2024-09 SUSTAINABLE BUS

Sustainable
US
VADO E TORNO EDIZIONI
www.vadoetorno.com
SEPTEMBER 2024
€ 22,00
E-MOBILITY FOR
THE MASSES
OUTLOOKS
Focus on Kempower,
Ekoenergetyka,
FPT, Yutong
SPOTLIGHT
Riding the Temsa
LD SB E electric
coach
INTERVIEW
Irizar’s strategies
between e-mobility,
market, economics

The world first
BYD Blade Battery
12 meters eBus
Empowering the Better Future
Sustainable
BUS
CONTENTS
32
30
26
SUSTAINABLE-BUS.COM SEPTEMBER 2024
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52
POST-IT
The future of zero-emission bus
market at the Sustainable Bus Tour
TECHNO
Europe, a +45% e-bus growth in the
first half of the year: ACEA’s figures!
INFRASTRUCTURE
What better place for a charging park
than a stadium? That’s MAN’s plan
INTERVIEW
Technology, competition, energy...
Irizar’s strategies in CEO’s words
OUTLOOKS
JIVE 1: what came out from Europe
largest deployment of fuel cell buses?
Megawatt charging seen from
the perspective of battery health
Ekoenergetyka: from the e-bus
business to the EV galaxy
Kempower, a EV charging player on
expansion across the Atlantic
FPT Industrial: how battery modules
and e-powertrains are built in Turin
Inside the world’s largest bus factory:
Yutong’s strategies from Zhengzhou
IN THE SPOTLIGHT
Temsa LD SB Electric:
taking a role in a new segment
Iveco Crossway NF Mild Hybrid:
the intercity leader goes mild
COMPARISON
Ebusco, MAN, Mercedes, Solaris:
a challenge between 18-meter e-buses
PORTFOLIO
All the zero-emission buses
on the European market
600 km
range with one
charge
500 kWh
battery capacity
105
passengers
36
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3

POST-IT
SUSTAINABLE BUS TOUR AT EUROPEAN MOBILITY EXPO
See you in Strasbourg?
FOCUS ON THE FUTURE OF ZERO EMISSION BUS MARKET
The second session of the Sustainable Bus Tour 2024 will take
place on October 2nd in Strasbourg (France) during the European
Mobility Expo. The event, titled ‘On the way to a fully zero emission
city bus market in 2035? Technology | business case | market uptake’
will explore the future of public transport in Europe, focusing on the
transition toward a 2035 goal where only zero emission buses will be
sold for urban use.
With battery-electric technology currently leading the market, the
rise of fuel cell bus projects and hydrogen-powered models will
also be discussed. Key topics include, among others, supply chain
localization, scaling up production, battery second-life management,
creative financing models.
Speakers include analyst Jose Serrano (RaboResearch), Transdev’s
Energy Transition Director Katie Black and Bruno Lapeyrie from
Keolis Group. Industry sector will be represented by Iveco Bus
(with Sustainable Mobility Manager Jean-Marc Boucheret), Irizar
e-mobility (Global Sales Director José Antonio Sola) and ZF, offering
perspectives on energy transition strategies and market dynamics.
The topic will be addressed thanks to
contributions from RaboResearch, Transdev, Keolis,
Iveco Bus, Irizar e-mobility, ZF
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TECNHO
ACEA, T&E AND BLOOMBERG NEF: FIGURES OUT!
On European e-bus market’s growth
REGISTRATIONS GREW 45% IN THE FIRST HALF OF THE YEAR
MAN LION’S COACH.
Bridges distances
with efficiency and comfort.
6
In the first half of 2024 the European electric bus market
continued its strong growth trajectory: according to industry
association ACEA, zero-emission bus registrations surged by
45%, pushing their market share from 13.7% to 15.5% (or 17%
when including EFTA countries and the UK). Germany, the second
largest market in the continent, saw a 25.2% increase in e-bus
registrations, while Spain recorded a 21.6% rise. However, France,
the largest bus market, declined by 16.4% (and Iveco Bus achieved
a 50% market share).
In terms of share, UK led with 22% of new bus sales being
electric, with higher rates in countries like Denmark (66%) and the
Netherlands (46%).
Hybrid-electric bus sales dipped by 7.5%, now making up 9.3% of
the market. What is quite interesting, diesel bus registrations grew
by 35.3%, increasing their market share from 65 to 68.5%. The
growth of both zero emission and diesel buses is explained with
the decrease in hybrid and ‘others’ (meaning CNG, for instance)
registrations.
Taking into consideration all kind of tractions, “bus and coach sales
had a strong start to the year, with new EU registrations surging
by 28.6% compared to the first half of 2023, totalling 20,370 units
- ACEA states -. All major markets recorded growth, particularly
Italy (+44.6%), Spain (+24.2%), and Germany (+17.8%)”.
A study by Transport & Environment found that by 2025 at least
eight European cities aim to achieve ZE-only bus fleets. This
number is set to increase, with an additional 19 cities planning to
reach this goal by 2030, and another 13 cities by 2035.
Projections from Bloomberg New Energy Finance (BNEF) indicate
that more than 60% of municipal bus sales worldwide will be
electric by 2030, rising to 83% by 2040.
BNEF highlights that municipal buses, estimated to be 3.4 million
worldwide, emit no more than 1 per cent of road transport CO2
emissions globally. E-buses are expected to represent 86% of the
global fleet as of 2050.
OTOKAR GERMANY IS BORN
After Italy, with the acquisition
of what used to be its dealer for
the Italian market, namely Mauri
Bus System, and the creation
of Otokar Italia, a subsidiary of
Otokar Europe under the Koç
Group umbrella, now the Turkish
OEM is also going to conquer
the German market, where it
has decided to open a new
subsidiary.
It’s a further
step in the
strategy of the
Adapazarı-based
manufacturer, which, in its own
words, wants to position itself
among the top five brands in the
European bus market.
As well as Otokar Italy, Otokar
Germany will also be a subsidiary
of Otokar Europe and joins the
others two subsidiaries in France
and Romania. The same OEM
has recently exported for the first
time its self-developed telematics
solution, Bus
Monitor, out of
Turkey, headed
to Portugal.
According to BloombergNEF, “LFP reaches +50%
of the global passenger EV market within the next
2 years. Nickel and manganese are among the
biggest losers from the advancements in LFP”.
Monitoring in the USA
Seattle’s carrier King County Metro has
entered a 5-year partnership with INIT to provide
an advanced vehicle health monitoring system
and smart charge management system from
CarMedialab, a member of the INIT Group.
The cloud-based technologies will be conveyed
across an initial 45 battery-powered electric buses
and trolleybuses, eventually extending to a total of
500 battery electric coaches and 174 trolleys over
the contract term.
Also in the USA,
CarMedialab is working
with C-TRAN among
others. The German
company has won in late
2023 the tender from TMB
Barcelona to implement its
MOBILEcharge technology
on the entire operator’s
electric bus fleet and is involved in the major project
of Dakar’s BRT in Senegal.
By integrating MOBILEvhm software with
INIT’s existing onboard computers, KCM will
achieve real-time vehicle health monitoring.
MOBILEcharge will also be implemented as a
cloud solution equipping both existing and future
charging stations. A total of 369 charging stations
will be outfitted.
Discover our new MAN Lion’s Coach - the coach that bridges distances with ease,
without compromising on comfort and efficiency. Equipped with a state-of-the-art cockpit,
advanced assistance systems and smart digital services, the MAN Lion’s Coach offers a
highly relaxed and safe travelling experience. www.man.eu/lionscoach

TECNHO
AN ANALYSIS FROM MOTUS-E REPORT, CURATED BY SUSTAINABLE BUS AND EURAC
Battery capacity takes off
E-BUS MODELS WITH +400 KWH INCREASED 10-FOLD IN 4 YEARS
Maximum battery capacity of 12-meter e-buses available on
the European market has been increasing, on average, by 34% in
the last 4 years. And the number of bus models with +400 kWh
possible on board has increased nearly 10-fold.
It’s just one of the findings of the study ‘Electrification trends in
local public transport’ by Motus-E, curated by Sustainable Bus
in collaboration with the Bolzano-based research center Eurac,
published in late June 2024 and focusing on an in-depth look at the
transition towards increasingly electric urban mobility in Italy and
Europe.
Motus-E is an Italian trade organization made up of industrial
players, automotive professionals, academic stakeholders and
associations aiming to accelerate the switch to electric mobility.
According to the study, 2,500 zero emission buses were awarded in
Italy in 2023. And in 2050 the Italian bus fleet will consist of 88%
electric vehicles and 9% hydrogen vehicles.
One of the most striking developments is the exponential growth
in the availability of e-buses equipped (on option) with batteries
exceeding 400 kWh. In 2020, only four such models were on the
market. By 2024, this number has skyrocketed to 35, marking
an impressive almost 10-fold increase. The maximum available
capacity on 12-metre buses has increased, on average, from 329
kWh in 2020 to 441 kWh in 2024.
Furthermore, battery modules, originally placed in the rear of buses
in the first e-bus generations, are gradually finding their way onto
the roof. And the next evolutionary steps, already taken by some
manufacturers, involve the direct integration of the battery modules
into the bus chassis, with positioning under the floor, to the benefit
of mass distribution (but not without some unknowns in terms of
accessibility and ease of maintenance). These developments go
hand in hand with the above-mentioned increase in the energy
capacity available.
The maximum available capacity on 12-metre
buses in Europe has increased, on average, from
329 kWh in 2020 to 441 kWh in 2024, is reported
on a recent study by organization Motus-E.
UK AND BEYOND
UK, South Africa, Azerbaijan. Three countries are
involved in BYD’s expanding electric bus strategies.
In the UK, BYD has introduced in late May the new
BD11 double-decker bus, 10.9-m long, featuring
Blade Battery technology (532 kWh capacity). Up to
90 passengers can be carried. The model is the first
in-house developed e-bus by BYD offered to the
UK market and is set to enter service later this year.
Plans are in place “for a provincial model to follow
soon after”.
In Azerbaijan, BYD has secured a contract for 160
K9UD buses, with plans for local production starting
in 2025. Meanwhile, in South Africa, BYD has been
awarded a deal for 120 e-buses, with deliveries
slated for late 2024.
GROWING OPERATIONS
Spanish suppliers Hispacold and Masats (belonging
to Irizar Group), are advancing their operations to
increase production capacity and efficiency.
HVAC provider Hispacold has acquired a concession
in the Port of Seville’s free trade zone and will
relocate its operations to new facilities. This move
involves an investment of approximately 4 million
euros. The new facility will include 14,000 m² of
industrial warehouse space and 2,500 m² of offices
on a 36,000 m² plot. Doors’ provider Masats is
expanding its facilities in Sant Salvador de Guardiola
to 25,000 m² by acquiring an adjacent building. This
expansion is
intended to meet
increasing market
demand and will
be used for the
production of
aluminum doors.
A third production
line will be added.
Charging
forward
to the next generation
of efficient transportation
Come visit BorgWarner at
IAA Transportation 2024
Hall 12, Booth C65
Discover our latest advancements in
commercial vehicle technology.
borgwarner.com/iaa-transportation

INFRASTRUCTURE
A BIG PROJECT AT THE ALLIANZ ARENA
Charging park coming in Munich
FC BAYERN WILL BE TESTING MAN E-COACH IN 2025
A new project for a charging park dedicated to electric trucks and
buses has been unveiled in late August at the Allianz Arena in Munich,
Germany, the iconic home of FC Bayern Munich and one of the most
advanced football stadiums in the world.
What is interesting, MAN announced it will deliver the first all-electric
coach to FC Bayern as a team bus in the 2025/26 season. The German
OEM had already announced that its Lion’s Coach E will be in demo
test starting in 2025. The charging park will include at least 30 charging
stations, designed to service up to 500 electric buses and trucks daily.
High-power and megawatt charging points are to be built in three planned
expansion stages on the southern bus car park of the Allianz Arena.
MAN Transport Solutions, MAN’s in-house consultancy for the switch
to zero-emission vehicles, was involved in the project. The consultants
are supporting the planning and implementation of the public megawatt
charging park.
“Large football stadiums such as the Allianz Arena have a very powerful
electricity grid due to their high electricity requirements, which is only
fully utilised on match days”, MAN outlines.
FIRST BUS GETS TO ZERO EMISSION
Following the electrification of its bus
fleets in York, Leicester, and Norwich,
First Bus has attained net zero-emission
status for these depots, becoming
among the first in the UK to reach this
goal. Achieving net zero involved more
than just eliminating fleet emissions;
it required reducing Scope 1 and 2
emissions by over 90% and offsetting
the remaining emissions through Verified
Carbon Standard projects. Key actions
included replacing gas heating with
electric systems, removing the diesel
refuelling tank at York, and installing solar
panels. This approach will serve as a
model for First Bus’ broader commitment
to zero emissions by 2035.
In May 2024, the diesel refueling tank
was permanently removed from First
H2-powered Bologna
TPH2, a consortium company made by municipal
operator Tper in Bologna, Italy, and the Austrian
hydrogen technology group Wolftank, has been
awarded the construction of two additional refuelling
and production plants. These will help ‘feeding’ the
fleet of 130 fuel cell Solaris buses circulating by the
end of 2026, starting from the end of 2024.
The Wolftank Group was chosen in a selection
procedure as an operational-industrial partner due
to its expertise in integrated hydrogen refuelling
systems.
When fully operational, there will be four plants (three
in Bologna and one in Ferrara) for the refuelling and,
in part, the production of hydrogen managed directly
by Tper.
The overall interventions are covered by Next
Generation EU funding and Italian PSNMS funding,
besides self-financing resources from Tper.
Bus’s York depot, which now operates
entirely on electric charging. This
made York the first depot in Yorkshire
to achieve this status. The fleet at
First York, at the time fo the removal,
consisted of 86 zero-emission buses,
including early-generation models
repowered with new technology. The
removal of the diesel tank is part of a £23
million transformation, supported by a
£13 million investment from First Bus and
£10.2 million in government co-funding
from the City of York Council.
Celebrating 30 years of
innovative door systems
Join us on our innovation tour to see our latest products
at these upcoming events:
Bus & Coach show
17 - 18 September
Brisbane
Innotrans
24 - 27 September
Berlin
FIAA
22 - 25 October
Madrid
SITCE
6 - 8 November
Singapore
Eurobus
12 - 14 November
Birmingham
10

