In March 1976 - whilst Giscard d'Estaing's France was seeing both students and wine-growers staging demonstrations and with Concorde banned in New York - Coach and Bus Le Mans (CBM) was founded under the impetus of Marc Verney with the aim of building mostly urban vehicles (more profitable!) and developing a new spare parts activity. The CBM logo started to appear on Verney vehicles. This new enterprise was to be the mother of the famous TDU, LMB and LMC. The Le Mans manufacturer was always innovative, especially with the LMB 12 with three axles combining all the avant-garde solutions of the brand. It can be noted that the axles held by springs are longitudinal swing arms with independent Dunlop air suspension. Note also the self-supporting lattice beams, lowered due to the shape of the base, typical of Verney. In the range of buses we find the TDU 10, 11 and 12 with forward drive chain in contrast to the LMB 11 and 12 which have it located at the back, equipped in particular with a Mercedes V6 engine. The LMB is in production for three years starting in 1979. The TDU 850 bus is positioned between the "standards" and the "minis", it is promulgated in 127 hp or 153 hp in S TURBO version in 1982, and as example the TD 11 / SR that will be found at SETRAM.
In the tourism range, the LMC 12 A is built which is simply the SAMV TD 5. Its marketing is not very successful because of its typically Verney silhouette. A new body is designed becoming the LMC 12 B. A sloping front face can be seen which is the main original feature of the vehicle. However the installation of the windscreen is not always amusing. According to former employees it sometimes fell from the workmen's hands meaning 9 000 francs of losses. The LMC 12 B were only distributed within the Verney Group: the factory structure is too small for mass production and competitors offered reckless discounts. The first was delivered on 4 June 1976, the last on 3 March 1981.
With the LMC 12 B we always stay in the 6 x 2 range, however this coach can also be 6 x 4: how can that be possible? On the rear of the vehicle there are two dual reduction Kessler suspension axles. The second engages on the first and second gear during the effort of starting, or manually in a case where better traction is needed. We get four-wheel drive instead of two! This coach is powered by a DAF DHU 825 engine: this six-cylinder in-line diesel, direct injection in four supercharged strokes develops 215 hp with a cylinder capacity of 8270 cubic meters with a bore of 118 mm - a stroke of 126 mm. 2,400 rpm is expected with a maximum torque of 76 m.kg. The interior is dreamy for the time, since the equipment is derived from commercial aircraft, like the upholstery, ventilation nozzles, hostess call buttons and individual adjustable night lights. On the floor and on the lower sides, there is a thick carpeting with comfortable seats, with ashtrays, magazine holders, footrests, coat hooks and handles. The LMC 12 B is replaced by the LMC12-80S called Albatros, whose story we will develop later. We can add the new features of the model compared to its big brother: increased height of eleven centimetres, side luggage bays, grand touring equipment, more powerful engine, propulsion on both rear axles. An LMC 12 B could have been preserved by our association, but the youth of France prefers to save buses or coaches already preserved sometimes ten or fifteen times! Our structure is too small, our small purse too weak for such a project but we are human beings: mutual help, generosity, strength and friendship is within us.
Small size, last hours
CBM has to find an alternative and signs a cooperation agreement with Renault Véhicules Industriels (RVI) for the CBM 220, a reduced width bus in 1983 with a length of 8,820 meters over a width of 2,200 meters and a height of 2,830 meters. It is powered by a MIDS 060212 A with a power of 155 hp with a running speed of 2600 rpm for a maximum torque of 45m kg when rotating at 1800 rpm. It is fitted with a semi-automatic gearbox of type HVD 211. Its bodywork, signed Verney, is on a lattice beam box of steel tubes of square or rectangular section. This vehicle is partly distributed to the networks of Paris and Nice. On the demise of CBM, it is taken over by Renault under the name R 212.
The first balance sheet of CBM was filed in December 1984 following the sharp decline in sales of standard vehicles, cutting off some fifty jobs. As a result, CBM Engineering is launched to ensure the marketing and sale of the manufacturer's products: CBM 220, CBM 920, PR 80 S (1985-1986), PR 120 S in collaboration with RVI. The brand tries to catch breath "After a heart attack it is necessary to start again gently” said Yves-Michel Verney in June 1985 to the magazine Transport Publics. It is a hundred 220 that are produced for France, representing 90% of the French market for the manufacturer. This vehicle is of interest to transport operators because of its size which is reduced in length and width: previously it was not acquired hence an oversight of CBM with the professionals. It allows access to the narrow parts of a city or difficult terrain with a capacity of 65 to 70 passengers. Its reduced length allows "psychological" comfort to those boarding an empty bus in the middle of the night. The 220 is available for all types of services including airports and sells internationally as the 220 E with a length of 10 meters powered with 230 hp: some went to Kuwait. The aim of CBM is to continue to produce small-sized vehicles, equipped with Renault mechanical parts, whilst listening to the expectations of carriers whilst seeking to diversify. In 1985, we saw a restart of the company on a sound base adapted to the structure. In November of the same year, CBM 920 are delivered, some of which are produced for the Verney Group, such as 3354 in Alençon (preserved). There is also a PR 120 S which is simply registered as a PR 180 with an "coach" arrangement.
