SUSTAINABLE BUS May 2025

Sustainable

US

VADO E TORNO EDIZIONI

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MAY 2025

€ 22,00

FOUR OF A

KIND

OUTLOOKS

Inside BorgWarner

battery factory in

Darmstadt (DE)

INTERVIEWS

BVG Berlin: vision,

strategy, challenges

and a driverless bet

TEST DRIVE

Otokar city bus,

diesel and BEV: a

driving comparison

SILENT DRIVE

STRONG STATEMENT

Sustainable

BUS

CONTENTS

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SUSTAINABLE-BUS.COM MAY 2025

POST-IT

ATM Milano will be the first

foreign company to run transit in Paris

TECHNO

MAN unveiles BEV version of the

Lion’s Coach: curtain up at Busworld!

ZF presents oil-free compressor

for commercial vehicles

INFRASTRUCTURE

CarMedialab smart charging projects

in Paris and Barcelona

INTERVIEW

Daniel Hesse, BVG Berlin: aiming for

a driverless-proof charging strategy

OUTLOOKS

We visited BorgWarner plant

producing 35k battery packs per year

COMPARISON

Ebus Test 2025 in Bonn:

four 12m models on the road

Higer Fencer F1 Integral EV,

a new step in Scania - Higer partnership

Iveco Bus Crossway LE City Elec:

open the way for BEV Crossway family

Solaris Urbino 12 Electric,

almost 15 years and counting

VDL Citea LF-122,

truly innovative and finally in operation

TEST DRIVE

Otokar e-Kent C / Kent C:

comparative drive between BEV and diesel

SPOTLIGHT

Hess Swiss eBus Plus

the 10.8-meter e-bus saves energy

COMPARISON

Cummins, Dana, TSA, Voith, ZF:

analyzing e-bus motors

PORTFOLIO

All the zero-emission buses

on the European market

TEMSA

temsaofficial

temsaofficial / temsaturkiye

temsa.com

36

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FOR INFO

3

POST-IT

THREE BUS LOTS HAVE BEEN AWARDED IN PARIS

Paris shakeup

ATM WILL BE THE 1ST FOREIGN COMPANY PROVIDING TRANSIT IN PARIS

Three bus lots have been officially awarded in Paris, with

the surprising win of Italian ATM in one of the three. The three

lots are located in Paris and the Petite Couronne (Ourcq, Massy-

Juvisy and Croix du Sud sectors). Transdev and RATP Cap

Île-de-France are the awarded companies for the two remaining

lots. Following a preliminary communication by the PTA Île-de-

France Mobilités in late March, on 10th April 2025 the Board of

Directors has approved the awarding.

In addition, one lot in the Grande Couronne region, the Vexin

area, has been reallocated to Transdev as part of the second

generation of contracts.

ATM will also be required to set up an operational centre for

hydrogen-powered buses in Bagneux, IDFM underlines.

From 1 May 2026, the three operators will manage all the bus

routes for a period of five years (six in the case of Transdev).

The contract will end on 30 April 2031 (or 2032 for Transdev),

with the possibility of extending operation for a further year (two

in Transdev’s case).

ATM will also be required to set up an operational

centre for hydrogen-powered buses in Bagneux, IDFM

underlines.

Subscribe to Sustainable Bus Magazine.

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TECNHO

MAN LION’S COACH 14 E WILL BE ON SHOW AT BUSWORLD

Time for electric coaches

534 KWH BATTERY, 375 KW CHARGING, 330 KW POWER OUTPUT...

6

MAN first electric coach model will be the Lion’s Coach 14 E,

as announced during a press and customer event held in early May at

the company’s Product Development Center in Ankara, Turkey.

MAN therefore positions itself as the first European manufacturer

to introduce a battery-electric coach (if talking about zero emission

coaches in general, the only other product is the Irizar i6S Efficient

Hydrogen coach). However, the event was not intended as the

launch opportunity for the definitive model, but the beginning of

the launch and communication campaign for the new MAN electric

coach, whose design will be presented at Busworld Europe 2025 in

Brussels, while production is scheduled to begin in late 2026 and

will be held in Ankara plant. The one showed and tested in Ankara

was a first prototype based on an electrified version of the Lion’s

Coach current range.

Coming to the specs, the MAN Lion’s Coach 14 E is a three-axle

vehicle powered by in-house produced NMC battery packs, offering

up to 534 kWh of total capacity. The batteries, made at MAN’s

Nuremberg facility, are mounted in the rear engine compartment,

with two additional packs optionally installed in place of the driver’s

bunk. The high-energy configuration enables, according to the OEM,

a range of up to 650 kilometers, depending on conditions and use.

Charging infrastructure compatibility includes the CCS standard

with up to 375 kW power. The vehicle is also said to be prepared

for future integration with MCS charging, allowing power up to

750 kW. A centrally mounted electric motor, also by MAN (within

Traton group) delivers 330 kW of power to the second axle, and is

combined with MAN’s TipMatic 4-speed transmission. Inside, a

newly developed 12-inch digital display provides real-time energy

data, drive mode, range and charging status.

In terms of passenger logistics, the electric coach matches its diesel

counterpart in both seating and luggage volume, carrying up to 61

passengers plus crew and offering 11 to 13 cubic meters of luggage

space. The Lion’s Coach 14 E is also the first coach in its class to

feature a CO2-based HVAC system.

A NEW SCANIA E-MOTOR

Scania is launching a new e-powertrain

for its battery-electric bus

offer, featuring four power options

(240, 270, 300 and 330 kW) and

an integrated two- or four-speed

gearbox. The new component is a

compact drive device, consisting

of electric motor, inverter, gearbox

and oil system. Series production

is planned to commence in Q3

of this year. Delving into more

specific details,

Anna Ställberg,

Head of Urban

Solutions for

People Transport Solutions at Scania

Group, explains to Sustainable

Bus that “The new e-machine provides

excellent powertrain torque,

with the 240 kW power option and

2-speed gearbox offering 5,100

Nm in the first gear and 2,200 Nm

in the second gear”.

Scania is also introducing a

three-battery pack option with 312

kWh of installed energy, as well as

a second charging

interface at

the rear of its

buses.

The one above is just a sketch. The full and final

design will debut at Busworld Europe 2025 in

Brussels. The model will feature a drag coefficient

(Cx) reduced from 0.34 to 0.31.

WELCOME H2EUPOWER

Italian zero emission bus manufacturer

Rampini’s division H2EUPower announces

the launch of a series of hydrogen fuel cell

power system solutions in the power range

from 30 to 140 kilowatts for commercial

vehicles, off-highway and stationary

applications. H2EUPower, although part of

Rampini group, operates “independently from

the parent company in terms of both technical

and commercial aspects

of its business”, reads

the press release

announcing the new

development. Originally

a engineering team

focusing on hydrogen

mobility within

Rampini’s organization

(the brand has on offer

the only 8-meter fuel cell bus in the European

market, in the picture), H2EUPower was

formally established as an independently

operated division of the company “with

the goal of extending access to design,

performance and supply chain benefits to the

OEMs across the entire European hydrogen

ecosystem”, the company states. The division

is headed by mr. Luigi Fusi.

TECNHO

ZF PRESENTS OIL-FREE COMMERCIAL VEHICLES AIR COMPRESSOR E-COMP SCROLL

Oil-free, low-noise

NAMED E-COMP SCROLL, IS HEADED TO MEDIUM AND HD VEHICLES

ZF’s Commercial Vehicles Solutions division is launching a new

air compressor model aimed at medium and heavy-duty hybrid, battery

electric and fuel cell trucks, buses and coaches. The new product has

been unveiled at the Advanced Clean Transportation (ACT) Expo held

in California, USA, and at the Auto Shanghai in China.

Named e-comp Scroll, the new component, in ZF’s words, is “an

oil-free, low-noise and minimal vibration air compression system

designed as much for efficiency as it is for smooth operation”.

The ZF e-comp Scroll is powered by an integrated electric motor

and addresses the noise topic by using the motion of interlocking

scrolls to compress air in order to minimize vibration while limiting

noise emissions to around 67dB(A) at the nominal operation point

of 250 liters per minute, comparable to the noise level in an office

environment.

ZF e-comp Scroll compresses air up to 12.5 bar system pressure in

a single stage and is capable of running at variable speeds to meet

application demand. The system also features an inverter and liquid

cooling shell, which maintains the discharge temperature below 90°C

(194°F).

The ZF e-comp Scroll addresses the noise topic

by using the motion of interlocking scrolls to

compress air in order to minimize vibration while

limiting noise emissions to around 67dB(A).

kiepe-group.com

Charging e-buses

with power supply from

the overhead line

By leveraging existing overhead lines from LRVs or

trolley buses, operators can unlock major synergies:

Increased efficiency: Utilize your existing power network.

Cost savings: Quick installation along the overhead line.

More information:

www.kiepe-group.com/en/solutions

Meet us at Busworld, Brussels:

October 2025, 4-9.

The Crossway Low Entry ELEC marks a new step forward towards

an even more sustainable mobility.

12 m and 13 m long versions, available in Class I and Class II

Central electric motor 290 kW output for a maximum torque of 3000 Nm

NMC Lithium battery pack assembled by FPT Industrial

Various charging interfaces, including optional pantograph bottom-up or rails for top-down

INFRASTRUCTURE

CARMEDIALAB AND RATP HAVE DEVELOPED A VDV 261 TEST TOOL

Smart charging is the way

CHARGE MANAGEMENT IN PARIS AND BARCELONA

10

CarMedialab is contributing to the digitalisation of electric bus

operations in Paris and Barcelona through standardisation and

charge management technology.

In Paris, the INIT-owned company is working with RATP as

part of the Bus2025 program. The focus of the collaboration is

the implementation of the VDV 261 interface, which facilitates

communication between electric buses, charging infrastructure,

and the charge management system. This integration is necessary

for functions such as automated battery preconditioning and

cabin preparation before departure. To address the complexity of

implementing this standard across different manufacturers and

systems, RATP and CarMedialab now developed a VDV 261

test tool. The tool simulates the communication process between

vehicle and charger without requiring physical equipment,

allowing operators to test and validate interoperability in advance.

In Barcelona, TMB is using CarMedialab’s platform to coordinate

charging at three bus depots.

WIRELESS CHARGING

Israeli wireless charging solutions provider Electreon announces

a second major project agreement with Electra Afikim, one of Israel’s

largest public transportation operators.

“Building on the success of its wireless charging project at the bus

depot in Rosh HaAyin, launched in November 2023, Electra Afikim

will now deploy Electreon’s technology at the Ovnat terminal in Petah

Tikva, a major suburb of Tel Aviv”, Electreon states. The company

adds that the deal covers planning only, though it reflects an intention

to continue project implementation, subject to budgetary approval.

In late 2024 Electreon signed an agreement with TransIsrael, a

Ministry of Transport agency, to build an advanced electric road

system (ERS) on Haifa’s BRT lines.

This renewed collaboration follows 18 months of

operation at the Rosh HaAyin depot, where 23

buses equipped are charged (wirelessly!) both

overnight and during the day while parked.

SECOND LIFE

Energy storage specialist Connected Energy and

battery modules producer Forsee Power have

signed a Partnership Agreement to jointly design

and develop an energy storage solution powered

with second life batteries. This will combine

Connected Energy’s second life technology with

Forsee Power’s ZEN 35 and ZEN 42 battery packs,

which are deployed in about 1,500 electric buses

in Europe. Additionally, the agreement includes

the development of an operating model to facilitate

future large-scale commercial deployment.

The first 2.5MWh system will be operational in the

UK in Q4 2025. Further projects, each typically

exceeding 25MWh, will follow in the UK and France,

the companies stated in a join announcement.

NOBINA - STABL

Scandinavian public transport company

Nobina has entered a partnership with STABL

Energy: decommissioned e-bus batteries will be

repurposed in storage systems rather than subjected

to recycling. Following a successful pilot project,

battery storage systems will be installed in the

countries where Nobina operates and managed by

Nobina to support the grid, STABL Energy states

in a press note. Additionally, local grids will be

stabilized, and excess electricity will be available for

trading on the spot market. The German company

STABL Energy, based in Munich and founded in

2019, pursues

the goal of

increasing the

use of renewable

energies with the

help of energy

storage, aiming to

set a new standard

for battery storage.