INTERVIEW
AT THE BOUTIQUE
Irizar combines a multi-technology approach with a strong selectivity
in tendering. The post-Covid recovery is almost complete. Irizar
e-mobility? A growing start-up. Zero emission technology? It must
become independent from subsidies
He got to the bus sector,
he didn’t go through
it. And it shows. Talking
to Imanol Rego,
from 2020 to 2022 at the helm
of Irizar e-mobility, since September
2022 rejoined the group
as CEO of Irizar, is like receiving
an outside perspective, but well
informed about the facts. He
had been working for 13 years
for French multinational energy
company Schneider Electric.
Last assignment? Chief data officer.
A position that says a lot
about a professional who speaks
by numbers (and makes numbers
speak). And who has the virtue
of being able to put data (of the
bus sector, in our case) in a context,
actually two: the energetical
and the economic-financial one.
And who has the courage to say,
and this is a rare case, that the
e-bus adoption has a duty to become
sustainable regardless of
subsidies.
«We closed 2023 with 895 million
euros turnover, with a 40%
increase on 2022 - he says, introducing
some background figures
-. All the companies within
the group grew at the same percentage.
We expect 970 million
turnover at the end of 2024. We
produced 3,068 buses in 2023, in
2024 we forecast to reach 3,700
units. We are investing 20M euros
in capacity. Our goal for this
year is consolidating Irizar and
preparing for future challenges».
What about profitability?
IMANOL REGO, CEO, IRIZAR GROUP
«To be very honest, during the
pandemic, as most of our partners,
we registered losses for
three consecutive years: 2020,
2021 and 2022. Our sales volumes
went from 3,000 units to
1,500. We had 70 million losses
in total at a group level. EBIT
became negative. However, from
2023 we are again positive at
EBIT-level, and we are now back
to a EBITDA that is 70% of that
we had in 2019. A value for our
group was that of being a cooperative:
dividends in good times
were kept inside the company
and used to fund the losses».
And Irizar e-mobility?
«Irizar e-mobility is a start-up,
its volumes are rising sharply
and we forecast its EBIT to become
positive this year».
Where do you see most of the
growth coming and which are
your strategies?
«We witness, in our figures, a
growth in the coach segment,
despite the market growing
heavily in city buses. But in this
latter segment we decided to be
more selective. We are investing
in the development of buses for
public transport, but we are not
going for all tenders: due to high
competition and ‘price wars’, the
market is becoming very challenging.
We aim to be a ‘boutique’,
not a department store».
On the other hand, the European
market for electric city
buses is set to double by 2030,
considering the 90 percent
mandate by the EU. Many
OEMs are working to expand
their production volumes…
«The capital employed for manufacturing
e-buses is approx. 60
percent more than for ICE vehicles,
mainly due to the cost of
battery. Our objective is to grow
in a sustainable manner».
Let’s stay on e-mobility. Which
markets are you mainly targeting
in Europe today?
«Irizar e-mobility has subsidiaries
in Italy, France, UK and
Benelux. These subsidiaries are
Irizar subsidiaries, and Irizar
e-mobility relies on this network.
We don’t have a subsidiary in the
DACH region, where we are represented
by a dealer, which acts
as a gatekeeper in order to allow
us to land in the market».
Which is your approach to
In photo,
Imanol Rego,
from 2020 to
2022 at the
top of Irizar
e-mobility. From
September
2022 he
rejoined the
company as
CEO of the
entire Irizar
Group.
Mexico, where you’ll be delivering
a fleet of ie tram, and
LATAM markets?
«We could provide operations
with ie tram in some cities in
Mexico and Latam, but we won’t
enter in a market where huge
volumes are required and I think
for European manufacturers
could be challenging to make a
sustainable and profitable business.
But we will keep providing
something different».
Irizar traditionally offered
bodyworks, but also integral
products are on your offer.
And the last few years showed
that many opportunities are
coming to the bodybuilders’
sector…
«20% of our production of
coaches globally is integral. A
little higher share in Europe.
But we are not pushing for our
solution, we are proud of being
a bodybuilder and proud to work
agnostically with many OEMs».
The market for 24-meter vehicles
is quite a niche, but volumes
are seen on a rise and
OEMs offering this technology
are very few. Should we maybe
expect a ie tram with double
articulation?
«Building a 24-meter bus would
require us to use 3 slots in the
production capacity. And the volumes
are really small. We prefer
to make three 12-meter instead».
Irizar presented a fuel cell
coach, while all your company’s
city bus offerings are only
based on BEV…
«We don’t believe in hydrogen
in urban transportation, in the
same way as we don’t believe
in an electric coach with 5 ton
batteries. BEV urban buses are
efficient and current technology
provides no limitations in fulfilling
the required urban range.
Using hydrogen technology
means introducing a technology
complexity at the depot level,
meanwhile it is not generating
even a Opex reduction.
If the accessibility of green hydrogen
will be around 4-5 €/kg,
maybe it’ll be time to get there
for the city bus market too».
Funding for electric buses is
being stopped in some markets,
such as Germany. Do you
see this having an impact on
the development of e-mobility?
«Fundings have been instrumental
to kick off this market.
However, today, TCO comparison
between battery-electric and
diesel city buses is quite clear.
The difference in upfront cost is
recovered thanks to savings between
200 and 250K euros on
diesel during a typical 10-years
lifetime of the bus.
This being said, of course e-buses
are more intense in terms of
capital costs. However, we cannot
build a strategy on fundings,
as if we do so, when fundings are
gone, we are lost».
What then?
«I believe banks and the financial
market need to enter into this
market. They could be replacing
«We are increasing volumes in the coach segment, despite the
market growing heavily in city buses. We are investing in the
development of public transport buses, but we are not going for
all tenders: due to high competition and ‘price wars’, the market
is becoming extremely challenging. We aim to be a ‘boutique’»
«We cannot build a strategy on fundings, as if we do so, when
fundings are gone, we are lost. Banks and the financial market
need to step in. They could be replacing public subsidies and
generating fundings for operators to buy the vehicles. However,
first there must be a consolidation of the market»
public subsidies and generating
fundings for operators to buy vehicles.
However, first there must
be a consolidation of the market,
operators will have to wait at
least one cycle of BEV technology
in operation before taking the
risk of asking money to banks.
The business model needs to be
sustainable to attract private
funding».
How to kick-off electrification
of coaches?
«BEV technology creates difficulties
from technology perspective,
as the actual batteries do not
allow to achieve ranges of 800-
1,000 km with one single charge.
Additionally, it dramatically increases
the weight, limiting the
number of seats and luggage
space. Also charging times are
an issue and would completely
disrupt the customer experience.
We will launch an electric coach
once that technology will provide
a seamless experience for both
passengers and operators».
Which are your thoughts on
hydrogen-powered combustion
engine technology?
«Hydrogen ICE vehicles are less
efficient than fuel cell vehicles,
so the maximum range and Opex
of the vehicle are impacted, although
Capex is currently lower.
Green hydrogen in combination
with a combustion engine is an
almost zero emission technology,
as it only generates low levels
of NOx. Therefore, we will follow
very closely the evolution of
this technology, where we could
leverage the technology developments
made on the diesel engines
during the last decades, as
it can help to decarbonize long
distance transportation». R.S.
12
13

OUTLOOKS
The project allowed a significant
reduction in the price
of fuel cell buses relative to
previous demonstrations.
In fact, the JIVE 1 target of
€650k for a standard 12m
bus was achieved in all
sites. The world’s first fleets
of double deck fuel cell
buses were developed and
deployed within the project.
THE OUTCOMES OF JIVE 1 PROJECT
MAKING H2 REAL
JIVE 1 European project came to an end.
Together with JIVE 2, 300 fuel cell buses will be
deployed in the largest coordinated deployment
of this technology in Europe to date
14
The JIVE 1 project has supported
the deployment and operation of
fuel cell buses and refuelling stations
in sites across four countries
in Europe. 131 buses have been deployed
in Germany, Italy, the Netherlands, and the
UK. Together with its sister project, which
will run until June 2025 (JIVE 2), this programme
is deploying 300+ hydrogen buses
in 15 sites across six European countries.
These projects are the largest coordinated
deployment of fuel cell buses in Europe
to date.
All the achievements of JIVE
All buses will continue their regular revenue
operations just like conventional buses.
JIVE 1 led to several important innovations
and first-of-a-kind demonstrations. First of
all, it stimulated increasing investment in
fuel cell bus development from multiple
manufacturers. It also allowed a significant
reduction in the price of fuel cell buses: the
JIVE 1 target of €650k for a standard 12m
bus was achieved in all sites. Third, the
world’s first fleets of double deck fuel cell
buses were developed and deployed within
the project. Range is another crucial issue:
within JIVE 1, buses able to operate for up
to 500 km throughout the year in a range
of climate conditions were demonstrated.
Fuel efficiency? The original project targets
of

OUTLOOKS
MEGAWATT CHARGING FROM THE PERSPECTIVE OF BATTERY HEALTH
MW-CHARGING...
...WHAT?!?
READ MORE
Megawatt charging is
presented as a gamechanger
for heavy-duty e-mobility. Let’s
try to clarify myths around
how it works and how it
affects battery stress and thus
value retention and lifetime
As the adoption of electric vehicles
continues to rise, particularly in
heavy-duty and public transportation
sectors, the need for efficient
charging methods becomes more pressing.
Megawatt charging offers a solution. Yet:
many fear that it might shorten battery life
in an unsustainable way. But are these concerns
really justified?
Challenges MW charging, explained
The three main influencing factors to battery
stress, that is, rate of degradation, are, first,
battery temperature; secondly, the SOC
(State of Charge) at which they are parked,
and respectively, the range of SOC in which
they are operated and, lastly, the power at
which they are operated and charged. Generally
speaking, higher charging power not
only raises temperature (which can be an issue
itself), but the effect of forcibly move
Li-Ions from one electrode to another can
be harmful itself. So, also generally speaking,
ultra-fast charging puts more stress on
most batteries than slow charging would.
But is that automatically a problem? Firstly,
there are as many subspecies of Li-Ion batteries
as there are animals in a jungle, with all
their peculiarities, strengths and weaknesses.
Some of those animals exhibit good resilience
against fast charging and are not always
negatively affected by high power. The most
prominent animal is referred to as LTO.
Also, the latest advanced battery monitoring
technology allows us to meticulously track
actual stress and degradation, and safety
indicators – information that can feed into
both intelligent charging strategies and into
a informed asset management philosophy.
Secondly, there are supporting measures
engineers take to do proper temperature
control, to implement intelligent charging
strategies – taking into account the situationspecific
amount of charge to be taken up, the
particular properties of the specific battery
type in use and potentially the current status
of the battery. Also, by proper management
and tracking of past performance, progression
of degradation and intelligent adaptation
of the processes to changing operational requirements,
a lot can be optimized.
But thirdly and most relevantly, the total business
case must be taken into account. If
the used battery type, the operational profile,
the peripheral technology, monitoring
and asset management philosophy – including
a sustainable end-of-life management,
replacement planning, residual value certification
and reselling strategy – are all wellcrafted
and geared to a seamless overall business
case, the underlying technology (fast,
slow, no charging) takes a back seat.
On intelligent charging strategies
The key to successful MW charging are thus
a well-tuned technology setup on the one
hand, with batteries, charging technology and
power electronics with an intelligent charging
control strategy ideally single-sourced,
and a robust overall business concept, including
proper asset monitoring and management,
replacement planning, and re-sell/-use
concepts. Vehicle and battery connectivity
is the foundation for actually assessing and
making transparent battery quality and state
history and outlook. This information can be
included into a readily accessible, centralized
place such as the operator’s go-to fleet or asset
management software.
Connectivity is key
Equipped with invaluable information such
as remaining capacity, usable lifetime, stressinfluencing
factors and recommendations,
resell value assessment, but also anomaly,
safety and breakdown risk assessments with
predictive notifications, an educated, sustainable
and economical operation, maintenance
replacement and reselling strategy becomes
feasible for both owners and operators.
MW charging has the potential to become
the new standard in heavy-duty and public
transportation sectors. Concerns about reduced
battery lifespan can be addressed
through the right technology and overall
business concept. By leveraging advanced
battery monitoring, intelligent cooling systems,
and charging techniques, operators
can ensure that fast charging does not compromise
the business case, despite being
reasonably stressful for a battery.
Claudius Jehle, CEO, volytica diagnostics;
Sven Klausner, Group Leader Charging
Infrastructure, Fraunhofer IVI
MOBILEcharge
Intelligent charging of e-buses
CarMedialab GmbH | Building 5112 | Werner-von-Siemens-Straße 2-6 | 76646 Bruchsal | Germany
Phone: +49 7251-7240 0 | info@carmedialab.com | www.carmedialab.com
16
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OUTLOOKS
18
EKOENERGETYKA PLANT IS EXPANDING
PIVOTING STRATEGY
Ekoenergetyka, one of Europe’s
leaders in e-bus charging stations,
is now focusing on the car and truck
sectors and on megawatt charging.
Expansion is ongoing between
Europe and North America
Polish Ekoenergetyka is a wellknown
name in the bus sector.
Its charging stations ‘fill up’ the
RATP buses of Paris, the yellow
vehicles of BVG Berlin and the electric fleet
of VHH in Hamburg, not forgetting Nobina
in the Nordics. On the strength of a 20
per cent market share in electric municipal
bus charging in Europe, the company now
aims to grow by combining the development
of future megawatt charging applications
(Ekoenergetyka has announced that it will
present a dedicated connector in the second
half of 2024), a European and North American
expansion, and a ‘pivot’ of its strategy
towards the private car and truck world. It is
a fact that the bus market, although a forerunner
of the transition to electric vehicles,
remains a niche with truly small volumes
compared to the almost exponential (...and
more standardized) opportunities offered by
the electrification of van and truck fleets.
The future is... mega
At the beginning of June, we visited the
company’s headquarters in Zielona Góra,
two hours’ drive east of Berlin, on the occasion
of the Testival & Conference promoted
by the CharIn industry association. It brings
together automotive groups, charging infrastructure
suppliers and other stakeholders
from the EV world united by the objective
of promoting the CCS charging standard at a
global level. Focus of the moment: perspectives
and developments offered by Megawatt
charging (MCS) technology.
Let’s talk about the plant, which has recently
seen a 50 million euros investment in the
construction of a research and development
centre, laboratories and training hub. The
plant covers over 7,000 square metres and
is a veritable citadel of brand new buildings,
whose construction is driven by the favourable
conditions offered by the Kostrzyn-
Słubice Special Economic Zone in which
they are located.
55,000 parts per hour leave the electronics
area. This is where the technological ‘heart’
of the charging stations, which are equipped
with proprietary power electronics, is created
(and tested). Production takes place on a
single shift. Empty spaces to be filled in the
factory are still conspicuous. The wiring area
is next door: both areas are located in a newly
constructed building, which was inaugurated
a couple of years ago. The workers in the two
sections total less than fifty, and are equally
distributed. The only difference is that the
wiring section will soon start working two
shifts, effectively doubling production.
The sound of charging
The visit to the anechoic chamber for measuring
the noise of charging stations has
been quite interesting. The decibels emitted
by the charging station are counted after an
hour of operation ‘at full throttle’, when the
cooling system (responsible for most of the
noise emissions) is well underway to keep
the temperature of the infrastructure under
control. Not far away, here is another space
with a high futuristic imprint, where the effect
of external magnetic fields on the proper
functioning of chargers is analysed.
We continue in the large area where the
charging stations of the Axon range, which
was freshly launched this year, are assembled
on two lines. Twenty workers on each
line. Here, work is carried out on a single
shift, during which a total of 96 stations will
be produced from the beginning of 2025.
The line, whose expansion was the pretext
MEGAWATT CHARGING, THE GAMECHANGER?
Ekoenergetyka’s chargers
‘fill up’ the RATP buses of
Paris, the yellow vehicles of
BVG Berlin and the electric
fleet of VHH in Hamburg,
not forgetting Nobina in the
Nordics. Now the focus is
on cars and trucks.
When we talk about Megawatt
charging, what exactly
are we talking about? Providing
a detailed overview
of the characteristics and
implications of the new
technology was Adrian
Dominiczak, Ekoenergetyka’s
Manager of Technical
and Commercial Advisory
Department. The horizon of
Megawatt charging is eminently
truck-like, at least
in its early stage. The goal
is to provide the possibility
for electric truck operators
(forecasts by the International
Energy Agency speak
of 190,000 to 520,000 electric
trucks circulating in Europe
by 2030) to be subject
to downtime periods for
charging that correspond to
the mandatory rest periods
for driving. The development
of charging infrastructure
is driven by the AFIR
regulation, which envisages
the installation of charging
points every 60 kilometres
on TEN-T routes by 2030.
The MCS (Megawatt
Charging System) standard
is trivially an extension of
the type 2 CCS (Combined
Charging System) paradigm,
the standard for e-bus
charging. The CCS2 technology
provides for maximum
charging power of 350
and 500 kW, depending on
whether the power range is
UFC or HPC.
Three levels of MCS, for
350, 1,000 and 3,000 ampere
charging respectively.
What is the difference?
The first case has no liquid
cooling, the second level requires
a charging connector
equipped with liquid-cooling,
a technology that in
the third case must be also
present on the vehicle power
socket. Assuming a DC
voltage of 1,000 volts, the
second level can develop a
charging power of 1,000 kW.
While the third level, pushing
the voltage to extremes
(1,250 volts), can, on paper
and in theory (allow us to
emphasise: on paper and in
theory), charge up to 3,750
kW. This is all very nice. Yet...
the flipside of the coin is
easy to see. The demand for
energy from the grid reaches
1,650 kVA in the case of
1,000 kW charging (and
even 4,125 kVA in the case
of the phantom 3,750 kW).
19

