The MC-5 was the last of the 35 foot, 40 passenger buses. The demand for a larger capacity coach saw the evolution of the MC-6, MC-7, MC-8, MC-9, followed by the MCI-102 series, 40 and 45 foots coaches. The MC-6 and later models were all 40 foot units with a 47 passenger standard capacity. I have seen the odd coach with a 49 passenger rating, but that was only due to an additional seat installed at the expense of leg room.
The MC-6 was a large cargo capacity coach that had a second hump added part way back to raise the floor height, which allowed for extra cargo capacity in the rear bunk. They were powered by a 12 - 71 Detroit Diesel engine. The tag axle was enclosed behind the drive axle. They were a very smooth riding coach, and the sensation of speed at 80 miles per hour was the equivalent of about 50 mph in other units. There were very few made, and size, weight and structural problems were their downfall. It was in this model that the introduction to stainless steel tubing(frame work) was made. It has been said many times that this coach was away ahead of its time.
The MC-7 is easily distinguished by the hump on the exterior roof line. The center isle was depressed 4 to 5 inches from the rest of the floor level. The baggage space was larger and had 6 baggage doors; 3 on each side. They were a comfortable unit to drive and were powered by the 8-71 Detroit with a 4-speed transmission.
The MC-8 has a slight hump at about 4 feet from the front of the coach on the roof line. They have a flat floor and, unlike previous models, the baggage doors did not hinge at the floor line but were counter balanced by cables. The latch was opened and the door came toward you and cantilevered upward in a shallow arc. These doors would drop if the cable broke, and I have seen operators suffer severe bruising to their back when it landed on them as they were unloading baggage or freight.
The MC-9 is the one that is currently in service today and is slowly being phased out of service. Many smaller bus companies and local charter organizations cherish these units because the expense of purchasing a new one is, for them, too great. A fully loaded coach designed for passenger service today ranges in the $450,000. bracket.
Following the MC-9 are the MCI-102, 40- and 45-foot versions. The forty-five footer has a seating capacity of 55 persons and is equipped with a steering tag axle that allows for a shorter turning radius. The steering mechanism on the tag locks up after about twenty mph for safety. The later units are produced with Detroit Diesel, Caterpillar and Cummins engines ranging up to 500 horse power and come with automatic transmissions. I have operated coaches (commercial application) with the 450 Detroit Series 60 and that is about as close to driving pleasure as you can get. Hills are effortless and city driving is a pleasure. The price for one of these units range from $300,000. to $400,000. for a conversion shell.
It is interesting to note that as coaches aged and the motors wore out, many were replaced with the 92 series Detroit Diesel. Very often, transmissions were interchanged from automatic to standard or vise versa depending on the whims of the owner.
If one were to ask me which coach I would choose, I couldn't give a definitive answer. Each has its advantages and disadvantages. One has to consider the application and how much you can afford - - but this will be followed up in another article.
