Jonathan Welch gets behind the wheel of the next generation Scania Touring and is impressed by the new cab layout
Scania’s Touring was launched in left hand drive form for Europe at Busworld 2009, bringing with it Scania’s current house style. It was the culmination of a project begun in 2005 by Scania to offer a Chinese body on a full European chassis, as opposed to using European running gear. This also marked the start of the Swedish marque’s relationship with China’s Higer. An initial model, the A80, was produced for the Egyptian market, and debuted there in 2007.
There was no initial hurry to bring the model to the UK, where Scania offered both its own OmniExpress range as well as Irizar products, and a right hand drive version finally arrived in 2015. The initial batch of right hand drive coaches consisted of 20 tri-axle 13.7m models, and the range grew to include a 12.1 metre option as well as a short 10.9m model which was introduced in the UK as a result of customer demand for a smaller ‘big’ coach.
Actually, if we dial the clock back a few decades, what we now see as a ‘short’ coach was a normal full-size vehicle, 36 feet or 11 metres being a common length in the 1960s. Nowadays, it’s among the shortest full-size coach lengths available.
Built on the same latest generation KNI chassis (that’s K for coach, N for normal floor height and I for independent suspension) as the 12.1 metre coach, the 10.9m version was introduced to the UK in mid 2020. CBW was invited to drive the latest Next Generation model, which has received a number of upgrades, most obviously to the cab area, as well as internal trim. Our test example was fitted with seats for 42 people and a rear floor-level toilet, including four removable seats to create space for a wheelchair user over the rear axle.
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Walk-around
Before stepping aboard, let’s take a look at the exterior. With over 200 Tourings sold in the UK, the coach has a familiar look to it. The large black front panel gives it a unique face, and even almost a decade after its UK launch, I think the coach still looks modern. Xenon headlights, LED lights all around, and front fog lights as standard see to it that the coach can be seen and that the driver can see, and of course the large Scania badge leaves no doubt as to the manufacturer.
That black front panel is easily removable to give easy access for maintenance, a theme which continues around the vehicle. Starting from the nearside front, the AdBlue filler is immediately aft of the door, which some might see as a minor inconvenience, followed by the fuel filler behind the front wheel. In fact, the 310-litre diesel tank can be filled from either side, a useful feature.
Below the fuel fillers are the sensors for the side collision warning system, which alert the driver of cyclists or pedestrians in close proximity via amber lights mounted on the A-pillar. Next come the manual, cantilevered locker doors, one short and one long, which open to reveal a respectable seven cubic metres of luggage space. The floor-level toilet means plenty of space here; one of the key advantages of this small big coach for smaller tours compared to a midicoach.
Thereafter, we come to the rear axle, above which is the wheelchair lift. To operate the lift, the entire wheel arch panel hinges outwards from its front end, revealing the lift cassette positioned below the entry door. The controls are housed within the luggage locker on the rear bulkhead. The wheelchair lift request button is also located on the locker, immediately in front of the wheel arch panel.
Two further opening panels aft of the rear wheel provide access for maintenance, and on both sides is fitted a useful tailswing marker light.
At the rear, the Scania badge is accompanied by an acknowledgement of the firm’s body partner Higer. I particularly like the large and easily visible rear lights of the Touring; some coaches seem to offer all sorts of safety systems designed to keep occupants safe, but scrimp on the one thing which could make a stationary vehicle highly visible on a dark road in poor weather. High level brake and marker lights, plus unobtrusive fog lights mounted low down complete the rear illumination. Although there’s a lot of styling work on the rear, including a spoiler which integrates a rear view camera, there is also still plenty of blank space for operator branding and such like.
Beneath the large bonnet, the nine litre engine is now mated to a 12-speed Opticruise transmission as standard, replacing the previously standard eight-speed or optional 12-speed gearbox. Scania says that operator feedback has been very positive, with many commenting on the improved fuel economy of the latest generation KNI chassis over its predecessor.
Moving around to the offside, we first encounter another lifting access panel, after which comes the offside door, which on the 10.9m model is always positioned here rather than in the centre on the longer versions. It makes sense, leaving the full space between the axles for luggage and using what might otherwise be under-used space, especially on the right-hand drive model. Five steps, illuminated with blue lighting, lead up to the aisle, and a full length handrail is provided.
Twin luggage locker doors are followed by an electrical compartment immediately ahead of the front wheel, whilst the batteries are located underneath the driver’s cab. Arriving back at the front end, we find the three sensors in the windscreen, which are for the automatic headlights, emergency braking and lane departure warning systems and to enable remote tachograph downloads by DVSA enforcement officers.
Inside
Stepping aboard, the first thing I noticed was the blue illumination of the steps using downward-facing LED strips, which I found both visually pleasing and an aid to boarding and alighting in the dark. The interior will be familiar to existing Touring passengers and drivers, with its smart and comfortable, if firm, Kiel seats; this example, bought by a Scottish operator, featured the standard aisle carpet and wood-effect flooring beneath the seats, which are finished in black with grey highlights, giving a business-like feel. Each seat has a fold-down table and magazine net, except the front rows which have a table mounted on the partition which both looked and felt sturdy, and of course armrests are fitted at the aisle side of each seat pair.