OUTLOOKS
20
ON A RACE TOWARDS PROFITABILITY
The history of Ekoenergetyka
started in 2009 from an academic
project. Today, more than 1,000
people work there. Supporting the
company’s growth is now the private
equity fund Enterprise Investors,
which has held a ‘significant
minority stake’ in the company
since 2022 (it has invested 45 million
euros). In mid-June 2024, the
company announced a 170 million
euros loan to finance its European
expansion.
CEO and co-founder Maciej Wojeński
presents Ekoenegetyka as
the leading provider of DC charging
infrastructure in Central and Eastern
Europe.
The relationship with compatriot
Solaris (which is geographically not
far away: less than 200 km) opened
the door to the bus segment for
Ekoenergetyka. The first DC charger
for e-buses made in Zielona
Góra was delivered to Solaris in
2012. The first DC charging station
for private cars is dated 2018. Expansion
into the e-truck sector is
even more recent and bears the
date 2023, a crucial year that saw
the opening of training centres and
anechoic chambers.
In the words of founder Wojeński,
“5 years ago, more than 90 per cent
of our sales were in the bus sector.
In 2018-2019, we made a strategic
change of direction, starting to develop
products dedicated to the private
car market and turning to CPOs
(Charging Point Operators). Today,
50 per cent of our sales come from
the latter segment. We expect that
within a few years, 70 per cent of
our turnover will be covered by the
solutions with higher volumes and
serial production, i.e. those aimed
at the car and truck world”.
The change of direction is combined
with the strengthening and
expansion of the European network.
“For the past 3 years, we have
been investing in our organisation
to extend our reach in Europe”,
Wojeński continues. “We have already
introduced sales
and after-sales teams
in Spain, Benelux, the
DACH area, Scandinavia,
and the Baltic and
Balkan countries. Italy
is also on our roadmap.
Today, the DACH
region is our main
market, followed by
France. Benelux and
the UK are emerging
markets”.
Profitability, speaking of electromobility,
is a hot topic. Where does
Ekoenergetyka stand? One premise:
the company, not listed on the
stock exchange, keeps information
on its balance sheet, turnover and
corporate structure under confidentiality.
Once again, let’s the CEO
have the floor: “Although we are
investing a lot, we are well on our
way to profitability. Our turnover,
from 2019 onwards, has grown by
80-90 per cent per year. And we
expect to reach a turnover of 1 billion
euros in 2030. As of today, we
have around 300 million euros of
contracts in the order book; this
is a volume we are trying to keep
constant”.
for our visit, will in fact be enriched with
automation elements by the beginning of
next year, when industrial robots will be introduced.
This is the only area of the factory
where a serial working mode is implemented.
The Axon product range is the only one
that lends itself to such an approach in terms
of volume, while, for example, customized
charging solutions for transit operators are
built in another area of the factory where
they work in ‘island’.
An evolving offer
The company offers charging systems ranging
from 30 to 400 kW. Pantograph charging
stations capable of 500 kW complete
the offering. And it is not hard to imagine the
next frontier: megawatt
charging. Ekoenergetyka
has announced that it
will release a dedicated
connector by 2024.
Today, the main technological
solution offered
by the Polish group is the
aforementioned Axon
range, consisting of charging
stations split into
charger and satellites.
The latter are positioned
close to parking areas
and connected (more
than one) to the proper
charger, which is located further back. The
latest launch is the coupling of the Axon Side
360 DLBS power unit with Sat400 satellite.
It is capable of supplying up to 360 kW (via
liquid-cooled cable technology) and powering
up to six vehicles. All this is enhanced
by dynamic charging balancing technology
able to prioritise charging vehicles according
to the actual state of battery charge.
Constant monitoring
Back at the plant, another crucial area for
Ekoenergetyka’s activities is the one dedicated
to monitoring, where operators rotate
24 hours a day, seven days a week, to ensure
continuous supervision of the 2,000
charging stations connected to the system
(the service is clearly offered on request).
Seventy per cent of the monitored charging
stations belong to the public transport segment.
When a problem occurs, operators
contact the customer, possibly involving the
local service partner. The average reaction
time is 9 minutes. All software issues, they
assure, are handled remotely (this is 65 per
cent of the cases): the software is proprietary
to Ekoenergetyka. Riccardo Schiavo
Your power
partner,
whichever
route you take
Our planet faces a significant challenge as we recognise the
realities of climate change. That’s why we’re taking action
to progress the widest range of power technologies to fuel
industry decarbonisation.
Visit us at IAA Transportation 2024
Hall 19/20. A22
17–22 September 2024
Learn more.
©2024 Cummins Inc.

OUTLOOKS
KEMPOWER OPENS A NEW PLANT IN THE USA
GOING WEST
We were in Durham, North Carolina, where
Kempower opened its first plant outside
Finland. A real bet on the electrification of heavy
transport overseas. The new megawatt charging
systems will also be produced in the USA
In 2023 alone, Kempower
manufactured 20,000 charging
stations, enabled 7.5
million charging sessions
and delivered almost 200
GWh of energy. The goal is
to reach 100,000 stations
manufactured by 2027.
To achieve this, major help
is needed from the
United States.
Looking out the plane window,
just before landing at Durham
Raleigh International Airport,
North Carolina’s second largest
conurbation, what strikes one is an almost
endless expanse of trees. Buildings
and streets seem to be carved out of the
forest. We discover during
our short stay
that among the
symbols of Raleigh
are oak
20K
Chargers
manufactured
in 2023
trees. Inevitably,
we associate
the green impact
of our trip
with the reason
why we are in the
United States, namely
to attend the official opening of
the
American Kempower plant. Kempower
is a very young Finnish company that is
rapidly establishing itself on the market
as one of the most up-and-coming names
among manufacturers of charging systems
for electric vehicles.
In 2023 alone, Kempower manufactured
20,000 charging stations, enabled 7.5
million charging sessions and delivered
almost 200 GWh of energy. The goal is
to reach 100,000 stations manufactured
by 2027. To achieve this, major help is
needed from the United States.
About Kempower chargers’ offer
“We chose Durham for several reasons:
there is a well-established education and
research system here, as well as a mature
supply chain. And then, we are on
the east coast, closer to Finland”, says
half jokingly Kempower CEO Tomi Ri-
22
23

OUTLOOKS
In the newly established
American manufacturing
outpost, both key
elements of the charging
architecture envisioned by
Kempower will be made.
Beginning with the central
units, which receive
energy from the AC grid,
convert it and distribute it
to the so-called ‘satellites’,
i.e. the actual columns
capable of supplying
power to the vehicles.
stimäki. And about the political uncertainty
in the run-up to the presidential
elections: “The US investment plan has
become law and creates many jobs: whoever
the president will be, it is very difficult
to turn back. In any case, incentives
can be helpful to launch a technology,
but they are not decisive”.
Certainly, the presence of Democratic
Governor Roy Cooper at the inauguration
is a demonstration of the administration’s
support of the now famous
green investment plan launched
by the Biden-Harris duo. In the
newly established American
manufacturing outpost, both
key elements of the charging
architecture envisioned by
Kempower will be made. Beginning
with the central units,
which receive energy from the
AC grid, convert it and distribute
it to the so-called ‘satellites’, i.e.
the actual columns capable of supplying
power to the vehicles. The central units
have a modular design and are able to
intelligently distribute power (600 kW
maximum) to up to eight outlets.
The promise of MCS
This year, Kempower presented what
seems to be the ‘holy grail’ in heavy
transport electrification - megawatt
charging. Kempower is able to provide
systems with a power output of 1.2 MW
‘simply’ by combining two 600
kW central units. In this
case, cable and output are
100K
Target chargers
manufacturing
in 2027
much larger, the power
is all channelled to one
output, and a vehicle
capable of supporting
such power is required.
«Whoever drives a truck
on long distances has to
stop for mandatory breaks.
The aim is to be able to recharge
the batteries at that time. Megawatt
charging makes this possible. It won’t
be in the immediate future, but I have a
lot of confidence it will happen», Tomi
Ristimäki told us.
The Durham plant is fully equipped to
produce megawatt charging systems. At
the moment, it is working on one shift
only and production is at a very early
stage. About twenty people are employed
at the factory, but at Kempower
they want to be ready for the increase
in demand, which they are betting
on. Commercial and heavy vehicles,
even more than the automotive sector,
are expected to fuel production. CEO
Ristimäki expects a definite upward
trend in the spread of electric vehicles
between now and the end of the decade,
especially when it comes to trucks, while
vans “are somewhat in the middle
between cars and heavy-duty vehicles
and will most likely be charged in private
depots rather than public hubs”.
Fabrizio Dalle Nogare
24

