GOSHEN COACH Download PDF Report
Goshen Coach submitted a model 1135, diesel powered 35 seat/32-foot bus, for a 10 yr/350,000 mile STURAA test. The odometer reading at the time of delivery was 474 miles. Testing started on June 14, 2000 and was completed on November 8, 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 was started on June 21, 2000 and was completed on October 30, 2000.
The first segment of the structural durability test was performed with the bus loaded to a GVW of 23,475 lbs. The middle segment was performed at a SLW of 20,200 lbs and the final segment was performed at a curb weight of 15,425 lbs. Durability driving resulted in unscheduled maintenance that consisted of a variety of subsystem failures. A description of failures, and a complete and detailed listing of scheduled and unscheduled maintenance is provided in the Maintainability section of this report.
Accessibility, in general, was adequate, components covered in Section 1.3 (Repair and/or Replacement of Selected Subsystems) along with all other components encountered during testing, were found to be readily accessible and no restrictions were noted.
The Reliability Section compiles failures that occurred during structural durability testing. Breakdowns are classified according to subsystems. The data in this section are arranged so that those subsystems with more frequent problems are apparent. The problems are also listed by class as defined in section 2. The test bus encountered no Class 1 or Class 2 failures. Of the 29 reported failures, 15 were Class 3 and 14 were Class 4.
The Safety Test, a double-lane change (obstacle avoidance) test was performed safely 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 21.99 seconds.
The Shakedown Test produced a maximum final loaded deflection of 0.330 inches under a distributed static load of 19,875 lbs with essentially no permanent deflection. The Distortion Test was completed with all subsystems, doors and escape mechanisms operating properly. Water leakage was observed from the roof, throughout the test, approximately one-third of the way back on the left side. The leakage was due to 30 drill holes in the roof that were left unfilled by the manufacturer. All subsystems operated properly during the distortion test. The test 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 means of a front, flat tow. The towing interface was accomplished by chaining to the front axle. The bus was towed without incident and no damage resulted from the test. The manufacturer does not recommend towing the bus from the rear; therefore, towing from the rear 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 observed with a tire deflated was 4.5 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 5.02 mpg, 5.31 mpg, and 11.01 mpg respectively; with an overall average of 6.05 mpg.
A series of Interior and Exterior Noise Tests was performed. These data are listed in Sections 7.1 and 7.2 respectively.