Bus of the Year 2025

Solaris Urbino 18 hydrogen

INTERVIEW

12

«We have secured funding

that will lead us to deploy

500 e-buses by 2027 —

it’s about 30 percent of

our fleet. We still haven’t

secured full funding for

the remaining part of the

electrification, although

there’s the commitment of

the federal state of Berlin

to fulfill it, as it’s their aim

as well».

DANIEL HESSE, HEAD OF TECHNOLOGY AND INNOVATION BVG

NEXT STEP:

DRIVERLESS

The 2030 zero-emission bus target will be

postponed, but BVG is betting on autonomous

driving and basing its strategy on this: just look at

its depots' charging projects...

Electrification, infrastructure upgrades,

and the introduction of

autonomous driving are key challenges

for public transport operators

across Europe. BVG, Berlin’s transport

company, is no exception. Resource

constraints, evolving regulations, and the

need for long-term planning are shaping

the pace and scope of this transition.

Daniel Hesse, Head of Technology and

Innovation and currently also leading the

bus division, discusses the current status,

the strategies and the main challenges of

BVG’s fleet transition. In this interview,

held at Mobility Move 2025, he reflects on

funding, depot development, and the role

of automation in shaping future operations.

BVG declared plans, before the change in

the funding landscape with half of Federal

funding removed, to convert its entire fleet

to electric drives by 2030, due to the target

set by the Senate of Berlin. Reportedly,

such plans have been softened and HVO

included in plans as a transition fuel…

I wouldn’t say ‘softened’ as the legislation

in Berlin says that from 2030 only so called

“alternative drive buses” should be procured

for public transport. We had agreed

with our transport authority that we would

electrify our fleet. However, the thing is that

we have to do a lot of transformation in our

existing depots and build two new depots.

And refurbishing depots is something much

harder than we thought. We have to introduce,

for instance, new water management

systems required by fire protection regulations.

Plus, our latest depot is 60 years old...

Long story short, looking at the resources we

have, we haven’t managed to get to the point

that we have all the people that we would

need to do so many things in parallel. The

first part of our electrification program led

us to deploy some 230 e-buses in three depots

which are partially electrified. We are

planning to build two new depots fully electrified

from the very beginning. As of today,

roughly 15 percent of our fleet is electrified.

Due to the resource shortage, we are now focusing

on building the two new depots first,

then the electrification of existing depots, but

we know that we will need time.

What is, as of today, the funding landscape

available for zero-emission buses in

Germany?

We have secured funding that will lead us to

deploy 500 e-buses by 2027 — about 30 percent

of our fleet. These buses have already

been tendered, we did a framework contract.

We still haven’t secured full funding for the

remaining part of the electrification, although

there’s the commitment of the federal

state of Berlin to fulfill it, as it’s their aim as

well. But we cannot say how fast it will be,

as funding is not secured yet. However, even

if we already had the funding, we wouldn’t

be faster for the reasons I explained before.

Where are you getting your financial resources?

We use a mix of national and local funding.

We would have liked to have the national

funding remain at a higher level. Now we

are looking very closely at the negotiations

between the coalition partners in the newly

elected government, because we received

signals from the Ministry of Transport that

there might still be funding for infrastructure.

Could you quantify the amount of money

required for the electrification project?

We are looking at replacing 1,500 buses,

transforming 7 old depots, and building two

new ones. We are in the billion-euro range.

Let’s point to the infrastructure topic.

BVG recently mentioned that 36 terminal

stops are to be converted with a new

charging concept. Can you elaborate

more on this? Which is your charging

philosophy?

Currently, the main part of our fleet is

charged in the depot overnight,

but we realized that if we look

at the options that we have

in terms of how many buses

can be charged at the

same time, we have some

restrictions. On the other

hand, looking at opportunity

charging out of the

depot, we’d rather not be

too dependent on chargers

located in places of the cities

where there could be traffic

or disruptions such as road closures…

For safety’s sake, in order to provide reliable

operations, we believe the best option

is to charge in both ways. We have larger

batteries on our buses compared to the ones

we’d use for just opportunity-charged buses.

Plus, using pantograph, automation processes

can be put in place. We are building

our depots in a way that we can use pantograph

technology in place of plug-in charging

in a future-proof approach.

This implies that you are ‘betting’ that

the next generation of buses will be autonomously

driven…

We do not know the timing, but we are hoping

to introduce this technology as fast as

possible – if and where it makes sense.

How do you see the ‘match’ between driverless

technology and the concept of the

bus? Renderings of a future world are

filled with small self-driven shuttles…

Autonomous driving enables you to rethink

the question about vehicle size. Right now,

one of the main drivers of vehicle size is the

fact that they are driven by a person, which

«To develop autonomous driving, first we need the permit for

Level 4, it would open the door to the possibility of scaling up.

Now we are trying to just understand who has to play which

role in the system. The main topic is that we are thinking as

many puzzle pieces right now»

has a cost. Although we will always need

other people whose number is not known

yet, a wider use of smaller vehicles might

become possible. However, I don’t think it

will ever make sense to send many small vehicles

on routes where we know the demand

is made of hundreds and hundreds of people.

Long story short, I forecast two changes: the

vehicle size might change and also the mix

in general. It is expected that we will

need fewer big vehicles.

You are already involved

in a few projects

on autonomous

driving…

Yes, together with our

project partners TU

Berlin and IKEM we

are currently launching

a new project called

NoWeL4. The goal is to

introduce Level 4 autonomous

driving in Berlin’s northwest.

We are also teaming up with

Moia and Volkswagen for this.

What are the main barriers at the moment?

Regulations, technology, funding…

First, we need the permit for Level 4, it would

open the door to the possibility of scaling up.

In our current projects, we are trying to just

understand who has to play which role in the

system. Before scaling up, we have to understand

what we will do ourselves in the future

and what will be done by other players. The

main topic is that we don’t have the best environment

right now for scaling-up yet. We

are thinking as many puzzle pieces right now,

every operator making its own small projects.

We need some combination of policies

to give the market a boost in one direction,

channeling all the efforts towards a few players

that really have the chance to succeed in

the race. We are lagging behind China and

the USA and we already have a gap to cover.

What can an operator do in order to stimulate

this environment?

We should first cooperate and avoid everyone

coming out with their own idea about

how these vehicles should look like. We

should really work together in terms of what

we need in terms of backup systems and how

we organize the processes. Financial support

is also needed — we need some European

signal stating that this is an important

topic that deserves investments.

Riccardo Schiavo

13

OUTLOOKS

INSIDE THE BORGWARNER BATTERY FACTORY

GIGA ECONOMY

3.5

GWh is the future

maximum

capacity of the

site

1

hour is the

time needed to

produce

a single

module

BorgWarner welcomed us to its Gigafactory in

Darmstadt, Germany. The plant can produce

about 35,000 NMC battery packs in a year using

innovative, highly automated lines. Investments in

LFP batteries are planned...

Where there was nothing before

Covid, there is now

one of the best-equipped gigafactories

in Europe. The

largest one excluding those belonging

to OEMs. The acquisition, which was

finalized in 2022, gave BorgWarner ac-

In Darmstadt, not far from

Frankfurt, production,

testing area, offices and

R&D occupy about 15,000

square meters, plus 4,000

square meters at the

nearby Langen site. A total

of more than 850 people

are engaged in the design

and manufacture of battery

modules and packs,

as well as BMS - Battery

management systems and

RCB - Removable Contactor

Box.

cess to the battery production plants of

former Akasol that now works on three

shifts, five days a week using state-ofthe-art,

highly automated production

lines.

In Darmstadt, not far from Frankfurt,

production, testing area, offices and

R&D occupy about 15,000 square meters,

plus 4,000 square meters at the nearby

Langen site. A total of more than

850 people are engaged in the design

and manufacture of battery modules

and packs, as well as BMS (Battery

management systems) and Removable

Contactor Box. In a nutshell, as of 2022

in Germany alone, BorgWarner’s battery

systems division has produced about

5 GWh of battery packs for commercial

and industrial vehicles using NMC

(Nickel-manganese-cobalt) technology.

This is set to increase significantly

when the site’s maximum capacity of

3.5 GWh is reached, thanks in part to

the finalization of a second highly automated

production line. Considering

also the other U.S. plant in South Carolina,

the group expects a production

capacity of about 5.4 GWh in 2025.

Focus on production lines

BorgWarner engineers showed us how

the assembly lines work. It begins with

the insertion of cylindrical cells inside

the modules: the third-generation

battery packs currently produced by

BorgWarner admit two layers of 300

cells, for a total of 600 cells per module.

The processes of gluing (including preparing

the cell surface) and adding the

electronic connections - which are both

entrusted to robots – is the most complex

part. It takes more than one hours

to manufacture a single module, which

weighs about 50 kilograms, with an

interval of a few minutes between the

production of one module and the next.

The production process of the battery

packs, then the insertion of modules, is

relatively simpler and is also entrusted

to industrial robots for reliability and

weight management issues. There are

very few manual tasks overall, mainly

feeding and operating the machines.

Every around 20minutes, the line makes

a 9-module battery pack. Also, interesting

and state-of-the-art is the testing

area, next to production: slightly

over 2,000 square meters where various

types of tests (corrosion, immersion in

water to monitor tightness, temperature,

performance, vibration resistance,

charge retention) are carried out on

the battery packs, but also on the cells.

These, although sourced from outside

suppliers, are subjected to rigorous testing

in controlled environments.

The third generation of UHE BorgWarner

battery packs, i.e. those currently

rolling off the Darmstadt lines, guarantee

a capacity of 98 kWh with a

nominal voltage of 665 V, continuous

charging power of up to 80 kW, and a

weight of just under 600 kg.

A very important factor for the commercial

and industrial vehicle sector is

ensuring optimum operation over 4,000

charging cycles, a number that is far superior

to car batteries. The company’s

portfolio also includes a compact version

with 5 or 6 modules instead of the

standard 9.

Buses first and foremost

Buses, trucks, off-road vehicles (excavators,

snow groomers, aerial platforms)

and marine applications are the

ones of choice for BorgWarner batteries,

with the addition of projects in the

field of eTrailers. So far, the bus sector

has been very relevant: according to

the American group, one in 5 e-buses in

Europe and the U.S. mounts BorgWarner

batteries.

What about trucks? The market,

we know, is not flourishing, and at

BorgWarner they are aware of that. However,

they want to be ready when the

numbers increase. And they are investing

in new products, starting with LFP

(Lithium-iron-phosphate) technology

for cells: they will not replace the NMC

ones produced today, but will be com-

14

15

OUTLOOKS

20

minutes to

produce a

9-module

battery pack

plementary, and the choice will be made

based on the application.

Shapes for all tastes and uses

BorgWarner plans to diversify its offerings

in terms of battery pack shape and

size, with the obvious goal of meeting the

construction needs of OEMs, especially

buses and trucks (so far, LCVs are not a

target for BorgWarner).

Looking, precisely, at the development of

LFP batteries, the portfolio will consist

of flat, high, compact or cubic products,

without altering the hardware and software

logic applied so far (such philosophy

is called hardware and software foundation).

Also, BorgWarner’s basic strategy

will not change, at least for the next few

years. The battery maker will continue to

turn to trusted cell suppliers. Clearly, the

FinDreams (subsidiary of Byd) battery

partnership signed last year for the exclusive

supply (outside China) of the innovative

‘blade cells’ goes in this direction.

Thanks to an innovative and particularly

compact design, these cells will provide

manufacturers with higher flexibility.

Fabrizio Dalle Nogare

16

COMPARISON

FOUR 12-METER E-BUSES SIDE BY SIDE

BEV TESTING!

From the best seller Solaris to the innovative

VDL Citea, from Iveco’s Crossway Elec LE in

Class I version to the unprecedented 12-metre

Higer marketed by Scania. The Ebus Test 2025

put 12-metre city buses under the lens

A

novelty from the Far East (but

with a logo that is well known

in Europe). The best selling

Class II model - which is also

one of Europe’s most industrialized bus

products - in Low Entry version and urban

homologation. The absolute leader

of the European e-bus market. Finally, a

truly ambitious project that, after a few

years of gestation and some hiccups, is

finally in real operations. These are the

four vehicles featured in the Ebus Test

2025, managed by German trade media

Omnibusspiegel, which in this edition put

the spotlight on the 12-meter segment.

BEV philosophies

The test ends up in allowing a direct comparison

of distinct design approaches and

industrial philosophies. All in an operational

context that allowed the vehicles to

be assessed under real conditions of use,

including road shifts, technical analysis

in the workshop and moments of dialogue

with technicians and product managers.

A valuable ‘test bed’ designed to offer

operators, fleet managers and insiders an

up-to-date and realistic picture of the state

18

19

COMPARISON

as a flexible solution for a wide range of

uses. The third contender is the Urbino 12

Electric by Solaris, a name that needs no

introduction: a constant presence at the

top of registration charts, it confirms itself

as a reference standard by virtue of

an approach devoted to flexibility. Finally,

VDL Citea LF-122, which represents

a true statement of intent: a native electric

design built around BEV traction and

not adapted from existing ICE models,

with innovative technical solutions and a

strong focus on efficiency. Too bad that it

was unveiled in 2021 and deliveries began

only last year.

The event also featured a number of

out-of-competition models that nonetheof

the art in the world of e-buses.

One by one

The Higer Fencer F1 Integral EV, marketed

in Europe by Scania in light of a

fresh commercial partnership between the

Chinese giant and Scania Germany, offers

itself with a strong industrial content designed

to guarantee good performance at a

competitive cost, and with the ambition of

filling what is now an almost unforgivable

product gap for the Griffin. Alongside

it is the Crossway LE City Elec by Iveco

Bus: a model with a clear suburban

vocation but which, thanks to its homologation

for urban service and the adoption

of an electric powertrain, is offered

less attracted the interest of those in attendance:

the Mercedes eCitaro K, the

electric minibus Tremonia Sprinter City

75, and even a historic Setra S6 converted

to an electric version. Not forgetting

the 10.6-meter Swiss Ebus Plus made by

Hess, which we analyses in depth in a separated

article.

On the following pages, we present a

detailed comparison of the four buses

under test.

SPECS BY SPECS

Higer Fencer F1 Integral EV Iveco Crossway LE City Elec Solaris Urbino 12 Electric VDL Citea LF-122

Length mm 12,490 12,050 12,000 12,200

Width mm 2,550 2,550 2,550 2,550

Height mm 3,400 3,427 3,250 3,250

Front overhang mm 2,800 2,725 2,700 2,600

Rear overhang mm 3,490 3,295 3,400 3,250

Wheelbase mm 6,200 6,030 5,900 6,350

Turning circle mm 11,800 10,720 10,342 21,830

Entrance height mm 320 / 340 / 340 320 / 330 320 320

Doors width mm 1,140 / 1,200 / 1,200 1,200 1,200 1,200

Doors technology Electric Electric Electric Electric

Doors supplier Higer Iveco Rewag Ventura

Internal height max mm 2,550 2,265 / 1,955 2,280 2,350

Seats n. 35 44 35 37

Standing passengers n. 36 27 39 48

Passenger capacity max n. 71 71 74 85

Passengers seats’ model Higer Ster 8Mi Comfort Ster 8Mu Kiel Ideo 40

Empty weight kg 14,630 14,230 14,040 14,210

GVW kg 19,000 19,500 20,000 19,500

Driver

Driver seat’s model ISRI NTS1 / NTS2 ISRI 6860/875 NTS2 ISRI Isri 6860/885 NTS2

Mirror technology Conventional, Higer Conventional, Kovoplast Mirror cameras, Arcol Conventional, Mekra

Cockpit Actia Actia Continental VDL / Continental

Driver’s air conditioning system no yes no yes

HVAC

Air conditioning Spheros Reg400 Thermoking Athenia E960 MkII Konvekta Aurora Borealis 2.0

Cooling / heating power kW 30/19 23/47 25/21 (+25) 20/30

Auxiliary heater Diesel, Spheros Hybrid, Spheros Valeo Thermo H+ Electric (24 kW), Eltop Electric, Webasto HVH

Powertrain

Brand model Prestolite Accelera by Cummins Elfa III TSA HD.T3 ZF AxTrax

Type Permanent magnet synchronous Permanent magnet synchronous Permanent magnet synchronous 2 x asynchronous 3-phase

Layout Central Central Central At wheel hubs

Output continuous kW 155 185 240 2 x 95

Output peak kW 260 290 250 2 x 140

Torque continuous Nm 1,400 1,650 1,400 2 x 3,240

Torque peak Nm 3,500 3,000 2,000 2 x 11,000 (at wheels)

Batteries

Supplier CATL Fpt Industrial Solaris High Energy Durapower

Formula LFP NMC NMC NMC

Modules n. 12 7 6 7

Cooling Water Liquid Liquid Liquid

Placement Roof and rear 2 rear, 5 roof Roof 4 chassis, 1 rear, 2 roof

Capacity kWh 420 485 fino a 600 429

Usable energy kWh 370 475 fino a 480 343

Charging power plug-in kW 240 150 150 150

Chassis

Front axle ZF RL82EC Iveco RI75E ZF RL82EC ZF RL82EC

Type Independent Independent Independent Independent

Max capacity kg 8,200 7,500 8,165 8,200

Tyres 275/70 R 22.5 275/70 R 22.5 275/70 R 22.5 275/70 R 22.5

Steering system Bosch Bosch Servocom 8098 - ZF

Rear axle ZF AV133 Meritor U17x ZF AV133 80/7 ZF AxTrax

Type Portal Single-reduction hypoid Portal Electric portal axle

Max capacity kg 13,000 11,500 11,500 11,500

Tyres 275/70 R 22.5 275/70 R 22.5 275/70 R 22.5 275/70 R 22.5

Stabilizer Both axles Both axles Both axles Only rear axle

Body

Body material Galvanised steel Welded steel Stainless steel Steel

Material side panels / roof / front / rear Composite Welded steel structure with sheet metal segments - Plastic

Side windows Single Single Double Double

20

21

COMPARISON

22

HIGER FENCER F1 INTEGRAL EV

UNEXPECTED!

In the framework of the Scania - Higer

collaboration, here it comes a urban 12-metre Low

Floor bus with Chinese signature. Scania will market

it in Europe, starting with Germany. It joins Scania

European bus portfolio, filling a gap

The logo is Scania, the heart is

Higer. Well, what’s new?, some

will say: the Griffin announced

its retreat from the European

complete bus business two years ago now,

and the Touring is a prime example of a

successful partnership that has been in place

for years (over 5,000 vehicles sold so

far). Well, no: the launch of the Fencer range

in Europe, starting with Germany, is a

decisive step forward (actually: eastward!)

in the synergy between the Swedish and

Chinese groups. Because this is not about

the ‘marriage’ of a Scania-made chassis

A step forward in

the synergy between

the Swedish and

Chinese groups.

This is not about

the ‘marriage’ of a

Scania-made chassis

with a Higer body. But

rather, a commercial

agreement signed

at the beginning of

2025 that sees Scania

distribute a Higer

product in Europe.

with a Higer-signed body. Instead, it is a

commercial agreement, signed in early

2025, which sees Scania distributing in

Europe a product 100 percent made by the

Asian manufacturer, albeit within a plant

dedicated to Scania - Higer production (the

same one where the Touring is made, with

a production capacity of 20,000 units). In

this project, “Higer does not act as Scania’s

bodybuilder, but as a partner,” said

company representatives at the Ebus Test

2025 in Bonn, where the Fencer F1 Integral

EV experienced its road initiation in

a pre-series version equipped according to

Scandinavian specifications. An adaptation

for the German market is also planned

and will be displayed at the UITP Summit

in Hamburg in June. In the medium term,

the complete Fencer F1 Integral EV range

will be available in variants between 10.7

and 18.75 meters.

Filling a gap

The model fills a gap in the Griffin’s portfolio,

as Scania has recently launched a

chassis for Low Entry applications (first

partner: the Spanish Castrosua). They are

not presiding over the Low Floor electric

Class I segment, where competition is

fierce. This is the raison d’être of a model

that actually upsets the patterns with

which we are accustomed to interpreting

market developments and sees a large European

group, through its subsidiary Sca-

nia Germany, become a de facto distributor

of a made-in-China product.

The Fencer is the longest vehicle, at 12,490

millimeters, among the 12-meter vehicles

in Bonn. Particularly

pronounced is the

rear overhang. The

three double doors

are signed by the

same manufacturer.

In the future, Scania

states that they will

be replaced by Ventura

doors.

The chassis is made

of galvanized steel,

with use of composite

materials for side, roof, front and rear

panelling. Nothing to report about axles:

independent-wheel ZF in front, portal

at rear. Everything

is normal. What is

significant is the unladen

weight: an impressive

14.6 tons,

400 kg more than the

‘heavier’ of this year’s

competitors. And

even going by the

specifications of an

additional 12 meters

on battery power, the

Higer’s tare weight

is undoubtedly in the

heavyweight range. A

fact that can only adversely

affect passenger

capacity: just 71

actual passengers (35

of whom are seated

on upholstered Higer

seats of a quasi-tourist

kind). A situation that

cannot be traced to

an oversized battery,

which at 420 kWh is the least capacious

of the vehicles deployed in Bonn.

The driver’s seat has an ISRI seat (model

NTS1 or NTS2), cockpit by Actia and

conventional rearview

mirrors. There

is no separate air conditioning

system for

the driver. Presiding

over the air conditioning

is the Spheros

REG400 system, with

cooling power of 30

kW and heating power

of 19 kW. A diesel

auxiliary heater

manufactured by the

same supplier is present on the test bus.

But here we fall back to specific features

of the set-up designed for the harsh climates

of northern Europe. The central

electric motor is made by the American

multinational company Prestolite: a unique

case in the European e-bus market.

Synchronous with permanent magnets, it

develops 155 kW continuous power and

260 kW peak power, with torque of 1,400

and 3,500 Nm, respectively. Back to the

batteries, 12 CATL modules take the stage,

between roof and rear (former engine

house), strictly LFP, for 420 kWh of total

capacity, of which 370 can be used. There

is no provision for fast charging via pantograph,

only classic plug-in, for a maximum

output of 240 kW.

23

COMPARISON

24

IVECO CROSSWAY LE CITY ELEC

URBAN ANIMAL

The Crossway range needs no introduction. Over

4,000 of them come out of Vysoké Mýto every

year. The share of low entries is growing. Here in

Class I-approved version, the 12-metre features FPT

Industrial batteries and a Cummins powertrain

On board we find

44 Ster 8MI Comfort

seats as well as

space for 27 standing

passengers. The

doors are both

double-leaf, 1,200

mm wide. The interior

height is 2,265 mm

in the low-floor front

area and 1,955 mm in

the raised rear area,

which is accessed by

climbing three steps.

No pure urban this time for

Iveco Bus, which took part

in the German contest with

the Crossway Low entry in

the Class I version. Launched in May

2023, the LE bus was the first to be

electrified by the group, which later

presented the BEV version of the ‘pure’

intercity, the Normal Floor, at the end

of 2024. Like the other members of the

Crossway family, the electric ones are

also made in the Czech plant in Vysoké

Mýto. According to data shared by Iveco

a couple of years ago, the Low Entry

share was worth around 40 percent

of Crossway production, totalling over

4,500 units per year. A model that, given

such production volumes, needs no

introduction.

There are two lengths available for the

Crossway Elec: 12 and 13 meters. In

compliance with the requirements of the

Ebus Test 2025, the one presented on these

pages is the 12-meter version.

One range, many tractions

The 12-meter model examined here

squares the circle in a Low Entry range

that includes, in addition to the diesel

version, also the CNG version and, the

icing on the cake, a mild hybrid model

(both diesel and gas). It is equipped

with seven NMC battery modules supplied

by FPT Industrial and assembled

in Turin (the cells are by Microvast), for

a total capacity of 485 kWh (475 kWh

usable), divided between the roof and

the rear compartment. Specifically, there

are five modules allocated to the roof

and two modules positioned under the

five-seater.

There are two options in terms of charging:

the standard overnight via Combo

CCS2 capable of maximum 150 kW

and the opportunity via pantograph. In

the latter case, powers up to 450 kW are

within reach. What about the motor?

Formerly Siemens, the Elfa III motor

now signed Accelera by Cummins provides

290 kW of maximum output and a

torque of up to 3,000

Newton meters. The

front axle is the Iveco

RI75E with independent

wheels, the

rear is a hypoid Meritor

U17X. Both are

equipped with stabilizers.

The vehicle

mounts 275/70 R22.5

tires, which are shared

with the urban

models, but not, of

course, with the high-floor

Crossway.

Let’s get on board.

There are 44 Ster

8MI Comfort seats,

plus space for 27

standing passengers.

The doors are both

double-leaf, with

a 1,200 mm span.

The internal height

is 2,265 mm in the

lowered floor front

area, 1,955 mm in

the raised rear area,

which is accessed by

climbing three steps.

The driver’s seat is

an ISRI 6860/875

NTS2, the cockpit

is by Actia. The air

conditioning is a

ThermoKing Athenia

E960 MKII with

23 kW in cooling and

47 in heating, flanked

by a Spheros Valeo

Thermo H+ hybrid

auxiliary heater.

The body is made on a welded steel frame

with sheet metal panels. The side

windows are single-glazed. The Crossway

LE Elec, of course, is approved

according to the GSR2 regulation in

force, for new registrations, from July

2024. In particular, the model tested on

the roads of Bonn, for which an excellent

level of internal silence was also

noted, has blind spot monitoring on the

right side of the bus (BSIS), a system

for detecting road users in front of the

vehicle (MOIS), a rear camera, a system

for detecting road signs and the level of

driver fatigue, TPMS. What about safety

applied to high voltage? The batteries

are protected by a Fogmaker fire detection

system.

25

COMPARISON

26

SOLARIS URBINO 12 ELECTRIC

MARKET KING

Modularity and variety of configurations in terms of

powertrain are the Urbino’s big plus. The internal

layout has been improved with the latest update in

2024. Derived from its diesel counterpart, Solaris

e-bus has been constantly, tirelessly, optimized

The batteries,

supplied by the Polish

company Impact,

feature NMC chemistry

and a maximum

configuration of

six modules with a

capacity of up to 600

kWh (usable up to

480 kWh thanks to a

DoD of 80 per cent).

But modularity is a

significant added value

for the Solaris e-bus.

With over 3,000 electric buses

delivered in Europe between

2012 and 2024 and a 14

percent market share in the

zero emission bus segment, Solaris holds

the badge of segment champion in the

old continent. And the 12-meter Urbino

Electric, whose history began way back

in 2011, is now something like an icon

of European public transport. Just take

a trip around Milan or Berlin to realize

this. And it is interesting how it is a model

derived from its diesel counterpart and

progressively, tirelessly, updated and optimized.

The latest step, last year, was the

introduction of a powertrain architecture

called ‘modular drive’, which involves

moving all the traction components to the

roof and rear, allowing the elimination of

the rear engine tower with clear benefits

in terms of brightness and passenger capacity

(up to 7 more seats).

Let’s get to the vehicle seen in Bonn.

Exactly 12 meters long, it has a completely

lowered floor and an entry height of

320 mm. The passenger compartment, in

this version with extra large battery capacity,

can host up to 74 people in total, 35

of whom are seated (on Ster 8Mu seats),

and offers a maximum internal height

of 2,280 mm. Until a few years ago, the

group still fitted pneumatically operated

doors: here they are electrically operated

and signed by Rewag.

For every tastes

Solaris offers a wide choice when it comes

to traction systems. The standard is now the

Austrian central motor by TSA, which has

probably the largest and most varied range

of electric motors for buses, trolleybuses and

trams in its catalogue (six just for road transport):

a long-standing Solaris supplier…

and with a long future. A new framework

agreement for 1,500 motors in three years

was announced at the beginning of April.

All of them are marked by the commercial

name HD.T3, belonging to a permanent

magnet range recently developed and optimised

in terms of weight (100 kilos less).

It can provide 240 kW

of continuous power

with a rear axle ratio of

7.36. In any case, there

is no shortage of alternatives:

from the ZF

AxTrax electric axle

to the CeTrax central

motor.

The batteries, supplied

by the Polish

company Impact,

feature NMC chemistry

and are here fitted

in a six-module

configuration with a

capacity of up to 600

kWh (usable up to

480 kWh thanks to

an 80 percent DoD).

But, they said, modularity

is a significant

added value for the

Solaris e-bus: the battery

packs can also be

five, four or three.

And it is noteworthy

that the six modules

mentioned above, for

a total of 600 kWh,

leave enough space

on the front segment

of the roof to

possibly install the

pantograph for rapid

charging. Charging

takes place via plugin

CCS2 up to 150

kW; pantograph is of

course possible. The

Konvekta air conditioning

system offers

a power of 25 kW in cooling and 21 in

heating, to which are added the additional

24 kW guaranteed by the electric auxiliary

heating system.

The driving position complies with VDV

standards, with a pneumatic ISRI seat and

Continental dashboard. The integration of

control modules above the driver allows

for an orderly and functional arrangement

of the interfaces.

The self-supporting lattice structure is

made up of stainless steel profiles and tubes

welded together, onto which the reinforced

fiberglass heads, the roof lining panels

and the side windows are glued. The

modular side panels, on the other hand,

are interlocking and screwed, which makes

them quick to replace.

27

COMPARISON

28

VDL CITEA LF-122

GAME-CHANGER?

The VDL Citea new generation has been

on delivery for a year now after a troubled

production start. And it came out the winner at

the German contest: many innovative ideas for a

vehicle with a truly deluxe interior

Announced at the end

of 2020, presented

(online) in mid-2021,

physically unveiled in

September 2022, the

new Citea range has

come up against a

series of homologation

and production

organisation obstacles.

Moral? A full order but

sluggish deliveries.

Production started

in 2023, deliveries in

spring 2024.

It is the most ambitious and innovative

(no offence to the others), but

also the most troubled. VDL won

the Ebus Test 2025 with its new

generation Citea, underlining a level of

construction and design flairs that are true

hallmarks of a vehicle ahead of its time.

A product that, on the other hand, has not

had an easy history so far. Announced at

the end of 2020, unveiled (online) in mid-

2021, physically presented at Innotrans in

September 2022, the new Citea range has

come up against a series of obstacles in

terms of approval and production organisation,

as well as supply chain. The result?

Many orders in backlog but struggling

for deliveries. Series production began

in 2023, the first buses entered service in

Eindhoven in spring 2024, three years after

the order dated 2021. In the meantime,

the new zero emission production plant

in Roeselare, Belgium, was inaugurated.

But VDL is still facing dire straits: the

group’s 2024 results speak of a 30 percent

drop in turnover (largely due to the end

of the contract for the assembly of BMW

cars). After two years of darkness, the bus

and coach division is recovering: +67 per-

cent compared to 2023 (the year when it

lost 30 percent). Growth to 509 million

in turnover was however insufficient to

make the division profitable. The 400

e-buses delivered in 2024 (+270 percent)

give hope, as do the news coming from

the coach side: the new generation of the

Futura is expected by the end of the year.

One in five

But let’s get to the vehicle we saw (and

crowned) in Germany in mid-March. The

Citea was presented in the 12.2-meter

version with a fully low floor. It’s one of

the five variants available in a range that

starts from the 12.2 meters (also in the LE

version) and continues with 13.5 and 14.9

meters (both Low Entry) to end with the

articulated low floor. The distinctive feature

of the VDL Citea is the architecture

created for electric traction. With the great

novelty of the batteries integrated in the

floor, a specification so far shared only by

Ebusco and, soon, by BYD with the B12

platform.

Another feature of the Citea is the use of

single-piece composite plastic panels for

the sides. A measure that helps to reduce

the vehicle’s mass: the tare is 14.2 tons

and up to 85 passengers can board, 37

of whom are seated in a passenger compartment

with a decidedly attractive tone:

spacious corridor, extremely bright interiors

thanks to very low-belt windows,

excellent level of silence. The maximum

passenger capacity on the same model,

with different battery and equipment options,

is 110 passengers. The three doors,

made by Ventura, are electrically operated

with a threshold 320 millimeters from

the ground. Interior comfort is ensured

by an Aurora Borealis 2.0 climate control

system which provides, and this is another

gem of the Dutch range, three distinct

climate zones to manage the temperature

on board more efficiently. The system

has a power of 20 kW for cooling and 30

kW for heating, with an electric Webasto

HVH auxiliary heater providing an additional

20 kW.

The driver’s cabin has also been completely

revised: the cockpit faces an ISRI

6860/885 NTS2 seat and offers ample

adjustment options for the seat, steering

column, and pedals. The propulsive heart

is the ZF AxTrax electric axle, with two

three-phase asynchronous motors integrated

into the wheel hubs, which are capable

of delivering up to 190 kW of continuous

power and 280 peak. What about

torque? Up to 11,000 Nm at the wheels.

Energy is guaranteed by NMC batteries

supplied by Singapore-based Durapower.

As anticipated, the modules are partially

integrated into the chassis (four out of seven).

In the vehicle under test, they can

store up to 429 kWh (343 kWh usable).

The three remaining modules are distributed

between the rear, under the five-seater

(one module) and roof (two).

Charging options include plug-in up to

150 kW and reverse pantograph up to 429.

29

TEST DRIVE

OTOKAR E-KENT C12 AND KENT C10

MIXED FEELINGS

A COMPARATIVE

TEST DRIVE

In recent years, the debate over the transition

to electric traction has been heated

and often divisive. The opposition between

supporters of ICE inflames the spirits

of enthusiasts and insiders alike, while

taking for granted the direction taken by

political measures that have been heading

strictly toward alternative tractions in

urban areas for the past few years.

In the pages that follow, we pursue a double

goal: the first is to illustrate technical

and design specifications of the e-Kent C

and its diesel-powered counterpart Kent

C, which was made available to us by

Otokar Italia for a day of testing in Desio,

close to Milan. In addition to this, although

we found ourselves in front of vehicles

in two different sizes (12 meters for

the e-bus, 10.7 for the ICE), we ventured

a comparative test drive, which clearly

does not find its raison d’être in the desire

to compare two vehicles of different

sizes (and tractions!), but rather focuses

on the driving experience, highlighting

pros, cons and specificities of driving in

electric and in ‘traditional’ mode.

The test route was completely identi-

Two models, two traction systems, one

manufacturer, one (updated) series. We roadtested

the Otokar Kent C both in its electric

configuration and with a traditional diesel

engine. Our comparison highlights the pros,

cons, and specific driving characteristics of

BEV versus conventional operation

cal, including a city section, a suburban

section and even a few kilometers of

highway. But first, a few aesthetic considerations.

Seen from the outside, the two

vehicles are almost identical: apart from

the nameplates, the differences mostly

concern the roof, which houses different

equipment depending on the type of

power supply and is taller and fairing in

the electric version.

Notwithstanding the fact that aesthetic

evaluation is subjective, the layout

is harmonious and well executed. We

particularly like the front end, which, in

the latest restyling, has found an elegant

configuration in its modernity and is

characterized by LED light clusters placed

at the end of a V that acts as the demarcation

line of a black band below the

windshield. In the electric version, the

V-shaped line is itself illuminated by an

LED band.

The sides are characterized by shaping

that echoes the design of the fenders by

opening up at the rear, following a stylistic

pattern that has been particularly

in vogue in recent years and appears decidedly

successful here. The V-line motif

is also taken up in the lower part of the

tailgate, which, however, appears to be

the part with the least personality on the

Otokar urban model. Here we go!

The impression, which is

unfortunately increasingly

rare to find today, is that

of a project in which

economizing on materials,

even at the expense of

quality and sturdiness, was

not the designer’s mantra.