OUTLOOKS
26
HOW WORK IS DONE IN FPT INDUSTRIAL E-PLANT?
A HOME FOR
E-POWER
EXCLUSIVE
FPT Industrial’s e-plant in Turin covers
assembly of battery modules adopted on Iveco
electric minibus and e-bus range (and more!).
NMC chemistry applied to buses involves
many cycles and low C-Rates
Two years of activity, a captive topicality,
a future open to collaborations
with OEMs (such as the one
in place for the Maserati Folgore).
This is the portrait of FPT Industrial’s e-plant
FPT e-plant has a
production capacity of
around 50,000 electrified
propulsion units per
year and over 1.5 GWh in
batteries. The company’s
turnover is currently split
roughly 50-50 between
on-road and off-road
applications. Battery
assembly is the new
venture undertaken by FPT
starting in October 2022.
in Turin, Italy. We will accompany you step
by step through the genesis of electrified batteries
and axles. Daniele Pozzo, Marketing
and Product Portfolio Manager, provides us
with access credentials, before we venture
Alice Orsi, FPT’s Head of
ePowertrain marketing
& product portfolio, and
Daniele Pozzo, Marketing
and Product Portfolio Manager,
have been accompanying us
in a facility tour of FPT
Industrial e-plant in
Turin, Italy.
into the production and testing departments.
«Regarding energy storage systems, we focus
on two elements. The first, since the inauguration
of the e-plant in October 2022, is the
eBS37, abbreviation identifying the installed
energy of the battery, in kWh. In Turin, we
assemble modules and accessories such as
wiring, BMS, housing and cover. FPT keeps
the development, choice of chemistry and
software management under its own control.
The R&D centre in Coventry allows us
to develop algorithms to optimise the use of
the lithium-ion battery, NMC technology,
37 kWh, with a density of 140 Wh/kg. We
rely on a module structure, with which we
complete the battery pack. Microvast manufactures
the cells and assembles them within
the modules. The big brother of this battery
pack is the eBS69, which is faithful to the
NMC and can be assembled in parallel up to
a maximum of 9. Energy density is among
the highest on the market (178 Wh/kg)».
What about safety requirements? Between
Model Year 2022 and 2024, the level of
safety has changed. The batteries in the Iveco
Daily MY 24 (eBS 37 Evo) are compatible
with the ECE R100.3 thermal runaway
standard. These batteries have anticipated the
regulatory requirements, thanks to their detecting
system and internal hardware.
Capacity and assembly
Pozzo points out that the e-plant «has a production
capacity of around 50,000 electrified
propulsion units per year. A modular and
scalable solution was envisaged from the
outset. We are prepared for a strong growth
of our customers, especially in the second
half of the decade, and we will be good at
keeping up with the demand, trying to
saturate the production facilities.
This is the hub where we have
focused our energy storage
and electric propulsion activities.
In short, it is a gigafactory,
which we understand as
that place where, when adding
up the kWh of batteries,
multiplied by the battery packs
produced in a year, the GWh is
exceeded. Here, the production capacity
far exceeds it (>1.5 GWh). Compared
to the passenger car, the industrial sector is
an order of magnitude less. Remember that
for each bus, equipped with multiples of 5,
7 or 9 battery packs, we are installing a few
hundred kWh. There are variables not yet
defined, one of which is the price of hydrogen.
Regarding heavy-duty batteries, Iveco
is working with Proterra. We started with the
two areas of greatest take rate, light commercial
vehicles and buses».
Five production lines in Turin
Alice Orsi, Head of ePowertrain marketing
178
Energy density
(Wh/kg) of
FPT eBS69
& product portfolio, takes us
through the five production
lines dedicated to the assembly
of electrical products.
«This factory is divided into
three areas. A little less than
half of the facility is dedicated
to storage and preparation of
the kits; then, the actual assembly;
the end of the line is
where we test everything we
do, both in terms of batteries
and propulsion: axles, EDUs
(Electric Driving Units), central
drives. The lines were
designed from scratch thanks
to augmented reality, right
from the supplier area. AI
helps assembly operations». It
is not a department like any other, as Alice
Orsi makes clear. «The 200 or so employees
are high-skilled and undergo largely safety-related
training more than once a month.
The work systems reward skills and exempt
physically stressful tasks. This is why
there are pneumatic and hydraulic lifters to
perform those repetitive tasks that can drag
on production errors. The measuring machines,
with the pick-to-light system, show
us where to pick up the exact thickness to
be mounted in the axle to ensure the correct
preload. There are facilitating and handling
systems, such as autonomous guided vehicles
(AGVs). They move the technology
pallets around the line, following the
blue tracks on the floor. There are
also safety systems, the ‘thermal
cameras’, which continuously
observe what is happening on
the production line. We monitor
one hundred per cent of
the components we fit inside
our assemblies, through data
matrix, 360 degree traceability,
batch code, pick to light, all elements
of an industry 4.0 and carbon
neutral plant. In the first battery assembly
area, we pick up the housing and place it on
the yellow trolleys that will accompany the
battery pack throughout the production line.
The first operations are the accessory ones:
assembly of the low voltage wiring and the
cooling plate, cooling system, inside which a
mixture of water and glycol passes, and battery
disconnect unit (BDU). Then, we move
to an automated station, where the operator
simply positions the trolley. There are two
anthropomorphic robots: one is in charge of
spreading the thermal paste between the layers
of the battery pack. The other is a smart
robot that measures the size of the battery
pack and places the taken modules - whose
voltage has been tested - inside it». Engineer
Orsi’s Italian character is expressed in
the following metaphor: «We can imagine
the battery pack as a tiramisu: we have the
cooling plate, a layer of paste, 8 modules
(the biscuits), and again cooling plate, layer
of thermal paste, and 8 modules: it is on two
layers, 8 modules and 8 modules».
On the lines with safety
Continuing along the manufacturing route,
we find the twin stations, which repeat activities
carried out in other stations, due to
the fact that the battery pack consists of two
layers. While the core of the line to date was
only one («we are expanding the line with
another identical station», Alice Orsi confirms),
this station makes it possible to create
the second layer of modules. Here, there is
a special focus on safety, being dedicated to
the assembly of busbars, the copper bars that
connect the modules to each other and enable
the correct series-parallelisation of the battery
pack. The operator is provided with an insulating
mat and tools to prevent leakage and
contact with high voltage. At the next station,
the second layer of cooling plate is prepared
and sent to the central station. The expansion
of the line makes it possible to increase capacity
and cope with increased demand. You
no longer have to return to the central station
for the second layer of modules and split it
into an identical station. The second part of
the battery line makes it possible to place another
turn of busbars, bolt on the second layer
of modules, install the BMS and the cell
monitoring controller. The operator is also
responsible for making the cable connections
that allow information to pass to the CMC,
27

OUTLOOKS
INSIDE THE BATTERY LAB
What does a battery pack manufacturer
need to have in order
to be on the ball? «A battery
pack prototyping lab - it’s Alice
Orsi’s stark answer -. That’s what
happens in our e-plant. Specific
trolleys allow us to do prototyping.
They are equipped with a
self-propelled plane that allows
the battery pack to be lowered, in
the event of a flame spread, and
water can be inserted from special
nozzles. I drown the battery
pack in water, for two reasons:
I lower the temperature and remove
the oxygen, stopping the
chemical reaction. In this area,
we take the component - axle or
electric propulsion -, assemble it
in the configuration we intend to
validate or test, and photograph
it, in order to have visual documentation
prior to testing. We
have a meteorological laboratory
where we carry out sub-component
measurements. Sometimes,
especially when validating new
products, we check them with
thermal sensors, accelerometers
and other sensor objects that add
information to that provided by
the test bench and control unit.
At the end of the test, the procedure
is reversed. Once the equipment
has been removed, we verify
the visual information through
a photo report and proceed to
teardown and possible measurement
of certain components.
The latest addition to our family
of laboratories is the TCU Lab,
which is enabled to validate the
Transmission Control Unit».
which reads the voltages and temperatures
of the battery pack, and communicates
them to the BMS. The
BMS adopts strategies to apply
the correct conditioning and manage
energy flows. Starting with the
eBS37 Evo, the BMS hardware and
software are designed in-house.
Once the cover is fitted, the battery pack
is ready for end-of-line tests, which are performed
by two flexible machines that can
handle both battery pack designs and carry
out up to 12 tests on the battery pack itself,
simulating a short life cycle. These benches
are also capable of recovering energy; the
plant is thus self-powered. The fire-fighting
system provides shelters, located outside
the plant, into which a battery pack that has
caught fire can be immersed. The MSDS
(Material Safety Data Sheet) is the compulsory
document that explains how to manage
a case of failure and accompanies the battery,
wherever it may be. The Evo battery packs
have retained the energy density of the previous
version and have more valves on the
outside, which channel the fumes according
to the stringent ECE R100.3 certification.
The aim is to extend product life, also with
a view to second life. We deal with two battery
packs with two slightly different NMC
chemistries (blending). One is bus-oriented,
with many cycles, >6,500, and lower
C-rates, hence lower charging and discharging
modes. The other has a chemistry geared
towards urban mobility, both Daily vans and
minibuses, C-rate up to 2C in discharge, to
reward the vehicle mission profile».
Between robots and kitting
The alternation between robotic and human
intervention continues. «Cobots are in charge
of spreading the thermal paste and collaborate
with the operators to increase capacity
and de-emphasise repetitive and potentially
human error-prone operations. A station with
three windows used for busbar assembly allows
the operator to access one window at a
time. This way they never come into contact
with the full voltage of the battery pack. The
visualisation system guides them in the operations
to be carried out and the flow to be
followed. Staff work in rotation to encourage
versatility on the line».
Eyes on kitting
Let’s focus on the kitting activity. A technology
pallet is used to position the components
and proceed between the mini-stations with
the set to be assembled to make the activity
even smoother. The tool that picks the items
1.5 GWh
Yearly capacity
of battery
pack units
from the warehouse
is hydraulic
and electronically
guided. It picks and
positions components
that would otherwise be
50K
Yearly capacity
of electrified
propulsion
units
too heavy. The AGVs pick up the pallet and
bring it to the reference station autonomously.
It reads data matrix (QR codes), having
100% traceability, badge codes (which are
used on batches, e.g. screws) or the pick-tolight
system. The electrified axle line has a Y
configuration, two parallel lines converging
at a central station. The left line is responsible
for the assembly of the internal components,
the right line for the external components,
and they converge where there is another anthropomorphic
robot that joins the two parts.
Dressing is a manual operation, with wiring,
exchangers, etc. Once the dressing is finished,
the propulsions go to the end-of-line.
When the going gets tough
The next stop is the heavy-duty line, where
the eAxle 840R is assembled. «We fit them
in two variants», Orsi specifies. «For the
North American market, it is addressed to
the Nikola Tre; for the European market, it
is addressed to S-eWay, both fuel cell and
BEV trucks». She adds: «We subject 100%
of the products to torque and power cycles.
Sensors and accelerometers allow the axle
vibrations and noise to be monitored. The
axle is removed from the bench and the oil
is replaced. Two per cent of components are
sample tested on the extended life cycle, via
COP (Conformity of Production)».
Let’s take a cool break before going into the
delicate testing stage. Alice Orsi summarises
the technological coordinates of the finished
products, i.e. dual-motor solutions, with permanent
magnet motors, single speed (single
gear), first-generation axles for heavy-duty
applications. What about the Salisbury architecture?
«It includes a central body and arms
mounted with screws. It allows flexibility in
adapting to the vehicle, as I can install the
arm and braking system required by the customer
and customise the coupling part with
the vehicle, while maintaining the axle core.
The motor is mounted parallel to the wheel
axle, without bevel gears, and modularity».
And this is how an electrified axle and a battery
pack are credited with driving commercial
vehicles. It happens at FPT Industrial.
Fabio Butturi
«The factory is
divided into three
areas. A little less
than half of the
facility is dedicated
to storage
and preparation of
the kits; then, the
actual assembly;
the end of the line
is where we test
everything we
do, both in terms
of batteries and
propulsion: axles,
EDUs (Electric
Driving Units),
central drives.
The lines were
designed from
scratch thanks to
augmented reality,
right from the supplier
area. AI helps
assembly operations».
TESTING IS NO KIDDING
FPT Industrial has three R&D centres for electrification.
Turin also allows system-level activities; in
Arbon, Switzerland, for the validation of sub-systems,
e.g. module and cell; in Coventry, UK, for
the battery management system. In the words of
Alice Orsi, FPT’s Head of ePowertrain marketing &
product portfolio, «We have 74 test cells dedicated
to powertrain validation activities in general, more
than 5 of which are exclusively for electrification.
Here is the HIL Lab (Hardware In the Loop), FPT’s
R&D validation data centre, where these large ‘cabinets’
collect information and allow us to simulate
validation activities. Through the HIL, we process the
ECU software in the absence of the real hardware
system. The test cells are divided into three macro-areas,
which correspond to the size of the motor:
heavy, medium and light. Some motor test cells are
becoming versatile and adapt to the e-powertrain.
Through a synoptic diagram, clicking on a cell shows
the test and any general information on the current
activity». Finally, we come to the e-powertrain. «The
first test cell is the light duty e-powertrain: the central
drive was one of the first projects managed by
FPT. Now, it allows us to test any electrified solution.
It is equipped with 1 MW battery emulators, which
simulate battery operation and recover some of the
energy. Right now, the front cell is being used to put
prototypes through their paces. The mission profiles
are the same as for the endothermic engines,
albeit with a different impact on the infrastructure
side. At defined intervals, we perform deep dives on
parts taken from production». The battery pack test
cell looks also quite interesting. It houses a climate
chamber and a test bench to simulate thermal conditions.
«We can test up to three 69 kWh batteries,
simulating different environmental conditions. It is a
walk-in climatic chamber and has a fire extinguisher
and various safety systems. By connecting to the battery,
we can read signals about performance, safety,
environmental conditions. An example? The ageing
of the battery pack. Some tests are very invasive, the
so-called ‘abuse tests’: the battery thermal propagation
is triggered and its resistance to water is tested.
In Arbon, a working group is dedicated to cells, with
a great depth of detail in reading certain signals».
28
29

OUTLOOKS
INSIDE THE WORLD’S LARGEST BUS FACTORY
PRODUCING ON
ANOTHER SCALE
Despite domestic market stagnation, Yutong’s
production remains high, driven
by a strategy to export massively (also)
towards western countries. Currently,
nearly 100,000 Yutong buses operate internationally,
with 7,000 in Europe, including
2,000 electric models. In 2023,
Yutong delivered 36,518 units globally,
with 10,165 units exported, marking a
21 percent increase from 2022. The goal
for 2024 is ambitious: 2,500 vehicles in
Europe alone.
Yutong’s European expansion is a key
focus. Jack Li, Yutong CEO for Europe,
emphasized the OEM’s aim to become
a favored brand by overcoming quality
prejudices: “We are aiming for sustained,
long-term operations, aspiring to
become one of the customer’s favourite
brands and to earn a positive reputation”.
Any plan for European localization?
What about future localization in Europe?
“Yutong considers factors such
as proximity of customer service, supply
chain and cost advantages when
deciding on the timing and location of
production facilities. Europe will also
follow this principle”, that’s the answer.
Yutong also plans to source battery modules
from Europe, collaborating with its
partner CATL, which operates plants in
Germany and is building a further facility
in Hungary. The aim is to launch a
long-lasting battery with a life of up to 15
years and 1.5 million kilometers by 2024.
Yutong’s vision for the future is clear:
a continued expansion and innovation
drive, aiming to solidify its presence
and reputation in Europe.
Fabio Franchini
In Zhengzhou, China, Yutong produces up to 32
vehicles per day, or 11,680 per year. This is a clear
demonstration of how Chinese manufacturing
capabilities represent a formidable rival to the
European industry in terms of sheer scale
In May 2024 Yutong opened its
doors to press representatives
from all over the world, including
the editorial staff of Sustainable
Bus. We had the opportunity to have
a glimpse into Zhengzhou plant, fitted
with highly robotized production lines,
research and development departments,
and test-driving areas. This massive
factory, the world’s largest by surface
area, boasts a production capacity of
32 buses per day, translating to 11,680
units annually. This scale is supported
by a workforce that can swell to 8,000
workers during peak demand.
Despite domestic market
stagnation, Yutong’s
production remains high.
Currently, nearly 100,000
Yutong buses operate
internationally, with 7,000
in Europe, including 2,000
electric models. In 2023,
Yutong delivered 36,518
units globally, with 10,165
units exported, marking a
21 percent increase from
2022. The goal for 2024 is
ambitious: 2,500 vehicles in
Europe alone.
30
31