A step half way along the aisle is something to look out for, and although not fitted to this coach at the request of the purchaser, a drinks machine is normally found at the rear of the aisle alongside the toilet. Passenger entertainment is taken care of with two large screens, one at the front and another half way down on the offside, both also capable of showing the map from the satellite navigation system, a feature which I particularly liked.
Convection heaters are fitted down each side of the saloon, and with sufficient clearance beneath to allow a driver or cleaner to sweep below, preventing them from being a litter trap.
Cab upgrade
It is the cab area which has changed the most though, compared to the 13.7m tri-axle coach I drove back in 2021, and I have to say Scania has done a really good job here. The new standard dashboard layout wraps around the driver nicely, with buttons and other controls neatly at hand.
Obvious straight away is that whereas previously, buttons for the ‘body’ functions were standard switches mounted on rectangular backing plates, all controls now use Scania’s own design of buttons, which gives a more homogeneous and high-quality feel; nothing feels like it’s been added on afterwards or come as an afterthought. I did find that a few of the buttons were obscured by my steering wheel position, chiefly the lock/unlock buttons for the luggage lockers, but that’s as much to do with unfamiliarity as anything; a regular driver would quickly get to know what is where.
In my previous test, I commented on a lack of storage for the driver. The latest generation cab environment offers a shallow net pocket below the cab window, a locker and pocket to the right of the driver’s Isri seat, plus a number of other small trays and a cup holder, as well as a dash-top box and in-built fridge to the nearside. A big tick from me.
On the nearside, a folding courier’s seat with sprung arm rests is fitted, which I found comfortable and with sufficient leg room, though I’d have liked a little more space for my feet under the dashboard; a trade-off no doubt between that and capacity in the enlarged fridge, and the latter is probably more likely to be in demand. Both driver and courier have a map reading light and microphone available.
Above the large windscreen, a destination screen reminds us that this coach is PSVAR-compliant. Whereas on the previous model I drove the controller was fitted on the panel to the driver’s right, the Hanover head unit has now moved to the rear of the destination screen housing. On a coach, I don’t think it being out of the driver’s immediate reach is a problem, and it feels like a better place to put it. There were a couple of small niggles that I picked up. The first was that although there are two electric sun blinds fitted, one on each side, they seemed rather narrow, with a large gap in between, which seemed a rather odd design decision, and the second: why do manufacturers still insist on putting things on a vertical panel by the driver’s left leg? OK, it’s often things that are not used frequently whilst driving, like the tachograph unit (and as Scania points out, the info displayed on the screen can be replicated on the dashboard) but it would be so much more user friendly to angle them upwards towards the driver.
On the road
I liked the new cab area as soon as I sat down. Making myself comfortable wasn’t difficult, and I was able to adjust the seat, steering wheel and electric mirrors to suit my driving position. Yes, mirrors. This coach still has the full array of three sets, and I have to say, I was glad. A camera mirror system is optional, and I can see the appeal in certain circumstances, but if I were an owner-driver, I’d be specifying the traditional mirror set-up. I had good visibility all around, though for driveability I might have preferred a wide-angle on the nearside instead of, or as well as, the additional downward-facing mirrors which show each front corner and the blind spot in front of the coach.
The handbrake is now electronic, and I found it well positioned and easy to use. Once stationary, if in automatic mode, the brakes will hold and not release until the throttle is pressed. A green version of the usual red handbrake warning light on the instrument panel serves as a reminder to the driver that this function is active.
It didn’t take me long to feel at home behind the wheel, though remembering that I didn’t need to take such wide turns thanks to the short wheelbase took a little longer. As if to prove the point, we stopped on an industrial estate to take some photos, and I was able to swing the coach around comfortably in a wide junction, thanks to its short length and good steering lock.
From Scania’s Worksop premises, we first headed onto the A1 for some motorway miles. Although an automated manual gearbox will never be as brisk as a full automatic, and requires a much more relaxed driving style, I found that with the aid of the kickdown function acceleration down the slip road to join the fast moving traffic was brisk. I’d have liked a slightly brisker rate of take-off from standing still, though, to help with joining busy roundabouts, where egress seemed a little sedate. Maybe I’m just too used to full automatics.
Getting into its stride on the motorway, the unladen coach handled well and felt stable at the speed limit. Scania has standardised on the 12-speed Opticruise transmission, which had previously been an option; although the earlier version of the set-up had been found to hunt through the gears, I found no such problems on the next generation model, gear changes being smooth and not excessive.
Before we arrived back at Worksop, I swapped to the passenger seats to try the coach out from the saloon. As expected, the ride was smooth and refined, and engine noise not excessive. I was pleased not to hear any noise either from the bodywork or from the wheelchair lift mounted beneath the floor. Naturally, all of the features that are taken for granted were present, including reading lights, dimmable LED lighting and USB charging points.
Whilst there has been a lot of focus on high-capacity coaches recently, coaches such as the Touring prove that there’s still a demand at the smaller end of the big coach market. And without a doubt, from the driver’s seat the new cab design has taken the Scania Touring to the next level.
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