OTOKAR E-KENT C 12

The protagonist of the first test

was the new e-Kent, in the

12.130 m long version.

Its beating heart is the Voith

electrical drive system (VEDS) powertrain,

which combines high energy efficiency

with remarkable quietness, thanks

to direct drive without gears or gearboxes,

and water cooling. Capable of a peak power

output of as much as 410 kW, it manages

to deliver a continuous power output

of 310 kW against a maximum torque

of 3,100 Nm. The weight of the motor,

which is only 315 kg, stands out.

LFP-type, CATL-made batteries are organized

in a modular way, allowing up

to 11 G-Pack and 4 C-Pack modules to

be combined with a total storage capacity

of up to 450 kWh. The claimed range

is up to 300 km, of course depending on

operating conditions. The energy density

value of 157.8 Wh/kg is in a respectable

range in relation to currently available

technologies. Thanks to regenerative

braking, which is controlled by the retarder

lever on the steering wheel column,

OTOKAR KENT C 10

The diesel ‘antagonist’ is a

10.770-m three-door Kent C

equipped with a 6-cylinder

Cummins IBS Euro 6 6.7-liter

engine capable of delivering maximum

power of 220 kW at 2,100 rpm

and torque of 1,200 Nm at 1,200 rpm.

The gearbox is an Ecolife manufactured

by ZF, with integrated hydraulic

retarder, but it can alternatively be

equipped with a Voith Diwa NXT.

The declared maximum speed is 85

km/h, and the maximum grade that

can be overcome is 16.9 percent. The

driver’s area is almost identical, with

several storage compartments and the

same ergonomic arrangement of controls,

with a very rational logic that

sees the main controls grouped on the

dashboard in front of the driver, while

less useful controls are on the left

shelf, under the window. The only

perplexity, here as in the e-Kent, concerns

the location of the mushroom

button for emergency stop, which is in

an inconspicuous position at the rear

The 10.770-m three-door

Kent C is equipped with a

6-cylinder Cummins IBS

Euro 6 6.7-liter engine.

The gearbox is an Ecolife

manufactured by ZF,

with integrated hydraulic

retarder, but it can

alternatively be equipped

with a Voith Diwa NXT.

30

31

TEST DRIVE

kinetic energy can be recovered during

vehicle slowdown and used to recharge

the batteries, with advantages not only

in terms energy management, but also

in the significant reduction in particulate

emissions due to the use of conventional

type brakes.

The stated maximum speed is 85 km/h

and the maximum surmountable gradient

is 16.9 percent.

Taking the driver’s seat

The first impression upon boarding the

electric Kent is positive. A large access

door to the driver’s seat, which is

equipped inside with a spacious storage

compartment where even large personal

belongings such as a large backpack

can fit, separates the driver from the area

designated for passengers by means of a

transparent plastic bulkhead. The door

locking system is electromagnetic, and

opening is achieved by a button concealed

between the dashboard and the door

pillar itself. There is ample space for the

driver, and the seat has a wide travel that

allows people of different height and build

to find their driving position. The fourspoke

steering wheel has a large diameter

and allows good grip; the surface is pleasant

to the touch and not overly soft. A

detail usually overlooked: when the steering

wheel is slid under the hands during a

maneuver, especially in the return phase,

a well-calibrated combination of grip and

The 10.770-m three-door

Kent C is equipped with a

6-cylinder Cummins ISB

Euro 6 6.7-liter engine.

The gearbox is an Ecolife

manufactured by ZF,

with integrated hydraulic

retarder, but it can

alternatively be equipped

with a Voith Diwa NXT.

of the left shelf. These nuances aside,

this is a very well-executed, airy driver’s

station with good accessibility.

In this case, we like the analog instrument

panel, with real hand dials for

the speedometer, tachometer, cooling

thermometer and fuel level. This does

not exclude, however, the presence of

a digital display for managing the vehicle’s

other features.

The mirror ‘issue’

The positioning of the left rearview

mirror presents the same criticality as

the electric version, penalizing in no

small way visibility that would otherwise

be more than good in all directions.

When starting the motor, one is

surprised by the quietness of the vehicle.

Of course, compared to the electric

version, the noise is there and it is noticeable,

even more so the vibrations,

LFP-type, CATL-made

batteries are organized in a

modular way, allowing up

to 11 G-Pack and 4 C-Pack

modules to be combined

with a total storage capacity

of up to 450 kWh. The

claimed range is up to 300

km. The energy density

value of 157.8 Wh/kg is

in a respectable range

in relation to currently

available technologies.

ID CARDS

Otokar e-Kent C 12 Otokar Kent C 10

Length mm 12,130 10,770

Height mm 3,220 3,165

Width mm 2,550 2,540

Wheelbase mm 5,900 4,670

Front overhang mm 2,700 2,700

Rear overhang mm 3,530 3,400

Doors n. 2 double-leaf 3 double-leaf

Passenger seats / standing n. 41 / 49 25 / 67

Passenger capacity n. 90 92

Axle capacity front / rear kg 7,300 / 12,000 7,000 / 12,000

Tyres 275/70 R22.5 275/70 R22.5

Motor / engine Voith VEDS Cummins ISB

Cylinders n. / displacement l / 6 / 6.7

Transmission / ZF Ecolife

Pear output kW 410 220 at 2.100 rpm

Peak torque Nm 3.100 1.200 at 1.200 rpm

Batteries / formula CATL / LFP /

Battery capacity kWh / modules n 450 / 15 /

Energy density Wh/kg 158 /

32

33

TEST DRIVE

ease in sliding is maintained.

When there’s chemistry...

The instrumentation is essential: there is

what is needed and nothing more, in a

simple dashboard with a solid appearance.

The impression, which is unfortunately

increasingly rare to find today, is that

of a project in which economizing on materials,

even at the expense of quality and

sturdiness, was not the designer’s mantra.

The digital instrument panel has a traditional

appearance, with a large dial in the

center that mimics a traditional tachometer,

and a number of other tools, among

which stand out the sectors concentric to

the tachometer indicating the battery charge

and energy use mode, respectively. The

battery charge level is also repeated with

the exact percentage below the graphic

indicator. The digital panel also shows a

number of other data, mainly in the form

of pictograms and indicator lights. Overall,

the panel has large and fairly well

readable characters; only some data are

too small and may cause difficulty for a

farsighted driver. The procedure for starting

is simple, almost intuitive and very

similar to that of a conventional ICE bus.

Although we have become accustomed to

driving electric vehicles by now, the total

absence of noise continues to surprise us

in the first moments of driving, and the responsiveness

to throttle control is a whole

different world from ICE vehicles.

The pleasure of driving electric

Torque is available immediately, and one

senses that the potentially available acceleration,

if the limiting devices were not

in place, would be much greater. Thanks

to a favorable positioning of the center of

gravity of the bus, you feel a good stability.

Even in tight turns, approached with

the ease that only emerges during a road

test without passengers, the coring due to

roll is very limited. The steering, which is

precise and well demultiplied, is coupled

with a well-tuned servo control that makes

maneuvering easy without making it

uncomfortably light. The ride is smooth

and jerk-free, always in complete silence.

It is disturbed only by a characteristic

hum. There are absolutely no vibrations,

which are typical of the harmonics that

come into play in an internal combustion

powertrain. Agile and nippy, despite the

over 12 meters, within the city, our e-

Kent becomes fun when accelerating on

the highway: it is here that the pickup and

power of the electric motor are at their

best, although the charge indicator immediately

brings us back to reality, reminding

us that under these conditions consumption

becomes really high. The real

banner of electric traction is braking: only

with this type of traction (pure or hybrid)

is it possible to have recovery of dissipa-

ted kinetic energy and its transformation

into electrical energy. On the Kent, regeneration

occurs to a limited extent with

the use of the pedal alone, and it is much

more pronounced by engaging the retarder

with the lever on the steering column.

The latter can be left, while driving, in the

activated position so that the response is

more decisive at each braking.

A regenerative… braking

Even on the first click, the slowing action

is firm and clearly perceptible.

Subsequent clicks require some caution

as their sudden actuation causes a sharp

slowdown that, with standing passengers,

could even be dangerous.

On this e-Kent, the rearview mirrors are of

the traditional type. The one on the right

is mounted on a very projecting stand and

provides an excellent view and adequate

adjustability. The same cannot be said of

the one on the left side: instead of on an

arm or bracket, it is placed directly on

the A-pillar, i.e., the one that supports the

windshield, which, in itself, being a structural

element, is already quite large. In

combination with the mirror, this results

in a very large blind zone on the left side

that can only, partially, be made up for by

moving the head a wide angle whenever it

is necessary to check an inters.

Thanks to a favorable

positioning of the center of

gravity of the bus, on the e-Kent

you feel a good stability. Even in

tight turns, approached with the

ease that only emerges during

a road test without passengers,

the coring due to roll is very

limited. The steering, which is

precise and well demultiplied, is

coupled with a well-tuned servo

control that makes maneuvering

easy without making it

uncomfortably light. The ride is

smooth and jerk-free, always in

complete silence. It is disturbed

only by a characteristic hum.

There are absolutely no

vibrations, which are typical of

the harmonics that come into

play in an internal combustion

powertrain. Agile and nippy,

despite the over 12 meters,

within the city, our e-Kent

becomes fun when accelerating

on the highway: it is here that

the pickup and power of the

electric motor are at their best,

although the charge indicator

immediately brings us back to

reality, reminding us that under

these conditions consumption

becomes really high.

but the comparison with other diese

vehicles, even recent ones, is favorable.

The Kent reacts quickly to accelerator

pressure and, aided by the ZF gearbox

technology, leads to cruising speed with

sufficient speed. In urban and suburban

driving, the diesel-powered Kent fares

well, with good pickup and more than

satisfactory responsiveness.

Pros and cons of ICE

In tight turns it conveys a feeling of

control, and the roll is even less pronounced

than in the electric version;

this can also be attributed to the weight

on the roof, which is significantly less

on the ICE version. Steering precision,

Compared to the electric

version, the noise is there

and it is noticeable, even

more so the vibrations,

but the comparison with

other diese vehicles, even

recent ones, is favorable.

The Kent reacts quickly

to accelerator pressure

and, aided by the ZF

gearbox technology, leads

to cruising speed with

sufficient speed.

again with well-tuned servo calibration,

helps in setting trajectories and giving

the feeling of vehicle control.

Braking is excellent, thanks to four discs

and an integrated hydraulic retarder

that can be activated automatically

from the brake pedal or manually from

the lever on the column. The latter function

is increasingly rare to find today,

especially on Class I vehicles, but it allows

much more effective management

of slowing down and braking; it is also

very welcome by a significant proportion

of drivers.

An excellent gearbox

In the faster stretch, the noise remains

largely within limits, vibrations increase

and some creaking can be heard in

the interior furnishings: all in all, it is

excusable, especially in view of the fact

that we are approaching top speed. The

gearbox deserves a special mention:

although ZF units traditionally have a

spirited feel, which again clearly stands

out, the handling of gear changes is very

smooth, to the point of being almost imperceptible,

with no jerks, excessive rev

rises or abnormal noise.

AND SO: HOW DID IT GO?

Both buses passed the tests brilliantly. The result was more

than positive for both in driving as well as in passenger

experience. With all due respect to the two opposing factions,

there are no winners or losers: the two vehicles were

designed for use in different contexts, and each lived up to

expectations. Now, it is up to the skill of those who will have

to choose between the two products to make their decision

correctly based on the conditions of use: the electric model

will find its natural environment in historic town centers,

where the absence of localized emissions plays in its favor,

but it will be necessary to take into account the reduced autonomy

(300 km nominal) when planning services, especially

in colder climates or in the case of intensive use with heating

or air conditioning at maximum. The ICE model, on the

other hand, knows no problems with range, but will inevitably

present a problem with emissions. These, although now

reduced to a minimum, can be a drawback within intensely

populated and busy areas. Clearly, as well as in terms of

access to public funds. Whatever the choice, the two Otokar-made

vehicles have all the credentials to do their jobs

with their heads held high.

Alessandro Razze

INSIDE THE E-KENT C 12

Windscreen - rear window length mm 12,030

Usable length mm 10,050

Usable width mm 2,034

Internal height mm 2,340 / 2,370 / 2,200

Doors’ width mm 1,200 / 1,200

Aisle’ width mm 600

Wheelchair area mm 1,400 x 860

34

35

SPOTLIGHT

HESS SWISS EBUS PLUS

ENERGY SAVING

A 10.8-meter bus equipped with

the battery of the ‘big ones’ and

innovative devices for energy

efficiency. Developed within a

government-supported project, it’s

undergoing demo testing in Zurich

You say Hess and you think of an articulated,

maybe even double-articulated,

bus, possibly rechargeable in super

fast mode via pantograph. Instead…

We know it, the Hess brand is commonly associated

with 18 or 24-meter vehicles and trolleybuses.

However, the 10.8-meter model developed as part

of the Swiss Ebus Plus project, which is currently

in the development and demo testing stage, fully

disproves this axiom and, although it in fact goes

along the lines of the Lightram 10, aims to raise

the performance bar thanks to a specific focus on

energy efficiency, as part of a pilot project supported

by the Swiss Federal Office of Energy (Ufe).

The bus will be tested throughout 2025 with a view

to starting production during 2026.

A market niche

Its length of 10.8 meters puts it in an underpopulated

segment. With the same size, class, configuration

(low floor) and traction, there are the BYD

B11, the short Irizar ie bus and, a handful of millimeters

shorter, the Karsan e-ATA 10 and the Iveco

E-Way 10.7. Models such the eCitaro K, as well

as MAN, comes in under 10.700 millimeters. The

differences are minimal but critical in the face of a

tender specification.

The vehicle is characterized as per the modular

approach: the overhangs are the same as those of

the Lightram 12, what changes is only the wheelbase,

which here is 4,590 millimeters. Access to

the platform, 327 millimeters above the ground,

is provided by two rolling doors supplied by the

Dutch Ventura and operated electrically. The front

door is single leaf, measuring 820 millimeters

wide, the center door is double leaf, measuring

1,200 millimeters.

The passenger layout includes 30 seats, which are

The 10.8-meter model

developed as part of the

Swiss Ebus Plus project,

although it goes along

the lines of the Lightram

10, aims to raise the

performance bar thanks

to a specific focus on

energy efficiency.

supplied by Ster, and 49 standing places, for a total

capacity of 79 passengers. A good figure but certainly

not best in class (the 10.6-meter eCitaro K

houses 84 people in the version with a maxi 490

kWh battery).

The driver’s seat is equipped with an ISRI 6860/875

NTS2 seat, and the vehicle integrates Safety Systems

mirrorcam technology. The air conditioning

system model Aurora Borealis 2.0 provides a power

of 30 kW in cooling and 22.1 kW in heating,

with a heat pump using R744 refrigerant. A 20 kW

electric auxiliary heater made by Spheros supports

the system in winter, working in tandem with a

complete insulation package of the vehicle structure,

which is the subject of the Swiss Ebus Plus

experimentation, and is made with materials derived

from aeronautics, combined with CO2 heating.

The windows have double insulation and air blade

technology is used at the doors. This technology is

known to most for its use at the entrances to shops

during the colder months. The heated seats, a real

first, are able to activate automatically by detecting

the presence of the passenger.

The battery is maxi

The powertrain features a central motor connected

to the rear axle via a universal joint. Continuous

power is 176 kW, with a peak of 230 kW, while

36

37

SPOTLIGHT

The vehicle adopts the

Co-bolt system, a Hess

trademark, which is characterised

by the extensive

use of aluminium for roof,

sides and doors, while the

front and rear sections

are made of glass-fibre

reinforced plastic. First

models and small series

are built in Switzerland,

while chassis and bodies

are assembled in Portugal.

38

torque stands at 1,500 Nm continuous and

3,000 Nm peak.

Power is provided by five battery modules,

which are all placed on the roof and

supplied by the Polish company Impact

(the same ones that supply Solaris), for a

total of 513 kWh available. A decidedly

oversized equipment that guarantees significant

range but, by increasing the

masses, is detrimental to passenger capacity.

What about the formula? NMC.

The modules are liquid cooled. The fast

charging mode is available via panto-

graph capable of absorbing up to 600 kW.

Co-Bolt, a trademark

The chassis uses a ZF RL82 independent

front axle, with a maximum capacity of

8,165 kg and an internal/external steering

angle of 52 degrees. The rear axle, also by

ZF, is portal and has a capacity of 11,500

kg and a 7.36 axle ratio. On the construction

front, the vehicle adopts the Co-bolt

system, a true trademark of the Swiss

bodybuilder, which is characterised by the

extensive use of aluminium for roof, sides

and doors, while the front and rear sections

are made of glass fibre reinforced plastic.

This system, which is a Hess patent, is also

used by other manufacturers, such as Caetano

and Volgren (in Australia). Finally, a

note on Hess manufacturing organization:

the first models and small series are built in

Switzerland, while chassis and bodies are

assembled in Portugal. Traction systems

and diagnostics remain the responsibility

of the Swiss headquarters.

ID CARD

Hess Swiss Ebus Plus

Length mm 10,791

Width mm 2,550

Height mm 3,300

Overhang front / rear mm 2,791 / 3,410

Wheelbase mm 4,590

Entrance height mm mm 327

Doors width mm 820 / 1,200

Doors supplier

Ventura

Seats n. 30

Standing passengers n. 49

Passenger capacity max n. 79

Empty weight kg 13.390

Passengers seats’ model

Ster

Driver seat model ISRI 6860/875

NTS2

Mirrocam technology

Safety Systems

Cockpit

Hess

GVW kg 19,500

HVAC Aurora Borealis 2.0

Power cooling / heating kW 30 / 22.1

Heat pump

yes

Auxiliary heater

Spheros

electric / 20 kW

Powertrain

Hess

Motor layout

Central

Output continuous /peak kW 176 / 230

Torque continuous / peak Nm 1,500 / 3,000

Batteries

Impact

Formula

NMC

Battery modules n. 5

Battery cooling

Liquid

Battery placement

Roof

Battery capacity kWh 513

Charging power plug-in / pantograph kW 150 / 600

Front axle

ZF RL82,

independent

Max capacity kg 8,165

Tyres 275/70 R 22.5

Rear axle

ZF AV 133, portal

Capacity kg 11,500

Tyres 275/70 R 22.5

Axle ratio 7.36

Braking system

Material side panels / roof

Material front / rear

ZF Wabco

Aluminium

Glass-fibre

reinforced plastic

COMPARISON

MOTORS FOR ELECTRIC BUSES

FIRE IT UP!

The spread of e-buses has opened up

the business branch of electric motors.

A market divided into two macro

categories (at the hubs or central motor)

and constantly evolving

Electric buses are now becoming a

part of the landscape of our cities,

where they are gradually replacing

ICE vehicles, whose place, however,

they won’t be able to take completely, at

least in the short and medium term.

There are several reasons for this, starting

with the impossibility, to date, of covering

any type of line and service, especially thinking

about passenger capacity and range.

But the ‘wave’ of e-buses has also added

new ‘faces’, whether through the arrival of

brands that were almost unknown, such as

those from China, or underrepresented, such

as some from Turkey, or through some specific

European entrepreneurial initiatives,

which, moreover, have not always been

crowned with success.

Another paradigm that has been missing is

that of the OEM, considering motor, chassis

and body: the European bus giants, assuming

they can still be called such when

compared to the size of the Chinese ones,

have all chosen electric motors built by third

parties or at least not designed for buses.

The end of the single manufacturer

Is it a matter of numbers? Mainly yes, because

having to carry on the internal combustion

powertrains, there are not enough resources

to develop electric drives in-house.

Electric motors recently had their boom at a

time that is certainly not easy for the entire

automotive industry, including commercial

vehicles. Moreover, the options in terms of

electric motors are already quite rich and varied,

contemplating the motorized drive axle

in addition to the classic ‘central’ drive.

Then, if we want to analyze the offer, we

have to start by considering the macro-features

of the two technologies, since so far

none has prevailed over the other and there

is no particular evidence to define which is

the better choice. On the contrary, (almost)

all the supplier producing e-axles also have

central motors on their offer, thus transferring

the responsibility to the manufacturer

to choose the most suitable system for their

vehicle and to the end customers to express

a preference. However, sometimes end customers

have not yet gained the experience

to be able to do so.

It should also be mentioned that, in some

cases, motorized axles offered by manufacturers

specializing in electric traction were

not as successful as hoped and were taken

out of production even before the BEV bus

boom (who remembers the ZAwheel by

Ziehl-Abegg?).

So: e-axle or central motor? On paper, the

axles featuring in-wheel motors sound like

the perfect solution: smaller footprint, lower

overall weight, no drive shaft. Yet they

are used by the minority of manufacturers:

according to data reported within Motus-E

report ‘Evolution of electrification of local

public transport’ released in mid-2024, 71

percent of electric bus models available on

the European market are equipped with a

central motor. Has the market already made

its choice? Why? First of all, average durability

and reliability have often proven to

be below expectations, perhaps because of

the greater stresses that mechanical components

experience, being in direct contact

with the wheels. Then, the reduction built

into the hubs produces more noise than

an ‘external’ drive, especially after a few

miles. And again, in case of maintenance

or repair of the engines, the vehicle turns

out to be unmoveable, even when towing,

which can be a big problem in workshops

with few workstations. Finally, it appears

that fuel consumption, measured on buses

of the same type, is often in favor of the

According to a 2024 study

71 percent of electric

bus models available on

the European market are

equipped with a central

motor. Has the market

already made its

choice? Why?

central motor, albeit by a small margin. On

the flip side, a vehicle with a central motor

is slightly more expensive and may have a

different distribution of interior space, with

the risk of having fewer passengers and a

few more steps.

In the next few pages, we will try to summarize

the main features of motors made by

independent manufacturers, which are not

tied to a bus brand and therefore can be used

by anyone.

ID CARDS

Accelera by Cummins Dana TM4 Voith Voith ZF TSA

1CS2016 1CS2022 Sumo MD Sumo HD Veds MD Veds MD AxTrax CeTrax TMF35-28-4 TMF35-44-4 TMPW 40A-26-8

HD.T3

Application urban 12-meter urban articolated mini e midi urban 12-meter urban 12-meter urban articulated - 12-meter urban articulated

Layout central central central central central central at wheel hubs central central central central

Type

permanent magnet

synchronous

permanent magnet

synchronous

permanent magnet with

inverter

permanent magnet,

synchronous

permanent magnet,

synchronous

permanent magnet,

synchronous

asynchronous three-phase

asynchronous (x2 on CeTrax

2)

asynchronous

motor

asynchronous

motor

permanent magnet

synchronous

three-phase

three-phase

three-phase

Cooling liquid liquid liquid liquid liquid liquid liquid air air liquid

Weight kg 270 350 180 o 225 340 1250 350 480 335

Continuous output kW 230 330 from 100 to 190 from 197 to 260 160 310 2 x 87 175 212 308 350

Peak output kW 310 550 from 170 to 300 475 240 410 2 x 125 300 276 427 420

Continuous torque Nm from 605 to 1,275 from 1,970 to 2,090 2 x 143 1,100 1,600 1,519

Peak torque Nm 3,000 4,800 from 1,775 to 3,320 from 3,415 to 4,000 2,850 3,100 2 x 480

1,340 (3,800 for CeTrax 2)

1,800 2,800 4,000

At wheels: 2 x 11,000

At wheels: 4.500 (24,700 for

CeTrax 2)

Rpm - - from 2,700 to 3,700 from 2,450 to 3,400 2,500 3,800 8,500 4,800 4,800 4,500

Voltage V 700 700 up to 800 up to 800 650

Bus models

Iveco Bus E-Way and Crossway Elec, Irizar,

Solaris Urbino 9 LE Electric

gamma Rampini, Karsan e-Atak and e-Jest,

Otokar e-Centro, Isuzu Novociti Volt

Alexander Dennis,

Wrightbus, Otokar

e-Kent, Tam

Mercedes eCitaro,

Ebusco, Karsan e-ATA,

Solaris Urbino Electric and

Hydrogen (optional)

Mercedes eIntouro, Solaris

Urbino 15 LE Electric

Solaris Urbino 12 and 18 Electric

40

41

COMPARISON

ACCELERA BY CUMMINS

NOT A REBRANDING

Building on Siemens’

experience, the division

offers two types of central

powertrains. The heart

and ‘gem’ of the system

is the ELFA inverter, in its

third generation

Etablished in March 2023 as a brand dedicated

to Cummins’ zero-emission technologies,

Accelera inherits the vast experience

gained from Siemens’ Commercial

vehicles division and is now among

the major players in e-drive

systems for buses and trucks.

