ADVANCED BUS INDUSTRIES Download PDF Report
Advanced Bus Industries, LLC submitted a model TSV-30, diesel-powered, 24 seat, 30-foot bus, for a 12 yr/500,000 mile STURAA test. The odometer reading at the time of delivery was 130.0 miles. Testing started on August 8, 2000 and was completed on January 25, 2001. The Check-In section of the report provides a description of the bus and specifications for all major components.
The primary part of the test program is the Structural Durability Test, which also provides the results for the Maintainability and Reliability sections. The Structural Durability Test was started on September 4, 2000 and was completed on January 5, 2001.
The first segment of the structural durability test was performed with the bus loaded to a GVW of 21,200 lbs. The bus is equipped with 24 seats including the driver and room for 18 standing passengers, bringing the total passenger capacity to 42. Ballast for the 18 standing passenger positions, and for three rear seating positions, was removed to avoid exceeding the GAWR (14,000 lbs.) of the rear axle. The reduction from full capacity resulted in an adjusted, measured gross vehicle weight of 21,200 lbs. The adjusted weight was used for both the GVW and SLW portions of dynamic testing. The final segment was performed at a curb weight of 18,100 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 Section 1.2 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.
Section 2, Reliability provides a listing of seventeen failures that occurred during structural durability testing. All failures are classified by severity and according to subsystems. Failure classifications, Class 1 (most severe) - Class 4 (least severe), are defined in Section 2. The data in this section are arranged so that those subsystems with more frequent problems are apparent. The test bus encountered two Class 1 failures. Both Class 1 failures involved components in the suspension system. The first Class 1 failure involved the fracture of the lower control arm that attaches to the left, front steering knuckle. The second Class 1 failure consisted of a fractured wheel knuckle in the right, rear suspension of the bus. Both failures occurred while driving on the test track and resulted in the partial detachment of the wheels. Of the remaining fifteen reported failures, twelve were Class 3 and three were Class 4.
The Safety test, a double-lane change (obstacle avoidance) maneuver was performed in both right-hand and left-hand directions up to a maximum test speed of 45 mph. Acceleration and gradeability test data are provided in Section 4, Performance. In this section, the performance of the bus is illustrated by a speed vs. time plot. The average time to obtain 50 mph was 20.26 seconds.
The Shakedown Test produced a maximum final loaded deflection of 0.18 inches under a distributed static load of 15,750 lbs. The test resulted in essentially no permanent deflection. The Distortion Test was completed with all subsystems, doors and escape mechanisms operating properly. Water leakage was observed during the test at the second window from the front, on both sides, and the rear window around the frame.
The Static Towing Test was performed at both the front and rear towing locations on the bus. All four pulls at both the front and rear were completed to the full test load of 21,750 lbs with no damage or deformation observed. The Dynamic Towing Test was performed on both the front and rear by means of a lift tow. The towing interface was accomplished with a hydraulic-lift wrecker. The bus was towed without incident and no damage resulted from the test. 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 5.1 inches.
A Fuel Economy Test was run on simulated central business district, arterial, and commuter courses. The results were 4.31 mpg, 4.80 mpg, and 8.65 mpg respectively; with an overall average of fuel consumption of 5.20 mpg.
A series of Interior and Exterior Noise Tests was performed. These data are listed in Section 7.1 and 7.2 respectively.