Autosan H10 is a series of midi or maxi-class city, local, and intercity buses produced between 1984 and 2003, initially by the Sanok Bus Factory and later by Autosan in Sanok.
The H10 series was originally developed to replace the aging H9 family in the midi-class intercity and city bus segment. In the first half of the 1980s, the concept for the new generation of buses was revised, leading to the continued development of suburban and intercity maxi-class buses under the designations H10-11 and H10-12. These models supplemented the factory's product lineup rather than directly replacing the H9-20 and H9-21 models. The idea of replacing the Autosan H9 family with a midi-class bus derived from the H10 series was revisited only in the late 1980s, resulting in the H10-10 model, which was introduced into production in 1992. Due to its significantly higher purchase price compared to older-generation buses, the Autosan H10-10 was produced in fewer units than the H9-20 and H9-21 and ultimately did not replace them in the lineup. From the second half of the 1990s, the H10 series was gradually phased out in favor of new models from the A10 family (Autosan A1010T, Autosan A1012T).
History
Origins In the second half of the 1970s, the Sanok Bus Factory offered only models from the H9 series, which had been developed between the late 1960s and early 1970s. Despite numerous modernizations and the introduction of new variants, these vehicles were not considered technically advanced enough to compete with models offered by rival manufacturers. As a result, work began on developing a new series of buses, leading to the construction of the Autosan H9/II city bus in 1978 and its unified intercity counterpart, the H9/III.
The design of the Autosan H9/II and H9/III was based on solutions from the older H9 series, but the prototype buses featured an entirely new 10-meter-long body. The city variant was equipped with four pairs of electro-pneumatically operated double doors, providing access to an interior designed to accommodate 91 passengers, including 23 seated. The intercity version had a 2-0-1 door configuration, with the front-mounted doors being double-leaf and electro-pneumatically operated. Its passenger capacity was 45, all seated. Both prototypes were powered by an Andoria 6CT107 engine, produced by the Diesel Engine Factory in Andrychów. This engine had a displacement of 6,540 cm3 and a maximum power output of 121 kW (165 hp). Due to the short rear overhang of the prototype vehicles, the engine was mounted transversely, which required the designers to incorporate an angular gearbox developed by the Industrial Institute of Motorization. This gearbox connected the engine to a five-speed manual S5-45 transmission.
In 1980, a decision was made to continue developing the new bus series. The upcoming models were expected to introduce significantly more changes compared to the older H9 series than those seen in the initial two prototypes presented in 1978.
First prototypes The first prototype of the H10 series, designated H10-20.01, was presented in 1981. The chassis of this vehicle was largely unified with the Autosan H9-20 and H9-21; however, it was powered by a turbocharged WSW Andoria 6CT107 engine, which was still in the testing phase at the time. This engine had a displacement of 6,540 cm3 and a maximum power output of 125 kW (170 hp). It was paired with a five-speed manual S5-45 gearbox produced by FPS in Tczew. The rigid front axle and drive axle were supplied by FSC Star, and these components were mounted on leaf springs. The body of the H10-20.01 prototype featured many external elements borrowed from the Jelcz PR110U, such as headlights, rear lights, and windshield wipers. The right side of the bus had a pneumatically controlled single-leaf front door operated by the driver, while the rear door was manually opened. The prototype was designed to transport 45 passengers in individual seats.
A year later, additional prototypes of this series were developed. The first was the Autosan H10-20.02, which differed from the ".01" variant by having double-leaf front doors, a drive axle with a lower gear ratio, and a reduced seating capacity of 43, with different types of seats. This prototype was also the first "Autosan H10" unit to be sold, purchased by the ZT Sanok company.
The second prototype built in 1982 was the Autosan H10-21. This model was equipped with a Yugoslavian six-cylinder V-type diesel engine, the TAM F6L-413FR, with a displacement of approximately 9.5 liters and a maximum power output of 141 kW (192 hp). This engine was coupled with a five-speed manual Famos 5MS-6024 gearbox. Both prototypes were showcased at the Poznań International Fair in 1982.
Autosan H10-11
Development In the first half of the 1980s, the development plans for the new series of buses were revised, resulting in the continuation of work on maxi-class vehicles with lengths of 11 and 12 meters. In 1983, two 11-meter prototypes of intercity buses were built. The first of these was designated H10-51 and was equipped with the TAM F6L-413FR engine, which had a maximum power output of 141 kW (192 hp). This engine was paired with a five-speed manual Famos 5MS-6024 gearbox. The chassis featured a front axle and rear rigid axle from TAM, suspended on leaf springs. The second prototype was the Autosan H10-53, which used a Polish Andoria 6CT107 engine with a power output of 125 kW (170 hp), coupled with a five-speed manual S5-45 gearbox. The suspension of this prototype also featured TAM axles but was based on parabolic leaf springs, further supported by stabilizers.
