The Neoplan Tourliner range is set to be as competitive as any other in 2017. One of its main attractions will be the addition of a fully-auto gearbox. We drive the first such example to hit the road in the UK
The new Neoplan Tourliner made its right-hand drive debut earlier this year. It’s an example of evolution rather than revolution, but by adding the ZF EcoLife automatic gearbox as an option from 2018, MAN Bus and Coach has potentially widened the Tourliner’s appeal considerably.
Popular in other coaches, EcoLife will be available in every Tourliner variant sold in the UK: The tri-axle P20 and P22, the 12.1m two-axle P21, and the forthcoming 13.1m P10 that will permit 57 seats on two axles for the first time.
Availability of the TipMatic 12-speed automated manual gearbox, a badge-engineered ZF AS-Tronic, is unaffected by the EcoLife’s arrival, but MAN expects the fully-auto ‘box to quickly account for the lion’s share of two-axle deliveries.
That prediction will most likely come true. Automatic gearboxes are popular in two-axle coach applications that involve urban work, and MAN is also in the position of being able to offer the EcoLife for no price premium over a like-for-like Tourliner with TipMatic.
“In June we got the green light from the factory in Ankara for EcoLife, which gave the opportunity to specify a stock P21 example with it,” says Senior Sales Executive Matthew Jacob.
That first EcoLife-equipped Tourliner arrived here earlier this month. While for sale, it will also be used to give potential buyers an idea of the driveline’s performance.
MAN will receive further EcoLife-equipped Tourliners for stock next year, and the gearbox works with the 12.4-litre D26 engine in both its 420bhp and 460bhp ratings; the latter is a tantalising prospect indeed, given the D26’s proven excellent performance at Euro 6c. Before those coaches arrive, Matthew kindly made the first EcoLife-equipped Tourliner P21 available for an exclusive routeone First Drive.
Mechanical details
The P21 is 12.1m long and it seats a maximum of 53, or 51 with a toilet. As with the whole Tourliner range, it has a flat floor and it thus can be ordered in accessible format with a cassette wheelchair lift. In the P21, it is over the drive axle.
A flat gangway gives the additional benefit of increasing underfloor luggage space, and it also gives more straightforward access to overhead racks for shorter passengers.
They will find reaching the passenger service units (PSUs) easier too, and the PSUs have been substantially improved on the new Tourliner compared with the outgoing model’s minimalist offering.
routeone has already driven the first example of the new Tourliner to arrive here, which is a P20 with the TipMatic gearbox, and so the point of most interest in the P21 encountered here is its fully-automatic transmission.
Changes to the driveline to accommodate the EcoLife are minimal. Thanks to the torque converter, a dual-mass flywheel is no longer necessary, while the axle ratio is altered to allow the engine speed in top gear to remain similar regardless of gearbox choice.
Auxiliary braking comes from the EcoLife’s integral retarder. It is activated via the initial stage of brake pedal depression, and it can also be engaged via a stalk in the same manner as the ZF Intarder in a TipMatic-equipped coach.
MAN’s GPS-reliant EfficientCruise and EfficientRoll economy programmes are not compatible with EcoLife, and hence they are deleted; adaptive cruise control is available as an option, but operators should not be too concerned about the lack of EfficientCruise and EfficientRoll.
While their omission, fewer gear ratios and the presence of a torque converter will naturally have a minor impact on fuel economy, a route that included urban and motorway running along with a crossing of Thelwall Viaduct in high winds delivered a highly-credible 12.2mpg.
On the road
The EcoLife-equipped Tourliner retains the model’s standard rotary gear selector by the driver’s left knee. No push-button option is available and there is no manual override. Neutral at stop is fitted, and in both that circumstance and when selecting drive for the first time, there is a barely-noticeable momentary dip in engine speed when a gear is taken up.
The Tourliner’s handbrake positioning is a little low for taller drivers, but other than that, the cab is nicely laid out and getting the coach moving is a simple task.
MAN has standardised on the D26 in the Tourliner at Euro 6c. Its lowest output is 420bhp, as in the test coach, and performance is thus sparkling.
Speed is gained rapidly, with coach showing an over-ambitious lorry driver a very clean pair of heels away from some traffic lights in Salford.
Similarly, when joining the M602 from a standing start, the Tourliner was up to the limited speed very quickly.
As delivered, the gearbox is in the Dynamic Plus setting. That can be changed to suit the buyer’s wishes, but routeone previously found the Euro 6c D26 to pull incredibly well from below 1,000rpm, and it is thus difficult to see any benefit in selecting a performance setting.
As tested, the P21 upshifts at around 1,400rpm, and at 50mph it is happy to hold top gear at 1,000rpm. At 62mph, the tachometer shows just shy of 1,300rpm, which is within the 2,100Nm peak torque band.
Other toys
Drivers will appreciate the EcoLife-equipped Tourliner. Not only does it perform exceptionally well, but the low engine noise levels that are typical of MAN give a refined ride, although the suspension is on the firm side when unladen.
Many comforts are present within the cab. Cruise control and variable speed limiter buttons are on the steering wheel, and the mirrors give a good view.
Within the dash unit is a large multi-function colour display that is used across the Volkswagen Group’s heavy commercial vehicle range. It includes a sat-nav among other capabilities.
The Tourliner also has many passenger-pleasing aspects. USB charging points between each seat pair are now standard, and the general fit and finish of the saloon is smart if perhaps a little understated on the test coach.
One pleasing touch is the use of the outermost nearside headlight to illuminate the area of floor around the doorway. When the headlights are on and the door is opened, that bulb switches on and a small mirror within the unit allows it to direct its light towards the ground.
And the prospects are…
A long-overdue relaxation of the GVW for two-axle PCVs to a maximum of 19,500kg has, subject to adherence to the individual axle weights that have not been derestricted as liberally, thrown this sector of the coach market wide open.
Already, manufacturers are introducing new developments as they bid to retain a competitive edge, and at least one has aired its belief that two-axle coaches will regain market share from their more expensive to purchase and operate tri-axle cousins.
Couple all of that with wider ranges and new names in the market, and subject to exchange rate fluctuations, 2018 is set to be a buyer’s market.
MAN’s addition of a fully-automatic option to the Tourliner for the first time is a shrewd move.
It takes a driveline that, at Euro 6c, is already among the best in the market and makes it even better, while retaining good fuel efficiency.
ZF’s automated manual product offering moves to the all-new Traxon in 2018. That may redress the balance a little, but for now, the EcoLife-equipped Tourliner drives as well as any other coach on the market.
