lift will be mounted above the steer axle.
Also particular to the P10 is its tyre size. It is shod with 315 casings; the reason for that is to allow an 8,000kg tolerance at the front.
GVW is 19,500kg, but with a maximum of 11,500kg on the rear axle, care will be needed with weight distribution. Unladen, the coach tips the scales at 14,188kg.
Power is from the 12.4-litre D26 rated at 420bhp, coupled to an EcoLife gearbox. On coaches built to order, a 460bhp rating is also available and this too comes with either ZF transmission.
Passenger access
Access is largely the same as on other members of the Tourliner range, via four relatively narrow steps to the platform. The arrangement thence into the flat gangway is different, however. It is made up of two steps of unequal height; other Tourliners have only one.
A positive is that all edges at both doors are lined in yellow, and when the centre exit is in use, the dashboard monitor defaults to the camera there. A useful aspect of the front door is that one of the two buttons within the handle opens the centre exit. That negates the need for the driver to board and then press the dash button, potentially speeding passenger ingress under some circumstances.
Handrail provision is excellent, and with a vertical bar within the base of the courier seat, few passengers will find boarding or alighting difficult. When in the aisle, headroom is good and there are no further steps at the rear. Hand-holds are provided at the top corner of each seat.
A benefit of the flat gangway is that access to the overhead racks is easier than on the previous generation of Tourliner, and the racks themselves are improved, with a deeper ‘lip’.
Passenger comfort
Seats come with Muirhead real leather headrest inserts and piping. Black and red is the test coach’s interior colour scheme, and besides red piping and an element of it in the fabric, curtains are red too.
Three-point belts are standard and slide-apart functionality is at all aisle positions. Seats have a redesigned drop-down table with a groove to accommodate a tablet, and a USB charging point is provided for each traveller.
Passenger service units are much improved on the new Tourliner, while leg room on the P10 is adequate; it is no different to what would be expected in any other high-capacity two-axle coach.
Cold weather gave the heating system a solid workout, and it did not disappoint. Perimeter radiators are fitted combined with an Eberspächer pre-heater, and the saloon warmed to a comfortable 23oc with no obvious cold or warm spots.
Twin fixed monitors are coupled to a Bosch entertainment system that includes a DVD player, and external media can be connected to it via a dash USB socket.
Also in the dash is a deep fridge, while the trademark kitchen comes with a 40-cup water boiler and various other equipment, making it highly versatile. The toilet is respectably sized. Neoplan has packaged it carefully, and it does not intrude unduly into the underfloor luggage area.
Visibility from the coach is good with the exception of to the side from the front row. There, the cosmetic external ‘flash’ compromises the view, although that is partially made up for by the full-height windscreen. Passengers in the front row will also welcome a total lack of wind noise from the door, although that from the gullwing mirror arms is audible.
Driver comfort
The cab is logically laid out, with a high-specification seat and a steering wheel that adjusts well for reach and rake. Buttons are of the rocker type and the wheel-mounted controls are large. Thanks to the dash’s wrap-round layout the former are all easily accessible, as is the tachograph, which is now a Stoneridge unit as standard.
Gear selection is via a rotary switch by the driver’s left knee and the handbrake is low down on the right. Cab storage is good, and the driver also has two USB sockets and a 12v outlet.
Visibility to the front is excellent, and the mirrors – particularly the wide-angle panes – give a superb view of the lower front of the coach.
However, the B-pillar is set forward, and so for drivers who sit further back, checking over the shoulder is not easy.
The cab’s climate control is separate from the saloon’s, and it consists of three dials that are simple in operation.
What will also be appreciated is the touch-screen control unit. Besides acting as a monitor for CCTV and the reversing camera, it comes with a very clear navigation function.
A one-piece windscreen blind is fitted, along with a powered and heated signalling window; beneath it are demister vents. The windscreen is also heated.
Performance
420bhp driving through a torque converter gearbox would suggest brisk performance. That is indeed the case. In a two-axle coach there is no obvious reason to upgrade to 460bhp, but a P10 with such a rating would no doubt be even more sprightly.
The EcoLife gearbox harnesses the power well. It up-shifts quickly, taking advantage of the fact that the 2,100Nm peak torque comes in from 930rpm. At 62mph in top gear the engine is turning at 1,350rpm, and at 50mph around 1,050rpm; fuel consumption on a largely motorway-bound test route was a credible 11.9mpg.
The EcoLife has an in-built retarder. It is activated by two methods; one is via the initial brake pedal travel, while depressing the right-hand stalk causes it to engage in a progressively stronger manner. Immediate full retardation is gained by pressing a button on the end of the stalk.
One of the Tourliner’s strengths is how it deals with side winds. They are often felt when crossing Thelwall Viaduct, but the P10 stuck to the road well there.
It did the same immediately before, when the slip road from the M62 to the M6 was taken at the limited speed; no ill effect came with doing so.
The P10 has the same steering geometry as other Tourliners. Coupled with a long wheelbase, that makes turning sharply more of a challenge, and care is required when approaching tricky situations.
Verdict
The P10 is a useful addition to the existing Tourliner range, and it opens up a further market sector to the Neoplan.
Passenger acceptance will be good, and there is no impression of seats being packed in to achieve a high capacity. The travelling environment is further boosted by very low noise levels, a smooth ride and generally good views.
Drivers will also like the P10. The cab is well-appointed and the coach’s road manners are impeccable. It handles very well and power is abundant, although to rein in those who may use it to the full, MAN provides a year’s free telematics monitoring that can be extended at a charge.
Stock availability of the P10 promises to be consistent, and built-to-order coaches come with a lead time of around four months. With the EcoLife gearbox, the Tourliner P10 is a ‘point and shoot’ vehicle. It can fulfil high-volume requirements when needed, but it is also well suited to tours and private hires where outright capacity is not the prime concern.
It is efficient, well thought out and well put together, and it will be little surprise if the market dictates that MAN orders another stock batch soon.
