STAR TRANS BY SUPREME CORP. Download PDF Report
Startrans submitted a model BSSN25, diesel powered 19 seat/25-foot bus, for a 7 yr/200,000 mile STURAA test. The odometer reading at the time of delivery was 791.0 miles. Testing started on February 24, 2000 and was completed on October 6, 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 August 3, 2000 and was completed on September 30, 2000.
The first segment of the Structural Durability Test was performed with the bus loaded to a gross vehicle weight of 14,000 lbs. The number of standing passengers was reduced from 17 to 6 and two wheelchair positions. A reduction in passenger weight was necessary to avoid exceeding the GAWR (9,450 lbs.) of the rear axle. The middle segment was performed at a seated load weight of 13,050 lbs. The final segment was performed at a curb weight of 10,275 lbs. Durability driving resulted in unscheduled maintenance that consisted of a variety of subsystem failures. These breakdowns can be found in a complete and detailed listing of scheduled and unscheduled maintenance, which is provided in Section 1.2, Maintainability 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. Problems are also listed by class as defined in Section 2. The test bus encountered no Class 1 or Class 2 failures. Of the four reported failures, three were Class 3 and one was Class 4.
A 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 17.37 seconds.
The Shakedown Test produced a maximum final loaded deflection of 0.201 inches with a permanent set ranging between 0.000 to 0.005 inches under a distributed static load of 13,500 lbs. The Distortion Test was completed with all subsystems, doors and escape mechanisms operating properly. No water leakage was observed during the test. The test bus was not equipped with any type of tow eyes or tow hooks; therefore, the Static Towing Test was not performed. The Dynamic Towing Test was performed by means of a front lift tow. The towing interface was accomplished using a hydraulic under-lift. 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, a rear test was not performed.
The Jacking and Hoisting Tests were also 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 8.1 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 5.17 mpg, 5.43 mpg, and 9.59 mpg respectively; with an overall average of 6.04 mpg.
A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively.