2026-05 SUSTAINABLE BUS

Sustainable
US
VADO E TORNO EDIZIONI
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GIMME
MAY 2026
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FIVE
INTERVIEW
VHH: the state of
transit in Hamburg
(and Germany)
OUTLOOK
Deep dive in
the Turkish
bus industry
STRATEGIES
Inside VinFast
European
ambitions

Sustainable
BUS
CONTENTS
28
14
8
4
6
8
10
12
14
16
18
24
28
34
36
38
40
42
44
44
SUSTAINABLE-BUS.COM MAY 2026
POST-IT
Video test drives, conferences,
expos: what’s in our pipeline
TECHNO
MAN autonomous bus project
arriving in Munich (with Adastec)
Menarini has just launched a
brand new e-bus family
INFRASTRUCTURE
Stagecoach scales UK e-bus
infrastructure programme
123 pantographs installed in
King County Metro’s depot (Seattle)
INTERVIEW
Martin Lischka, Holon: the strengths
of an integrated driverless offering
Britta Oehlrich, vhh.mobility:
where is German transit heading?
OUTLOOKS
Lens on the Turkish bus manufacturing
sector: trends, challenges, figures
Inside Otokar’s factory, where
6,000 buses are built every year
VinFast has strong European ambitions.
An overview of background and strategies
COMPARISON
Hydrogen takes centre stage
at the Bonn Ebus Test 2026 edition
MCV C127 FC: from Egypt, a Low Entry
model targeting suburban operations
Mercedes eCitaro fuel cell: a hydrogen
approach built around batteries
Solaris Urbino 12 hydrogen: anatomy
of the European bestseller in the field
Wisdom HY-X: the 12-metre bus
born from a Sino-German partnership
Wrightbus Kite Hydroliner: when
high-tech meets fuel cell traction
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24
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FOR INFO
3

POST-IT
SUSTAINABLE BUS TOUR 2026
From Berlin to Madrid
AT FIAA THE FOCUS WILL BE ON EVOLVING BUSINESS MODELS
4
The transition to zero emission buses in Europe is increasingly
extending into the intercity segment, a topic discussed during the
Sustainable Bus Tour session held at Bus2Bus 2026 in Berlin.
The panel ‘From city to intercity: the next step for zero emission bus
transition’ gathered Malo Benoit, Heavy-Duty Vehicle Research Fellow
at ICCT; Bruno Lapeyrie, Director Energy Transition Bus at Keolis
Group; Jean-Marc Boucheret, Sustainable Mobility Manager at Iveco
Bus; Javier Contijoch, Vice President Sales at BYD Europe; and Hakan
Bubik, Business Development and Product Management Director at
Otokar.
The discussion focused on the operational and technological requirements
of electrifying longer-distance bus services, where higher average speeds,
extended duty cycles and fragmented operator structures create different
conditions compared to urban transport.
Jean-Marc Boucheret outlined Iveco Bus’ technology-neutral approach
across diesel, CNG, hybrid and battery-electric platforms for both
urban and intercity applications. Javier Contijoch highlighted the role
of megawatt charging systems and financing solutions, particularly
for smaller operators with limited access to subsidies. Bruno Lapeyrie
underlined how electrification is reshaping operational planning around
vehicle range, while Hakan Bubik pointed to the need for flexible vehicle
configurations capable of adapting to different service profiles and
contract durations.
The next Sustainable Bus Tour 2026 session will take place at FIAA in
Madrid, from 22 to 24 September, under the title ‘Building zero emission
buses through partnerships. Platforms, investments, industrial strategies’.
The conference will focus on industrial cooperation models, OEM–
supplier partnerships, platform strategies, localisation of supply chains
and the evolution toward integrated zero-emission mobility solutions.
FULL SWING
The 2026 industry events
calendar is in full swing
following Mobility Move,
BUS2BUS in Berlin and Next
Mobility Exhibition in Milan.
Sustainable Bus’ staff will
attend several international
bus and mobility exhibitions
across Europe and Asia in the
coming months, with copies of
Sustainable Bus magazine and of
our monographic special feature
Battery Cycle
in distribution
during the events.
The calendar
includes Mobco
in Paris (former
European Mobility
Expo) from 9 to
11 June and Busworld Turkey
in Istanbul from 17 to 19 June,
where this magazine will be in
massive distribution (and it’s
no coincidence that Turkish bus
industry and market are among
the main focus of this issue’s
contents). IAA Transportation
in Hannover and FIAA Madrid
(22-24 September) will follow
after the summer break. Then
it’ll be time for Euro Bus Expo in
Birmingham, from
3 to 5 November,
IBE in Rimini
from 24 to 26
November and,
finally, Autocar
Expo in Lyon from
1 to 4 December.
Berlin’s panel, hosted by Bus2Bus, gathered Jean-
Marc Boucheret (Iveco Bus), Bruno Lapeyrie (Keolis),
Hakan Bubik (Otokar) and Javier Contijoch (BYD),
after an introduction by Malo Benoit (ICCT).
FUTURE IS COMING
Autonomous driving technologies are
gradually entering public transport operations across
Europe, with pilot projects and demonstrations
expanding across several markets. A recent
McKinsey study states that one out of three
European bus operators is considering purchasing
autonomous buses within the next five years.
In a new video produced in collaboration with
Karsan and published in March, Sustainable Bus
explores
the topic
from the
perspective
of a
passenger
experiencing
autonomous
mobility
for the first
time aboard
the Karsan
Autonomous e-Atak, currently the only Level-4
autonomous bus available on the European market.
Filmed at the Imola circuit in Italy, the video focuses
on practical questions surrounding autonomous
operations, including vehicle interaction with
pedestrians and traffic lights, operational limits and
passenger assistance.

TECHNO
MAN TO TEST AN AUTONOMOUS LION’S CITY E IN MUNICH
Going driverless
ADASTEC TO PROVIDE THE AUTONOMOUS DRIVING SOFTWARE
6
MAN has automated a Lion’s City 12 E electric bus for pilot
operations in Munich, with public road testing planned from autumn
2026 as part of the MINGA research project. The software is provided
by Adastec, the same partner working with Karsan on the Autonomous
e-Atak project. Adastec replaces as project partner for autonomous
driving the previously-announced Mobileye.
The bus is fitted with a sensor suite comprising five LiDAR units, six
radar systems, eight cameras, and a GNSS module. This configuration
supports environmental perception and vehicle positioning required for
automated operation. Initial tests are being conducted at MAN Truck &
Bus facilities, where specific driving scenarios, including docking at bus
stops, are under evaluation.
Following the completion of on-site testing, the automated bus is
scheduled to operate on public roads in Munich without passengers as
part of a final validation stage. These runs will precede a pilot operation
phase planned by Münchner Verkehrsgesellschaft (MVG) starting in
autumn 2026. Funding of approximately €13 million has been allocated
through mid-2027 by the German Federal Ministry of Transport.
THE WAY OF REPOWERING
Solaris’ battery retrofit programme,
launched in late 2025,
already involves around 170
electric buses across Europe as of
March 2026, including a 105-vehicle
project for BVG in Berlin.
The initiative targets part of the
1,325 battery-equipped buses delivered
by Solaris between 2013
and 2019, representing 22 percent
of the OEM’s total electric fleet
SERVICING HVAC
Grayson Thermal Systems has
announced that its Aftermarket
division now supports more than
1,050 battery-electric and fuel
cell buses under maintenance
contracts in the United Kingdom,
with electric vehicles accounting
for around 23 percent of the
company’s total HVAC servicing
portfolio. The company states
that services currently provided
include
scheduled
maintenance,
diagnostics
and including vehicles now exceeding
seven years of operation.
The retrofit package includes
traction battery replacement,
battery thermal management
upgrades and BMS updates while
maintaining compatibility with
existing charging infrastructure.
The programme was presented
by Solaris during Mobility Move
2026 in Berlin.
and optimisation of high-voltage
thermal systems for batteryelectric
and hydrogen-powered
buses. Grayson adds that
investments have been made
in specialist tooling, technician
training and EV-specific servicing
procedures to support the
increasing number of electric
fleets in operation. Grayson
currently maintains approximately
4,500 buses
and coaches
nationwide
under contract.
Adastec contributes as a provider of SAE Level
4 automated driving software platforms for buses
and commercial vehicles. MAN plans to launch a
fully automated vehicle in the next decade.
TOWARDS NEXT GEN
Microvast and Iveco Group have
expanded their partnership on battery
technologies for commercial vehicles,
extending a cooperation launched in 2017 and
now covering next-generation battery systems
for multiple vehicle platforms.
After the initial supply of battery systems for
the Iveco eDaily, the collaboration progressed
through the MV-I Gen 1 battery pack and
later to the current
MV-I Gen 2 system,
assembled at FPT
Industrial’s Turin
ePowertrain plant
and deployed across
the Iveco Bus range
as well as the Iveco
S-eWay Rigid heavyduty
truck platform.
According to the
companies, further battery generations for
the European commercial vehicle market are
currently under development, with production
activities remaining centered in Europe.
The Turin battery assembly facility operated
by FPT Industrial has an installed capacity
of 1.3 GWh, with the possibility for further
expansion over the coming years.
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8
TECHNO
MENARINI PRESENTS 8 AND 12-METER NEW E-BUSES
Brand new, old-fashioned
FLASH AND AIRON ARE READY FOR THE MARKET
Italian bus manufacturer Menarini presented the new Flash
and Airon electric bus platforms at Next Mobility Exhibition in
Milan in mid-May, displaying the 8-meter and 12-meter versions as
part of the company’s renewed focus on electric urban mobility and
international market expansion. The two full low-floor platforms cover
vehicle lengths from 8 to 12 meters and are based on new monocoque
architectures with roof-mounted battery systems.
The Flash range is available in 8- and 9-meter configurations, while
Airon covers the 10- and 12-meter segment. Both platforms adopt
Accelera by Cummins electric drivetrains delivering 290 kW peak
power and 3,000 Nm of torque, combined with BorgWarner NMC
battery packs. Declared battery capacity reaches up to 392 kWh for
Flash and 490 kWh for Airon, with maximum stated range exceeding
400 km for the 9-meter Flash and 480 km for the 12-meter Airon.
Production of the vehicles is concentrated at Menarini’s Flumeri plant
in southern Italy following the ownership transition to Seri Industrial.
TAILORED FOR CITY BUSES
Bosch presented the new FCPM C100 fuel-cell module for city buses
at Mobility Move in Berlin, held in mid-March, expanding its hydrogen
propulsion portfolio for public transport. The compact system is designed
for 12- to 18-metre buses and features a flat roof-mounted architecture.
The module is part of Bosch’s FCPM fuel-cell range covering outputs
from 100 to 300 kW. The C100 represents the lower end of the power
range, targeting urban public transport applications with moderate power
requirements. The architecture is derived from the FCPM C190 variant
designed for intercity buses and coaches. In those vehicle categories, the
system is typically installed at the rear of the vehicle in a configuration
similar to conventional diesel powertrains. Bosch plans to test the C190
system in demonstration vehicles during the first half of 2026.
At the upper end of the range, Bosch offers the
FCPM C300 model. With a system output of
300 kW, the module is intended for heavy-duty
vehicles including long-distance coaches.
POWER OF THE SUN
ZF presented its SolarBoost retrofit solar panel
system for buses for the first time in Italy at Next
Mobility Exhibition 2026 in Milan. The system,
designed for urban buses and coaches equipped
with 24 V electrical systems, uses roof-mounted
solar panels to support onboard electrical loads
and continuously recharge batteries. According
to ZF, SolarBoost was developed for retrofit
applications and can be installed without drilling
or rewiring. The company stated that the system
could contribute to fuel savings of up to 3.5 percent
while also extending battery life and reducing
maintenance requirements. The solution also
included Bluetooth connectivity for real-time
monitoring through a dedicated mobile application.
TEXTILE INNOVATIONS
Ultrafabrics has launched two new ECE R118.04-
certified upholstery collections for passenger transport,
expanding its portfolio for buses and coaches.
Promessa AV Apex and Promessa AV Montana,
originally developed for aviation seating, are now
available for passenger transport applications, offering
leather-like finishes, durability and, as mentioned
above, compliance with ECE R118.04 flammability
standards.
The company has also introduced Tottori, a mattefinish
material with a leather-like grain designed
for high-traffic transport interiors. According to
Ultrafabrics, the
collections are
resistant to abrasion,
heat, moisture and
stains, and can
be cleaned using
common disinfectants
and bleach/water
solutions.
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INFRASTRUCTURE
10
AURORA - STAGECOACH
Electrifying depots
GRID INFRASTRUCTURE FOR +1,300 E-BUSES IN UK
Aurora Utilities has connected a new group of Stagecoach depots to
support electric bus operations across the UK, extending the partnership
between the two companies within the operator’s fleet electrification
programme. The latest energised sites include depots in London, Scotland
and South West England, among them Ash Grove, Barking, Bow,
Bromley, Leyton, Dundee and Exeter.
Aurora stated that the upgraded grid infrastructure now supports around
1,330 electric buses, representing more than 16 percent of Stagecoach’s
UK fleet. Acting as an independent distribution network operator, the
company is delivering and operating high-capacity electricity connections
designed for large-scale depot charging infrastructure.
The programme covers urban, regional and coastal operations and
includes power upgrades for battery-electric bus deployment across
different service profiles. Stagecoach is also introducing battery storage
systems and on-site solar generation at selected depots to support energy
supply arrangements and charging operations.
ARENA OF CHARGERS
Two 400 kW charging stations for electric trucks have entered
operation at Munich’s Allianz Arena, with infrastructure prepared for
future electric coach charging.
The project includes two high-power chargers serving four truck
bays in the stadium’s coach parking area, close to the A9 and A99
motorway corridors.
The charging site uses the arena’s existing high-capacity grid
connection and is currently unavailable on match days due to
stadium energy demand. The infrastructure was designed with future
scalability, including megawatt charging capability and potential
charging for electric coaches, as MAN’s three-axle electric coach is
scheduled to enter production by the end of 2026.
The Allianz Arena owns the infrastructure, while
operations are supported by Traton, Volvo and
Daimler-backed joint-venture Milence. MAN Transport
Solutions supported the project development
MULTI-CHARGING
Swiss Post has commissioned a Kempower
DC fast charging system at its new logistics center
in Villmergen, Switzerland, featuring 16 charging
points for electric buses and trucks.
The installation, supplied by Jebsen & Jessen as
Kempower’s Swiss distribution partner, includes
14 Kempower Control Units with 14 Cable Arms,
alongside two liquid-cooled satellite chargers for
high-power charging applications.
The infrastructure allows mixed-use charging for
both heavy-duty trucks and buses, with dynamic
power distribution ensuring vehicles are charged
according to operational demand. The project is
aimed at supporting Swiss Post’s growing electric
vehicle operations and future expansion.
BALANCING THE GRID
First Bus has launched a UK trial using electric bus
depots to support National Grid balancing by adjusting
vehicle charging schedules.
The project began at the operator’s Glasgow depot and
will expand to Great Yarmouth later this spring. Using
Optimo Energy’s platform, charging activity is shifted
toward periods of high renewable electricity generation
and reduced during peak demand hours.
According to First Bus, this is the first time a UK bus
operator has enrolled electric depots in the balancing
mechanism managing electricity supply and demand
shortly before delivery. First Bus currently operates
more than 1,400
zero-emission buses
and is developing
20 electric depots
nationwide. The trial
will also assess the
role of bus depots
in wider energy
flexibility markets.
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our urban, intercity and tourism vehicles.
Come meet us:
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INFRASTRUCTURE
123 SCHUNK-MADE PANTOGRAPHS FOR SEATTLE
The way of pantographs
KING COUNTY METRO UPGRADES E-BUS DEPOT
Schunk Transit Solutions has installed 123 inverted pantographs
at King County Metro’s Tukwila Base depot in Seattle, with full
commissioning scheduled for spring 2026.
The installation uses Schunk’s SLS 201 pantograph system,
integrated into the depot charging infrastructure and designed for
rapid direct-current charging through roof-mounted High Power
Charge Rails (HPC rails) installed on the buses. The pantograph
lowers from above and automatically connects to the vehicle,
enabling high-power charging with limited energy loss.
According to King County Metro, the technology was previously
tested during a pilot phase involving six SLS 201 pantographs, where
the system operated without power interruptions caused by vehicle
movement or high humidity.
The charging system is designed to support opportunity charging and
operational flexibility across fleets with different vehicle heights.
King County Metro currently operates approximately 1,200 buses
in Seattle, including around 1,100 hybrid buses and more than 300
battery-electric vehicles.
The pantograph can compensate for vehicle
movement during charging and maintain stable
contact through a spring-and-drive mechanism
distributing force across four charging rails.
LEAD YOUR JOURNEY
D E S I G N E D T O
BUSWORLD İSTANBUL 17719 JUNE, 2026
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INTERVIEW
14
Martin Lischka has been
appointed VP Sales & Marketing
at Holon in January
2026. He previously held
senior roles at Audi and Automobili
Pininfarina, before
moving to Quantron. Most
recently, he served since
April 2025 as CEO of Arthur
Holding, parent company
of Arthur Bus.
MARTIN LISCHKA, VP SALES & MARKETING, HOLON
INTEGRATED
OFFERING
How can autonomous mobility move beyond pilots?
Holon bets on an integrated Level 4 shuttle platform
combining vehicles, software and services as it
expands from Germany into the U.S. and Middle East
Holon, a subsidiary of the Benteler
Group and backed by the Saudi-based
investor Tasaru as a minority
shareholder, was launched
in 2022 as the autonomous vehicles division
of the group and leverages a fully integrated
approach combining vehicle, software and
services.
During Mobility Move 2026 in Berlin, held
in mid March, we spoke with Martin Lischka,
Vice President Sales & Marketing at
Holon since January 2026. The company has
developed its fully electric, Level 4 autonomous
shuttle, named Urban, advancing some
first pilot projects including deployments in
Hamburg. The company has also expanded
internationally, with plans for production
in the United States and expected rollout
via Lyft platform following a partnership
signed in July 2025. Also U.S.-based charter
mobility platform CharterUP is partnering
with Holon to integrate autonomous shuttles
into group transportation networks in North
America.
Benteler has a long history in manufacturing.
How did this lead to the development
of an autonomous vehicle platform?
Benteler Group has a strong heritage in metal
processing, we’re talking about 150 years.
You can hardly find a vehicle that doesn’t
include a component like an axle or a B-pillar
from Benteler. A couple of years ago, the
decision was made to enter a segment that
is not covered: something smaller than a bus
but larger than a passenger car. This responds
to other reasons...
Please.
As a Tier 1 supplier, you don’t want to compete
with your customers: OEMs producing
cars or buses. This new segment sits
in between. It’s a new kind of vehicle that
doesn’t take business away, but adds a solution,
for example, to the shortage of drivers,
offering the ability to serve routes that were
previously inefficient or loss-making.
But this is still a major investment for
Benteler. The driverless vehicle segment is
a niche where several players have struggled
in recent years. What is the business
logic behind it?
Holon was created with a long-term perspective.
It is the entry into a future market that
complements the core business because it
builds on established expertise. Holon represents
diversification and acts as a lighthouse
project for the group. At the same time, it is
strongly focused on business growth.
Scaling must be the next phase…
We aim at scaling, that requires a global footprint.
We are committed to our homebase
in Paderborn and are already today in Germany
active with our fleet of autonomous
Level 4 vehicles driving in Hamburg. In parallel
we are preparing activities in further
cities in Europe but also in the USA. We
leverage on a great combination: German
engineering, Italian design and global expertise
of our teams and ecosystems in USA,
Europe and Middle East.
And then there is the software…
Exactly, the autonomous driving software
comes from Mobileye, but we also rely on
dispatching software from ioki, which is now
part of the Benteler Group.
What we are creating is no longer just an
OEM. That is a traditional business model
that some competitors have refined over the
past hundred years. What the market now requires
is a fully integrated system, which is
the solution we provide. It includes software
from ioki for mobility analytics, operator
management and the customer interface,
alongside the vehicle itself and the financing
solution. These elements now come from one
group: Ioki for the software, Holon for the
vehicle, and Benteler Mobility for financing,
operations and infrastructure services.
So operators can avoid large upfront investments?
For customers that prefer not to carry the
risk on their balance sheet or face high
upfront expenditure, there is the option of
a monthly fee instead of an initial capital
investment. However, our offer is fully modular.
If an operator only wants the vehicle, we
can provide that.
In your presentation at Mobility Move,
you mentioned up to 60% TCO reduction.
How is that calculated?
It depends on the current fleet. In Europe,
operating a bus can cost €130 to €150 per
hour. We calculate based on partially replacing
or optimising that fleet. The biggest
factor is removing the driver cost which does
not take jobs away, but solves the problem
of existing driver shortages
already today.
With our 360° solutions model,
over time and including vehicle
and software services we can reduce
those hourly costs by up to
60%.
When will we see vehicles in operation?
In Germany, the vehicles are already operating
in Hamburg – at the moment we are
in the phase of public road testing. In the
US, we expect deployment within 12 to 24
months, not only in Florida but we are also
preparing our activities in other states.
How do you see the role of on-demand
services? Many operators say they are still
too expensive.
That’s typical for new technologies. Initial
costs are high, but economies of scale will
reduce them over time. We’ve seen this with
battery-electric vehicles. It’s not a question of
if, but when adoption accelerates.
So regulation and economics are already
in place?
«In Europe, operating a bus can cost €130 to €150 per hour.
The biggest factor is removing the driver cost, which does not take
jobs away, but solves the issue of driver shortage. With our 360°
solutions model, over time and including vehicle and software
services we can reduce those hourly costs by up to 60 percent»
«What we are creating is no longer just an OEM. That is a
traditional business model that some competitors have refined
over the past hundred years. What the market now requires is a
fully integrated system including software, vehicles and financing.
These elements now come from one group»
Yes. Germany, for example, has one of the
most advanced regulatory frameworks in
Europe. The future is electric, connected,
autonomous and shared. We are not replacing
all buses, we are one additional part
of a broader ecosystem. Through ioki, we
can analyse entire cities and create digital
twins, modelling all mobility flows. We can
recommend a mix: Holon urban vehicles,
traditional buses, scooters, taxis. The key is
integration. Today, these systems are often
disconnected.
Which European markets are you targeting?
Germany is currently the top priority.
At the same time, markets such
as Austria, Benelux, France, Italy
and Norway are also being explored.
Do you already have a structure
in these countries?
Benteler has around 90 locations
worldwide, providing a strong backbone in
terms of legal entities, IT and operations.
At the same time, the business operates independently
from that structure. For future
market entry, we could use Benteler's local
structure, set up a dedicated national sales
company, or work with third-party partners.
This has not been defined yet.
How do you prioritize markets?
Germany, as mentioned, is our home market
and the first priority, alongside the expansion
into the US, where demand is strong
and Middle East, where we see on the long
term great visions. So maybe it will be a story
of German engineering, Italian design and
US deployment? However, we can also move
forward in other markets if the right conditions
are in place, including incentives, local
structures and public support.
Is the whole production taking place in
Germany?
For now, yes. In the future, we plan production
in the US, and later potentially in the
Middle East, where our investor is based.
Ultimately, it depends on customer demand,
government support and regional strategies.
15

INTERVIEW
16
Britta Oehlrich has been Managing
Director of Hamburg
operator vhh.mobility since
October 2023. Previously,
she held leadership roles
at Hamburger Hochbahn,
including Head of Transformation
and Innovation.
Earlier in her career, she
worked at Transdev and
DB Regio Bus.
BRITTA OEHLRICH, MANAGING DIRECTOR, VHH.MOBILITY
TRANSIT IN
TRANSITION
Hamburg operator vhh.mobility reflects the
wider German transit transition, balancing fleet
electrification, rising operational deficits and
investment in autonomous and on-demand mobility
At a time when German public transport
operators face rising ridership
alongside increasing financial
pressure, the balance between service
expansion, cost control and long-term
investment in innovation is becoming more
complex.
The sector is navigating higher personnel
and energy costs, growing reliance on public
funding, and the simultaneous need to electrify
fleets, digitalise operations and maintain
service reliability. Contract structures, competitive
frameworks and the scaling of new
mobility services such as on-demand and autonomous
transport are further shaping the
operational environment.
In this context, we spoke with Britta Oehlrich,
Managing Director of Hamburg's operator
vhh.mobility, to discuss how these
dynamics are reflected in the company’s financials,
the challenges of electrification, the
role of public funding and contracts, and the
evolving positioning of operators as integrated
mobility providers.
The VDV’s 2025 industry report highlights
that ridership is growing, but so
are operational deficits due to surging
personnel and energy costs. How does the
balance sheet of vhh.mobility reflect these
German-wide trends?
We are seeing the same development at vhh.
mobility. As a municipally owned transport
company, we operate within the framework of
public service contracts. This means we must
ensure reliable mobility for the region, even
if individual services are not economically
self-sustaining. As a result, the need for compensation
payments is currently increasing.
Can you be more specific on this?
Well, we had a deficit of about 20 million,
four or five years ago. And now we got 120
million from the Hamburg authority: the taxpayer
supports us a lot to increase our performance,
to buy electric buses and to develop
projects.
At the same time, we are working intensively
to make our processes more efficient and
to deploy new technologies in order to stabilize
costs in the long term. We are also in
a competitive area: we have direct contracts
from Hamburg, but we also operate in the
surrounding Schleswig-Holstein area. We
are the only company in Germany operating
across both areas.
Hamburg has been among the pioneers in
committing to exclusively zero-emission
bus purchases from 2020 onward. What
is the current state of electrification of the
vhh.mobility fleet (and depots) today and
your roadmap?
Hamburg made an early decision to switch
entirely to zero-emission buses. We put our
first e-bus into operation ten years ago, becoming
the first transport company in the
Hamburg metropolitan region to do so. Today,
our electric fleet consists of around 300
vehicles, one third of the total fleet.
At the same time, our depots are being progressively
electrified and equipped with
charging infrastructure. However, this transformation
requires very substantial investment
– both in the vehicles themselves and
in grid connections, charging infrastructure
and depot conversions. Reliable public funding
therefore remains a key factor in enabling
this transition.
However, now we are facing new questions.
What happens in extreme situations,
like war or disruptions where e-buses cannot
operate? If we cannot recharge them, what
happens?
And what is the possible answer?
There is no answer yet. It’s just a concern.
But maybe we need to keep 10% of diesel
buses. Then we would have to maintain the
infrastructure and even buy new diesel buses
before production stops at the end of the
decade.
After several years of operational experience
with BEV buses, how do you assess
the economic equation today? How
do you compare operating costs between
e-buses and diesel buses?
From a technological perspective, electromobility
in bus operations has developed
significantly. The vehicles are reliable in
daily operation and meet the requirements
of urban transport. However, we noticed
that some older buses show battery degradation
faster than expected. And extraordinary
weather conditions are also a topic:
last winter, which was particularly cold,
buses had to return to depots because they
ran out of energy. We are learning every
day!
Economically, however, the situation is
more complex. E-buses are not yet competitive.
While we expect costs to decrease in
the long term, the purchase price of electric
buses is still significantly higher than that of
diesel buses, and the infrastructure requirements
are substantial. Public funding will
therefore remain an important component
of financing for the foreseeable
future.
You still have about 500 buses
to electrify. What is your
roadmap?
All services in Hamburg will be fully
electric by 2030. In surrounding areas
it depends on contracts. We expect there
will be a mixed fleet until around 2035.
On-demand transit is notoriously expensive
and can create significant financial
pressure for operators. Do you envision a
future in which DRT becomes a self-sustaining
part of the network rather than
a subsidized feeder service? If so, how?
From our perspective, on-demand services
work best as a complement to buses and rail
– for example as feeder services or during
off-peak hours.
In the long term, technological developments
such as autonomous driving could
significantly improve the economics. Until
then, on-demand transport will in many
cases remain part of a deliberately subsidised
mobility offering.
«We wish the tenders' structure would change. The current
structure is still mode-specific: rail, bus, or other. What we
aim for is a shift toward transport performance: for instance,
ensuring the movement of one million passengers per hour
between two points, regardless of the mode used»
«What happens in extreme situations, like war or disruptions
where e-buses cannot be charged? It’s just a concern. But
maybe we need to keep 10% diesel buses. Then we would
have to maintain the infrastructure and even buy new diesel
buses before production stops at end of the decade»
How can operators ensure autonomous
mobility supports public transport rather
than competing with it?
Through regulatory frameworks. It was unexpected,
for example, to see social media
restrictions introduced for users under 16.
A similar approach should be applied here
to protect this space. And we wish the tenders’
structure might change. The current
structure is still mode-specific: rail, bus,
or other. What we aim for is a shift toward
transport performance: for instance, ensuring
the movement of one million passengers
per hour between two points, regardless of
the mode used.
A recent McKinsey study states
that ‘the economics of urban
transport in Europe will not improve
without a fundamental
shift, and autonomy is the lever
that can reshape capacity provision.’
How do you expect it will
reshape your route planning and the
way public transport offer will be built?
Autonomous driving has the potential to
change public transport in the long term.
The technology is particularly interesting for
smaller vehicles or flexible services, such as
in the on-demand sector.
In the short term, we mainly see autonomous
systems in pilot projects and clearly defined
use cases. In the medium term, they could
help operate new services more economically
or provide capacity more flexibly.
However, one point is important: autonomous
vehicles will not replace traditional
public transport in the foreseeable future.
Rather, they could complement and expand
it in a meaningful way.
From your perspective, what are the main
bottlenecks in order to be able to scale
with autonomous driving projects?
Technology. Transferring human driving capability
to machines is not an easy task.
Are funding and regulation sufficient?
Funding exists, but it is fragmented. We
have around ten projects in Germany. Why
not combine them into one large project and
share knowledge?
17

OUTLOOKS
According to the latest
full-year data released by
the Automotive Manufacturers
Association (OSD),
bus manufacturing in
Turkey reached 12,425
units in 2025, growing
25 percent compared to
9,908 units in 2024. Minibus
production climbed
to 104,721 units in 2025
from 63,194 units in 2024,
showing a striking +65
percent, while midibus
output stood, quite constant,
at 4,800 units.
10,862 units in 2023 and 8,346 units in
2022). Minibus production climbed to
104,721 units in 2025 from 63,194 units
in 2024, showing a striking +65 percent,
while midibus output stood, quite
constant, at 4,800 units. Combined bus,
minibus and midibus production therefore
exceeded 121,000 units in 2025, 85 percent
of those being minibuses (excluding
250 Karsan-made units, all the minis carry
Ford’s logo).
The first four months of 2026 confirm the
sector’s growth trajectory in bus manufacturing.
According to the latest OSD
figures, bus production reached 4,258
units between January and April 2026, up
19.3 percent compared to the same period
of 2025, while midibus output rose 24.6
percent to 1,893 units. Minibus production,
on the other hand, declined slightly
by 5.3 percent to 30,444 units. Overall
commercial vehicle production in Turkey
increased 17.3 percent year-on-year in the
January-April period, reaching 198,152
units.
Back to 2025 figures, Mercedes-Benz
Türk remained the highest-volume bus
producer in Turkey last year, manufacturing
4,460 buses, up from 4,142 units
in 2024. MAN Türkiye produced 4,025
buses in 2025, compared with 2,511 units
in the previous year. Taken together, the
18
FIGURES FROM THE TURKISH BUS MANUFACTURING INDUSTRY
BUS INDUSTRY
HEALTH CHECK
Turkey’s bus industry grew in 2025, with production +25
percent to 12k units. High output levels, stable leadership
brands, expanding e-bus offers strengthen the country's
role as one of Europe’s main bus production hubs
Turkey is the bus factory of Europe
- how often has this been
said? The country maintained
the largest presence by number
of exhibitors at Busworld Europe, with
Turkish companies accounting for roughly
one in five exhibitors in Brussels in
2025. The domestic ecosystem continues
to provide a complete supply chain, from
components to finished vehicles, with a
concentration of suppliers and manufacturers
serving European demand. In this
framework, established domestic brands
such as Anadolu Isuzu, Otokar, Karsan
and Temsa operate alongside long-stand-
ing international manufacturers with production
bases in the country, including
Mercedes-Benz Türk and MAN.
Now, for Busworld Turkey 2026 running
from June 17 to 19, over 160 exhibitors
have been confirmed, while the exhibition
area is set to expand from 9,862 to 11,358
square metres, allowing additional space
for vehicles, components and mobility
solutions across the entire supply chain.
The growth is being supported by a significant
influx of new participants, including
around 30 first-time Turkish exhibitors,
alongside international newcomers from
China, Germany, Mexico, Italy and Taiwan.
Production volumes are growing
According to the latest full-year data released
by the Automotive Manufacturers
Association (OSD), bus manufacturing
in Turkey reached 12,425 units in 2025,
growing 25 percent compared to 9,908
units in 2024 (following backward:
4000
3000
2000
1000
0
2000
1750
1500
1250
1000
750
750
500
250
0
BUS PRODUCTION AT FULL SPEED
388
473
391
379
481
Anadolu Isuzu
104
86
81
71
272
Karsan
1,624
2,044
3,222
2,511
4,025
MAN
Türkiye
MIDIBUSES ARE A LOCAL AFFAIR
602
995
3,9%
1,491
1,503
1,726
Anadolu Isuzu
225
212
159
265
261
Karsan
767
1,394
2,185
3,889
4,308
4,142
4,460
Mercedes-Benz
Türk
1,895
2,900
Otokar
1,798
622
734
722 1,223
1,899
1,597
1,880
1,119
Otokar
Buses and coaches produced in Turkey per year.
Source: OSD (Otomotiv Sanayii Derneği), Turkey's Automotive Manufacturers Association
36%
2,2%
5,4%
32,4%
37,5%
35,9%
1,087
1,015
Temsa
15,1%
544
631
21,1%
961
1,208
1,307
Temsa
Midibuses produced in Turkey per year.
Minibus Source: OSD (Otomotiv Sanayii Derneği), Turkey's Automotive Manufacturers Association
2021: tot. 5,567
2022: 8,346
2023: 10,862
2024: 9,908
2025: 12,425
Market share 2025
10,5%
2021: tot. 2,216
2022: 3,335
2023: 4,664
2024: 4,948
2025: 4,800
Market share 2025
19

OUTLOOKS
two groups account for over 68 percent
of national bus output.
Moving to the local manufacturers, Otokar
produced in 2025 1,880 buses and
1,798 midibuses, while Temsa produced
1,307 buses and 1,015 midibuses. Anadolu
Isuzu’s production profile remained
more weighted toward midibuses, with
1,726 units and a 36 percent share of
national midibus output, compared with
481 buses. Karsan sales covered 2.2 percent
of the bus market and 5.4 percent
of the midibus market thanks to 272 and
261 units respectively. Adding the 248 already-mentioned
minibuses, we achieve
a total volume of 781 units across segments.
However, it should be noted that
it's the only company, among the ones
considere here, focusing solely on zero
emission vehicles.
Delicate balance
Such figures are set to evolve further in
the coming years: MAN is expected to increase
output following the inauguration
of electric city bus production in Ankara
in April 2026. Meanwhile, Mercedes-
Benz is phasing out Conecto production
in-house, with manufacturing outsourced
to Otokar. As announced in late 2025,
production is scheduled to begin in September
2026, including vehicles intended
for the German market, where the Conecto
will start to be offered.
A five-year perspective
Taking stock of the five-year period
between 2021 and 2025, Turkey’s bus
manufacturing sector shows a clear
expansion in production volumes, although
the 2021 baseline still reflected
the effects of the post-pandemic market
slowdown and weaker demand environment
following Covid-19. Total bus
production more than doubled over the
period, rising from 5,567 units in 2021
Taking stock of the fiveyear
period between 2021
and 2025, Turkey’s bus
manufacturing sector
shows a clear expansion
in production volumes.
Total bus production more
than doubled over the
period, rising from 5,567
units in 2021 to 12,425
units in 2025. Otokar more
than doubled production,
growing from 722 to
1,880 buses, while Temsa
increased from 544 to
1,307 units. Anadolu Isuzu
maintained comparatively
stable bus volumes. Karsan
grew in 2025.
HOW IS 2026 SHAPING UP?
Looking at the January-April 2026 Temsa slightly expanded its position
in the bus segment, reaching
figures, Mercedes-Benz Türk and
MAN Türkiye maintained broadly 11 percent compared with 10.5
stable positions in the Turkish bus percent in 2025, while maintaining
market, accounting respectively a stable role in midibuses with a
for 35.7 percent and 33.3 percent 20.2 percent share. Anadolu Isuzu
increased its presence in buses
of total national bus production, in
line with their 2025 shares. More from 3.9 percent to 4.5 percent
visible shifts emerged among the of national production, while its
other manufacturers. Otokar’s bus weight in midibuses declined from
share declined from 15.1 percent in 36 percent to 32 percent despite
2025 to 12.7 percent in early 2026, output remaining above 600 units
although the company strengthened
its dominance in the midib-
also expanded its presence in the
in the January-April period. Karsan
us segment, where it increased its bus segment, reaching a 2.7 percent
share compared with 2.2 per-
share from 37.5 percent to 43.5
percent with 823 units produced. cent in 2025.
to 12,425 units in 2025. Mercedes-Benz
Türk increased output from 2,185 to
4,460 buses, while MAN Türkiye expanded
from 1,624 to 4,025 units, recording
the strongest absolute growth
among Turkish bus manufacturers.
Otokar also more than doubled production
over the same timeframe, growing
from 722 to 1,880 buses, while Temsa
increased from 544 to 1,307 units. Anadolu
Isuzu maintained comparatively
stable bus volumes throughout the period,
fluctuating between 379 and 481
units annually, whereas Karsan’s bus
production remained limited until the
significant increase registered in 2025,
when output reached 272 vehicles.
Midibuses under the lens
The midibus segment also expanded
substantially between 2021 and 2025, although
growth slowed in the latest year.
Total national midibus production rose
from 2,216 units in 2021 to 4,800 units
in 2025. Anadolu Isuzu and Otokar re-
mained the dominant manufacturers in
this category throughout the period. Anadolu
Isuzu nearly tripled output, moving
from 602 to 1,726 units, while Otokar increased
from 767 to a peak above 2,000
units before reaching 1,798 units in 2025.
Temsa also recorded sustained growth in
midibus production, rising from 622 units
in 2021 to 1,015 in 2025. Karsan’s midibus
volumes remained comparatively
stable across the five-year timeframe: the
Mercedes-Benz Türk holds
the largest installed bus
capacity at 4,500 units
annually, followed by MAN
Türkiye with 3,900 units,
Otokar with 3,000, Temsa
with 2,500, and Anadolu
Isuzu with 1,152 units.
Karsan contributes primarily
through minibus and
midibus production.
company’s production profile remained
concentrated on smaller passenger transport
vehicles.
Ford Otosan continued to dominate Turkish
minibus production with 104,473
units manufactured in 2025, while total
commercial vehicle production in the
country reached 546,926 units, up from
460,783 units in 2024. Overall automotive
production totaled 1.445 million
vehicles in 2025, compared with 1.411
million units in the previous year.
A matter of... capacity
Installed capacity figures published by
OSD show that annual bus manufacturing
capacity stood at 16,942 units in
2025, with additional capacity for 8,460
midibuses. Overall bus capacity utilization
reached 73.3 percent during the year,
while total automotive industry capacity
utilization stood at 66.5 percent. Looking
at the figures, it stands out that the bus
sector is the one with the highest utilization
rate.
Mercedes-Benz Türk holds the largest
installed bus capacity at 4,500 units annually,
followed by MAN Türkiye with
3,900 units, Otokar with 3,000 units,
Temsa with 2,500 units, and Anadolu Isuzu
with 1,152 units. Karsan contributes
primarily through minibus and midibus
production (over 3,600 units possible,
plus 1,890 buses).
It should be noted that other Turkish
brands such as Bozankaya and BMC are
not reflected in the data we are using to
describe Turkey’s automotive and bus
manufacturing landscape, as we are taking
stock of OSD figures. These brands
are in fact not part of OSD, and therefore
their production volumes, capacity
and exports are excluded from aggregated
industry statistics.
All in all, the combination of established
export-oriented OEMs, expanding electric
bus manufacturing activities and high
industrial utilization rates continues to
position Turkey as one of Europe’s central
bus production hubs.
20
21

OUTLOOKS
THE PERSPECTIVES OF THE MAIN INDUSTRY PLAYERS
ANADOLU ISUZU KARSAN OTOKAR TEMSA
Tuğrul Arıkan,
General Manager,
Anadolu Isuzu
Okan Baş, CEO, Karsan
Kerem Erman, Head of
Commercial Vehicles, Otokar
Evren Güzel, CEO, Temsa
What are the
main challenges
and trends currently
observed
in both the
domestic Turkish
market and in
Western markets?
In Turkey, customers primarily focus on low TCO,
durability, and a strong service network. In contrast,
Western markets are relatively more stable in
terms of demand, but are undergoing a structural
transformation driven by the shift toward electric
and zero-emission vehicles in urban mobility. In this
context, manufacturers are required to maintain cost
efficiency in the domestic market while simultaneously
enhancing competitiveness in export markets
through electrification and product diversification.
In Europe, the biggest trend is the fast transition to
zero-emission public transportation. Sustainability requirements
in public tenders are becoming more important
every year. At the same time, competition is increasing because
of Chinese manufacturers and rising costs. In Turkey,
financing conditions and economic fluctuations are still
major challenges, but the country has a strong production
and engineering capability.
In Europe the main driver is the Green Deal and the related
zero-emission targets defined by EU directives. We have a
very large portfolio and our priority is to adapt our product
range to evolving demand while remaining competitive
against the aggressive pricing of Chinese OEMs. We can only
respond to this pressure through our R&D capabilities, world
class manufacturing facilities and strong aftersales service.
With 5,000 vehicles/year market size, Turkey is very critical
for most bus manufacturers and Otokar is the overall market
leader for 17th consecutive years. Turkish market is still
driven with diesel propulsion and this forces us to remain
agnostic.
In 2025, electric vehicle penetration in the European city bus market
already exceeded 60 percent. In Turkey, EV penetration is still
relatively low, but demand is increasing.
However, since electric vehicles require high initial investment
costs, interest rates and access to financing directly affect purchasing
decisions. In some cases, difficult financing conditions may
delay investments.
At the same time, customers today evaluate much more than just
the vehicle itself. Fuel efficiency, TCO, technical features, design,
and after-sales services play a decisive role. Companies that can
understand customer priorities and offer flexible solutions will create
stronger differentiation in the market.
What are your
expectations and
strategic priorities
for 2026 and
ahead?
Strategic priorities include accelerating the electrification
of the product portfolio, particularly developing
electric vehicle solutions for urban mobility
applications, strengthening R&D and engineering
capabilities, and expanding the product range. In
addition, Anadolu Isuzu aims to sustain its export
growth and strengthen its presence in Central Asian
markets, particularly through its new investment in
Uzbekistan. Sam Auto is an important manufacturer
and exporter of commercial vehicles in Uzbekistan,
and will contribute significantly to the growth of
Anadolu Isuzu.
We believe that electric and autonomous public transportation
solutions will become the industry standard after
2026. At Karsan, our priorities are expanding our electric
product range, strengthening our leadership in autonomous
mobility, and growing in new markets. Western
Europe and North America are among our key strategic
regions. We are also continuing our investments in digitalization,
connected vehicle technologies, and after-sales
services.
Our main priority has been completing our electric vehicle
portfolio while meeting evolving customer and driver
demands. At the same time, we are continuously strengthening
our international sales and aftersales network. The
recent integration of Otokar Italia is a strong example of our
strategic approach to establishing a direct and robust local
presence in key European markets. Looking ahead, we also
aim to increase our participation in European tenders and
further strengthen our positioning in zero-emission mobility,
while maintaining our flexibility to address different market
dynamics.
Our main focus is sustainable and profitable growth. At the same
time, Temsa is transforming beyond being only a bus manufacturer.
Today, we see ourselves as the 'preferred mobility brand', and we
are shaping our portfolio accordingly.
From coaches and city buses to light-duty vehicles, battery technologies,
charging solutions, and new mobility applications, we aim to
build an integrated mobility ecosystem around customer needs.
Electrification will continue to be one of our main priorities. At the
same time, we remain focused on strengthening our core markets.
How is your
zero-emission
strategy progressing
across
your portfolio?
As of today, electric vehicles represent a rapidly
growing share, while internal combustion engine
vehicles continue to maintain their weight, especially
in price-sensitive markets.
Accordingly, the composition of our product portfolio
is expected to gradually shift toward a higher share
of zero-emission vehicles, while internal combustion
engine vehicles will continue to play an important
role in markets where the transition is progressing at
a slower pace.
At Karsan, zero-emission mobility is at the center of our
strategy. Today, electric vehicles represent an important
share of our deliveries and new orders in Europe, and we
expect this share to continue growing in the short and
medium term. Especially in Western Europe, demand is
moving strongly toward fully electric solutions. In line with
this trend, we continue to invest in our production infrastructure
and R&D activities.
Our zero-emission strategy sits at the core of our portfolio.
We have already established a strong presence in urban
transportation with our e-Centro and brand new e-Kent family,
as well as in the intercity segment with our e-Territo. Today
the share of electric vehicles in our order intake is in the
range of 10-15 percent, largely driven by tenders in European
cities. We expect this share to increase in the short to medium
term, especially as electrification expands into the intercity
segment. However, we also recognize that this transition will
not be same across all markets. At the same time we foresee
that CNG and hybrid vehicles will continue to play an important
transitional role.
As of April 2025, electric vehicles represent 2 percent of our total
deliveries, while in the city bus segment this rate reached 53 percent.
We expect this share to continue increasing. Today, Temsa has
11 zero-emission models across city, intercity, and coach segments.
At the same time, we have nearly two decades of R&D experience
in electrification. With our in-house battery pack assembly facility,
we also develop our own battery management systems and electronic
control units. This capability gives us more flexibility, faster
innovation, and the ability to offer solutions tailored to different
customer and market needs.
How do you
define the role
and strategic
positioning of
the Turkish bus
industry in the
current market
environment,
and what growth
potential does it
hold?
The industry is strategically positioned between
mature European OEMs leading the technological
transition and emerging markets driving volume
demand.
Turkish bus industry acts as both a production and
export hub, leveraging proximity to Europe, Customs
Union advantages, and growing access to Central
Asia and MENA region. The Turkish bus industry
is transitioning from a primarily cost-competitive
manufacturing base to a more innovation- and
sustainability-driven player, with strong potential
for export-led growth, particularly in zero-emission
urban mobility solutions.
Today, the Turkish bus industry is one of the most important
production and export centers in Europe. Strong
engineering capabilities, flexible manufacturing, and
competitive costs create a major advantage in global markets.
Turkish manufacturers are also adapting quickly to
electric and autonomous vehicle technologies. At Karsan,
we believe Turkey has the potential to become not only
a production hub, but also a strategic center for mobility
technologies.
Turkey has become a key R&D and manufacturing hub for
the European bus industry. All major European OEMs have
a manufacturing footprint here. The growth potential of the
Turkish bus industry is increasingly based on its manufacturing
flexibility as well as its fast pace of advanced engineering
capabilities. This includes areas such as autonomous driving
systems and next-generation mobility solutions. In this
context, Turkey serves as a strategic bridge between cost
efficiency and advanced engineering, offering a unique value
proposition in the bus market.
One of the biggest strengths of the Turkish bus industry is its strong
production capability that fully meets European standards. At the
same time, Turkish manufacturers can adapt quickly to changing
EU regulations and market expectations. Turkey also has an
important position as an export hub thanks to its competitive cost
structure and flexible manufacturing capabilities. In addition, the
country has a strong supplier ecosystem and experienced OEMs
that act as reliable business partners for global markets.
Another important advantage is the growing know-how in electric
and alternative-fuel buses: Turkey is becoming an increasingly
important player in this transformation.
22
23

OUTLOOKS
One of Otokar’s competitive
advantages is the
eight-month delivery time
mentioned earlier: in recent
years, due to bottlenecks
in the supply chain, the
average delivery time for
a bus has ended up being
around twelve months (at
best). Otokar is currently
not experiencing any supply
chain issues.
During our tour along the
plant’s production lines, the
combination of a large workforce
and equally extensive
automation helps maintain
high production rates in
order to meet delivery schedules
and annual output targets:
a production capacity
of 6,000 buses, with delivery
times of 8 months.
24
INSIDE THE OTOKAR PLANT IN SAKARYA
WE’RE MULTITASKING HERE!
We visited the Sakarya plant, Turkey’s largest automotive hub,
where Otokar manufactures its entire product range as well as
the Crossway and Conecto models on behalf of Iveco Bus and
Daimler. The capacity is 6,000 buses per year
We stepped through the doors
of the Otokar plant in Arifiye,
Sakarya, 150 kilometers
southeast of Istanbul.
The plant, which has been renovated
and made more efficient thanks to a €20
million investment, is one of the Koç
Group’s most important industrial hubs
(€56 billion in revenue by 2025). Otokar
has been part of it since its founding
in 1963 and of Turkey’s automotive and
defense sectors: here, the company manufactures
not only buses and light trucks,
but also armored vehicles and tracked
vehicles for the army. And if China is
the world’s factory, Turkey is Europe’s
factory: here, the Turkish manufacturer,
under well-known agreements with European
(and other) OEMs, churns out the
Crossway with a diesel engine for Iveco
Bus; the Mercedes Conecto, on behalf of
Daimler Buses, under a recent agreement;
and, finally, the Atlas light truck range
together with Foton. And it is possible
that the partnership with Foton could be
expanded to include buses in the future.
The numbers clearly illustrate Sakarya’s
production capacity: 552,000 square meters,
over 3,600 employees, and a production
capacity of 6,000 buses (which can
be scaled up to 10,000) with an eightmonth
delivery time. Up to 1,500 trucks
are added annually. In the bus segment,
one-third of the company’s annual production
consists of the Navigo (known as
the Sultan for the domestic market), with
Thanks to a €20 million
investment, the plant in
Sakarya has been further
expanded, modernized
and optimized, as well
as equipped with a new
cathodic electrocoating
system.
1,000 units for the domestic market and
1,000 for export; the remainder is distributed
fairly evenly, with the Centro, Kent,
Territo, and Vectio representing the other
flagship models.
Highly flexible production lines
One of Otokar’s competitive advantages
is the eight-month delivery time mentioned
earlier: in recent years, due to
bottlenecks in the supply chain, the average
delivery time for a bus has ended
up being around twelve months (at best).
This is a point that Kerem Erman, Head
of Commercial Vehicles, emphasized,
also noting that Otokar is currently not
experiencing any supply chain issues.
During our tour of the factory floor, the
synergy between Otokar’s skilled workforce
and the equally advanced automa-
25

OUTLOOKS
One third of the company’s
annual production
is accounted for by the
Navigo (known domestically
as the Sultan), with
around 1,000 units for
the domestic market and
another 1,000 for export.
The remaining production
is distributed fairly evenly
among the Centro, Kent,
Territo and Vectio, which
represent the company’s
other flagship models.
We
tion systems helps maintain high production
rates to meet delivery deadlines and
annual production targets. A diverse and
extremely flexible production line, thanks
both to the wide range of in-house models
and to the orders Otokar is currently
fulfilling for Iveco Bus and Daimler.
Along the same assembly line, we can
see a Kent, the Conecto from Mercedes-
Benz (intended specifically for the German
market), and a Crossway lined up
one after another. Multitasking, in short.
Deliver
Aiming at Northern Europe
Speaking of models, this is where the
entire range of Otokar vehicles is manufactured
– from 6 to 21 meters in length
and in all drive configurations. It is no
coincidence that the manufacturer has
been the market leader in its home country
for the past 17 years, has sold over
66,000 buses worldwide, and exports 66
percent of its production. Speaking of
exports, Otokar’s main European markets
are France –
where, not coincidentally, Otokar Europe,
the company’s key subsidiary for
the European market, is based – Italy
(46 vehicles registered in Italy in the
first quarter of 2026, 110 in 2025, and a
full 284 in 2024), Spain, Romania, and
Germany. And Germany, in particular,
is a market to conquer – both directly
and indirectly: while we were at the
factory, Daimler Buses announced that
the Conecto, developed in collaboration
with Otokar, would be launched on the
German market in 2027. But the group
also has its sights set on the Northern
European market, where – as Mr Erman
explains – it sees significant growth
potential, particularly in the segment
of battery-powered electric city buses,
where Otokar has three key strengths:
the e-Centro minibus, the e-Kent, and
the high-floor Class II e-Territo (to
which we dedicated a four-page feature
in the last issue of 2025). And although
Otokar also offers a hydrogen-powered
model, the Kent C Hydrogen,
the company’s
strategy for now is to
“play for time”: according
to Mr Erman,
fuel cell technology
does not yet have a
large enough market
to justify massive investments.
However,
Otokar has allocated
funds in its budget for
traction batteries: Catl
is the supplier here, but
the manufacturer’s plan
is to set up its own in-house assembly
operations, obtain certification for the
products, and offer an eight to ten-year
warranty – all in an effort to reduce its
reliance on the Chinese supply chain as
much as possible, given the origin of the
cells.
Fabio Franchini
SEPTEMBER 15–20, 2026
IN HANNOVER
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26

OUTLOOKS
VinFast was founded in
2017 as an automotive
brand, including electric
scooters, charging infrastructure
and buses.
VinBus, the transport
company founded in 2019,
effectively acts as a customer
and an operational
laboratory for the validation
of technologies developed
internally. As of May 2026,
VinBus operates around
600 VinFast electric buses
(out of roughly 2,000 deployed
in the country).
INSIDE VINFAST EUROPEAN E-BUS AMBITIONS
ON A FAST TRACK
During a media trip to Vietnam, we explored the company’s
factories, bus operations and European strategy focused on
vertical integration, competitive pricing and quick deliveries.
8 and 12-meter models are the first products on offering
VinGroup has $12.7 billion
in consolidated revenues
and more than 104,000 employees.
It plays a central
role in Vietnam’s urban and
industrial development,
operating also hospitals,
schools and universities.
The soaring residential towers
of Hanoi’s Ocean Park district
stretch for hundreds of meters
along the highway leading from
the Vietnamese capital toward the port city
of Hai Phong.
They embody the power projection of Vin-
Group, a conglomerate that has made real
estate its safe haven and automotive its
boldest bet yet, alongside an endless array
of divisions and business interests.
However, calling VinFast merely an automotive
venture may even understate the
scale of its rise: in less than a decade since
its foundation, the company has succeeded
in placing Vietnam on the global automotive
map.
A business that so far has cost a great
deal of money both to the group and to
its founder Pham Nhat Vuong (needless to
say, the richest man in Vietnam), and that
has not yet reached profitability, but meanwhile
produces 300,000 cars per year in a
factory with an impressive level of automation
(we saw it with our own eyes). At
the beginning of May we were in Vietnam
for a media trip organized by VinFast. An
operation with a clear objective: to show
how the project to export e-buses to Europe
(do you remember Busworld 2025?)
does not represent a marginal extension
of the company’s automotive activity, or,
even worse, the temporary momentum
of a weak brand seeking opportunities in
Western markets, but rather one of the elements
of the long-term industrial strategy
of a large, ambitious and layered group.
Housing, education, healthcare...
To understand the meaning of the operation,
however, it is necessary to widen
the perspective and take a few steps back.
VinFast is the automotive arm of Vin-
Group, a Vietnamese private conglomerate
whose origins date back to the first half of
the 1990s and which over the last fifteen
At the beginning of May
we were in Vietnam for a
media trip organized by
VinFast, aimed at gaining
a deeper understanding of
the background, industrial
ecosystem and ambitions
of a group now preparing
to bring its electric buses
to Europe (remember
Busworld Brussels 2025?).
years has built a cross-sector ecosystem
integrating real estate, retail, hospitality,
healthcare, education, technology and
electric mobility.
We are talking about a group with $12.7
billion in consolidated revenues and more
than 104,000 employees, playing a central
role in Vietnam’s urban and industrial development.
Beyond real estate, VinGroup
operates hospitals and clinics, schools and
universities, reflecting an ecosystem that
extends deep into everyday life in Vietnam.
The Ocean Park residential towers
mentioned at the beginning are just one
element of this sprawling conglomerate.
VinFast was founded in 2017 as an automotive
brand and rapidly expanded toward
electric scooters, charging infrastructure
and buses. Within the group, public
transport takes on a role that goes beyond
simple industrial production: VinBus,
the transport company founded in 2019,
effectively acts as a customer and an operational
laboratory for the validation of
technologies developed internally.
As of May 2026, VinBus operates around
600 VinFast electric buses (out of roughly
2,000 in operation around the country) in
five Vietnamese cities, including Hanoi,
Hai Phong and Ho Chi Minh City. The
fleet had accumulated 73 million kilometers
traveled by the end of 2025. We
had the opportunity to visit the Ocean
Park depot in Hanoi, one of the three
in the capital, where VinBus manages a
10,000-square-meter infrastructure capable
of hosting up to one hundred buses simultaneously,
with 40 charging units and
the possibility of supplying power to 80
vehicles at the same time.
It is however Hai Phong, a port city one
and a half hours drive from Hanoi, that
represents the industrial heart of the Vin-
Fast project. Here the company produces
cars with a declared capacity of 300,000
units per year, electric scooters up to one
28
29

OUTLOOKS
SPOTLIGHT ON THE EUROPEAN BUS FAMILY
During our visit to Hanoi, VinFast ese counterpart) LFP batteries
provided details and perspectives
regarding the vehicles ofants:
ten or eight modules, for a
supplied by Gotion, in two varifered
on the European market. maximum of 350 kWh. As far as
Yes, because following the first the motor is concerned, the final
presentation at Busworld 2025 solution is still under study by
in Brussels and the subsequent the group’s engineering department.
It will certainly be a cen-
appearances at mainly German
trade fairs (such as Mobility tral motor.
Move and Bus2Bus 2026), the A different discussion applies to
12-meter EB12 has already been the 12-meter model, which does
offered in tenders in Germany, not have a Vietnamese counterpart
as a starting point. This size
while the EB8 is currently under
development and will be available
in a European version after on the domestic market, where
category is in fact not present
the summer. The latter will be city buses reach up to 10 meters.
Developed specifically for
a deeply revised version of the
eight-meter model currently operating
in Vietnam. It will main-
(already available as a demo unit
the European market, the EB12
tain a low-entry configuration in Europe) will feature the ZF Axbut
will increase in dimensions, Trax 2 electric axle with integrated
wheel motors, whose (highly
moving from 8.6 to 8.9 meters
in length and from 2.40 to 2.47 anticipated!) production start is
meters in width. The internal scheduled for June. Batteries?
step located near the front of the CATL, for a maximum of 422
central door will be removed for kWh. As for the seats, the standard
partner will be Steyr, with
homologation reasons. The vehicle
will accommodate up to 60 Kiel available as an alternative.
passengers, 34 of whom seated, The vehicle will accommodate 90
and will adopt (like its Vietnam-
passengers on board.
million units and buses in a dedicated
50,000-square-meter plant.
3,000 buses per year
Bus production is organized into three
major areas — bodywork, painting and
final assembly — and develops along
four lines dedicated to 6-meter models
(the latest product added to the range),
8, 10 and 12 meters. Next launch? A
twelve-meter coach model for the domestic
market.
The bus plant is located only a few dozen
meters from the automotive factory…
but centuries away, as is normal,
in terms of volumes and, as a logical
consequence, production methodology.
Much of the welding and assembly
activity remains manual. The profiles
forming the side panels and roof structure
are imported from companies in the
East Asian area and bent and welded on
site, while the chassis are assembled
internally starting from imported metal
components.
Production times clearly describe the
plant’s industrial logic: seven days for
structure construction, one day in painting
/ cataphoresis (carried out through
nine immersions in as many pools)
Bus production is organized
into three major areas
— bodywork, painting and
final assembly — and develops
along four lines dedicated
to 6-meter models
(the latest product added
to the range), 8, 10 and 12
meters. The latter is for Europe
only. Next launch? A
twelve-meter coach model
for the domestic market.
and twelve days for final assembly on
a U-shaped production line. The plant
operates on three shifts and employs
around 500 workers specifically dedicated
to bus production.
European team, clear strategy
The declared objective of the group, re-
VinFast assures that it will also participate
in tenders where full service is required
thanks to agreements with local
workshops. Central Europe is moreover
the region where the European team
at VinFast Nederland - led by Patrick
Oosterveld, Director of Sales eBus, and
Alexander Tetarbe, Senior Project Manturning
to Europe, the first export market
for VinFast buses, is to build an initial
presence in Benelux and Germany, markets
where the manufacturer has already
participated in some tenders.
The focus is on operators already
equipped with their own facilities and
internal maintenance competences, but
Central Europe is the
region where the European
team (see picture here on
the left) has the strongest
industry experience. It's
led by Patrick Oosterveld,
Director of Sales eBus, and
Alexander Tetarbe, Senior
Project Manager: the first
worked at VDL, BYD (eight
years, including five as
Deputy Sales Director for
Europe) and Ebusco, while
Tetarbe also brings experience
from BYD.
ager - has the strongest industry experience.
Oosterveld previously worked at
VDL, BYD (where he spent eight years,
including five as Deputy Sales Director
for Europe) and Ebusco, while Tetarbe
also brings extensive experience from
BYD. A compact team with strong technical
expertise whose mission is to de-
30
31

OUTLOOKS
KEYWORD: VERTICAL INTEGRATION
Diego Ghirardi is Head of Commercial
Vehicles at VinFast since March
2026. He has previously held senior
engineering and program leadership
roles at Rivian, Ford Motor Company,
Bosch and MEVCO across Europe,
Australia, the United States and Asia.
What experience are you bringing
to VinFast, and what did you find at
VinFast that somehow complements
everything you had done before?
I definitely already had experience in
vehicle development, pickup trucks,
commercial vehicles, both in the combustion
engine field and in electric
vehicles. So I brought that experience
with me when I arrived here at Vin-
Fast. What I learned, above all, is that
in the Western world we are always
forced to make a trade-off between
quality, cost and time. Here you must
have all three at the same time: you
must aim to get to market quickly,
bring the highest quality, and keep
costs low.
How VinFast positions itself on the
topic of vertical integration?
Vertical integration is VinFast’s winning
card, because, besides batteries
— therefore both our own cells and
battery assembly — we also make our
electronic components ourselves. We
take the motherboards and we have
our own assembly factory where we
assemble all the various
electronic components.
What about software?
We have complete
ownership of the software
stack, so we design our hardware
components, manufacture
them ourselves and run our own
software on top of them. This gives
us the ability to optimise the system
continuously and introduce changes
almost instantly. As a result, we can
react much faster to market feedback,
implement improvements more
quickly, add new functionalities and
address areas where customers may
not yet be fully satisfied. Because the
entire chain is managed internally, we
do not need to coordinate separately
with one supplier for hardware, another
for software, and then handle
integration, testing and validation
afterwards. We can do everything directly
in-house.
How does export fit into your strategy?
We have plans to approach India, because
we are having enormous success
with our passenger cars, so we
are building a name for ourselves in
India and we want to use this image
also to export buses. And obviously
the countries closest to us — Indonesia,
the Philippines, Cambodia and
Laos — are our main
markets when we start
looking abroad. As for
Europe, we plan to
provide a new and improved
12m model and
we are also developing an 8m model..
What do you mean by “new and improved”?
We are introducing changes inside
the bus structure compared to the
vehicles presented at Busworld 2025.
And we aim to introduce our new
electrical architecture, that gives us
the possibility to reduce the number
of components, reduce assembly, and
therefore save on costs and weight. It
also makes the vehicle easier to repair.
A quick comment on competition.
The European market is very crowded.
Who are your competitors —
more the Chinese brands or the local
ones?
We know perfectly well that we will be
compared with Chinese competitors.
However, we want to produce buses
with a quality comparable to European
standards. Therefore we want to
be seen as a manufacturer of buses
and commercial vehicles that offers
guarantees of durability, guarantees
of quality, and above all offers a product
that has nothing to envy from the
rest of the products on the market.
The 12-meter EB12 has
already been offered in
tenders in Germany, while
the EB8 is currently under
development and will be
available in a European
version after the summer.
The latter will be a deeply
revised version of the
eight-meter model currently
operating in Vietnam. It will
maintain a low-entry configuration
but will increase in
dimensions, moving from
8.6 to 8.9 meters in length.
velop products compliant with European
standards as well as to test the waters of
the market and secure its first orders. The
strategy rests on three pillars with clear
market appeal: vertical integration and
software capabilities (see the interview
with Head of Commercial Vehicles Diego
Ghirardi), highly competitive pricing
(“below €400,000 for the 12-meter city
bus”) and exceptionally fast deliveries,
within 10 months from the order, a timeframe
that represents a mirage for most
of manufacturers in Europe, including
Chinese ones.
Riccardo Schiavo
32

COMPARISON
12-METRE FUEL CELL BUSES
STRING QUINTET
This year, for the first time, the Ebus Test by Omnibusspiegel,
held in Bonn, focused on fuel cell buses. And although the
cost of producing H2 is still too high today for it to be truly
competitive, hydrogen is considered an excellent energy
carrier, expected to play an important role in the market
Let’s make this clear right away:
for this type of vehicle, the most
significant differences between
one model and another lie in the
fuel cell and traction battery pairing. This
is because there are different schools of
thought regarding the balance between the
energy produced by the fuel cell system
and the energy that can be stored onboard
in the batteries, and no single approach is
necessarily better than another. A fuel cell,
in fact, delivers a nearly constant amount
of power — insufficient for the initial torque
and acceleration demands of an electric
motor, yet excessive during deceleration
phases, when the vehicle is recovering
energy. As a result, a fuel cell bus requires
one or more batteries (effectively traction
batteries) capable of handling the continuous
charge and discharge cycles generated
during vehicle operation, while the fuel
cell keeps producing energy at a constant
rate. Consequently, fuel cells and batteries
must be correctly sized to keep the system
in balance, avoiding situations where the
traction system is overloaded, energy is
wasted, or unnecessary weight is carried
around.
One technology, many approaches
It is precisely this ‘balance’ that explains
the different interpretations adopted by
manufacturers, resulting in buses that are
more or less suited to the various types of
service they are expected to perform.
Among the five 12-meter buses compared,
fuel cell outputs range from a minimum of
60 to a maximum of 110 kW, while battery
capacities vary from as little as 30 kWh
up to 294. Very different approaches for
applications that, at least on paper, are not
always that different.
As for consumption figures, the declared
values are fairly heterogeneous and, in
some cases, not entirely credible. But this
is something we have already become accustomed
to with battery-electric buses. In
any case, it is interesting to see how this
technology is attracting increasing attention
from manufacturers, because a market
full of innovation and competition can
only bring benefits, both technological and
economic. Hydrogen is certainly not the
only solution for achieving fully sustainable
mobility, but it represents an indispensable
part of the path forward. And that is
beyond dispute.
ID CARDS
MCV C127 FC LE Mercedes eCitaro Fuel Cell Solaris Urbino 12 Hydrogen Wisdom HY-X Wrightbus Kite Hydroliner
Length mm 12,075 12,135 12,000 12,115 12,165
Width mm 2,550 2,550 2,550 2,500 2,520
Height mm 3,450 3,450 3,300 / 3,480 3,380 3,380
Wheelbase mm 5,900 5,900 5,900 / 5,835
Turning circle mm 21,126 21,214 21,000 21,000 /
Front overhang mm 2,735 2,805 2,700 / 2,850
Rear overhang mm 3,420 3,430 3,400 / 3,480
Kerb weight kg 14,250 13,720 13,420 12,850 /
Gross vehicle weight kg 19,500 19,000 20,000 18,600 19,500
Passenger capacity n, 71 78 82 / 79
Doors n. / / 1,350 / /
Door width mm 800 - 1,200 1,380 / / /
Floor height mm 340 370 320 / /
Motor supplier Driventic ZF Axtrax 2 LF TSA Cummins (Siemens) Driventic
Motor layout Central In-wheel Central Central Central
Continuous power kW 310 260 160 330 250
Maximum power kW 410 360 / 450 /
Continuous torque Nm 1,917 2 x 525 / / /
Maximum torque Nm 3,100 2 x 11,896 / / 2,850
Fuel cell module Ballard Toyota Ballard Ballard Ballard
Fuel cell module power kW 100 60 70 110 70
Battery supplier CATL / Impact CATL Forsee Power
Battery chemistry LFP NMC3 / / LTO
Battery packs n. 4 5 / / /
Total battery capacity kWh 117 294 174 105 30 (2x15)
Usable battery capacity kWh 109 / / / /
Maximum charging power kW 150 / / / /
Front axle ZF RL 82 ZF RL 82 EC ZF RL 82 EC ZF RL 82 EC ZF RL 82 EC
Rear axle ZF AV 133 ZF Axtrax 2 LF ZF AV 133 ZF AV 133 ZF AV 133
Hydrogen tank capacity kg 40 25 37.5 / 40
Estimated range km / / 550 600
Tyres 295/80 R22.5 275/70 R22.5 275/70 R22.5 / 275/70 R22.5
34
35