IN THE SPOTLIGHT
TEMSA LD SB E
MOVING FORWARD
Temsa has on offer one of the very few
high-floor electric intercity bus models
in Europe, the only one made out of
China. The aim is to play a pioneering
role in an emerging segment. However,
there are different question marks
It is the present of urban transport. For intercity
transport, it is one of the possible futures.
We are talking about BEV technology. Even
if the viability of battery electric buses in the
city bus segment (costs aside) is now established,
as far as intercity mission profiles are concerned,
there are still question marks. Although, the regulatory
framework is starting to become clear and the
funding is also starting to come in: the European
roadmap for reducing emissions from heavy-duty
vehicles prescribes a 45 per cent reduction in CO2
by 2030, 65 per cent by 2035, 90 per cent by 2040,
relative to new registrations.
Intercity e-buses, technology, market
Market supply, meanwhile, is latent. The first electrically
powered Class II buses to come onto the market
are the Low Entry models (see Iveco Crossway
and MAN Lion’s City). For pure high-floor intercity
vehicles, the matter becomes much more complicated.
At Iveco Bus, they are working on it. Solaris
will launch a dedicated platform no earlier than
2026. The first to enter the market were the Chinese
OEMs: Yutong has some units already in operation.
BYD has put electric demo vehicles into operation
in Europe, even on Flixbus lines (with disappointing
results, but we are talking about five years ago...).
And then, there is Temsa. The Turkish group is coming
off a semi-triumphant 2023, with registered
volumes in Europe up 86 per cent: from 353 units
in 2022 to 658 last year. Moreover, this value is
well above the pre-Covid average.
The LD SB E intercity bus model was presented for
the first time at the IAA expo in Hannover in 2022
and re-proposed at Busworld in Brussels eight
months ago. It joins a zero-emission line-up that
already includes the urban battery-powered Avenue
Electron and the electric version of the MD9.
With the high-floor BEV
intercity bus LD SB E,
Temsa seeks to exploit an
early start in a segment that
is still very young (just 200
electric intercity buses were
registered in 2023 in Europe)
but will surely grow.
32
33

IN THE SPOTLIGHT
Batteries are assembled by
Temsa and equipped with
proprietary BMS. The modules
are distributed in the
luggage compartment (2 on
the right side, 4 on the left)
and at the rear (four). All
are easily accessible. The
formula chosen by Temsa
is nickel, manganese and
cobalt (NMC), with three
capacity variants available:
210, 280 and 350 kWh.
These are all part of a corporate re-launch
operation that has been put in place from
the end of 2020 thanks to becoming part
of the joint venture formed by the Turkish
industrial-financial conglomerate
Sabanci Holding (second only to rival
Koc Group, which also owns Otokar) and
the Czech investment fund PPF Group.
Today, Temsa has 1,800 employees (200
of them in the R&D division), 66 countries
covered and a production capacity of
4,000 vehicles, 2,000 buses and as many
mini buses.
13-meter for 63 passengers
In short, with this high-floor BEV intercity
bus, Temsa seeks to exploit an early start in
a segment that is still very young (just 200
electric intercity buses were registered in
2023 in Europe) but will surely grow.
The Adana-based company’s Class II is
presented here in its 13-metre, 63-seat
version (there is also a 12.3-metre, 57-
seat version on offer). What changes is
the wheelbase, the overhangs are identi-
ID CARD
Length mm 13,080
Height mm 3,550
Width mm 2,550
Wheelbase mm 7,050
Front overhang mm 2,730
Rear overhang mm 3,300
Passenger seats n 63
Distance entrance from ground mm 400 – 370
Heigth corridor from ground mm 820
Internal length window-to-window mm 12,880
Usable internal length mm 11,520
Width corridor mm 560
Width passengers seats mm 430
Heigth passengers seatbacks mm 770
Luggage compartment m3 3
Tires 295/80 R22.5
Motor
Dana TM4
Peak output kW 250
Battery supplier
Temsa
Battery formula
NMC
Battery capacity kWh / modules n 350 / 10
cal. The height is within 3,350 millimetres
overall.
The motor is a three-phase Dana TM4
with permanent magnets capable of 250
kW. It is positioned centrally behind the
rear axle and connected directly to the
drive shaft.
Batteries are assembled in house
The batteries are assembled by Temsa
and equipped with proprietary BMS. The
modules are widely distributed in the luggage
compartment (two on the right side,
four on the left) and at the rear (four). All
are easily accessible. The formula chosen
by Temsa is nickel, manganese and cobalt
(NMC), with three capacity variants
available: 210, 280 and 350 kWh. The
bus we tested has maximum capacity. As
already mentioned, there are ten modules
of 35 kWh each. Energy density is 133
Wh/kg and could be improved (the latest
generation battery modules used by some
competitors reach 160-170 kWh). This is
due to the fact that, curiously enough, the
modules work at a nominal voltage of 325
V. Charging is done via a CCS2 socket.
Serving the on-board electronics is a 24
Volt circuit, with two 12 V, 240 Ampere
batteries.
A note also on the axles: at the front, there
is an independent axle with a load capacity
of 7,500 kg, while at the rear, there is a rigid
axle with a load capacity of 12,290 kg.
There are two doors for boarding, single
at the front and double in the centre. A
manual or automatic platform is available
for wheelchair access. The pair of seats
behind the central access is tilting.
The interior design, which is enhanced
by a good level of brightness, is good.
Among the options: reclining seats,
folding tray, magazine pocket. Travel
comfort is ensured by a 37 kW Valeo air
conditioning system.
A 3 cubic metre luggage compartment is
added to the overhead luggage rack.
The cockpit can be partially or completely
isolated from the passenger compartment.
The driver’s seat - which can optionally
be heated - has pneumatic adjustment.
The dashboard is enveloping. It is dominated
by a display and optional monitor.
Images from the rear view camera are fed
into an ad hoc space in the centre of the
lighting panel. A rear parking sensor, heated
windscreen and electrically adjustable
exterior mirrors are also available as options
for the driver. There is no mirrorcam
option at the moment.
In terms of safety, the Temsa-branded
Class II features all the technologies that
have become mandatory under the GSR2
regulation which entered into force in
July for new registrations.
In short, the Temsa LD SB E opens a new
segment for the Turkish brand, and it is
only an intermediate step in a projection
towards zero emission which, according
to company statements, will eventually
result in an offer of 10 vehicles (eight
electric and two fuel-cell buses). Temsa
expects alternative drive vehicles to account
for 50 per cent of its city bus sales
by 2025. And 2025 is here.
34
35

IN THE SPOTLIGHT
IVECO BUS CROSSWAY NF HYBRID
HIGH AND MILD
The Crossway Normal Floor is
now also available with mild
hybrid technology. It’s the first
‘true’, not Low Entry, intercity
bus available with hybrid
module and CNG engine. In
2023, the market for Class II
mild hybrid buses has taken off
Europe’s most popular normal-floor interurban
bus couldn’t fail to approach what some call a
‘fashion trend’, namely the mild hybrid technology.
And it has done so on the eve of the
entry into force of the homologation updates involving
the GSR2 package, as well as the interesting front restyling
complete with new logo.
The Crossway becomes a (mild) hybrid by taking
advantage of the package that Voith offers on request
to accompany the new NXT gearbox, as already done
on the Streetway and Crossway LE, thus being able to
take on those (last?) tenders for traditionally powered
Class II buses.
The new model belongs to a segment that in 2023 saw
a huge expansion in volumes: the 19 intercity hybrid
buses registered in Europe in 2022 (a figure in line
with previous years) rose to over a thousand in the past
year. A trend led, in particular, by the Mercedes Intouro,
which has already been available with a hybrid
package since 2022.
The ‘high’ module-equipped Crossway
The Crossway relies on the FPT Cursor 9 engine, both
in the diesel (compatible with XTL ecological fuels
such as HVO) and in the CNG version. For both fuels,
output and torque values are similar. As anticipated, it
is mated to the Voith Diwa NXT automatic gearbox
(full designation 867.8), with seven speeds (to be precise
four speeds plus three overdrives), equipped with
the optional hybrid module with 35 kW peak power
and 300 Nm of torque, a frequency converter, and a 1
kWh LTO battery. The latter is positioned at the rear
of the roof. The overall size of the system, excluding
the battery, is almost the same as the previous Diwa
6 gearbox, thus ensuring potential applicability on all
In the photo, the
Crossway Normal Floor
Hybrid - in garish green
color - is immortalized
during Next Mobility
Exhibition (Milan), where
the new Iveco Bus model
premiere was held.
36
37

IN THE SPOTLIGHT
The Crossway relies on
the FPT Cursor 9 engine
in both diesel and CNG
versions. It is matched to
it by the Voith Diwa NXT
seven-speed automatic
transmission equipped
with the optional hybrid
module with 35 kW peak
output and 300 Nm of
torque, a frequency converter
and a 1 kWh LTO
battery placed in the rear
of the roof.
models already equipped with Voith technology.
Energy should not be wasted!
The main principle is to recover part of the
slowing energy through the electric motor-generator
positioned between the heat
power unit and the gearbox, to return it to
the acceleration, where fuel consumption is
greatest. It is likely that the benefits are more
evident in urban traffic, where braking and
restarting are frequent, while in the extra-urban
cycle the added value comes from the
greater distribution of gear ratios compared
to the previous Diwa generation. Consequently,
it is not easy to determine the fuel
savings actually achievable with the hybrid
module, as these vary greatly depending on
the type of service and route. However, it is
reasonable to assume a reduction in fuel consumption
of 5 to 10 per cent (Voith claims up
to -15 per cent compared to Diwa 6), which
would make it possible to recoup the higher
upfront cost over a period of around 8 to 15
years, depending on the mileage and service.
RANGE’S ID CARD
Length mm 10,757 12,097 12,962
Width mm 2,550
Height mm 3,582
Wheelbase mm 5,300 6,200 7,065
Front overhang mm 2,165 2,605 2,605
Rear overhang mm 3,292
Distance entrance from ground mm 344
Distance floor from ground mm 860
Internal height mm 2,280
Width doors mm 800
Overhead rack m3 2.4 2.8 3
Luggage compartment m3 3.5 5.7 6.8
Seats n 47 55 59
Engine FPT Cursor 9
Cylinders / displacement n/l 6 / 8.7
Power output kW / RPM 268 / 2,200
Torque Nm / RPM 1,650 / 1,200
Fuel Diesel Diesel / CNG Diesel / CNG
Transmission Voith Diwa NXT 867.8
Power output max/cont. mild hybrid module kW 35 / 25
Torque mild hybrid module Nm 300
Battery mild hybrid module kWh
1 kWh (formula LTO)
Diesel tank l 350 310 310
Let’s come to the sizes: the mild hybrid technology
equips all available versions already
fitted with the Cursor 9 engine, so 10.8 12.1
and 13 metres for diesels, 12.1 and 13 for
CNG. Logically, there is no change in the
seating arrangements either, which are 41,
49 and 53 respectively in the three lengths,
in configurations equipped with a double
rear door and a wheelchair area (47, 55 and
59 are the maximum capacities available).
What’s new at the driver’s seat
Staying inside, there are pleasant novelties,
starting with the driver’s seat. The dashboard
is of the wrap-around type, in black
plastic material, almost like a touring coach.
The controls are mainly positioned on the
left side, where there is room for an infinite
number of buttons and switches between the
dashboard and side panel, albeit with certain
reservations about the position chosen for
the door and gearbox controls. On the right
there is the CCTV monitor and multimedia
systems, while in the centre is the ‘dashboard’
with a digital screen in common with
other Iveco vehicles. Overall, it is a good
seat layout, with a fair amount of space for
drivers of all sizes, excellent visibility and
a high level of ergonomics. The separation
with the passenger area is achieved by a fullheight
rear wall and a low gate.
The passenger compartment allows good
interior mobility, maintaining a corridor between
the seats wide enough for people to
pass. The seats, as per tradition, are made inhouse
and can be configured on several levels
of trim, finish and accessories. The overhead
lockers, which are no longer standard
but with a capacity that is confirmed as being
at the top of the category, are made from
a shaped metal structure and a lower panelling
that can be integrated with a front door
to create a space reserved for the driver or
a technical compartment for on-board systems.
On their sides, towards the windows,
are the two large ducts for air conditioning,
supplemented on the floor by four unit heaters
and, in the driver’s seat, by a front box
with independent regulation. The structure
is of the self-supporting reticular type, made
by welding together steel profiles and tubulars,
all subjected to the usual cataphoresis
immersion treatment. The covers are made
of aluminium and plastic material, with the
new nose cleverly sectioned into as many as
six parts. The front axle remains the familiar
Rl75E independent-wheel axle, as does the
single reduction rear axle with ‘quiet ride’
system, with a choice of 4.11 or 4.63 reduction
ratios, which are both perfectly suited
to the new seven-speed gearbox and the homologation
maximum speed of 100 km/h.
The 22.5-inch wheels feature 295/80 tyres,
with the possibility of stowing a spare in the
front overhang.
Let’s finish with a look at the ADAS, which
include as standard: right-side blind spot detection
(BSIS-NR), front and rear blind spot
detection, Intelligent Start Assist, TPMS,
Emergency Stop Signal, Intelligent Speed
Assist, DDAW (fatigue detection system); a
breathalyser can also be included. Of course,
all topped off with the new Cybersecurity
management system, in compliance with
UN regulations R155 and R156.
38
39

COMPARISON
From left to right:
Rampini Eltron,
Mellor Sigma 7,
MCV C127EV,
Ebusco 3.0,
Solaris Urbino
18 Electric, MAN
Lion’s City E 18,
Mercedes eCitaro
G. The last four
BEV buses, all
articulated, were
analysed in
Bonn as part of
the journalistic
initiative of the
Omnibusspiegel
magazine in
cooperation with
carrier SWB.
EBUS TEST 2024. ARTICULATED IN THE SPOTLIGHT
BETWEEN GIANTS
Ebusco, MAN, Mercedes, Solaris.
Four articulated vehicles were tested
in Bonn, Germany, during the annual
Ebus test. The 18-metre BEV
is still a niche product, but the mileage
are starting to become interesting
(passenger capacity less so)
Comparisons between buses of the
same category make it possible to
analyse, in just a few pages, the
main characteristics of each vehicle,
putting side by side the different solutions
adopted by the various manufacturers,
trying to highlight the advantages that one
particular manufacturing choice can bring
over another.
Electric articulated vehicles are still an un-
40
41

