Ken Mann finds a feisty entrepreneurial spirit and an intriguing evolutionary history in the growth-orientated Harris Group
Chris Haughton was in serious discussion with a coach operator – laced with engaging Irish business tones – when I caught up with him at a Scottish vehicle launch. [wlm_nonmember][…]
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The General Manager of Harris Auto’s Bus, Coach & Speciality Vehicle Division suggested I peruse over lunch the spec sheets for the new LDV range of minibuses, including an impressive EV, and those for the Higer Super 9XL midi-coach. He joined me later.
It was time well spent, allowing me to formulate additional questions aimed at cutting through the type of marketing chutzpah that tends to permeate the script at launch events.
I needn’t have worried; Haughton is refreshingly candid and avoids corporate sound bites. His straightforward stance is the same even when pressed about sometimes difficult issues like vehicle residuals and the up-front costs involved in acquiring a new full-electric member of the fleet. More on both issues in a moment.
Our conversational journey began with the history of Harris Auto’s parent, Harris Group, and its status today as a vehicle assembler/manufacturer with ISO accreditation, parts distributor and representative for a portfolio of auto brands.
Back story
J Harris Company set the ball rolling in 1942. “Harris was formed by Robert Harris, now unfortunately deceased; he died just over a year ago,” Chris explained. “He started the business off predominately in the construction industry with HGV vehicles and he perfected the 8×4, from the 6×4 (chassis layout) in the late sixties/early seventies with Hino vehicles – now part of the Toyota Group. We have a KD (knocked down; components for assembly) plant, so we actually manufacture and have been doing so for 46 years.
“We bring the vehicles (Hinos) in completely knocked down and we then build them for the Irish and wider European markets, including the UK. We’ve done a number in left hand drive over the years – not many, but we sell to the Caribbean, for example.”
It is in itself an indication of the scale of the operation. By 1960 J Harris (Assemblers) had been appointed by Sir William Lyons (the man originally behind Jaguar cars) as distributor for Ireland for the long defunct Guy brand of trucks. Seven years later it had become the sole Ireland and UK concessionaire for Hino trucks and buses. In 1985 and 1994, respectively, the Irish Isuzu and Iveco trucks franchises had been added.
Harris Group is also involved in major property dealing – residential to offices and manufacturing sites. Indeed, its own estate includes a still under construction new headquarters taking shape in Dublin, strategically equidistant from the city’s international sea port and airport.
Electric future
Undoubtedly an investment that signifies confidence in the future, Chris turned to two automotive brands of significance to readers of CBW set to be frontline contributors; China’s LDV and Higer.
I asked first if there had been any interest shown in the conveniently titled V80 Mini B. “Huge,” Chris replied. “We’ve already got two orders for wheelchair buses. They are going to be 8 seaters with (room for) four wheelchairs. He wasn’t revealing the purchasers’ identities, though one is a “very well known” organisation in Ireland.
Looking ahead to a less noisy, cleaner society, the fully electric version presents an interesting case. Yet as with all fully electric vehicles, to accelerate uptake the purchase proposition needs to be properly understood.
Using commercial vehicles as an example, Chris added: “The problem you have with a van costing £15,000 and an electric van costing £60,000 is that there appears to be no incentive for people to get out of a diesel into an electric vehicle just now.”
“I genuinely believe we’re in a situation where EV in a commercial vehicle and in a minibus will be a slow burner to get going. But I think that once the it does, and operators suddenly realise that the whole cost of the vehicle, which is up front – in other words, including your ‘fuel’ – it will take off. Simply because the running costs are 90% less than a diesel vehicle.
“When you do the sums, over a period of 2.6 years, it has met its balance point. After that, you’re onto a winner.”
A standard LDV 15-seater diesel in its base format is working out at £23,900. Harris hasn’t made public the price of the electric vehicles – fit-out cost can be a large variable.
