In 1980, DAF’s first MBG205 articulated bus chassis went to the Jonckheere company in Belgium for a coach body. And there it was, 44 years later, in all its original ‘Holland International’ glory, exactly as pictured in a book about the history of DAF that I bought some 40 years ago.
The full-size coach was open to the public, displayed in a setting as if it was getting ready to roll. Or just came back from a trip. Marvelously done!
The full name of the coach is as follows: a DAF MBG205 DKTL 575 CL rolling chassis with a Robert Schenk GOBL 8000 trailer and a Jonckheere Bermuda body.
A touringcar, that’s the rather un-Dutch-sounding term used here for such a luxurious coach. From school trips to travels abroad, a touringcar often was -and still is- the means of transport.
A huge sign with old magazine articles, parts of brochures, specifications, and drawings was placed next to the coach. As we can see here, the overall length -evidently sans body- was 17,840 mm. That’s equal to 17.84 m or somewhere around 58’6”.
For coach use, the complete chassis was rated at a gross weight of 24 tonnes (52,911 lbs).
Mounted between the front axle and the drive axle, the horizontal DAF DKTL 1160 engine. A turbocharged, 11.6 liter inline-six with a maximum power output of 252 DIN-hp @ 2,200 rpm.
Now then, it’s time to get aboard the AirJet Ventilated touringcar with air suspension all around, 75 fully adjustable seats, and dual-pane windows.
The cockpit with a synchronized, ZF 12-speed (2×6) manual transmission.
Entirely on the left, the tachograph unit with the speedometer, odometer, and clock.
The indoor tour starts here.
And ends here. Did the holiday mood kick in yet?
The luggage seems to be period correct.
To the sun Daffy, to the sun! Just like you did in your younger years, all the way to Spain and Italy.
Related Bus Stop Classics:
1970 DAF-Jonckheere – Its First Power Unit Was a Philips-Stirling Engine
Great buses.I didn’t know DAF also made buses.
At first glance they seem newer than a 1980.
Yes, rolling chassis. Front-engined (at first), later mid-engined and rear-engined. Almost all of them went to a Dutch or Belgian manufacturer of bus and coach bodies.
Bova, Smit Joure, Smit Appingedam, Hainje, Den Oudsten, Verheul, Berkhof, Domburg, König, and ZABO were renowned ‘body-builders’ in NL.
In Belgium: especially Van Hool and Jonckheere.
The last man standing now: VDL Bus & Coach.
Awesome! Great to see it so well preserved. As you know, I have a bit of a thing about articulated buses. Love the puckered fabric in the vestibule.
A bit curious how they never caught on here except as Transit buses, where they are of course very common now. Are there still some in Europe, as coaches?
Actually, this is the only articulated (long distance) coach I’ve ever seen. The articulated bus is a typical public transport concept, just like in the US.
Modern, top model coaches here all follow the same recipe as the VDL Futura FDD2-141 pictured below. Its specs: a 6×2*4 drivetrain (so with a counter-steering tag axle), 14.15 m (46’5”) long, double-decked, and with a capacity up to 96 passengers.
Oh, I don’t know about puckered fabric in the vestibule. I had that once and was asked to leave the party.
Wow – what a great restoration. It looks like it just dropped off a load of travelers from the 1980s.
I’ve never ridden on an articulated bus, but if I ever did, this is the one I’d want to start with! And in looking around for information on this bus, I can across this pre-restoration photo of the same coach – pretty impressive that such a vehicle was preserved.
Aha, our master sleuth strikes again! Splendid find. I guess Alpha Tours was the second owner, as the coach still looks mighty fine and spotless.
BTW, that’s a Bedford CF on the left.
I find it interesting it has 12; speeds. I don’t know much about big coaches, but all the manual transmission ones I’ve ridden in had at most 6 speeds. And I would imagine this is in part not to distract the passengers comfort with constant shifting.
However I imagine this bus though needs to always be driven with the rpms up in the power band to keep up with trafic when fully loaded.