For such vehicles, the two motors

in the catalog are of the

permanent-magnet type and

were developed at the time

by Siemens itself, which

has accrued more than

two billion kilometers

over the years.

Supplied together

with the motors,

ELFA series power

inverters enable

the traction to be

properly managed,

depending on the type

of vehicle and its service.

The basic 1CS2016 motor

is suitable for 12-meter buses, while the

larger 1CS2022 (pictured), with double

windings and equipped with two inverters

operating on the master-slave principle, is

suitable for articulated buses. Their maximum

operating voltage is 700 V, so it is already

close to that normally available on a

battery-powered bus. Therefore, maximum

power is not subject to large reductions in

BEV applications. Both motors have light alloy

cases and a wide working temperature

range, thus adapting to countless uses even

outside the perimeter of road transport.

The heart of the system, as mentioned, is

the ELFA universal inverter, now in its third

version, which has maintained its compact

and lightweight (15 kg) characteristics.

Liquid-cooled (usual 50 percent

water-glycol mixture), its

operating range is between

400 and 800 VDC, with an

apparent power of 240

kVA (apparent power is the

sum of active power in kW

and reactive power in kVar).

The software is based on AUTO-

SAR (AUTomotive Open System

Architecture). Soon to

be released is revision 3.2.

It is used by Iveco on the entire

electric range (except the

Streetway) and by Irizar and

Solaris on the 9-meter.

The Accelera listing also includes

a motorized axle but, at

least at present, is not intended

for low-floor buses.

DANA TM4

TAILORED FOR MINI

Three motor and inverter

systems with countless

sub-variants, for an offer

that has so far been

successful in the mini

and midi segment

The company makes three different

motor-inverter systems for multiple

power levels, taking advantage of permanent-magnet

technology with an external,

multiphase rotor. This technology makes it

possible to develop more variants by taking

advantage of a certain modularity of

the system, but it generally requires a little

more space in the higher-performance versions,

partly because of the reduced maximum

working temperature (65°C). The

advantages are excellent performance on

torque values, overall quietness, as well

as good energy efficiency, mainly due to

the absence of internal motor reductions.

The standard application does not require

bridge reduction ratios other than those

normally used on ICE vehicles, making it

easier to convert a diesel bus, for instance.

For smaller vehicles there is the TM4

Sumo LD. It is available in four sub-variants,

with a maximum power output of

135 kW (peak 235 kW) and torque up

to 1,200 Nm; for medium-sized vehicles,

there is the MD version, which is available

in as many as ten sub-variants, with

the most recent one called MD HV3300-

6P capable of a maximum power output

of 235 kW (but there is also a 300 variant)

and torque of 3,320 Nm; and finally,

the HD version, with 3 sub-variants

featuring a maximum continuous output

of 260 kW (peak 475 kW) and torque of

up to 4,000 Nm. This extreme variety of

offerings, also resulting from the different

possible working voltages, allows

‘targeting’ the choice based on vehicle

characteristics and service requirements.

In the case of the HD series motors, however,

where the inverter is necessarily

9-phase, the overall dimensions are larger

and so far they have not found applications

on city buses. The MD series motors,

on the other hand, have had good success

on several small and medium-sized bus

models; we find it installed on all models

made by Rampini, on the Karsan e-Atak

and e-Jest, and on the Otokar e-Centro.

Dana also makes auxiliary systems such as

motor/pump with integrated inverter but

not converters and power packs for electrical

management or charging.

TSA

IRON GUY

The Austrians boast an

endless range of motors

for road applications.

Distinguishing marks?

Air-cooling. But with the

new range comes

a change...

Traktionssysteme Austria presents probably

the most numerous and assorted

range of electric motors for buses, trolley

buses and trams. In their catalog we

already find six models intended only

for road transport and divided between

permanent magnet synchronous motors

and the more classic asynchronous ones.

The latter feature air cooling and, therefore,

are easier to install in any type of

vehicle. Among ‘long’ city buses, the most

commonly used is the TMF35-28-4, threephase

asynchronous motor, with a peak

power of 276 kW and a torque of up to

1,800 Nm. On articulated buses, normally,

the larger TMF35-44-4 is offered. Logically,

in both cases, power and torque are

configurable at the request of the vehicle

manufacturer and variable depending on

the battery voltage and current deliverable

by the inverter. TSA motors are not tied to

particular traction systems and are easily

adapted to equipment of different brands.

Air-cooling makes them easier to main-

tain and temperature resistant (a system

temperature of up to 220°C is permissible),

but also slightly heavier and usually

have somewhat lower efficiency.

TSA permanent magnet range was developed

more recently and includes motors

that are intended to equip very different

vehicles, acting only on the inverter. Actually,

the acronym TMPW 40A-26-8 includes

several models of liquid-cooled

heavy duty motors, but the one we are

interested in is the HD.T3, where ‘3’ indicates

the number of HV connections.

Its performance in power (420 kW peak

and 350 kW continuous) and torque

(4,000 Nm peak for 20 seconds and 1,519

Nm continuous) actually make it also suitable

for use on an articulated bus or a suburban

bus, as well as on a lighter bus, by

having to intervene only on the inverter.

It was recently announced as standard

equipment in Solaris› ‘modular drive’

range of electric vehicles.

VOITH VEDS

ALL IN ONE

The Voith central

motor has been largely

successful in the UK

market. There are two

versions, high level of

efficiency, extensive

equipment package

Few people know that Voith, with

experience in electric drive dating

back as far as the 1980s, among the

group’s dozens of business branches,

makes one of the most efficient electric

drive systems currently available.

The VEDS (Voith Electrical Drive System)

aims to meet, with two motors, all the

needs of zero emission road transport.

The technology chosen is a three-phase,

permanent-magnet synchronous, liq-

uid-cooled (water-glycol) motor, which

is capable of over 97 percent efficiency,

requiring no additional reductions.

The MD (Medium Duty) version offers

240 kW of peak power and 160 kW of

continuous power, with 2,850 Nm of

maximum net torque. The maximum rotational

speed is 2,500 rpm and is suitable

for 12-meter city buses. The Dis

inverter (also from Voith) delivers up to

550 A of current, with a special management

that can provide maximum

torque as early as 0 speed if needed.

The HD (High Duty) version offers 410

kW peak power and 310 kW continuous,

with 3,100 net maximum torque.

The maximum speed is 3,800 rpm, thus

lending itself to suburban and freight

applications. The Dis inverter, in this

case, delivers up to 850 A of current.

The basic scope of supply includes the inverter

and drive management unit, but,

upon request, Voith makes available to

manufacturers all components needed

for the rest of the vehicle, such as auxiliary

inverters, charge control unit, Hv

distribution unit, electrical interface and

wiring harnesses, including the DC/DCconverter

for the fuel cell application.

From recent tests on different buses

in simulated service by the independent

British association Zemo, the energy

consumption would be in favor of

those equipped with the Veds, by virtue

of high efficiency in the recovery phase

during release and braking. Such advantages

would be particularly clear on

heavier vehicles, such as double-deckers.

The VEDS is currently used by Alexander

Dennis and Wrightbus, as well as

Otokar on the e-Kent and the small

Slovenian manufacturer (under Chinese

control) Tam. It has also been chosen

by some European transportation

companies on Chinese-made buses.

Soon to be released is the new, more

compact and lighter inverter that integrates

the DMU traction control unit.

42

43

COMPARISON

5000

ZF AXTRAX

EARLY ADOPTER

It is the ‘dean’ of electric

bus powertrains, which

was launched ten years ago

and gradually optimized.

A new generation is being

marketed

The ZF-powered axle is probably the

best-known e-bus motor, which is

now well matured and evolved, and has

removed some “teething troubles” that

we will discuss later. The AxTrax, or rather

Ave 130, was created with the same

size as the conventional ZF AV133 axle,

thus requiring no substantial structural

changes to the vehicle designed for a

standard drive. Consequently, the wheels

are also the normal 22.5 “x8.25” ones,

with 275/70 size tires, as for ICE bus-

es. The technically permissible mass is

13,000 kg. It consists of two three-phase

asynchronous motors keyed into the

wheel hubs with a maximum continuous

power (30 minutes) of 174 kW and

a peak power of 250 kW. Net torque is

970 Nm but, depending on the reduction

ratio built into the hubs, reaches 22,000

Nm at the wheels. The rated operating

voltage is 650 VDC, with a peak current

of 650 A. Cooling is liquid (water-glycol

mixture) and the total weight is 1,250

kg. ZF, logically, offers its own traction

management system as an accessory, but

also allows the use of external inverters.

As mentioned at the beginning, the Ax-

Trax has paid in the past for some minor

faults resulting in part from the increased

vibrations transmitted to mechanical

parts and the difficulty of ensuring good

cooling under all working conditions.

Given its widespread use, these issues

have caused some discontent among

operators, but over the past few years

the group has made numerous improvements

and upgrades that have now made

it a reliable component, at least on par

with other technologies. The AxTrax is,

to date, the only lowered motorized axle

available in our market, at least for original

equipment. It is used by Daimler on

the eCitaro, by Ebusco, by Karsan on the

e-ATA, and (upon request) by Solaris on

the Urbino Electric and Hydrogen. ZF has

also recently developed a new axle, the

AxTrax 2 LF, which allows better performance

(260 kW for the Ax 426 and 360

kW for the Ax 436), so that articulated

buses can be equipped with a single trailing

axle. It should soon become the new

standard for brands already using the Ave

130 and equip MAN Lion’s City buses in

the future.

and Growing

The BYD eBus B13.b

Is Coming

ZF CETRAX

NEVER STOP

The Friedrichshafen

central motor was

developed for trucks,

spins at an impressive

8,500 rpm and features

a number of innovative

solutions

Available in two versions depending

on the required application, the Ce-

Trax is a classic central, three-phase asynchronous-type

and liquid-cooled motor.

In its basic version, which is developed

mainly for city buses, the CX 220 110 B

model, the CeTrax has a peak output of 300

kW and a maximum continuous power of

175. The motor maximum torque is 1,340

Nm, but, thanks to an integrated output

reduction of 3.36 (derived from Ecolife au-

tomatic transmissions), it reaches 4,500 Nm

at the wheels. In fact, its good overall performance

has enabled it to be often used

as an enhancement option in various bus

models, where the generous torque does

not require a very short axle ratio, thus

making the electric vehicle suitable on various

types of routes, thanks in part to the

motor’s high rotational speed of 8,500 rpm.

The CeTrax system comes complete with

an inverter and electronic control unit:

the Ach6530 inverter (made by In-

Motion) is a three-phase model with

a rated voltage of 650 V, while the

EST 54 control unit, in common with

other ZF products, has an IP67 degree

of protection and can be housed

more or less anywhere on the vehicle.

It features a SAE J1939 communication

protocol and allows a high level

of diagnostics even remotely, via

the always-on ZF-Testman system.

Designed primarily for truck applications,

on the other hand, the CeTrax

2 Dual combines two electric motors with

hairpin technology (meaning the shape

of the conductors that are soldered onto

the stator and no longer with copper wire

wound) that provide excellent performance

in smaller spaces. Maximum continuous

power is 380 kW with a maximum torque

output of even 24,700 Nm (downstream

of the reduction built into its shorter ratio).

The CeTrax 2 includes two integrated 800-

volt silicon carbide (SiC) inverters and features

an integrated three-speed automatic

transmission with two electronic actuators

to optimize the drive system efficiency. It

will be used by Daimler for the eIntouro.