The design was created in cooperation with the Military University of Technology, the Tadeusz Kościuszko Kraków University of Technology, and component suppliers. The head of the team responsible for preparing the new family of buses was Professor from the Faculty of Architecture at the Kraków University of Technology. Other key team members included Edward Pajęcki (chassis designer), Władysław Majda (chief designer), Jerzy Potocki (director's representative for new launches, son of ), and Eugeniusz Paszkiewicz (bodywork design supervisor). The H10 model was presented during a scientific session held in Sanok on 6– 7 October 1982 as part of the 150th anniversary celebrations of the factory.
In 1984, the decision was made to start the production of the intercity H10-11 model as the first representative of the new series of Sanok buses. At that time, two additional prototypes were created, similar to the vehicles that would go into serial production. These prototypes featured bodies extended by nearly 20 cm compared to the H10-51 and H10-53.
Mass-produced models
Autosan H10-11.01/.02/.13/.14
At the end of 1984, a pilot series of 10 units of the Autosan H10-11 was produced. The official handover of these buses took place on 18 December 1984 at the "Autosan" Training and Development Center in Sanok. Serial production was launched the following year, initially offering two intercity variants: H10-11.01 and H10-11.02. Both models were powered by a six-cylinder, inline SW680/95/21 diesel engine with a displacement of 11,100 cm3, delivering a maximum power of 136 kW (185 hp) at 2,200 rpm and a peak torque of 706 Nm at 1,500 rpm. This engine was paired with a six-speed manual transmission (S6-90), enabling the bus to reach a top speed of 107 km/h. The production models featured a body length of 11.2 meters and accommodated 47 seated passengers. The chassis used a rigid front axle from Rába (for the .01 variant) or Jelcz (for the .02 variant), while the rear rigid axle was sourced from Rába. Both axles were mounted on air suspension.
Due to supply issues with engines from the Mielec Engine Plant and transmissions from Tczew, the decision was made to import powertrains from Yugoslavia. The suppliers were TAM for engines and Famos for transmissions. In 1986, the H10-11.13 model was introduced, featuring an air-cooled V6 engine (TAM F6L-413FR) with a displacement of approximately 9.6 dm3 and a maximum power of 141 kW (192 hp). Power was transmitted through a five-speed manual Famos 5MS-6024 gearbox. As the power output of the V6 engine proved insufficient, the H10-11.14 version was introduced in 1987, equipped with a more powerful air-cooled V8 engine (TAM F8L-413F) with a displacement of about 12.8 dm3 and a maximum power of 188 kW (256 hp). This engine was coupled with a six-speed manual S6-90 gearbox, manufactured in Poland under a ZF license. The upgraded engine significantly improved the vehicle's performance, increasing its top speed to 121 km/h. The .14 variant was also available in a touring version, featuring passenger compartment air conditioning. TAM engines were used in the H10 series models until 1992.
Autosan H10-11.05/.06 In 1984, prototypes of the Autosan H10-11 variants designed for suburban transport were introduced. The H10-11.05 and H10-11.06 models featured a body equipped with three pairs of doors in a 2-2-2 configuration, with the middle doors being wider than the front and rear ones and opening inward. Corresponding modifications were also made to the interior, which was adapted to carry 75 passengers, including 42 seated. Like the intercity version, these models were powered by the SW680/95/21 engine, producing 136 kW (185 hp), paired with a six-speed S6-90 manual transmission. The suspension system included an air-sprung front axle from Rába (for the .05 variant) or Jelcz (for the .06 variant) and a rigid rear drive axle from Rába. The suburban versions did not gain popularity with PKS operators, leading to the production of only 20 units in 1985.
Autosan H10-11.11/.11N/.21
With the introduction of the Autosan H10-12 into mass production in 1990, the intercity version of the H10-11 was gradually phased out, remaining in the production program until 1992. As a result, in 1991, suburban and local variants of this model, designated H10-11.11 and H10-11.21, were introduced. These versions differed in interior configuration and door layout. The .11 variant had a 1-2-1 door arrangement, making it suitable for urban routes as well. It had a passenger capacity of 77, with 37 seated. The .21 variant featured a 1-0-1 door configuration, designed for longer-distance routes, with the same total passenger capacity of 77 but with 47 seated.
With the introduction of these suburban versions, a modernization of the H10 series' body design took place, inspired by the prototypes of the smaller Autosan H10-10 from the early 1990s. The front end was redesigned without a hatch, plastic bumpers were introduced, and the rear lights were replaced with square ones from Ikarus 200-series buses. The roofline at the front was lowered, while the upper edge of the side windows was raised. The suspension system was also improved by increasing the spacing of the air springs, enhancing the vehicle's handling characteristics. The suburban H10-11 models were powered by a six-cylinder, inline diesel engine of the SW680 type with a displacement of 11,100 cm3 and a maximum output of 148 kW (202 hp) or its turbocharged variant, the SWT 11/311/23, delivering 176 kW (240 hp). These engines were paired with a six-speed manual transmission of the S6-90 type.