This is the end for CBM which gradually declines so that the Verney Group refocuses on its main activity of passenger transport. Some of the employees leave for RVI, others reconvert. The spare parts department becomes independent retaining the name of CBM, and is still in operation. J.P. Heuliez turns to Volvo for his chassis, and returns the keys of CBM to Yves-Michel Verney.
CBM Range
LMC 12 A :
Remake of TD 5 in production from October 1976 to July 1977, meeting CBM's urgent need to provide an until then non-existent touring coach in its new range.
The new body is presented under the name of LMC 12 B. It is highly anticipated by the networks for tourism work since it is able to compete with the foreign coaches with which competitors are equipped. It makes it possible to attain an important level in terms of comfort, etc. And will support the development of Tourisme Verney. : It was produced from May 1977 to February 1981. It retains the mechanics of the TD 5 and must meet the needs of the Verney travel agencies. The CBM factory produces 114 examples for Verney networks. TV is affixed to the vehicles although the Verney Tourisme brand has not yet been created.
LMC 12 / 80S, known as "Albatros":
Successor to the LMC 12 B: It was produced from February 1981 to July 1981 with only 23 examples.
In 1979 the engineers of Coach and Bus Le Mans studied a modern bus taking the main lines of the LMC 12 B, produced four years earlier. The prototype is called LMC 12-79 sporting a blue and green livery: it's the announcement of the future TV livery. It is equipped with a DAF engine and is recognisable by many elements: grills over windows, window hammers, chrome hub. The LMC 12-79 has serial number 10056 and is renumbered to 10001: this prototype spends 18 months without being used commercially in plate W. These eighteen months enable it to have amends, in particular the resolution of and completion of the interlocking of the central axle on the first two gears. The LMC 12 79 goes to SPA by road in May 1979 for the 'week of the coach': it had traveled less than 100 km around Le Mans ... during its first test trip ta breakdown was avoided by uncoupling the axles, not even 500 m from the factory! It represents the ultimate achievement of the 1957 Verney type T coach. The LMC 12 keeps the system of single wheels extended like tandem wheels: this loses luggage hold capacity and incurs additional costs on an expensive system : double motor axle only used on the first two gears. The LMC 12/79 is registered in February 81 to be operated commercially by Verney Lyon.
The vehicle porting the number 11002 is called LMC12 / 80 S, it is used for homologation of the type by the authorities. It was fully equipped, which was recommended by the regulations: automatic transmission, WC, air conditioning, minibar, etc. This prototype is used for presentation to the press in 1981. Bus & Cars magazine publishes a test of this coach in its number 68 in February 1981. This prototype goes in commercial service at CFIT Paris on February 18, 1981. It is differentiated by its bodywork: lateral glazing, the front door is hinged with a single leaf and the windscreen wipers are pantograph. The front door system is "borrowed" from a foreign bus broken down in Le Mans and garaged by the S.T.A.O. This allowed engineers to study the system and adapt it for the Albatross.
It is equipped with 48 seats or 36 seats if a WC is installed. An air conditioning installation is installed on the pavilion. The vehicles are signed Tourisme Verney with a new red and grey livery. However, the full logo is not used. The last Albatrosses were rebuilt during 95 with three copies preserved to our knowledge.
The urban designs of CBM
CBM TDU
In production from March 1976 to March 1983, from Verney SAMV. It came in three lengths under the name of TDU 10, 11, 12.
LMB 11/12
Urban version of the LMC. It is produced from April 1979 to July 1983 with a MERCEDES BENZ V6 engine.
The Vannes network obtains the very first vehicle of the series.
Released in 1982 from the Le Mans factories. It lies between the standards and the minis. It is of average capacity therefore adapted to city centre circulation. Its engine is available with two power outputs: TDU 850: 127 hp DINTDU 850 S TURBO: 153 hp DIN.
Produced in 1985 in partnership with Renault Véhicules Industriels. It has bodywork by CBM and equipment by Renault. Between October and November 1985, a series of 920 were delivered to Kuwait and then to the Verney group under the name of Cormoran. One example is kept in Normandy.
Another collaboration with Renault for the PR 80 S: It takes the mechanics and equipment from a contemporary PR 100 with CBM bodywork. It is produced from 1985 to January 1986. Just like the PR 120 S, an articulated bodied Verney which is simply named PR 180. One example is still "standing" at T.I.V., retained by Interconnexion.
Produced at 27th april 1979 to 1st july 1983.
On the production lines between July 1983 and October 1986. It meets two specific criteria: to allow operation in difficult areas thanks to the small width (2.20m) To have a real bus of medium capacity, having 60 places, it is equipped with an RVI - MIDS 0602-12 A engine with 155 hp and a beam box body.
It was launched in order to revitalise the company faced with the B59 chassis. But it is too late, CBM is already in crisis ... two examples have been preserved.