COMPARISON
common product that is almost relegated to
future BRT systems, but they are unaccounted
for also because it is difficult to obtain upto-date
information from the various manufacturers
at the same time, as these vehicles
are constantly evolving. In April 2024, when
the German trade magazine Omnibusspiegel
organised its well-known comparative test
on precisely this type of bus, focusing on
overnight charging vehicles, we took the opportunity
to acquire all the technical information
on the participating buses, although
we are aware that we are not describing all
the products currently on the market.
Daimler, Ebusco, MAN, Solaris
There were four brands present in Bonn,
which we list in strict alphabetical order:
Daimler Buses (with the eCitaro G), Ebusco
(with its 3.0 articulated), MAN (with the Lion’s
City E 18) and Solaris (with the Urbino
18 Electric).
The tests, which were organised in collaboration
with the local public transport company
SWB, included a week of static and dynamic
tests, with simulated on-route service,
allowing the pros and cons of each model to
be highlighted; however, there is no desire to
draw up an absolute ranking, as this is necessarily
the result of evaluations that are, at
least partially, subjective.
In any case, by analysing the technical data
of the tested vehicles, it appears that any
electric articulated vehicle equipped with the
maximum number of batteries, and capable
of ensuring a full day’s service with a single
charge in the depot, would carry a maximum
number of passengers slightly higher than a
12-metre diesel bus. Hence the importance
of correctly configuring vehicles according
to their mission profile or considering different
types of charging technologies (or perhaps
even buses).
Back to the test, the comparison was accompanied
by three ‘outsiders’, with vehicles of
different sizes, with the main aim of making
themselves known in the European arena but
also being tested by the technical commission:
Mellor (a British manufacturer specialising
in mini and midibus), which brought
its electric Sigma 7 recently supplied to the
city of Kiel, MCV (an Egyptian bodybuilder
and partner of Volvo) with the 12-metre
C127 EV recently in service in Wuppertal,
and the Italian short e-bus producer Rampini
with one of its eight-metre Eltron.
ALL THE SPECS YOU’VE ALWAYS WANTED TO KNOW
Ebusco 3.0 18m MAN Lion’s City E 18 Mercedes eCitaro G Solaris Urbino 18 Electric
Length mm 17,990 18,060 18,125 18,000
Width mm 2,550 2,550 2,550 2,550
Height mm 3,188 3,320 3,400 3,250
Front overhang mm 2,805 2,775 2.805 2,700
Rear overhang mm 3,285 3,405 3,430 3,400
Wheelbases mm 5,900 / 6,000 5,200 / 6,680 5,900 / 5,990 5,900 / 6,000
Turning circle mm 23,300 21,964 22,970 22,950
Entrance height mm 340 320 320 320
Doors width mm 1,200 1,250 1,250 1,200
Doors technology Electric Electric Electric Electric
Doors supplier Ventura Systems MAN Daimler Buses Ventura Systems
Floor - ground distance mm 340 375 370 370
Internal height max mm 2,350 2,427 2,313 2,280
Seats n. 51 49 37 49
Standing passengers n. Up to 89 67 89 56
Passenger capacity max n. 140 116 126 105
Passengers seats’ model Kiel Ideo 40 Kiel Citos Mercedes City Star Function Ster 8Mu
Driver seat’s model ISRI 6860 NTS 2.0 ISRI 6860/875 ISRI 6860 NTS 2.0 ISRI 6860/875 NTS 2.0
Empty weight kg 15,200 22,131 20,710 21,605
GVW kg 24,495 30,000 29,500 30,000
HVAC
Air conditioning Thermo King Athenia MKII 2 x Eberspächer Konvekta UL 700 EM Konvekta UL 700 EM + UL 500
Cooling / heating power kW - 50 / 36 54 / 42 57 / 37
Heat pump Yes Yes Yes No
Refrigerant R407c R134a R744 R134a
Powertrain
Brand model ZF AxTrax Traton x 2 ZF AxTrax TSA TMF 35-44-4
Type 2 x asynchronous 3-phase at wheel hubs Central - Asynchronous 2 x asynchronous 3-phase at wheel hubs Central - Asynchronous
Layout Central axle Central and rear axle Rear axle Rear axle
Output continuous kW 2 x 87 107 + 160 2 x 87 240
Output peak kW 2 x 125 160 + 240 2 x 125 240
Torque continuous Nm 2 x 143 2,100 2 x 450 1,470
Torque peak Nm 2 x 480 3,500 2 x 485 2,222
Batteries
Supplier - Traton BorgWarner Impact (Solaris High Energy)
Formula LFP NMC NMC NMC
Modules n 10 8 6 8
Cooling Air Air Water Water
Placement Floor Roof 5 roof - 1 rear Roof
Capacity kWh 383 640 588 800
Usable energy kWh 344 512 420 640
Charging power plug-in kW 150 150 150 250
Chassis
Front axle ZF RL 82 EC ZF RL 82 EC ZF RL 82 EC ZF RL 82 EC
Type Independent Independent Independent Independent
Max capacity kg 8,165 8,000 8,000 8,000
Tyres 275/70 R 22,5 275/70 R 22,5 275/70 R 22,5 275/70 R 22,
Turning angle int. / est. ° 44 56 / 46 47 / 38 55
Central axle ZF AxTrax ZF AV 133 ZF AVN 133 ZF AVN 132
Type Electric portal axle Portal Portal Portal
Max capacity kg 8,000 8,000 8,000 8,000
Tyres 385/55 R 22,5 275/70 R 22,5 275/70 R 22,5 275/70 R 22,5
Rear axle ZF RL 82A ZF AV 133 ZF AxTrax ZF AV 133 80/70
Type Single-wheel Portal Electric portal axle Portal
Max capacity kg 8,165 11,500 13,000 13,000
Tyres 275/70 R 22,5 275/70 R 22,5 275/70 R 22,5 275/70 R 22,5
Stabilizer No Central and rear axles All axles Front and central axle
42
43

COMPARISON
EBUSCO 3.0 ARTICULATED
ON A DARING MISSION
Ebusco shares have lost 96 per cent since it
went public. Deliveries are latent. In any case,
the 3.0 range (also articulated) presents
undoubtedly innovative design solutions
The young Dutch manufacturer,
which has already supplied
Europe with hundreds of model
2.0, 2.1 and 2.2 electric buses
assembled in China (Xiamen), wanted to
revolutionise design and production with
the 3.0 series, albeit with some difficulty,
with a new self-supporting carbon-fibre
structure and the assumption of assembly
being carried out entirely in its own factory
in Deurne, not far from Eindhoven.
At the Bonn test, Ebusco showed up with
the pre-series 18-metre model set up in
the Netherlands, but the company also anticipated
that, in order to cope with some
production delays, it will keep assembly
in China for the 3.0 series as well, at least
temporarily. One thing is certain: the delivery
delays that have accumulated so far
are significant and a solution had to be
found to dispose of the numerous orders
more quickly.
Let’s cut to the chase. As mentioned
above, the Ebusco 3.0 uses a self-supporting
integral body made by joining
together structural panels in composite
material (mainly carbon fibre), which
The test vehicle
was equipped
with ten battery
packs for a net
usable capacity
of 344.7 kWh
and a passenger
capacity of about
135 passengers,
conditioned by
the adoption
of three singlewheel
axles.
+ very low tare weight
- single wheels on all axles
allows the vehicle tare weight to be reduced
by around 30%. In addition, the
batteries are located inside the floorpan,
thus lowering the centre of gravity and
not requiring any special structural reinforcement
of the roof.
Capacity up to 135 passengers
The current design allows a dozen battery
packs with a total maximum capacity of
around 500 kWh (the smallest of all the
contenders) to be accommodated on the
Ebusco articulated vehicle. According to
consumption tests and the manufacturer’s
estimates, thanks to the significantly lighter
tare weight (and a lower fully-loaded
mass), the Ebusco 3.0 should still provide
a range in line with all others. Chemically,
the cells are of the LFP type and have a
capacity of 105 Ah each for a voltage of
3.2 volts.
The test vehicle was equipped with ten
battery packs for a total capacity of 383
kWh usable at 90 per cent (net usable
capacity is 344.7 kWh), and a passenger
capacity of about 135 passengers: a
decidedly interesting value. Capacity is
conditioned by another particular technical
solution, the three single-wheel axles,
each capable of carrying 8,165 Kg, i.e.
what is dictated by the load index of the
tyres, increased by 15% (an increase permitted
on Class I only).
The only with single-wheel axles
This choice, on the one hand, allows the
aisle to be widened by a few centimetres
(the overall size is in any case dictated
by the axle structure and the motor size),
on the other prevents the maximum mass
limit on the drive axle from being exploited
and ‘discourages’ the use of covered
tyres. The axle distribution also presents
something unusual: traction on the second
axle (remember that it is a single-wheel
drive) and the third steered axle, with its
‘pros’ and ‘cons’.
On the inside, the use of the single steered
axle at the back leaves a completely clutter-free
rear body, a significantly wider
aisle and the possibility of an additional
standing platform in front of the fourth
door. The front body, on the other hand, is
similar to the other brands, with a wheelchair
area that can be positioned on the
right side ahead of the central door or on
the left side in front of it. However, it is
clear that Ebusco has the best flexibility in
the interior layout, with most of the seats
accessible without any steps. The only
drawback is the greater height of the access
sills (340 mm instead of 320). In addition,
inserting the batteries on the floor
lowers the vertical clearance between the
structure and road level by a few centimetres,
while not altering the overhang
angles. On bumps that are too high, one
has to be a little careful.
The most flexible layout
Back to the interior, further details
differentiate the Ebusco from others,
starting with the interior lighting, made
through small longitudinal ceiling
lights arranged under the side ducts,
like we saw years ago on the VDL
Citea, and supplemented on request by
two rows of LEDs flush with the roof.
A feature that significantly reduces reflections
on the windscreen but would
make the centre aisle a little dim, far
from the 100 lux often required by tenders’
specifications. On the same ducting
are numerous black plastic vents for
air-conditioning, which is generated by
two Thermoking Athenia II roof-mounted
units with 20+20 kW of maximum
power in cooling mode. The system is
equipped as standard with a heat pump
and also heats the passenger compartment,
which is in any case fitted with
wall-mounted convectors powered by
an autonomous diesel or electric heater.
The driver’s seat has a fairly traditional
layout, with a wrap-around central
dashboard that is modern and equipped
with all the necessary service information.
Visibility is partially conditioned,
in the front right-hand corner, by a not
particularly wide windscreen, which
necessarily requires
an additional wide-angle
mirror or, as in the
tested vehicle, an additional
overhead camera
with a separate monitor.
On the road, the Ebusco
is decidedly different
from the others but,
thanks to the weight distribution
and the overall
lightness of the steering
when manoeuvring, you
never find yourself in
trouble.
44
45

COMPARISON
MAN LION’S CITY 18 E
EVOLUTION UNDERWAY
MAN’s city BEV bus stood as sales
champion in 2023. Now with two central
motors, changes to the driveline are in
sight. Batteries? Soon to be made in-house
Coming off a resounding 2023,
where it placed on top position
among European OEMs for registrations
of electric buses, MAN
took one of VAG’s Nuremberg-based articulated
buses on test in Bonn, in the traditional
battery configuration, with eight
NMC modules of 80 kWh each for a total
of 640 kWh nominal capacity.
The Lion’s City E was unveiled only four
years ago on the new MAN urban platform
and immediately adopted a number
of technical solutions, including batteries
positioned entirely on the roof. The modules,
designed by MAN and assembled by
third parties pending the opening of the
Traton group’s new technology centre near
Nuremberg, have a DoD of 80% and feature
an integrated BMS with individual thermal
management. Product evolutions will include,
in about a year’s time, the evolution
of the NMC chemistry, with improved energy
density and a DoD of up to 90%. At
that time, MAN will switch from the current
Scania central motor to the next generation
ZF AxTrax e-axle.
Plug-in charging is possible via CCS2 type
Product
development will
include, in about
a year’s time, the
evolution of the
NMC chemistry,
with a DoD of
up to 90%. At
that time, MAN
will also switch
to the next
generation ZF
AxTrax e-axle.
+ manoeuvrability
- few trim variants
sockets that can be placed in five different
positions (above the right front wheel is
standard), with power up to 150 kW. With
the new generation of batteries, higher
power charging will be possible, as well as
roof-mounted pantographs or contact bars.
Pantograph is available
Back to the test vehicle, the performance that
can be delivered by Traton’s current central
motor requires traction on the second axle as
well, where it is electronically managed to
deliver power and torque reduced to around
two-thirds of the third axle. The drive axles
are the traditional ZF AV133, with a standard
axle ratio of i=5.12 (the motors have an
additional integrated reduction), while the
front is the ever-present ZF RL82EC with
independent wheels, but without an anti-roll
bar. The suspension is Wabco electronically
controlled air suspension, while the hydraulic
shock absorbers are double-acting
self-adaptive PCV type (two internal hydraulic
circuits without gas, capable of absorbing
both the vibrations of a bumpy road
surface and any rolling and pitching).
First wheelbase is specific
This makes it a particularly balanced and
stable vehicle even on slippery surfaces,
thanks to the dual traction. The electronically
controlled ATS fifth wheel (by Hubner
group) interfaced with the EBS3 braking
system and PTM intervenes in those
borderline cases of loss of grip, making the
Lion’s City 18 E a particularly manoeuvrable
vehicle, thanks also to the wheelbase
between the first and second axles,
which, unlike the others, is shorter than the
12-metre version.
The presence of eight battery packs and two
motors, however, weighs down the vehicle,
reducing its load capacity, which in this case
amounts to 116 passengers. On this occasion,
it should be remembered that in Germany
(where the vehicle under test is registered)
the limit mass on the drive axle is
11,600 kg.
One-piece pre-assembled roof
The interior layout has a pleasant distribution
of seats in the rear, where there is
room for a five-seater that can be reached
with a single step, while the front box is
affected by the presence of the additional
motor, which is necessarily facing forward.
Also due to the shorter wheelbase,
the platform for the wheelchair is smaller
than other models and slightly offset from
the second door, with the platform on the
right side being impossible to create except
with a sliding type door. The passenger
seats are Kiel Cito and can be fitted with
or without velour upholstery, all cantilevered,
as are the handrails. Characteristic
of the Lion’s City family is the one-piece
pre-assembled roof on which indirect light
is projected from two rows of LED ceiling
lights with automatic dimming on four
levels and three zones. The white light can
also be combined with a coloured ‘ambient’
base light, which can also be used as
a night light.
The interior air-conditioning is provided
by two Eberspächer roof-mounted heatpump
units with a capacity of 2x25 kW in
cooling and 2x18 kW in heating, supplemented
by three electric heaters of 10 kW
each (supplying the wall convectors) and a
front box for the driver. As an alternative to
the Eberspächer R134a gas units, it is possible
to have Valeo R744 gas units, with a
capacity of 2x31 kW and 2x33 kW respectively.
What to choose? The efficiency of
the CO2 heat pump is significantly better
in colder climates, whereas in particularly
hot environments the cooling function is at
risk. This is another point on which manufacturers
must help customers to configure
their vehicles correctly.
The driver’s seat is quite wide and its slightly
higher position than other competitors improves
visibility in city traffic. The elegant
but rational central dashboard has height
and tilt adjustment integral with the steering
wheel and integrates a colour display showing
all important driving information or any
malfunctions. With the introduction of the
Cybersecurity regulations, which in the case
of MAN require a major upgrade to the electrical
system, this dashboard
will benefit from a redesign
and a larger digital display.
As a registered bus, the Lion’s
City 18E from VAG in
Nuremberg also lacks the
GSR2 package. This, however,
will integrate lane-change
and obstacle-detection devices
supplied by Mobileye. The
parking sensors may not be
present if you opt for the Rosho
CCTV system offered by
MAN, which is approved for
the entire range.
46
47

