The 9900 tops an extensive range of Volvo coaches. It’s not the only development at the manufacturer’s UK and Irish arm, with another new model and investment in premises figuring heavily in its strategy
Volvo is confident that its all-new, super-high 9900 will be one of the stars of the show at Euro Bus Expo (EBE). It reports that interest among buyers throughout Europe is strong, and that 11 orders have so far been secured in the UK and Ireland.
The first operator to take delivery of a 9900, in Q1 2019, will be Hollinsheads Coaches of Biddulph. Other UK buyers that have put pen to paper include Brent Thomas Coaches and DJ Thomas Coaches, both of South Wales; Hams Travel; and Ridleys Coaches.
Volvo has aimed the 9900 at the top of the market. It comes at 13.1m and 13.9m lengths and to a height of 3.85m. Retail price starts at £285,000.
For that, the buyer gets a comprehensively-equipped tourer. 53 or 57 seats respectively are fitted as standard in theatre style along with a demountable toilet, although customisation is of course possible. Various other items to suit the application are also part of the package.
“Passengers are becoming a lot more discerning, and the 9900 has major kerb appeal,” says Retail Sales Director James Hyde.
Volvo sees potential to place up to 30 9900s into the UK and Irish market per annum. The coach is not a development of the established 9700, or of the outgoing 9900, which has never been offered in right-hand drive. It’s a new model entirely.
Much of the 9900’s styling is futuristic, but one aspect that Volvo is particularly proud of is its side window profile, which resembles an elongated and inverted Z. But the low-drag frontal aspect is also highly distinctive, and some of Volvo’s work there benefits the driver, too.
Under the bonnet
A right-hand drive 9900 was present at the model’s launch in May, and it has since been shown to key UK and Irish customers in Gothenburg. It will take pride of place on Volvo’s stand at EBE.
Driveline specification is a 10.8-litre D11K engine developing 460bhp and 2,200Nm of torque harnessed by the I-Shift automated manual gearbox. Also standard is Volvo Dynamic Steering (VDS). It combines hydraulic power assistance with an electric motor to give greater stability at high roads speeds, and effortless manoeuvrability at walking pace. Additionally, shocks transmitted via the column are removed entirely.
routeone is thus far the only UK magazine to have driven the 9900, being afforded a brief opportunity in Coventry last week. While a short route is not ideal for getting a true idea of how the coach will perform in anger, a mix of dual-carriageway, village and higher-speed single-carriageway running gave a suitable taster.
Volvos have always been highly-rated as drivers’ coaches, and the 9900 is no different. In fact, it has the potential to reset the bar in that regard.
VDS takes a little getting used to, and initially it is even slightly disconcerting. The reason for that is the lack of effort required when manoeuvring; while it is unquestionably bad practice to do so, even spinning the wheel when stationary can be done with one finger.
Getting going
I-Shift continues to age like a fine wine. In its latest iteration, upshifts are made very quickly indeed.
Coupled to 460bhp, that allows excellent progress to be made, although the gearbox was surprisingly caught out when slowing for a junction and then accelerating again.
Where a 50mph or lower limit is in force, the driver needs to keep one eye on the speedometer, but performance is not the only reason for that.
The lack of noise in the cab is striking. That is thanks in no small part to the gullwing mirrors, which do not generate any whistling, and thus it is easy for speed to rapidly approach 60mph within short order of setting off.
Additionally, visibility from the driving seat is excellent. The A-pillars are slightly set back, and they are narrow. That gives a good view at roundabouts and junctions, but possible the best element of design is the signalling window. It is very deep, and at the bottom it is V-shaped. That allows a lot to be seen to the offside in the area where a cyclist or a pedestrian may otherwise be hidden.
Extensive range but more to come
The 9900 tops Volvo’s coach range, but James says that the manufacturer remains committed to all of its bodybuilder partners. Currently, they number four: Jonckheere, Plaxton and Sunsundegui, with Caetano supplying the Levante for National Express use.
In particular, James draws attention to the relationship with Plaxton. To complement its established Elite, Leopard and Panther range on B8R and B11R chassis, Volvo introduced the B8RLE in tri-axle form and it also developed the B11RLE for coach use, both earlier this year.
The 6×2 B8RLE forms the basis for the low-entry Panther LE, which has been developed for interurban scheduled work. It has a low-floor front section combined with a standard Panther rear. The Panorama is a double-decker. Both models will be at EBE on Plaxton’s stand.
“Plaxton is our most important bodybuilder partner,” says James. In 2018, Volvo will invoice the Scarborough builder for 170 coach chassis, not including B8RLEs for Stagecoach.
In particular, James gives Plaxton credit for its creativity, which has been demonstrated by the two new models developed this year.
A newcomer
The Panther LE is not to be the only low-entry vehicle suited to interurban work that will have a Volvo chassis, for the manufacturer has won a large order for a similar, albeit two-axle, product on the B8RLE chassis in conjunction with Sunsundegui.
With the SB5 body, the newcomer to right-hand drive will be 12.2m long and seat 45. It has a low-floor front section with space for a wheelchair user, and steps ahead of the rear axle leading to a high-floor rear.
That configuration may sound remarkably similar to Volvo’s existing urban offering in conjunction with MCV and Wrightbus, but the Sunsundegui-bodied product is a little different.
It is more tailored to longer-distance work, and offers a small amount of underfloor luggage space along with overhead racks. It also benefits from a power upgrade; the D8K engine is rated at 320bhp and coupled to a ZF EcoLife gearbox.
“Although the first batch of SB5s will be two-axle vehicles, the chassis layout is flexible and we could offer the product in tri-axle layout if a customer wished,” says Commercial Sales Director Phil Owen. “It’s possible to add coach elements to a bus body up to a point, but this is a coach built on a low-entry chassis.”
All of the thus far announced additions to Volvo’s range give what is undoubtedly by far the most extensive right-hand drive coach line-up. Most importantly for buyers, investment in facilities means that it is well able to support all of those products.
Volvo’s new sales centre at Coventry
Centrepiece of Volvo’s Coventry premises is its new retail sales centre building. As the result of a £1.4m investment, it is a facility that is four times larger than before, with 800m2 of floor space.
Besides office and meeting facilities, the sales centre has a large glass-fronted showroom that is big enough to accommodate two coaches, and a dedicated handover area. To be added soon is a vehicle specification room, which will include digital configuration tools.
“This is part of a pan-European initiative from Volvo Buses to allow its dealerships across the continent to do the job of supplying vehicles properly,” says James.
“Customers invest £250,000 or more and they should be treated accordingly. The sales centre is a demonstration of our commitment to the market, and it is also a statement of our intent.”
He adds that the Coventry site, which is the hub for all UK and Ireland coach and bus retail sales activity, has been developed from the condition that it was in when Volvo moved in during 2010 because of increased volumes.