COMPARISON
The 12-metre
H2-powered
MCV bus is the
only LE model
among the buses
tested, featuring
a configuration
designed for
suburban
and intercity
operations. For
this reason MCV
has opted for
one of the most
powerful fuel
cells currently
available on the
market, paired
with a substantial
battery capacity:
four roof-mounted
CATL LFP battery
modules.
MCV C127 FC LE
EGYPT’S CHALLENGER
The Egyptian manufacturer, a leader in the Middle
Eastern and African markets, is rapidly establishing
itself in several European countries as well – not only
because of its partnership with Volvo, which has
entrusted it with rounding out its product lineup, but
also thanks to specific models designed for Europe
The Cairo-built fuel cell bus is the
only low-entry model among the
five buses tested, featuring a configuration
clearly designed for suburban
and extra-urban use, with a total of
44 seats – all of which are two-seater, padded
seats with high headrests integrated into
the seatback. Perhaps, it is precisely because
of this vehicle’s intended use that MCV
has chosen one of the most powerful fuel
cells on the market, paired with a substantial
battery capacity.
Based on this, four LFP battery modules
From roof to interior
The fact that all the powertrain components
are located entirely on the roof refrom
the Chinese company CATL have
been installed, all on the roof, with a total
capacity of 117 kWh and over 90 percent
of that capacity available for use. Paired
with this is a 100 kW Ballard fuel cell,
also located on the roof, ‘fed’ by four Hexagon
Type 4 cylinders with a total capacity
of 1,660 liters, capable of carrying
approximately 40 kg of hydrogen. Gas
refueling is done via a filler neck located
above the right front wheel, while battery
charging is done via a CCS2 socket loca-
ted at the rear of the vehicle.
But its heart is German
The motor is Driventic’s (formerly Voith)
VEDS, here in its most powerful HD version,
with a maximum continuous output
of 310 kW and a peak output of 410 kW,
as well as 3,100 Nm of torque (which,
thanks to a final drive ratio of 6.19, translates
to over 19,000 Nm at the wheels).
The VEDS consists of a central motor kit
+ inverter, plus control units and auxiliary
inverters, which allow the manufacturer
to focus solely on the batteries (and in
this case, the fuel cell as well), knowing
that for everything else, they have a system
that is already fully functional and
perfectly integrated with the vehicle and
its diagnostics.
The powertrain is rounded out by the traditional
ZF AV 133 inverted portal rear
axle, while the front axle is, once again,
the ZF RL 82 EC with independent suspensions;
both are fitted with oversized
295/80 R22.5 tires.
tilevered configuration, thus facilitating
floor cleaning. The partition walls are also
attractive, featuring a clever foldable side
guard at the wheelchair space.
Good space management
The driver’s compartment features
a well-designed layout,
achieved through the extensive
use of thermoformed plastic on
the side panels, which incorporate
compartments and housings
for controls and additional instrumentation.
The central dashboard
is decidedly appealing,
featuring adjustment linked to
the steering wheel, with all instrumentation
displayed on the
large color screen, where both
the battery charge status and
the hydrogen level (and corresponding
estimated range) are
clearly visible. All the controls,
which consist of square illuminated
buttons, are elegantly arranged
on the two side panels:
they are quite practical but leave little
room for any additions. There is no space
for CCTV monitors, which must therefore
be installed on additional brackets.
Air conditioning is provided by a Konvekta
UL500EM CO2 system, with 25
kW of cooling capacity and 21 kW of heating
capacity, the latter supplemented by
two Valeo heaters rated at 12 kW each.
Perhaps due to its intercity configuration,
the MCV turned out to be the bus with
the highest unladen weight, reaching the
maximum gross weight of 19.5 tons with
‘only’ 71 total passengers: the lowest fi-
quired a decidedly imposing bodywork
that weighs down the lines a bit; otherwise,
the design is modern and appealing.
The front end is well-proportioned,
featuring a large, opening central grille
surrounded by two black-colored sections
that house the lenticular headlights and
Hella’s new small modular position lights
(with turn signals).
The sides are also quite sleek, constructed
with modular panels that can be disassembled
for easy repair or replacement. Back
to the interior, the overall build quality
is high, with a well-chosen combination
of large, smooth panels and contoured
handrails that contribute to the vehicle’s
clean design. The seats are available in
Vogel, Kiel, or Ster models (the vehicle
tested was equipped with Kiel Ligero seats).
They are primarily mounted in a cangure
among the vehicles tested.
However, considering that it is a lowentry
bus designed for intercity services,
passenger capacity is likely not such a
critical factor.
The C127 FC is currently available only
in this version and configuration, while
the battery-powered model also includes
a shorter 10-meter variant.
36
37

COMPARISON
With a total
battery capacity
of no less than
294 kWh, the
eCitaro Fuel
Cell is capable
of covering a
large part of its
service using
energy from the
batteries alone,
while the 60 kW
Toyota fuel cell
steps in only
when necessary,
making mid-day
depot charging
unnecessary.
However, this
setup does
require overnight
electric charging
at the depot.
MERCEDES ECITARO FUEL CELL
THE NORTH STAR
Daimler Buses itself considers this model
more of an electric bus with a hydrogen
range extender than a pure fuel cell vehicle.
And indeed, with a total of 294 kWh of
NMC battery capacity, it can operate almost
entirely by ‘plugging in at the socket’
T
he eCitaro Fuel Cell is the bus that
has pushed battery capacity to the
absolute limit, so much so that
Daimler itself has described it as
a battery-electric bus with a hydrogen range
extender. With a total capacity of 294
kWh, the eCitaro is capable of handling a
significant portion of its route using battery
power alone, with a 60 kW Toyota fuel cell
stepping in only when necessary, thereby
eliminating the need for midday recharging
at the depot. However, this setup does
require overnight electric charging at the
A deep dive into the technology
But let’s move on to the technical and design
details: the eCitaro FC is equipped
with three NMC3 battery packs, each
with a capacity of 98.3 kWh, located in
the rear and on the roof (the NMC4 batteries,
featuring further-improved energy
density and a guaranteed lifespan of
up to 10 years, are set to be released).
Charging, which should preferably occur
using the slow charging method (LPC)
but is also possible via HPC, is carried
out via a standard CCS2 port located
above the right front wheel, as on the
BEV. During this phase, the cabin can
be pre-conditioned to optimize energy
consumption during operation. Thermal
comfort is also provided by a system
that utilizes the residual heat from the
fuel cells to regulate the passenger compartment
temperature, thereby saving
energy for the climate control system,
which is still capable of delivering, in
the Eco Basic version, 24 kW of cooling
and up to 60 kW of heating, thanks to a
heat pump system combined with electric
heaters. The driver’s seat features a
separate front box with cooling and hedepot,
in addition to hydrogen refueling, if
used during the day. This extra step is an
acceptable trade-off for a bus with a very
long range that is suitable for all types of
service. However, the large battery capacity
affects, at least in part, the curb weight,
which is the second highest among the
vehicles tested, resulting in a lower passenger
capacity compared to other competitors,
as well as being very similar to that
of the eCitaro in BEV version. Indeed, the
bus tested could carry 78 passengers, 31 of
whom were seated.
ating capacities of 8 and 22 kW, respectively.
The fuel cell is Toyota’s second-generation
60-kW unit, which typically operates
at a reduced output of 20 kW in order
to make the most of the battery power
and minimize hydrogen consumption.
Refueling is done through a flap located
above the right rear wheel, while hydrogen
is stored in five Type 4 tanks that can
hold approximately 25 kg of hydrogen.
The entire chassis, as well as nearly all
body parts, are shared with the electric
Citaro, featuring the ZF AxTrax 2 motorized
axle for propulsion and the RL
82 EC independent-wheel front axle,
also from ZF. Performance figures are as
previously reported: a maximum continuous
power output of 260 kW, a peak
power of 360 kW, and a torque of 525
Nm per motor, which, thanks to the integrated
reduction gear with a ratio of
22.66, can exceed a total of 23,000 Nm.
Safety behind the wheel
Behind the wheel, the driver immediately
recognizes the Citaro’s classic layout,
which is highly regarded. It features
a fairly traditional VDV dashboard, with
predominantly analog gauges and a small
digital color screen in the center, providing
the driver with a comprehensive set
of necessary information. Through this
display, for example, the fuel cell’s operational
status can be monitored, along
with all other information relevant to the
service and any malfunctions, which can
be viewed across multiple pages using
the convenient controls on the steering
wheel. On the sides, located below the
speedometer and below the electric consumption/regeneration
indicator, respectively,
are the two gauges showing the
hydrogen level and the battery charge
status.
The Eco Driver Feedback driver assistance
system evaluates the driver’s personal
driving style based on a number of
parameters and provides the driver with
personalized feedback and suggestions:
it acts as a sort of virtual passenger, helping
the driver achieve a smooth and
fuel-efficient driving style.
The standard seat is the Grammer MSG
90.6, but the ISRI 6860 – which is likely
better known in our part of the world
– is always available as an alternative.
For passengers, on the other hand,
the City Star Eco is typically provided,
with or without upholstery; however,
for different applications and to enhance
comfort, the City Star Function or the Inter
Star Eco can be installed, all of which
are strictly designed and manufactured
in-house.
The eCitaro Fuel Cell is available in 2-
or 3-door configurations, as well as in an
18-meter articulated version, which can
accommodate up to four batteries and seven
hydrogen tanks; the engine and fuel
cell remain unchanged.
38
39

COMPARISON
Overall, this is a
vehicle designed
primarily for
high-capacity
urban service.
Thanks to its
relatively low
kerb weight, it
achieves one
of the highest
passenger
capacities in
its class: 82
passengers
in the
configuration
tested, and
more than 90 in
other variants
— figures
comparable to
those of a
CNG bus.
SOLARIS URBINO 12 HYDROGEN
TOP OF THE CLASS
The 12-metre Urbino is the best-seller in the
category. As one of the first manufacturers
to develop mass-produced hydrogen-powered
buses, Solaris offers a tried-and-tested
model, which has been updated in line with
the latest design trends
T
he Urbino 12 Hydrogen features a
battery with the lowest capacity of
all fuel cell buses taking part to the
Ebus Test (on par with the subsequent
Wrightbus), offering just over 30 kWh
of nominal capacity, with a depth of discharge
of 40 percent. The chosen LTO chemistry,
however, is still the one best able to handle
the stress resulting from continuous charging
provided by the cell, combined with energy
generation during braking, along with energy
delivery peaks during acceleration from
also chose Ballard, specifically its 70 kW
FC-move HD, which ranks among the
most efficient on the market. The gas is
stored in five Hexagon Type 4 cylinders,
each with a capacity of 312 liters, for a total
of 1,560 liters, equivalent to approximately
37.5 kg of hydrogen at a nominal
pressure of 350 bar.
After years of favoring the ZF AVE 130
motorized axle (which remains on the
model lineup as an alternative), the Urbino
now offers the TSA TMF 35-28-4 aircooled
asynchronous central motor, with
160 kW of continuous power and 1,341
Nm of torque.
The motor is positioned in front of the
axle, on the left side, thus requiring a platform
extended forward to accommodate
an additional pair of facing double seats.
Consequently, the center door is also shifted
slightly closer to the front, so that the
wheelchair platform remains more or less
directly in front of it. Another difference
from the new Urbino Electric is the presence
of a compartment in the rear left
section of the vehicle, where the traction
battery, inverter, and cooling system
are housed.
Underneath the floor, the Solaris also fea
standstill. Another way of saying that the
system’s efficiency is better. One drawback
of the LTO battery is not only its limited
usable charge range but also its low energy
density: for this very reason, the system must
be carefully designed, because doubling the
battery capacity would significantly increase
the vehicle’s curb weight, thereby reducing
the number of passengers it can carry.
Right to the core
Turning to the hydrogen fuel cell, Solaris
dels to choose from, and in this case,
the system is by Konvekta, specifically
the UL500HP CO2 model. The cooling
capacity is 25 kW, while the heating
capacity (heat pump at 0°C) is 21
kW, supplemented by a 25 kW ‘boiler’,
which uses electric heating elements to
heat the fluid circulating in the system.
The driver also has access to a separate
Pedro Sanz frontbox with 7.1 kW and
24.4 kW for cooling and heating, respectively.
From the driver’s seat, the classic VDO
Plus dashboard remains highly practical,
even though it was launched several
years ago and doesn’t allow for many
upgrades; at its center, however, is a
large digital color screen (MultiView
Professional 12 system) that displays all
the ‘analog’ gauges and driving information,
as well as any operational malatures
ZF axles, with the RL 82 EC independent-wheel
front axle (the RL 82 A
rigid axle is also available as an option)
equipped with a stabilizer bar, and the AV
133 rear axle, which has a 9.81 final drive
ratio. The shock absorbers are Sachs PCV
self-adjusting units, but ESAC electronically
adjustable ones are available as an
option.
functions, along with their descriptions.
Top capacity
This vehicle is designed primarily for
high-capacity urban service; indeed,
thanks to its low curb weight, it offers
Carefully finished
Solaris has accustomed us to a well-finished
interior, with elegant aluminum
trim around the windows and large light
gray panels that contribute to the interior’s
brightness. The ceiling lighting,
consisting of two continuous rows of
LED lights protected by clear glossy
plastic screens, allows for infinite levels
of brightness adjustment.
There are several air conditioning moone
of the highest passenger capacities
in its class: 82 in the tested configuration,
but over 90 in other variants – roughly
equivalent to a CNG bus.
The Urbino Hydrogen, in addition to
the articulated version mentioned at the
beginning, will soon be joined by its
‘cousins’, the LE and NF models of the
new intercity platform, available in three
lengths: 10.8, 12, and 13 meters, all
with two axles. But we’ll have to wait
a few more months before we can talk
about them.
40
41

COMPARISON
The HY-X 12
Hydrogen was
jointly developed
with the Chinese
company
Wisdom, which
is responsible
for the vehicle’s
entire production
based on a
project shared
with German
engineers. It
aims to stand
out through
maximum
operational
versatility.
The concept
combines both a
large battery and
a powerful fuel
cell system.
WISDOM HY-X 12 HYDROGEN
MELTING POT
HY-X (High Voltage Competence Center GmbH)
is a young German company specializing in the
sale of battery-electric and hydrogen-powered
commercial vehicles. Its partnership with the Chinese
manufacturer Wisdom has resulted in a vehicle
offering a driving range comparable to that of a diesel
ers. The vehicle is designed to stand out
through its high level of operational versatility.
The concept combines both a large battery
capacity and a powerful fuel cell system
in order to achieve service ranges
comparable to those of a conventional
diesel vehicle.
Starting with the bodywork, the bus features
a relatively lightweight structure
made entirely of stainless steel, with
composite exterior panels. As a result,
HY-X was founded through
the collaboration between
entrepreneurs and university
institutes, drawing on international
technological expertise to develop
projects focused exclusively on zeroemission
buses and trucks.
In this case, the Hy-X 12 Hydrogen was
jointly developed with the Chinese company
Wisdom, which is responsible for
the vehicle’s entire production based on
a project shared with German enginekerb
weight remains below 13 tonnes,
while gross vehicle weight stays under 19
tonnes even at full load, all while maintaining
an average passenger capacity for
the segment.
Moving on to the powertrain, the vehicle
is equipped with a 110 kW Ballard HD
fuel cell — the same model already used
by Solaris, though only on its articulated
buses.
Consequently, in order to manage the higher
onboard energy production, a substantial
battery pack is required, leading
to the adoption of a 105.3 kWh LFP battery
system supplied by the Chinese company
CATL.
Hydrogen architecture
Hydrogen, on the other hand, is stored on
board the bus in eight Iljin cylinders with
a capacity of 199 liters each, allowing for
the storage of approximately 39 kg of gas
at the (standard) nominal pressure of 350
bar. In this configuration, the stated fuel
consumption is between 5 and 6 kg per
100 km, resulting in a range of over 550
km. Therefore, under normal operating
conditions, depot charging is not required,
although this is still possible using a
standard CCS2 socket located at the rear
of the vehicle. A dedicated hydrogen refueling
port is located on the rear right
side of the vehicle.
Component by component
The drivetrain is powered by the Accelera
system (formerly Siemens), consisting
of a liquid-cooled NextGen 1CS2022 series
motor (with a maximum continuous
power output of 330 kW and a peak power
of 450 kW) and a dual Elfa3 inverter.
The system offers high efficiency and has
already been adopted by several electric
bus manufacturers. Both axles are from
ZF, with the traditional AV 133 at the rear
and the RL 82 EC at the front, the latter
featuring independent front suspension.
The rest of the vehicle’s systems are shared
with other European vehicles, ranging
from the Wabco EBS3 braking system to
the Bosch power steering, from the Valeo
climate control system to the Multiplex
Actia electrical system.
The bus with a spoiler
Although the exterior lines are not particularly
innovative and resemble those
of some original Wisdom models, they
are clean and balanced, and the modular
paneling on the sides – accented by the
slightly protruding wheel arches – contributes
to the vehicle’s overall appeal.
The rear end design is unique, featuring
a spoiler-like element that incorporates
the taillights and turn signals, as well as
the backup camera. The interior, on the
other hand, features a very classic cabin
layout, with vertical handrails that curve
only at the very end toward the roof,
connecting to the large, smooth overhead
compartments that house most of the
electrical system’s control units and ensure
the distribution of conditioned air.
Even the windows, which feature an
attractive black trim on the outside that
extends toward the roof, result in a lower
interior height compared to other models,
creating an overall neat but certainly not
modern look. The passenger seats, here
in a curious configuration with twin seats
on the left side and larger ones across the
entire right side, feature a rather intrusive
floor mounting: a recessed base, if not
a cantilever solution, would look much
better. The driver’s seat appears well-organized,
with a nice central dashboard on
which all the main controls and driving
indicators are distributed, with enough
space to integrate the CCTV monitor on
the left. Some controls are mounted on
a side panel below the driver’s window,
which looks very basic but is in fact practical
and fit for purpose.
The HY-X buses are available in battery-powered
or fuel-cell versions, in two
lengths: 12 and 18 meters. As a provider
of both services and technology, HY-X
also offers full-service packages.
42
43

COMPARISON
The bus features
two batteries
and, according
to the official
documentation,
these should
be Microvast
MV-C units with
a combined
capacity of 54
kWh. On the
vehicle tested,
however, two
15 kWh Forsee
Power batteries
were declared
instead. In any
case, the selected
technology is
LTO, with the
battery packs
mounted at the
front section of
the roof.
WRIGHTBUS KITE HYDROLINER
TECHNOLOGY-DRIVEN
Derived from the double-decker Streetdeck, the
Kite Hydroliner is currently available in three
lengths, from 11 to 12.5 metres. But there is
more to come: an 18-metre articulated version
is expected in 2027, confirming the growing
focus on the Central European market
F
ollowing the success of the Streetdeck
(an electric and fuel cellpowered
double-decker bus) in
the domestic market, the Kite was
developed as part of the Northern Irish manufacturer’s
strategy to introduce zero emission
vehicles into lighter and suburban services,
as well as to expand into the UK market.
The British origins of the project are evident
in its exterior lines, which differ significantly
from those of continental models and are
not exactly streamlined; most notably, the
imposing front fairing integrates the route
indicator compartment, beneath which the
windshield wipers are housed, causing them
to descend from above as they operate. But
beyond the vehicle’s somewhat austere appearance,
the Kite Hydroliner conceals highly
respectable technology, so much so that
over 130 are already in circulation in Germany
alone.
Ballard fuel cell, Microvast batteries
Let’s start with the frame and bodywork,
which are made almost entirely of aluminum
(except for the plastic end caps) using special
profiles bolted together and panels that
are either glued or screwed in place. Next,
the power generation system: the fuel cell is
a 70 kW Ballard FC-Move, as on the Solaris
Urbino, located at the rear of the roof (alternatively,
a 100 kW fuel cell, also from Ballard).
There are two batteries, and according
to official documentation, they should be
Microvast MV-C units with a total capacity
of 54 kWh; on the vehicle tested, however,
two Forsee Power batteries were reported,
each with a capacity of 15 kWh. In any case,
the chosen technology is LTO-type, and
the batteries are located at the front of the
roof. Hydrogen storage offers a wide range
of options at the customer’s discretion, with
variable numbers of type 4 cylinder packs –
ranging from a minimum of four, providing
32 kg of gas, up to seven, providing 50 kg of
hydrogen on board – calculated at a nominal
pressure of 350 bar.
Beneath the bodywork
The test vehicle was equipped with five
cylinders for 40 kg of hydrogen storage,
with a stated range of 600 km.
H2 refueling is done through a flap above
the right front wheel, as is the case with
most buses using this technology, while
battery charging – which is necessary for
short trips even without activating the fuel
cell – is located at the bottom of the opposite
side panel.
As with the MCV bus, propulsion is provided
by Driventic’s (formerly Voith) VEDS
system, here in the less ‘high-performance’
version, namely the MD, where continuous
power is 230 kW, peak power is 250 kW,
and maximum torque is 2,850 Nm. These
figures are more than enough for a route
bus of this size.
Coming soon to the entire Wrightbus range
is the VEDS 1.5, whose Md variant is capable
of delivering 240 kW of continuous
power and 255 kW of peak power, while
maintaining its already generous torque of
2,850 Nm. As is well known, the VEDS is
a liquid-cooled permanent-magnet motor.
It is positioned behind the ZF AV 133 axle
on the left side, connected via a traditional
cardan shaft, and is easily accessible
through a large door hinged at the top. The
front axle, also for the Kite, is ZF’s RL 82
EC with independent wheels: no surprises
here either.
Step onboard
Moving inside, we first notice the unique,
sinuous shape of the cabin, with the doors
covering the technical compartments above
the windows – which run almost horizontally
– and connected to the two rows of
LED lights. All the handrails are mounted
inside these compartments, which, as a result,
appear almost straight and somewhat
too prominent, partially obstructing the
light from the ceiling lights. Further down,
the passenger compartment is clean and
well-organized, as well as completely free
of interior clutter, with the double seats
extending all the way to the rear on both
sides. To reach the seats located from the
rear axle back, there is a convenient step
with a height accessible to everyone.
As for the interior, the upholstery chosen
for the vehicle we tested did not stand out
in terms of either aesthetics or colors, but
‘de gustibus non est disputandum…’.
The Wright also features the traditional
VDO dashboard, enhanced by a large central
screen with attractive, modern, and
intuitive graphics, allowing for constant
monitoring of all the vehicle’s functions;
in this case, however, the left side of the
dashboard has been left almost completely
empty, with all controls relocated to the
large panel on the left, below the window.
Derived from the Streetdeck double-decker,
the Kite Hydroliner is currently available
in three lengths, ranging from approximately
11 to 12.5 meters, with either
one or two doors: with the exception of the
mid-size model tested here, the dimensions
are distinctly British.
In 2027, however, an 18-meter articulated
variant is expected, confirming the
growing interest in the Central European
market.
44
45

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
ALFABUS EUROPE
Ecity L06, L12
Length mm 6,445 / 12,200
Passenger capacity n. 37 / 85
Motor - kW TZ200XS-EC3CA - 220 / Ecar - 210
Battery type
CATL / LFP
Battery capacity 176 / 422
Charging technology
plug-in
Ecity L13 (intercity)
Length mm 13,200
Passenger capacity n. -
Motor / kW - / 450
Battery type
CATL / LFP
Battery capacity 176
Charging technology
plug-in
ALTAS
Novus City V7
Length mm 7,490 / 7,510
Passenger capacity n. 35
Motor / kW Dana TM4 / 200
Battery type
CATL / LFP
Battery capacity 140
Charging technology
plug-in
ALEXANDER DENNIS
Enviro 100EV
Length mm 8,500
Passenger capacity n. 45
Motor / kW Driventic / 25
Battery type
NMC
Battery capacity max kWh 354
Charging technology plug-in/pant.
Enviro 200EV
Length mm 9,900 / 10,900 / 11,700
Passenger capacity n. 74 / 82 / 92
Motor / kW Driventic / 25
Battery type
NMC
Battery capacity max kWh 400
Charging technology plug-in/pant.
Enviro 400EV
Length mm 11,100
Passenger capacity n. 96
Motor type / output kW Driventic / 410
Battery type
NMC
Battery capacity max kWh 472
Charging technology
plug-in/pant.
ANKAI
Urbaneo City06
Length mm 5,990
Passenger capacity n. 22
Motor / kW - / 100
Battery
CATL - LFP
Battery capacity max kWh 127Charging
technology
plug-in
BLUEBUS
Bluebus 6
Length mm 5,940
Passenger capacity n. 35
Motor type / kW Central / 140
Battery
Blue Solutions / LMP
Battery capacity max kWh 126
Charging technology
plug-in
Bluebus 12
Length mm 12,068
Passenger capacity n. 109
Motor type / kW Central / 160
Battery type
Blue Solutions / LMP
Battery capacity max kWh 441
Charging technology
plug-in
BMC
Procity +12 M, +18 M Electric
Length mm 12,090 / 18,100
Passenger capacity n. 91 / -
Motor - kW VEM - 180 / VEM - 250
Battery type
NMC
Battery capacity kWh 434 / 466 / 704
Charging technology
plug-in/pant.
Neocity + 8.5 M Electric
Length mm 8,500
Passenger capacity n. 72
Motor / kW TM4 Sumo / 235
Battery type
BorgWarner / NMC
Battery capacity kWh 198 / 263
Charging technology
plug-in
BYD
eBus B11, B12.b, B13, B15, B18.b, B19
Length mm 10,816 / 13,275 /
14,775 / 18,150 / 18,750
Passenger capacity n. 105 / 70 / 105 / 146 / 140
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh 348 / 500 /
422 / 563 / 746 / 563
Charging technology
plug-in/pant.
B12.b HF
Length mm -
Passenger capacity n. 57
Motor / output kW BYD / -
Battery type
BYD / LFP
Battery capacity max kWh 311 / 429 / 495
Charging technology
plug-in
BYD - Castrosua B12 Nelec
Length mm 12,200
Passenger seats n. 92
Motor / output kW BYD / 300
Battery type
BYD / LFP
Battery capacity max kWh 422
Charging technology
plug-in/pant.
BD11, DD13
Length mm 10,900 / 13,700
Passenger capacity n. 90 / 77
Motor / kW BYD / 300
Battery type
LFP
Battery capacity kWh 532 / 484
Charging technology
plug-in/pant.
CAETANOBUS
e.City Gold 8,5, 10, 12, 18
Length mm 8,600 / 10,740 / 11,995 / 18,750
Passenger capacity n. 60 / 64 / 87 / 12
Motor / kW - / Cummins / - / 200 / 180 / 375
Battery type
LFP
Battery capacity kWh 282 / 420 / 621
Charging technology
plug-in/pant.
H2.City Gold 10, 12, 18
Length mm 10,740 / 11,995 / 18,665
Passenger capacity n. 60 / 87 / 130
Motor - kW Cummins - 180 / 375
Battery type
LFP
Battery capacity kWh 44 / 80 / 176
Fuel cell system
Toyota
EBUSCO
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
GOLDEN DRAGON
GC 15
Length mm 15,000
Passenger capacity n. -
Motor / kW - / 600
Battery type
CATL - LFP
Battery capacity kWh 704
Charging technology
plug-in
Pivot e12, e15
Length mm 12,000/ 15,000
Passenger capacity n. 79 / -
Motor / kW - / 258
Battery type
CATL - LFP
Battery capacity kWh 345
Charging technology
plug-in
HESS
lighTram 10/12/18/19/25 DC
Length mm 10,700/ 12,00 / 18,000 /
18,700 / 24,750
Passenger capacity n. 58 /103 / 134 /
136 / 224
Motor / kW - / 150
Battery type -
Battery capacity kWh 510 / 610 / 710 /
820 /
Charging technology
plug-in/pant.
IKARUS
80E, 120E, 180 E
Length mm 8,545 / 12,191 / 18,750
Passenger capacity n. 60 / 85 / 126
Motor/kW - / 200 / 240 / 375
Battery
LFP
Batt. capacity max kWh 282 / 422 / 563 / 640
Charging technology
plug-in/pant.
IRIZAR E-MOBILITY
ie bus
Length mm 110,620 / 12,160 / 18,1950
Passenger capacity n. 76 / 95 / 155
Motor / output kW Irizar / 235
Battery type
Lithium-ion
Battery capacity max kWh 525
Charging technology
plug-in/pant.
ie tram
Length mm 12,165 / 18,730
Passenger capacity n. 99 / 155
Motor / kW Irizar / 190-235
Battery type
Lithium-ion
Battery capacity max kWh 350/525
Charging technology
plug-in/pant.
i3 LE
Length mm 12,750 / 14,900
Passenger capacity n. -
Motor / kW Irizar / 325
Battery type
Lithium-ion
Battery capacity kWh 525
Charging technology
plug-in/pant.
i3 NF
Length mm 12,200 / 14,990
Passenger capacity n. -
Motor / kW Irizar / 325
Battery type
Lithium-ion
Battery capacity kWh 528 / 716
Charging technology
plug-in/pant.
ISUZU
Citivolt 12
Length mm 12,030
Passenger capacity n. 100
Motor / kW ZF Ave 130/ 250
Battery type
NMC
Battery capacity kWh 247 / 330 / 412 / 495
Charging technology
plug-in
Novociti Volt
Length mm 7,957
Passenger capacity n. 46 / 52
Motor / kW TM4 Sumo MD / 270
Battery type
LFP
Battery capacity kWh 211 / 268
Charging technology
plug-in
Novo Volt
Length mm 7,332
Passenger capacity n. 29
Motor / kW Allison / 320
Battery type
NMC
Battery capacity kWh 165
Charging technology
plug-in
IVECO BUS
E-Way
Length mm 9,510 / 10,375 /
12,050 – 12,302 / 17,960 – 18,212
Passenger seats n. 16 / 17 / 24 – 27 / 35
Motor / kW Cummins / 310 / 310/ 290 / 450
Battery type
NMC
Battery capacity kWh 346 / 416 / 485 / 554 - 624
Charging technology
plug-in/pant.
Streetway Elec
Length mm 12,130
Passenger seats n. 23 / 35
Motor / kW Driventic / 410
Battery type
FPT / NMC
Battery capacity kWh 346 / 416 / 486
Charging technology
plug-in
Crossway Elec LE
Length mm 12,050 / 12,965
Passenger seats n. 34 / 40 / 42 / 48
Motor / kW Cummins / 310
Battery type
FPT / NMC
Battery capacity kWh 485
Charging technology
plug-in/pant
Crossway Elec NF
Length mm 12,050 / 12,965
Passenger capacity n. 57 / 63
Motor / kW Cummins / 290
Battery type
FPT / NMC
Battery capacity kWh 415
Charging technology
plug-in/pant.
E-Way H2
Length mm 12,050 / 12,302
Passenger seats n. 24 / 27
Motor / kW Cummins / 290
Battery type
FPT / NMC
Battery capacity kWh 69
Fuel cell system
Hyundai
KARSAN
46
47

PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
PORTFOLIO
ALL THE ZERO EMISSION BUS MODELS
ON THE EUROPEAN MARKET.
e-Jest
Length mm 5,845
Passenger capacity n. 22
Motor / kW BMW / 125
Battery type
BMW / Lithium-ion
Battery capacity max kWh 88
Charging technology
plug-in
e-Atak
Length mm 8,315
Passenger capacity n. 52
Motor / kW TM4 / 230
Battery type
BMW / Lithium-ion
Battery capacity max kWh 220
Charging technology
plug-in
e-ATA 10/12/18
Length mm 10,750/12,220/18,300
Passenger capacity n. 79 / 89 / 135
Motor / kW - / 250-250-500
Battery type
LFP
Batt. capacity max kWh 399 / 528 / 662
Charging technology
plug-in/pant.
e-ATA LE
Length mm 12,220
Passenger capacity n. 89
Motor / kW - / 250
Battery type
LFP
Battery capacity kWh 528
Charging technology
plug-in/pant
e-ATA Hydrogen
Length mm 12,220
Passenger capacity n. 90
Motor / kW - / 250
Battery type
LTO
Battery capacity kWh 43,5
Fuel cell system
Toyota
KING LONG
Pev 6, 8, 9, 12
Length mm 5,990 / 7,990 / 8,880 / 12,250
Passenger capacity n. 22 / 58 / 65 / 87
Motor / kW - / 135 / 350 / 350
Battery type
CATL - LFP
Battery capacity kWh 89 / 266 / 266 / 466
Charging technology
plug-in
Mu12e
Length mm 12,230
Passenger capacity n. 88
Motor / kW 350
Battery type
CATL - LFP
Battery capacity kWh 466
Charging technology
plug-in
C12e
Length mm 12,250
Passenger capacity n. 53
Motor / kW - / 350
Battery type
CATL - LFP
Battery capacity kWh 423
Charging technology
plug-in
MAN
Lion’s City E 10/12/18
Length mm 10,575 / 12,000 / 18,100
Passenger capacity n. 67 / 85 / 120
Motor / kW - / 240 / 240 / 320
Battery type
Li-ion / NMC
Battery capacity kWh 356 / 445 / 623
Charging technology
plug-in
Lion’s Coach 14E
Length mm 13,968
Passenger capacity n. 63
Motor / kW - / 330
Battery type
NMC
Battery capacity kWh 320 / 400 / 480
Charging technology
plug-in
MCV
C107 EV, C127 EV
Length mm 10,600 / 12,000
Passenger capacity n. 72 / 90
Motor / kW - / 250
Battery type
NMC
Battery capacity kWh 385 / 462
Charging technology
plug-in
C127 Fuel Cell
Length mm 12,075
Passenger capacity n. 76 / 79
Motor / kW Driventic / 410
Battery type -
Battery capacity kWh 100
Fuel cell system
Ballard
MENARINI
Citymood 10e, 12e
Length mm 10,630 / 12,100
Passenger seats n. 22-27 / 24-32
Motor / kW Accelera / 230
Battery type
NMC
Battery capacity kWh 330
Charging technology
plug-in
MERCEDES
eCitaro K, 12, 18
Length mm 10,633 / 12,135 / 18,125
Passenger capacity n. 84 / 88 / 146
Motor / kW ZF AxTrax 2 LF / 360
Battery type
NMC
Battery capacity kWh 444 / 555 / 666 / 777
Charging technology plug-in / pant.
eCitaro fuel cell 12/18
Length mm 12,135 / 18,125
Passenger capacity n. 88 / 128
Motor / kW ZF AxTrax / 260
Fuel cell system
Toyota
Battery type
NMC
eIntouro
Length mm 12,180 / 13,090
Passenger seats n. 49 / 63
Motor / kW ZF CeTrax / 400
Battery type
LFP
Battery capacity kWh 414
Charging technology
plug-in
OTOKAR
e-Centro C
Length mm 6,605
Passenger capacity n. 32
Motor / kW Dana TM4 / 200
Battery type
NMC
Battery capacity kWh 110
Charging technology
plug-in
e-Kent C 10/12/18
Length mm 10,900 / 12,130 / 18,750
Passenger capacity n. 90 / 122 / 146
Motor / kW Driventic / 410
Battery type -
Battery capacity kWh 300 / 450 / 600
Charging technology
plug-in
Kent C Hydrogen
Length mm 12,000
Passenger capacity n. 104
Motor / kW Driventic / 410
Battery type
- / NMC
Fuel cell system
Ballard
e-Territo U
Length mm 12,200 / 13,000
Passenger capacity n. 57 / 63
Motor / kW Driventic / 410
Battery type -
Battery capacity kWh 450
Charging technology
plug-in
RAMPINI
Sixtron/Eltron
Length mm 6,110 / 8,000
Passenger capacity n. 34 / 48
Motor / kW Dana / 230
Battery type
LFP
Batt. capacity max kWh 210
Charging technology plug-in / pant.
Hydron
Length mm 8,000
Passenger capacity n. 48
Motor / kW Siemens / 230
Battery type
Rampini / LFP
Batt. capacity max kWh 175
Fuel cell module / kW
Loop Energy
SAFRA
Hycity Bev
Length mm 12,180
Passenger capacity n. 83
Motor / kW - / 450
Battery type
LFP
Battery capacity kWh 422
Charging technology
plug-in
Hycity H2
Length mm 11,857
Passenger capacity n. 96
Motor / kW - / 250
Battery type
NMC
Battery capacity kWh 75
Fuel cell system -
Inycia
Length mm 5,990
Passenger capacity n. 28
Motor / kW - / 220
Battery type
LPF
Battery capacity kWh 128
Charging technology
plug-in
SCANIA
Scania-Castrosua 75 CS
Length mm 13,065
Passenger seats n. 44
Motor / kW Scania / 300
Battery type -
Batt. capacity max kWh 520
Charging technology
plug-in
SKODA
Skoda E’City 9, 12
Length mm 9,496 / 12,020
Passenger capacity n. 65 / 85
Motor / kW 100 / 160
Battery type -
Battery capacity max kWh -
Charging technology plug-in/plug-pant.
Skoda H’city
Length mm 12,020
Passenger capacity n. 85
Motor / kW 100 / 160
Battery type -
Battery capacity max kWh -
Estimate range km 350
SOLARIS
Urbino electric 9, 10,5, 12
Length mm 9,270 / 10,550 / 12,000
Passenger seats n. 31 / 33 / 45
Motor / kW - / 220 / 240 / 250
Battery type
NMC / LTO / LFP
Battery capacity kWh 350 / 400 / 600
Charging technology
plug-in/pant.
Urbino electric 15 LE
Length mm 14,890
Passenger seats n. 65
Motor / kW - / 300
Battery type
NMC / LTO / LFP
Battery capacity kWh 470
Charging technology
plug-in/pant.
Urbino electric 18/24
Length mm 18,000 / 24,700
Passenger seats n. 145 / 155
Motor / kW - / 240 – 300 / 250
Battery type
NMC / LTO / LFP
Battery capacity kWh 800
Charging technology
plug-in/pant.
Urbino 12/18 hydrogen
Length mm 12,000 / 18,000
Passenger capacity n. 145 / 155
Motor / kW ZF AVE130 / 250 – TSA / 240
TSA / 160 - ZF AVE130 / 250
Battery type
NMC / LTO / LFP
Battery capacity kWh 70 / 100
Hydrogen capacity l 5 x 312 ( 3 x 190)
TEMSA
Avenue Neo 9e
Length mm 9,500
Passenger seats n. 31 / 33
Motor / kW TM4 Sumo MD / 265
Battery type
NMC
Battery capacity kWh 192 / 288 / 384
Charging technology
plug-in
Avenue Electron
Length mm 12,095
Passenger seats n. 35
Motor / kW TM4 / 250
Battery type
NMC
Battery capacity kWh 280/350/420
Charging technology
plug-in
MD 9 electriCity
Length mm 9,496
Passenger seats n. 30
Motor / kW TM4 / 250
Battery type
Li-ion
Battery capacity kWh 280
Charging technology
plug-in
LD SB E
Length mm 12.365 / 13.080
Passenger seats n. 57 / 61
Motor / kW
TM4/250
Battery type
NMC
Battery capacity max kWh 280 / 350
Charging technology
plug-in
VDL
Citea LF-122 / LE-122
Length mm 12,200
Passenger capacity n. 110 / 105
Motor/kW
ZF AxTrax - CeTrax
Battery type -
Battery capacity max kWh 575 / 575
Charging technology
plug-in/pant.
48
49

PORTFOLIO
Citea LE-135 / LE-149
Length mm 13,500 / 14,940
Passenger capacity n. 89 / 138
Motor/kW CeTrax / 250
Battery type -
Battery capacity max kWh 647 / 791
Charging technology
plug-in/pant.
Citea LF-181
Length mm 18,100
Passenger capacity n. 163
Motor/kW AxTrax / -
Battery type -
Battery capacity max kWh 791
Charging technology
plug-in/pant.
VINFAST
EB8, EB12
Length mm 8,610 / 12,110
Passenger capacity n. 60 / 90
Motor / kW - / 250
Battery type -
Battery capacity kWh 359 / 422
Charging technology
plug-in
VOLVO
E7S
Length mm 6,960
Passenger capacity n. 30
Motor / kW Yutong / -120
Battery type
CATL - LFP
Battery capacity kWh 140
Charging technology
plug-in
U10, 12, 13, 15
Length mm 10,570 / 12,170 / 12,970 /14,950
Passenger capacity n. 81 / 80 / 72/ 100
Motor / kW Yutong / 260
Battery type
CATL - LFP
Battery capacity kWh 399 / 422 - 528 / 465 /
564 – 580 - 663
Charging technology
plug-in
IC12E
Length mm 12,660
Passenger capacity n. 52
Motor / kW Yutong / 350
Battery type
CATL - LFP
Battery capacity kWh 466
Charging technology
plug-in
T12E, 13E, 14E, 15E
Length mm 12,245 / 13,970 / 14,950
Passenger capacity n. 51-53-55 / 53 / 57 / 63
Motor / kW Yutong / 250 / 430 / 500-700
Battery type
CATL - LFP
Battery capacity kWh 400-466 / 422 /621-704
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
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Editorial management
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Printing
Industrie Grafiche RGM srl,
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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
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K
7900 Electric
Length mm 12,200 / 17,800 / 18,700
Passenger capacity n. 95 / 150 / 145
Motor / kW - / 200 / 400
Battery type -
Battery capacity kWh 470 / 470 / 565
Charging technology
plug-in/pant.
8900 Electric
Length mm 12,300 / 14,900
Passenger capacity n. 88 / 110
Motor / kW - / 200 / 400
Battery type
Volvo
Battery capacity kWh 450 / 540
Charging technology
plug-in/pant.
YUTONG
StreetDeck Hydroliner FCEV 2.0
Length mm 10,985
Passenger capacity n. 90
Motor / kW Driventic / 250
Fuel cell module
Ballard
Hydrogen capacity l. 27
StreetDeck Electroliner BEV 2.0
Length mm 10,732
Passenger capacity n. 84
Motor / kW - / 250
Battery type
CATL - LFP
Battery capacity kWh 442 / 528
Charging technology
plug-in
GB Kite Hydroliner FCEV
Length mm 10,947 / 11,667 / 12,469
Passenger capacity n. 82 / 85 / 87
Motor / kW Driventic / 250
Fuel cell module
Ballard
Hydrogen capacity l. 30 / 38 / 48
GB Kite Electroliner BEV 2.0
Length mm 10,947 / 11,667 / 12,469
Passenger capacity n. 8
Motor / kW - / 250
Battery type
CATL - LFP
Battery capacity kWh 442 / 528
Charging technology
plug-in
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