COMPARISON
MERCEDES ECITARO G
STRONG HERITAGE
Daimler Buses has upgraded its battery
technology. Passenger capacity and thermal
management earn extremely positive marks.
Not to mention safety
Daimler Buses brought its electric
articulated bus equipped with
the third generation of NMC batteries
from BorgWarner (former
Akasol). The improved cell chemistry with
an optimised battery pack allows the energy
density of the battery pack to be increased:
5,400 cells with a unit capacity of 4.93 Ah -
combined with each other in nine modules
with series and parallel connections - lead
to a nominal capacity of 98 kWh per pack,
against a weight of 600 kg, including frame,
BMS and air conditioning system. The operating
temperature is around 25°C.
The battery packs range from a minimum
of four to a maximum of seven (six on the
tested vehicle) and are distributed on the
roof (above the second axle and behind
the bellow) and in the engine compartment.
The three-zone weight distribution
makes it possible to optimise passenger
capacity, which is one of the best (126
people on the test model).
The maximum installable capacity comes
to 686 kWh and allows a range of over 220
kilometres to be achieved in most scheduled
services.
Included as
standard,
Sideguard Assist
2 and Frontguard
Assist cover
greater areas
of intervention
than prescribed,
and the bellow
features the
Articulation
Turntable
Controller.
+ single cooling/heating circuit
- presence of ‘engine tower’
Plug-in charging takes place via a CCS2
socket located near the front axle on the
right side (there is an optional second socket
on the left side or front), with a power
output of 150 kW. Opportunity charging via
direct or reverse pantograph is also possible,
with a maximum power output of 300
kW. In the case of the reverse pantograph
(upside-down), the charging bars do not
interfere with other components and do not
affect the maximum installable battery capacity.
In order to optimise performance,
Mercedes offers heat pump systems running
on R134a gas or R744 (CO2), the latter being
more suitable for cold climates as it has
a higher heating efficiency. In any case, all
heat-generating systems are interconnected,
so that heat from the braking resistors can
also be used if necessary, optimising performance
and the overall heat balance. Of
course, it is possible to programme pre-conditioning
at the output, i.e. air conditioning
of the entire vehicle fed from the charging
socket and not from the traction batteries.
This functionality also allows, on request,
the so-called ‘overconditioning’, i.e. overheating
of the passenger compartment in
winter or infra-cooling in summer, so as to
exclude the on-board air conditioning while
the vehicle exits the depot.
ZF AxTrax at the helm!
Traction is provided by the tried and tested
ZF AxTrax drive axle with electric motors
in the wheel hubs, with maximum power
of 2x 87 kW and peak power of 2x 125
kW; maximum torque is 2x 450 Nm and
peak torque is 2x 485 Nm (which becomes
2 x 11,000 Nm at the wheels thanks to the
transmission ratio). The articulated bus can
have one drive axle on the third axle or two
drive axles on the second and third axles.
In each case, acceleration is electronically
managed to ensure the right balance
between acceleration and energy saving,
with a view to the best possible on-board
comfort, regardless of the vehicle load.
Furthermore, the pedal dynamics can provide
for maximum optimisation of fuel
consumption, through the different management
of energy recovery already when
the pedal is released or only combined
with the brake.
The steering is electro-hydraulic, a solution
that is almost mandatory on an electrically
driven vehicle but already included as
standard (and rather popular) on the traditional
Citaro. The front axle is the traditional
ZF RL82EC with independent wheels,
which is now used by most manufacturers.
The design is deliberately different from
the internal combustion engine versions,
although it shares the structure (and consequently
some of the body parts) with
them. The front end is different right from
the bumper and features a constant upward
bending of the windscreen, so as to encompass
the fairing for the greater height
(3,400 mm), which is laterally masked by
two full-length aluminium profiles, with
a rather pleasing overall result. Length,
overhangs and wheelbase remain the same
as the diesel vehicles. The interior is almost
identical to the Citaro diesel, with the
explicit choice to make the driver feel at
ease in a seat with the same equipment in
all different power supplies, except for a
few specific indications on the dashboard,
including consumption and residual charge
indicators.
Looking inside
Choosing the electrically-driven axle
also leaves the passenger compartment
free of additional encumbrances, allowing
maximum flexibility in the positioning,
and relative sizing, of the three areas
for wheelchairs and strollers and for
standing passengers. The seats are City
Star, with or without fabric upholstery,
which are manufactured in-house. The
entirely LED lighting is provided by
ceiling lights arranged transversally in
the centre of the pavilion; a decidedly
unconventional choice, however, that at
least partially reduces annoying reflections
on the windscreen.
In addition to the now mandatory safety features
of the GSR2, the eCitaro offers some
additional functionality. Included as standard,
Sideguard Assist 2 and Frontguard Assist
cover greater areas of intervention than
prescribed, and the bellow also features
the Articulation Turntable Controller, an
electronic device for improving stability in
conditions of limited grip. Optional extras
include the mirror-cam system in place of
the rear-view mirrors, 360° top-down vision
(on the articulated bus, it is 270°) and
Preventive Brake Assist 2, which is active
up to 60 km/h, when cornering and outside
marked lanes. It almost goes without saying
that the eCitaro meets EEC regulations
R66 and R29 on rollover and frontal impact
resistance respectively.
48
49

COMPARISON
SOLARIS URBINO 18 ELECTRIC
TAILOR-MADE
The strong point of Europe’s best-selling
e-bus is its design flexibility. Central or hub
motors, various options of type and battery
formula... a truly customisable bus
Strong in its position as European
leader in the world of zero-emission
buses, the dynamic
Polish manufacturer took the
opportunity to present the first electric articulated
bus with the new modular configuration
of powertrain and bodywork -
which has recently become available also
on the 12-metre model - as well as the
new NMC battery modules of 100 kWh
each. The latter, developed together with
Impact, are entirely interchangeable with
previous generation, with lower capacity,
so they can be ‘upgraded’ on existing
fleets. They also have a higher energy
density (about 13% more), so as to improve
range at the same weight. In addition,
passenger capacity is also improved
by about ten units due to the redistribution
of traction components. Not bad at all.
In more detail, the Solaris ‘modular-drive’
The standard
traction motor
is of the central
type, from the
Austrian TSA. It is
positioned behind
the third axle, so
as not to create
additional internal
encumbrance in
front of the third
door. Peak power
is 240 kW.
+ level of customisation
- rear layout
approach envisages the removal of the
engine tower (previously used in part for
the batteries and cooling system) with the
relocation of all batteries to the roof and
the inverter and high-voltage box to the
rear. The batteries, located above the centre
axle and partly behind the fifth wheel,
range from a minimum of four to a maximum
of eight, resulting in a capacity of
400 to 800 kWh, which can also be used
at 80%.
Up to 600 km range claimed
In the test vehicle top configuration, Solaris
claims a range of over 600 km determined
on the SORT2 cycle. In this configuration,
however, the load capacity is
reduced to around 105 passengers, which
are decidedly few. Assuming instead a
medium configuration with six battery
packs, then quite in line with the other
models, the capacity would rise to around
125, also in line with the others.
Charging can take place via CCS2 socket.
It can be positioned at four different
locations (front right, front left, front,
rear right) with a power output of up to
250 kW, or via direct or reverse pantograph
with power output of up to 640
kW. In the last case, the bars are positioned
so that no other components have
to be moved or the number of batteries
reduced. In the case of direct pantograph,
however, the maximum number
of battery modules is six.
The standard traction motor is of the
central type, from the Austrian TSA. It
is positioned behind the third axle, so as
not to create additional internal encumbrance
in front of the third door. Peak
power is 240 kW, i.e. equal to maximum
power, in order to optimise consumption
and performance, while maximum
torque is up to 1,470 Nm (output) and
peak torque up to 2,222.
New internal layout
The structure, in the Solaris tradition,
is made entirely of stainless steel, onto
which the windows and heads are glued
in reinforced fibreglass. The sides are
made of modular panels equipped with an
interlocking system plus screws, allowing
them to be quickly replaced in the event
of an accident, while the doors are (almost)
all aluminium.
The interior benefits from the new arrangement
of the drive components and
offers a rear section completely free of
cabinets or blind panels where there is
room for six more seats, although the four
at the bottom can be reached via three
steps. The rear axle drive also allows
room for a platform in front of the third
door, which can be set up for a stroller or
even just as a standing area. The overall
lines are clean and the level of finish is
high, starting with the solution chosen
for the handrails, with no aesthetically
impacting joints. The interior lighting,
on the other hand, although entirely LED
and with configurable switching logics at
the customer’s discretion, is a little too
‘traditional’, with the two rows of ceiling
lights arranged longitudinally on the pavilion
and covered by striped transparent
plastic through which the individual lighting
points can still be seen. In terms of
efficiency, there is really nothing to say.
The upholstery chosen for the test bus is
the Polish STER, with one of its top models
(8MU), but we know there are more
brands and models available, including
the Ruspa Citypro and the Kiel Ideo.
There is also a wide choice of air-conditioning
variants, all from Konvekta.
Normally, there is a double R134a (UL-
500+UL700) gas roof unit with a total
output of 57 kW in cooling and 37 in heating,
plus a driver front box with a separate
evaporator. Alternatively, units with
refrigerant R744 (CO2) can be requested
where the efficiency of the heat pump is
higher. To support heating, there is a 25
kW electric boiler installed in the engine
compartment. This heats the passenger
compartment via several wall convectors
plus unit heaters.
The driver’s seat is spacious and well designed,
with the classic VDV dashboard integral
with the steering wheel. At the center
of it there is a large digital display where all
driving and vehicle status information converge.
Rumour has it that a new, more modern
and complete dashboard is imminent.
There are at least a dozen possible customisations
for the side locks, including a sort of
‘armour plating’ that continues all the way
to the access door, which
can be used with independent
doors. The driver’s seat
of the vehicle under test
is completely open. The
GSR2 package (a compulsory
feature from July) includes
solutions from two
different suppliers: even
on the ‘by law’ accessories,
Solaris delegates the choice
to the customer, demonstrating
once again the flexibility
that few others still
maintain.
50
51

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
ALTAS
Novus City V7
Length mm 7,490
Passenger capacity n. 33
Motor / kW Dana TM4 / 200
Battery type
CATL / LFP
Battery capacity 140
Charging technology
plug-in
ALEXANDER DENNIS
Enviro 100 EV (in-house)
Length mm 8,500
Passenger capacity n. 45
Motor type / output kW Voith / 260
Battery type
NMC
Battery capacity max kWh 354
Charging technology plug-in/pant.
Enviro 400 FCEV (in-house)
Length mm 11,100
Passenger capacity n. 88
Motor type / output kW Voith / 350
Fuel cell system / kW Ballard / 60
Battery type
LTO
Battery capacity max kWh 30
Enviro 500 EV (in-house)
Length mm 12,000
Passenger capacity n. 86
Motor type / output kW Voith / 410
Battery type
NMC
Battery capacity max kWh 472
Charging technology
plug-in
Enviro 200 EV
Length m 9.6 / 10.2 / 10.9 / 11.6 / 12
Passenger capacity n. 80
Motor / output kW BYD / 90x2
Battery type
BYD / LFP
Battery capacity max kWh 348
Charging technology
plug-in
Enviro 400 EV
Length mm 10,300 / 10,800
Passenger capacity n. 87
Motor / output kW BYD / 150x2
Battery type
BYD / LFP
Battery capacity max kWh 382
Charging technology
plug-in
Battery capacity max kWh 126
Charging technology
plug-in
Bluebus 12
Length mm 12,068
Passenger capacity n. 109
Motor type / kW Central / 160
Battery type Blue Solutions / LMP
Battery capacity max kWh 441
Charging technology
plug-in
BMC
Procity EV
Length mm 12,090
Passenger capacity n. 97
Motor / kW HSVM 287 Aselsan / 250
Battery type
LTO
Battery capacity kWh 112
Charging technology pantograph
Neocity EV
Length mm 8,500 / 10,000
Passenger capacity n. 72 / 68
Motor / kW Dana TM4 Sumo MD / 235
Battery type BorgWarner / NMC
Battery capacity kWh 198
Charging technology
plug-in
BYD
NEW SYSTEMS
eBreeze
A new wave of HVAC
FOR ELECTRIC VEHICLES
> Updated design
> Innovative materials
> Reduced weight and size
> Reduced refrigerant charge
> Easy assembly
> Air extraction
> Adaptable
> Alternative refrigerants with lower GWP index
> Energy efficiency and LCC
> 0-100% adjustable free cooling
> Available with a reversible heat pump
> Filtering capacity up to F7
> HP units available with an electrical
resistor or hot water
ELECTRIC TROLLEY HYBRID
Enviro 400 EV (in-house)
Length mm 11,100
Passenger capacity n. 96
Motor type / output kW Voith / 410
Battery type
NMC
Battery capacity max kWh 472
Charging technology plug-in/pant.
BLUEBUS
DESIGṈ
Bluebus 6
Length mm 5,940
Passenger capacity n. 35
Motor type / kW Central / 140
Battery
Blue Solutions / LMP
eBus B11, B13, B15, B18, B19
Length mm 10,816 / 13,275 /
14,775 / 18,150 / 18,750
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh
348 / 422 / 511 / 563
Charging technology plug-in/pant.
POWEṞ
SUSTAINABILITY
52
hispacold.es