LDVs come in from auto giant SAIC. The minibus is then built to order in an assembly hall in Donegal under the EU’s two-stage certification process, Harris being the holder of the necessary official accreditation.
Government grants are available to reduce costs, more generous in Ireland than the UK. The maximum in the UK is around £8,000, Chris intimates. “A bit low but the clever money is on the situation getting a lot better sooner rather than later,” he believes.
“That said, we have a lot of interest in London (with its infrastructure provision) because there is nothing else out there. Everyone’s talking about it – you go to one of the manufacturers and they’ll say they won’t have it until maybe next year and then they have to homologate it and type approve.
“We have actually done that – we’re ready to go.”
Higer’s difference
CBW covered the main UK launch a few weeks ago of the Higer Super 9XL midi-coach offered by Harris Auto, indicating specifications, so I won’t repeat full details here. Except to say an EV version is coming in January with the manufacturer’s own battery technology. Think 400km range and sub one-hour charge time.
For the main intended UK and other European markets, the diesel vehicle has had its own unusually bespoke development phase, influenced by Harris.
“We spent 12 months discussing it with operators – and in particular drivers; if a driver is not comfortable behind the wheel they don’t and won’t want to drive it,” Chris revealed.
“Then, over 32 days, we designed 24 aspects of the vehicle that we were able to do there and then. We made a very conscious decision early on that the running gear would be European – so there is a 6.7 litre Cummins engine and the gearbox is the new ZF EcoLife manufactured in Germany; it’s the first midi-coach which is fitted with an economy and a power mode.
Do the maths
Residual values are of paramount interest to coach operators buying new vehicles. Does Higer stand the test?
Chris opens up: “No manufacturer can guarantee a residual. However, let’s pick another 39-seater coach – who has one? There isn’t a lot in the market between 39 and 41 seats. Most are built on truck chassis with front engines. This is a rear engine vehicle. It’s a real coach.
“The top model is £160k, the standard one £152k. Knock 40k off (the top model) at two years old. If you take it as a depreciation, that devaluation is tax deductible.
“Doing 50,000km a year, you’ve put 100,000km on it in two years, you’re getting £1 for every km and you’ve been able to reclaim the money. Therefore, the residual value holds better than anything else on the market.”
Bold indeed, but this is a remarkably quality-oriented offering at the price.
Super 9 XL’s big spec’ – and little competition at the price – bodes well for sales
Aristotle concluded that ‘the whole is greater than the sum of parts.’ The philosophy might reasonably be applied to the new Higer Super 9XL midi-coach.
The parts in this case – from the likes of Cummins, ZF, WABCO and Michelin – do carry a certain industry-leading pedigree of their own.
Yet coupled with good build quality, a strong operator proposition and a highly driver-friendly performance, this Chinese brand has the credentials to give Europe’s midi-coach usual suspects sleepless nights.
The vehicle was fully described and driven briefly a few weeks ago by CBW Joint Deputy Editor James Day on a private track. I’ve now managed a short test on roads less tolerant of design deficiency – trunk and urban routes around Glasgow’s eastern fringes with which I am well acquainted, venturing into the swish Eurocentral Maxim Park office and hotel development.
It’s these roads, and the inevitable surrounding motorway, that a Super 9XL would surely find much of its profit-centred daily toil. Corporate and smaller group tourist transfer work is ideal territory for both 39+2 and 41+2 seat configurations.
Poised, responsive drive
The ISRI driver’s seat is extremely comfortable, switch layout good, though I’d like the handbrake closer to my hand in the offside switch console – not a major issue, given some manufacturers provide it further away, next to the instrument binnacle.
Handling is poised, suspension supple with good rebound and roll control and no clatter over potholes, acceleration brisk and quiet with excellent throttle response.
Particular praise goes to the four stage intarder, selected from a column stalk. Unlike some non-selectable service brake pedal-operated intarders, this is super smooth in operation and highly adaptable to driver style.
In many respects, this is a driver’s coach – but with clear operator advantages.
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