I noticed that too, But then 252 hp isn’t much for such a big coach.
There was this legislation in Germany back then that at least 8 DIN-hp was required for each tonne of gross weight rating. So a 30 tonnes ‘big rig’ had to have a 240 DIN-hp engine at least.
This coach has more than 10 DIN-hp per tonne (24 tonnes max./252 DIN-hp). Of course, you didn’t exactly fly over the Alps with it…
BTW, it has a synchronized manual transmission, like in a car. Double-clutching not needed.
Beautiful coach Johannes and great pics – thanks…
Is that a steering axle on the trailer?
And is it a power axle? That’d surely make for a different DAF diff…..
Counter-steering, which means it steers in the opposite direction of the front axle, making the rear end of the trailer swing to the outside of a corner. Close-up below.
@ justy, the axle in the middle, with dual wheels, is the (only) drive axle.
I knew from your diagram where the drive stopped, but I just couldn’t resist the cheap word-play of the “different DAF diff” (which I’ve just realized could’ve been “the daffily-different DAF’s rear-diff”s difference” if it existed, and needed a comment, but it doesn’t, and it doesn’t, and anyway, I’m digressing).
“the daffily-different DAF’s rear-diff”s difference”
You mean the Variomatic?
But of course!
This bus would be the ultimate road trip machine. Sure double deckers are cool but this Schenk-Jonckheere Articulated Coach is a rolling greenhouse. Moving the A-pillars out and back a few inches along with that curved windshield improves driver and passenger visibility. With such a refined design only the sealed beam headlamps belie its age.
It doesn’t have sealed beam headlamps.
Interesting. They sure had me fooled for a bit but after zooming in I can see what appears to be modern halogen or maybe even Xenon bulbs.
I go for halogen.
Never heard of a bendy tour bus, so it’s quite a curio to me. Seems a better idea than having half the unfortunates onboard sitting down below like the luggage in those modern sort-of double storey ones.
Was that six DAF’s actual own back then? If so, I didn’t know they made engines (or perhaps you’ve told us and I’ve forgotten!)
Yes, it’s an in-house engine. DAF started to build their own engines in the late fifties (the same applies to axles/diffs). License-built Leyland engines at first, morphing into DAF’s own power units later. Turbochargers and intercoolers were added.
For example, the vertical DAF 1160-series of diesels (11.6 liter), introduced in 1968, was based on the 11.1 liter Leyland O.680.
Historically, truck makers from the Continent have always built their own diesel engines (with some exceptions).
In the Fall of 1980, Montreal-based Voyageur Colonial Bus Lines tested the futuristic Neoplan Jumbocruiser articulated bus. Ultimately, they never bought the bus, intended for the very busy Toronto to Montreal corridor. I’m sure excess cost to operate, was the issue.
I heard about the testing as a kid, but never saw or rode one, during the testing period.
Like this DAF, it featured rear steering.
Right, Neoplan, Traton’s (Volkswagen’s) bus and coach maker.
Articulated public transport buses have become utterly common. Meanwhile, bi-articulated buses have also arrived. For example, the Van Hool below.
The capacity, and convenience advantages over the past, are huge. Riders can board the rearmost doors, while paying their fares electronically. No lineups, or distractions, for the operator.
Various transit operations here in Canada, invested heavily in transit infrastructure, trains, and buses, before and during the pandemic. As ridership remains below anticipated volumes, in many cities. My city going back in a significant way, to diesel buses. For the foreseeable time.
Ever heard of ‘net congestion’? It has become a major issue here. The energy transition (exit fossil fuels as much as possible) requires enormous investments in the existing electric network. Currently, the nationwide, underground network simply can’t handle it anymore.
Yes. It is a problem here as well. Poor planning. As we in North America, have not invested in infrastructure, like other parts of the world. We are falling behind. And manufacturing capacity here, is no longer a strength.
They are reducing train service here. As riders, and the union, are not pleased. As they accepted the lowest bid for our light rail project. Alstom was the winner, as their work, has been problem plagued.