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
eBus k7, k9UD
Length mm 8,750 / 12,200
Passenger seats n. -
Motor / output kW BYD / 180 / 300
Battery type
BYD / LFP
Battery capacity max kWh 174 / 422
Charging technology plug-in/pant.
e.City Gold 10/12
Length mm 10,700 / 12,000
Passenger capacity n. 64 / 87
Motor / output kW Siemens / 180
Battery type
NMC / LTO
Battery capacity max kWh 385
Charging technology plug-in/pant.
HESS
BYD - Castrosua Nelec
Length mm 12,200
Passenger seats n. 92
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh 422
Charging technology plug-in/pant.
H2.City Gold 10/12 (hydrogen)
Length mm 10,700 / 12,000
Passenger capacity n. 64 / 87
Motor / kW Siemens / 180
Battery type
LTO
Fuel cell system
Toyota
Estimate range km 400
EBUSCO
lighTram 10/12/19/25 DC
Length mm 10,790/12,000/18,750/24,750
Passenger capacity n. 58 / 103 / 136 / 224
Motor / kW - / 150
Battery type -
Battery capacity max kWh
510/610/710/820
Charging technology plug-in/pant.
HIGER
BYD - UNVI DD13
Length mm 13,700
Passenger seats n. 77
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh 484
Charging technology
plug-in
Estimate range km 350
Ebusco 2.2 (LE/LF)
Length m 12 / 12.9 / 13.5 / 18,00
Passenger capacity n. 90/85/78/140
Motor / kW ZF / 250
Battery type
LFP
Battery capacity kWh 363 / 423 / 525
Charging technology plug-in/pant.
Steed
Length mm 8,500
Passenger capacity n. 48
Motor / kW -
Battery type
CATL / LFP
Battery capacity kWh 174 / 210
Charging technology
plug-in
54
CAETANOBUS
Ebusco 3.0
Length mm 12,000 / 18,000
Passenger n. 110/150
Motor / kW Ebusco / 250
Battery type
LFP
Battery capacity max kWh 350/500
Charging technology
plug-in
Azure 7, 9, 12
Length mm 7,000 / 9,000 / 12,000
Passenger capacity n. 86
Motor / kW Prestolite MD130D / -
Battery type
CATL / LFP
Battery capacity kWh 355
Charging technology
plug-in
H2
The E-WAY H2 marks a new step forward towards an even more sustainable mobility.
Effective solution to accelerate the urban transition to carbon neutrality with best-in-class autonomy range,
passenger capacity and recharging time.
Tailor-made fuel cell system with roof-mounted hydrogen tanks and electric motor with 310 kW peak power.
NMC Lithium battery pack.
Up to 450 km of autonomy

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
IIA
IVECO BUS
ie bus
Length mm 10,850 / 12,160 / 18,730
Passenger capacity n. 76 / 95 / 155
Motor / output kW Irizar / 235
Battery type
Lithium-ion
Battery capacity max kWh 525
Charging technology plug-in/pant.
Citymood 10e, 12e
Length mm 10,620 / 12,100
Passenger capacity n. 80
Motor / kW Siemens 1DB2016 / 230
Battery type
NMC
Battery capacity max. kWh 330
Charging technology
plug-in
IKARUS
E-WAY
Length mm 9,510 / 10,735 / 12,060
Passenger seats n. 16 - 26 - 35
Motor / kW - /160
Battery type
NMC/LTO
Battery capacity max kWh 416
Charging technology plug-in/pant.
Streetway Elec
Length mm 12,000
Passenger capacity. 90
Motor type / kW Voith / 310
Battery type
NMC
Battery capacity max kWh 485
Charging technology
plug-in
ie tram
Length mm 12,165 / 18,730
Passenger capacity n. 99 / 155
Motor / kW Irizar / 190-235
Battery type
Lithium-ion
Battery capacity max kWh 350/525
Charging technology
plug-in/pant.
80E
Length mm 8,545
Passenger capacity n. 55
Motor/kW - / 170
Battery
CATL / LFP
Battery capacity max kWh 282
Charging technology plug-in/pant.
120E
Length mm 12,190
Passenger capacity n. 86
Motor/kW - / 240
Battery
CATL / LFP
Battery capacity max kWh 422
Charging technology plug-in/pant.
180E
Length mm 18,750
Passenger capacity n. 113
Motor/kW - / 350
Battery
CATL / LFP
Battery capacity max kWh 564
Charging technology plug-in/pant.
Crossway Elec
Length mm 12,000 / 13,000
Passenger seats n.. 44 / 48
Motor type / kW Siemens / 330
Battery type
NMC
Battery capacity max kWh 485
Charging technology plug-in/pant.
E-Way H2
Length mm 12,000
Passenger seats n.. -
Motor type / kW Siemens / 310
Battery type
NMC
Fuel cell system
Hyundai
Battery capacity max kWh 69
IRIZAR E-MOBILITY
ISUZU
Novociti Volt
Length mm 7,957
Passenger capacity n. 48
Motor / kW Dana TM4 Sumo MD / 255
Battery type
CATL / LFP
Battery capacity kWh 211 - 268
Charging technology
plug-in
Citivolt 12
Length mm 12,030
Passenger capacity n. 100
Motor / kW ZF AxTrax / 250
Battery type
NMC
Battery capacity kWh 495
Charging technology
plug-in
Hannover
September 17–22, 2024
iaa-transportation.com
56

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
Novo Volt
Length mm 7,332
Passenger capacity n. 29
Motor / kW Allison / 320
Battery type
NMC
Battery capacity kWh 165
Charging technology
plug-in
KARSAN
e-ATA 10/12/18
Length mm 10,750/12,220/18,300
Passenger capacity n. 79 / 89 / 135
Motor / kW ZF AxTrax / 250-250-500
Battery type
LFP
Batt. capacity max kWh 315/449/595
Charging technology plug-in/pant.
MCV
e-Jest
Length mm 5,845
Passenger capacity n. 25
Motor / kW BMW / 125
Battery type BMW / Lithium-ion
Battery capacity max kWh 88
Charging technology
plug-in
e-Atak
Length mm 8,315
Passenger capacity n. 52
Motor / kW Dana TM4 Sumo MD / 230
Battery type BMW / Lithium-ion
Battery capacity max kWh 220
Charging technology
plug-in
KING LONG
Pev 6/9/12
Length mm 5,990 / 9.180 / 11,980
Passenger n. 23 / 27 / 36
Motor / kW King Long/Dana - 135/245/350
Battery type
LFP
Battery capacity max kWh 89/282423
Charging technology
plug-in
MAN
MCV C127 EV
Length mm 12,000
Passenger capacity n. 90
Motor / kW ACTIA - 250
Battery type Forsee Power / NMC
Battery capacity max kWh 462
Charging technology
plug-in
MELLOR
Sigma 7, 8, 9
Length mm 7,150 / 8.750 / 9.400
Passenger capacity n. from 33
Motor/kW Dana / -
Battery supplier
CATL
Battery capacity max kWh -
Charging technology
plug-in
MERCEDES
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Lion’s City E 10/12/18
Length mm 10,575 / 12,000 / 18,100
Passenger capacity n. 67 / 85 / 120
Motor / kW Traton - 240/270/540
Battery type
NMC
Battery capacity max kWh 400/480/640
Charging technology
plug-in
eCitaro 12/18
Length mm 12,135 / 18,125
Passenger capacity n. 80 / 136
Motor / kW ZF AxTrax / 250
Battery type
Akasol / NMC**
Battery capacity max kWh 396 / 441
Charging technology
plug-in
REGISTER TODAY
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58

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
eCitaro fuel cell 12/18
Length mm 12,135 / 18,125
Passenger capacity n. 88 / 128
Motor / kW ZF AxTrax / 250
Fuel cell system
Toyota
Battery type
NMC
Battery capacity max kWh 295/ 392
Charging technology
plug-in
OTOKAR
e-Centro C
Length mm 6,605
Passenger capacity n. 32
Motor / kW Dana TM4 / 205
Battery type
Svolt / NMC
Battery capacity kWh 110
Charging technology
plug-in
e-Kent C 12/18
Length mm 12,000/18,750
Passenger capacity n. 74/99
Motor / kW Voith / 410
Battery type
Webasto / NMC
Battery capacity kWh 350/560
Charging technology
plug-in
Kent C Hydrogen
Length mm 12,000
Passenger capacity n. 104
Motor / kW - / 410
Battery type
- / NMC
Fuel cell system
Ballard
Estimate range km 500
e-Territo U
Length mm 13,000
Passenger capacity n. 63
Motor / kW Voith / 410
Battery type
- / NMC
Battery capacity kWh 450
Charging technology
plug-in
QUANTRON
Cizaris 12 EV
Length mm 12,180
Passenger capacity n. 81 to 95
Motor / kW Dana TM4 / 245
Battery type
CATL / LFP
Batt. capacity max kWh 242 to 424
Charging technology
plug-in
RAMPINI
Sixtron/Eltron
Length mm 6,110 / 8,000
Passenger capacity n. 34 / 48
Motor / kW Dana / 230
Battery type
LFP
Batt. capacity max kWh 210
Charging technology plug-in / pant.
Hydron
Length mm 8,000
Passenger capacity n. 48
Motor / kW Siemens / 230
Battery type
Rampini / LFP
Batt. capacity max kWh 175
Fuel cell module / kW Loop Energy
SAFRA
Hycity
Length mm 11,857
Passenger capacity n. +100
Motor / kW ZF AxTrax / 250
Fuel cell module / kW Symbio / 45
Battery Microvast / NMC / 130 kWh
SCANIA
Scania-Castrosua 75 CS
Length mm 13,065
Passenger seats n. 44
Motor / kW - / 300
Battery type -
Batt. capacity max kWh 520
Charging technology
plug-in
SKODA
Skoda E’City 9, 12
Length mm 9,496 / 12,020
Passenger capacity n. 65 / 85
Motor / kW 100 / 160
Battery type -
Battery capacity max kWh -
Charging technology plug-in/plug-pant.
Skoda H’city
Length mm 12,020
Passenger capacity n. 85
Motor / kW 100 / 160
Battery type -
Battery capacity max kWh -
Estimate range km 350
SOLARIS
Urbino electric 9 LE/12
Length mm 9,270 / 12,000
Passenger seats max n. 31 / 43
Motor ZF AxTrax - TSA - 220 / 250-160
Battery type NMC / LTO / LFP
Battery capacity max kWh 350 / 600
Charging technology plug-in/pant.
Urbino electric 15 LE
Length mm 14,890
Passenger seats max n. 65
Motor Central asynchronous / 300
Battery type
NMC / LTO / LFP
Battery capacity max kWh 470
Charging technology
plug-in/pant.
Urbino electric 18/24
Length mm 18,000 / 24,700
Passenger capacity n. 145 / 155
Motor kW ZF / 240/250
Battery type NMC / LTO / LFP
Battery capacity kWh 800
Charging technology plug-in/pant.
Urbino 12/18 hydrogen
Length mm 12,000 / 18,000
Passenger seats max n. 37 / 52
Motor / kW ZF AxTrax / 250
Fuel cell module
Ballard
Fuel cell module power kW 70 / 100
Battery
High Power / 30 kWh
Hydrogen capacity l 5 x 312/ (+3x190)
Trollino
Length mm 12,000/18,000/24,000
Passenger seats max n. 39/53/69
Motor / kW TSA-Skoda / 160-250
Battery type
Solaris LTO
Battery capacity kWh 30-90
Charging technologies
TEMSA
Pant. / IMC
Avenue Electron
Length mm 12,000
Passenger seats n. 35
Motor / kW TM4 Sumo / 250
Battery type
NMC
Battery capacity kWh 240 - 300 - 360
Charging technology
MD9 electriCITY
plug-in
Length mm 9,496
Passenger seats n. 26
Motor / kW
Battery type
TM4/250
NMC
Battery capacity max kWh 200
Charging technology
plug-in
LD SB E
Length mm 2.365 / 13.080
Passenger seats n. 57 / 61
Motor / kW
TM4/250
Battery type
NMC
Battery capacity max kWh 350
Charging technology
plug-in
VDL
Citea new gen. LF-122 / LE-122
Length mm 12,200
Passenger capacity n. 110 / 105
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 490
Charging technology plug-in/pant.
Citea new gen. LE-135 / LE-149
Length mm 13,500 / 14,900
Passenger capacity n. 89 / 138
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 552 / 674
Charging technology plug-in/pant.
60
61

PORTFOLIO
Citea new gen. LE-181
Length mm 18,100
Passenger capacity n. 153
Motor/kW ZF AxTrax / 250
Battery type
NMC
Battery capacity max kWh 674
Charging technology plug-in/pant.
VOLVO
U11DD
Length mm 10,990
Passenger seats n. 82
Motor/kW Yutong TZ368XSYTB38/350
Battery type
CATL
Battery capacity max kWh 385
Charging technology
plug-in
WRIGHTBUS
The international media
focusing on innovation and
sustainability in public transport
Established 2018
Editor in chief
Stefano Agnellini
Managing editor
Riccardo Schiavo
Editorial staff
Fabio Butturi, Ornella Cavalli,
Alberto Gimmelli, Fabrizio Dalle Nogare,
Stefano Eliseo, Fabio Franchini,
Cristina Scuteri, Luca Vitali
Layout & graphics
Marco Zanusso (manager)
Editorial management
Fabio Zammaretti
Printing
Industrie Grafiche RGM srl,
Rozzano (Mi)
Milano City Court Authorization
n. 109 – September 5th 2023 National Press
Register n. 4596 – April 20th 1994
n. R.O.C. 2880 30-11-2001
62
7900 Electric (MCV)
Length mm 12,000/18,000/18,700
Passenger capacity n. 95/150/145
Electric motor / kW 200 / 400
Battery type
LTO
Battery capacity max kWh 470 / 565
Charging technology plug-in/pant.
YUTONG
E12 Pro
Length mm 12,000
Passenger seats n. 61
Motor/kW Yutong YTM280-CV9-H/350
Battery supplier
CATL
Battery capacity max kWh 422
Charging technology
plug-in
U12
Length mm 12,170
Passenger capacity n. 75
Motor/kW Yutong TZ368XSYTB38/350
Battery type
CATL
Battery capacity max kWh 422
Charging technology
plug-in
StreetDeck Hydroliner FCEV
Length mm 10,900
Passenger capacity n. 86
Motor / kW
Voith VEDS
Fuel cell module
Ballard
Fuel cell module power kW -
Battery
Forsee Power / NMC
Battery capacity kWh 48
Hydrogen capacity kg 27 (1,120 l)
StreetDeck Electroliner BEV
Length mm 10,900
Passenger seats n. 95
Motor / kW
Voith VEDS
Battery
Forsee Power / NMC
Battery capacity kWh 340 - 454
Charging technology
plug-in.
GB Kite Hydroliner FCEV
Length mm 12,000
Passenger capacity n. 90
Motor / kW
Voith VEDS
Fuel cell module Ballard FC Move
Fuel cell module power kW 70 - 100
Battery
Forsee Power / NMC
Battery capacity kWh 30 - 45
Hydrogen capacity kg 35 - 50
GB Kite Electroliner BEV
Length mm 12,000
Passenger seats n. 90
Motor / kW
Voith VEDS
Battery
Forsee Power / NMC
Battery capacity kWh 340 - 454 - 567
Charging technology
plug-in.
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EDIZIONI
MANAGEMENT
ADMINISTRATION
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Website
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