Girardin Minibus Download PDF Report
A. Girardin Inc. submitted a model MB Series , diesel powered 17 seat/25-foot bus, for a 5 year/150,000 mile STURAA test. The odometer reading at the time of delivery was 1,276.0 miles. Testing started on May 8, 2000, and was completed on August 1, 2000. The Check-In section of the report provides a description of the bus and specifies its major components.
The primary part of the test program is the Structural Durability Test, which also provides the information for the Maintainability and Reliability results. The Structural Durability Test started on May 26, 2000 and was completed on July 15, 2000.
The interior of the bus is configured with seating for 17 passengers including the driver. Free floor space will accommodate 24 standing passengers resulting in a potential load of 41 persons. At 150 lbs per person, this load results in a total vehicle weight of 15,920 lbs and exceeds the GAWR of the rear axle (9,450 lbs). In order to avoid exceeding the axle weight ratings, ballast simulating 15 standing passengers (2,250 lbs) was removed. Elimination of the 15 standing passenger positions resulted in an adjusted gross vehicle weight of 13,980 lbs. The SLW segment was performed at 12,480 lbs and the final segment of the test was performed at a CW of 9,940 lbs. Durability driving resulted in one failure that required unscheduled maintenance. A description of this failure can be found in Section 5.7, Structural Durability. Also, a complete and detailed listing of scheduled maintenance, is provided in the Maintainability section of this report.
The components covered in Section 1.3 (Repair and/or Replacement of Selected Subsystems) were found to be readily accessible and no restrictions were noted. Accessibility problem were noted in gaining access to the fuel filter and the batteries.
The Reliability Section compiles failures that occurred during structural durability testing. Breakdowns are classified according to subsystems. The data in this section is arranged so that those subsystems with more frequent problems are apparent. Problems are listed by class as defined in Section 2. The test bus encountered no Class 1, 2 or 4 failures. The one reported failure was a Class 3 which occurred with the handicap device.
The Safety Test, a double-lane change maneuver was safely performed in both right-hand and left-hand directions up to a maximum test speed of 45 mph. The performance of the bus is illustrated by a speed vs. time plot. Acceleration and gradeability test data are provided in Section 4, Performance. The average time to obtain 50 mph was 15.22 seconds.
The Shakedown Test produced a maximum final loaded deflection of 0.354 inches under a distributed static load of 15,375 lbs. The test resulted in essentially no permanent deflection of the structure. The Distortion Test was completed with all subsystems, doors and escape mechanism operating properly. No water leakage was observed during the test. The bus was not equipped with tow eyes or tow hooks; therefore, the Static Towing Test was not performed. The Dynamic Towing Test was performed by chaining to the front axle. A front lift tow was performed without incident and no damage resulted from the test. The manufacturer does not recommend towing the bus from the rear, therefore a rear test was not performed. The Jacking and Hoisting Tests were performed without incident. The bus was found to be stable on the jack stands and the minimum jacking clearance, measured with a tire deflated, was 7.9 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 5.11 mpg, 5.19 mpg, and 8.12 mpg respectively; with an overall average of 5.74 mpg.
A series of Interior and Exterior Noise Tests were performed. This data is listed in Section 7.1 and 7.2 respectively.