UITP Hamburg,

Hall 4 Stand 4200

www.bydeurope.com

44

PORTFOLIO

ALL THE ZERO EMISSION BUS MODELS

ON THE EUROPEAN MARKET.

ALFABUS EUROPE

Ecity L12

Length mm 12,200

Passenger capacity n. 85

Motor / kW Ecar / 210

Battery type

CATL / LFP

Battery capacity 422

Charging technology

plug-in

ALTAS

Novus City V7

Length mm 7,490


Motor / kW Dana TM4 / 200

Battery type

CATL / LFP

Battery capacity 140

Charging technology

plug-in

ALEXANDER DENNIS

Battery capacity max kWh 354

Charging technology plug-in/pant.

Enviro 400 EV (in-house)

Length mm 11,100


Motor type / output kW Voith / 410

Battery type

NMC



Enviro 400 FCEV (in-house)

Length mm 11,100



Fuel cell system / kW Ballard / 60

Battery type

LTO



Length mm 12,000



Battery type

NMC


Charging technology

plug-in

BLUEBUS

Bluebus 12

Length mm 12,068


Motor type / kW Central / 160

Battery type Blue Solutions / LMP


Charging technology

plug-in

BMC

Procity EV

Length mm 12,090


Motor / kW HSVM 287 Aselsan / 250

Battery type

LTO


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


Charging technology

plug-in

BYD

46


Length mm 8,500



Battery type

NMC

Bluebus 6

Length mm 5,940


Motor type / kW Central / 140

Battery

Blue Solutions / LMP


Charging technology

plug-in

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


PORTFOLIO



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


e.City Gold 10/12

Length mm 10,700 / 12,000


Motor / output kW Siemens / 180

Battery type

NMC / LTO



HESS

BYD - Castrosua Nelec

Length mm 12,200

Passenger seats n. 92


Battery type

BYD / LFP



H2.City Gold 10/12 (hydrogen)

Length mm 10,700 / 12,000


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


HIGER

ベンチュラ、

ベンチュラ、

にオフィスを日本にオフィスを開

48

BYD - UNVI DD13

Length mm 13,700



Battery type

BYD / LFP


Charging technology

plug-in


CAETANOBUS

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


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

Steed

Length mm 8,500


Motor / kW -

Battery type

CATL / LFP

Battery capacity kWh 174 / 210

Charging technology

plug-in

Azure 7, 9, 12

Length mm 7,000 / 9,000 / 12,000


Motor / kW Prestolite MD130D / -

Battery type

CATL / LFP


Charging technology

plug-in

Think global. Serve local.

Think global. Serve local.

We have opened a new office in Japan. This strengthens our local

presence We have and opened enables a new us office to better in in Japan. support This bus strengthens manufacturers

our local

and presence Japanese and operators enables us us in to to their better transition support to bus a modern, manufacturers zeroemission

and Japanese bus fleet. operators With on-site in in their service transition engineers to to a modern, and dedicated

zero-

parts emission availability, bus fleet. we With can provide on-site fast service and engineers reliable support and dedicated

for our

door parts systems.

availability, we can provide fast and reliable support for our

door systems.

We believe in empowering local markets through a strong global network.

Our We layered believe in structure in empowering ensures local close-by markets support through backed a strong by the global expertise network.

and

resources Our layered of our structure worldwide ensures organisation. close-by support You can backed always by by find the us expertise where the

and

bus resources is built of of and our where worldwide it operates.

organisation. You can always find us us where the

bus is is built and where it it operates.

www.venturasystems.com

www.venturasystems.com

PORTFOLIO



IKARUS

Streetway Elec

Length mm 12,000

Passenger capacity. 90

Motor type / kW Voith / 310

Battery type

NMC


Charging technology

plug-in

ie tram

Length mm 12,165 / 18,730


Motor / kW Irizar / 190-235

Battery type

Lithium-ion



80E

Length mm 8,545


Motor/kW - / 170

Battery

CATL / LFP



120E

Length mm 12,190


Motor/kW - / 240

Battery

CATL / LFP



Crossway Elec

Length mm 12,000 / 13,000

Passenger seats n.. 44 / 48

Motor type / kW Siemens / 330

Battery type

NMC



E-Way H2

Length mm 12,000

Passenger seats n.. -

Motor type / kW Siemens / 310

Battery type

Fuel cell system

NMC

Hyundai


IRIZAR E-MOBILITY

ISUZU

Novociti Volt

Length mm 7,957



Battery type

CATL / LFP

Battery capacity kWh 211 - 268

Charging technology

plug-in

180E

Length mm 18,750


Motor/kW - / 350

Battery

CATL / LFP



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


Charging technology

plug-in/pant.

Citivolt 12

Length mm 12,030


Motor / kW ZF AxTrax / 250

Battery type

NMC


Charging technology

plug-in

Novo Volt

Length mm 7,332


Motor / kW Allison / 320

Battery type

NMC


Charging technology

plug-in

KARSAN

Pioneering the

next generation

of efficient

We make power

last longer.

Our battery technology

makes cleaner power safe

and scalable.

E-WAY

Length mm 9,510 / 10,735 / 12,060

Passenger seats n. 16 - 26 - 35

Motor / kW - /160

Battery type

NMC/LTO



transportation

Innovative solutions for

the market of tomorrow

50

PORTFOLIO



e-Jest

Length mm 5,845


Motor / kW BMW / 125

Battery type BMW / Lithium-ion


Charging technology

plug-in

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


Charging technology

plug-in

MAN

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

MENARINI

plug-in

To help you move towards

sustainable mobility

Otokar develops alternative energy vehicles,

For all your urban and intercity transport needs.

e-Atak

Length mm 8,315



Battery type

BMW / Lithium-ion


Charging technology

plug-in

Lion’s City E 10/12/18

Length mm 10,575 / 12,000 / 18,100


Motor / kW Traton - 240/270/540

Battery type

NMC

Battery capacity max kWh 400/480/640

Charging technology

plug-in

MCV

Citymood 10e, 12e

Length mm 10,620 / 12,100


Motor / kW Siemens 1DB2016 / 230

Battery type

NMC

Battery capacity max. kWh 330

Charging technology

plug-in

MERCEDES

e-ATA 10/12/18

Length mm 10,750/12,220/18,300


Motor / kW ZF AxTrax / 250-250-500

Battery type

LFP

Batt. capacity max kWh 315/449/595


KING LONG

MCV C127 EV

Length mm 12,000


Motor / kW ACTIA - 250

Battery type Forsee Power / NMC


Charging technology

plug-in

MELLOR

eCitaro K/12/18

Length mm 10,633 / 12,135 / 18,125



Battery type BorgWarner / NMC**

Batt. capacity max kWh 491 / 588 / 686

Charging technology plug-in / pant.

Electric

From 6.60 to 18 m

Natural Gas

From 12 to 13 m

52

eCitaro fuel cell 12/18

Length mm 12,135 / 18,125



Fuel cell system

Toyota

For more information

scan this QR code

www.otokareurope.com

PORTFOLIO



ALL ABOUT BUS, COACH AND PEOPLE

WWW.BUSWORLDEUROPE.ORG

Battery type

NMC

Battery capacity max kWh 295/ 392

Charging technology

plug-in

OTOKAR

Motor / kW Voith / 410

Battery type

- / NMC


Charging technology

plug-in

QUANTRON

SAFRA

e-Centro C

Length mm 6,605



Battery type

Svolt / NMC


Charging technology

plug-in

Cizaris 12 EV

Length mm 12,180

Passenger capacity n. 81 to 95


Battery type

CATL / LFP

Batt. capacity max kWh 242 to 424

Hycity

Length mm 11,857

Passenger capacity n. +100


Fuel cell module / kW Symbio / 45

Battery Microvast / NMC / 130 kWh

SCANIA

Charging technology

plug-in

RAMPINI

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

Sixtron/Eltron

Length mm 6,110 / 8,000


Motor / kW Dana / 230

Scania-Castrosua 75 CS

Length mm 13,065


Motor / kW - / 300

Battery type -

Batt. capacity max kWh 520

Charging technology

plug-in

SKODA

54

Kent C Hydrogen

Length mm 12,000


Motor / kW - / 410

Battery type

Fuel cell system

- / NMC

Ballard


e-Territo U

Length mm 13,000


Battery type

LFP


Charging technology plug-in / pant.

Hydron

Length mm 8,000


Motor / kW Siemens / 230

Battery type

Rampini / LFP


Fuel cell module / kW Loop Energy

Skoda E’City 9, 12

Length mm 9,496 / 12,020


Motor / kW 100 / 160

Battery type -

EUROPE BRUSSELS

4-9 OCT 2025

LE ALTRE FIERE

DEL BUSWORLD

SOUTHEAST ASIA JAKARTA | 20-22 MAY 2026

TÜRKIYE ISTANBUL | 17-19 JUNE 2026

PORTFOLIO



Organised by


Charging technology plug-in/plug-pant.

Skoda H’city

Length mm 12,020


Motor / kW 100 / 160

Battery type -



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



Motor kW ZF / 240/250




Urbino 12/18 hydrogen

Length mm 12,000 / 18,000

Passenger seats max n. 37 / 52


Fuel cell module

Ballard

Fuel cell module power kW 70 / 100

Battery High Power / 30 kWh

Hydrogen capacity l 5 x 312/ (+3x190)

Avenue Electron

Length mm 12,000


Motor / kW TM4 Sumo / 250

Battery type

NMC

Battery capacity kWh 240 - 300 - 360

Charging technology

MD9 electriCITY

plug-in

Length mm 9,496


Motor / kW

Battery type

TM4/250

NMC


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


Charging technology

plug-in

VDL

15 - 18 OctOber 2025

Oman Convention & Exhibition Centre | www.omanevshow.com

Co-located with

Join us in the

EVolution

56

Urbino electric 15 LE

Length mm 14,890

Passenger seats max n. 65

Motor Central asynchronous / 300




Urbino electric 18/24

Length mm 18,000 / 24,700


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 Pant. / IMC

TEMSA

Citea new gen. LF-122 / LE-122

Length mm 12,200


Motor/kW ZF AxTrax / 250

Battery type

NMC



Citea new gen. LE-135 / LE-149

Length mm 13,500 / 14,900



Battery type

NMC



For Exhibiting Enquiries and Sponsorship Opportunities please contact:

Ms. Ulrika Varela, Project Director

M: +968 93961624 | info@muscat-expo.com

PORTFOLIO

Citea new gen. LE-181

Length mm 18,100



Battery type

NMC



VOLVO

U11DD

Length mm 10,990


Motor/kW Yutong TZ368XSYTB38/350

Battery type

CATL


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

58

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



YUTONG

E12 Pro

Length mm 12,000


Motor/kW Yutong YTM280-CV9-H/350

Battery supplier

CATL


Charging technology

plug-in

U12

Length mm 12,170


Motor/kW Yutong TZ368XSYTB38/350

Battery type

CATL


Charging technology

plug-in

StreetDeck Hydroliner FCEV

Length mm 10,900


Motor / kW

Voith VEDS

Fuel cell module

Ballard

Fuel cell module power kW -

Battery

Forsee Power / NMC


Hydrogen capacity kg 27 (1,120 l)

StreetDeck Electroliner BEV

Length mm 10,900


Motor / kW

Voith VEDS

Battery

Forsee Power / NMC


Charging technology

plug-in.

GB Kite Hydroliner FCEV

Length mm 12,000


Motor / kW

Voith VEDS

Fuel cell module Ballard FC Move

Fuel cell module power kW 70 - 100

Battery

Forsee Power / NMC


Hydrogen capacity kg 35 - 50

GB Kite Electroliner BEV

Length mm 12,000


Motor / kW

Voith VEDS

Battery

Forsee Power / NMC

Battery capacity kWh 340 - 454 - 567

Charging technology

plug-in.

VADO E TORNO

EDIZIONI

MANAGEMENT

ADMINISTRATION

via Brembo 27 - 20139 Milan - Italy.

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Sales agents

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The silent revolution is here

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