Eldorado National Kansas d.b.a. World
Trans submitted a model World Trans E26, gasoline-powered 15 seat (including
the driver) 26-foot bus, for a 7 yr./200,000 mile STURAA test. The odometer reading at the time of delivery
was 500 miles. Testing started on February
5, 2016 and was completed on July 29, 2016.
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 February 8, 2016 and was
completed on July 28, 2016.
The interior of the bus is configured
with seating for 15 passengers including the driver and 2 wheelchair positions
resulting in a potential load of 15 persons plus 2 wheelchair positions. Note: this test bus is not designed to accommodate
standing passengers. At 150 lbs. per
person and 600 lbs. per wheelchair position, this load results in a measured
gross vehicle weight of 13,000 lbs. Due
to no standing passengers the first and middle segments of the Structural
Durability Test were performed with the bus loaded to a GVW of 13,000 lbs. and
a SLW of the same 13,000 lbs. The final
segment was performed at a CW of 9,520 lbs.
Durability driving resulted in unscheduled maintenance and failures that
involved a variety of subsystems. A
description of failures, and a complete and detailed listing of scheduled and
unscheduled maintenance is provided in the Maintainability section of this
report.
Effective January 1, 2010 the Federal
Transit Administration determined that the total number of simulated passengers
used for loading all test vehicles will be based on the full complement of
seats and free-floor space available for standing passengers (150 lbs per
passenger). The passenger loading used
for dynamic testing will not be reduced in order to comply with Gross Axle
Weight Ratings (GAWR’s) or the Gross Vehicle Weight Ratings (GVWR’s) declared
by the manufacturer. Cases where the
loading exceeds the GAWR and/or the GVWR will be noted accordingly. During the testing program, all test vehicles
transported or operated over public roadways will be loaded to comply with the
GAWR and GVWR specified by the manufacturer.
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 five reported failures, four were
Class 3 and one was Class 4.
The Safety Test, (a double-lane change,
obstacle avoidance test) 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 15.38 seconds. The Stopping Distance phase of the Brake Test
was completed with the following results; for the Uniform High Friction Test
average stopping distances were 25.52’ at 20 mph, 48.70’ at 30 mph, 85.02’ at
40 mph and 103.20’ at 45 mph. The average
stopping distance for the Uniform Low Friction Test was 32.57’. There was no deviation from the test lane
during the performance of the Stopping Distance phase. During the Stability phase of Brake Testing
the test bus experienced no deviation from the test lane but did experience
pull to the left during both approaches to the Split Friction Road
surface. The Parking Brake phase was
completed with the test bus maintaining the parked position for the full five
minute period with no slip or roll observed in both the uphill and downhill
positions.
The Shakedown Test produced a maximum
final loaded deflection of 0.251 inches with a permanent set ranging between 0.000
to 0.005 inches under a distributed static load of 6,825 lbs. The Distortion Test was completed with all
subsystems, doors and escape mechanisms operating properly. No water leakage was observed throughout the
test. All subsystems operated
properly.
The test bus submitted for testing 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 wrecker. 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 6.0 inches.
A Fuel Economy Test was run on simulated
central business district, arterial, and commuter courses. The results were 6.42 mpg, 6.83 mpg, and 11.54
mpg respectively; with an overall average of 7.5 mpg.
A series of Interior and Exterior Noise
Tests was performed. These data are
listed in Section 7.1 and 7.2 respectively.
The Emissions Test was performed. These results are available in Section 8 of
this report.
Number: |
1603 |
Model: |
World Trans E26 |
Manufacturer: |
ELDORADO NATIONAL KANSAS D.B.A. WORLD TRANS |
Vin Number: |
1FDFE4F57GDC05714 |
|