Total investment is expected to be in the range of $2-3 billion for the 21-gigawatt hour (GWh) factory.

Such a plant, “operating at full capacity in 2026 would provide enough batteries for the entire North American market for all battery electric buses and medium and heavy duty trucks combined, assuming about 10% of trucks are electric in that year”, commented Jamie Fox, Principal Analyst at consulting company Interact Analysis.

Accelera by Cummins, Daimler Truck and Paccar together starting from LFP

Announced in early 2023, Accelera by Cummins is the new brand of Cummins New Power business unit. It’ll be holding 30% of the JV, as well as Daimler Truck and Paccar. What is interesting, the partners states they “will initially focus on the lithium-iron-phosphate (LFP) battery technology family for commercial battery-electric trucks“. LFP battery cells manufacturer EVE Energy, from China, is set to serve as the technology partner in the joint venture with 10% ownership.

Partners say that “The LFP battery cells produced by the joint venture will be able to offer several advantages compared to other battery chemistries, including lower cost, longer life, and enhanced safety, without the need for nickel and cobalt raw materials”.

Accelera by Cummins, Daimler Truck and PACCAR expect to see growing demand for battery technology throughout this decade and U.S. customers will benefit from a state-of-the-art dedicated battery cell factory.

Battery industrialization gets shape

“We have the responsibility to decarbonize in a way that is best for all of our stakeholders and the planet. This requires working closely with key partners. This announcement reflects that action. Not only are we advancing a key technology solution for our customers, but accelerating the energy transition in the United States,” said Jennifer Rumsey, Cummins Chair and Chief Executive Officer.

“Our vision is the highest quality, locally produced battery technology to enhance the operations of our customers and help them achieve their operational and environmental goals,” said Preston Feight, Paccar Chief Executive Officer. 

Martin Daum, CEO of Daimler Truck said, “For Daimler Truck, partnerships and a strict focus on costs and smart capital allocation are the key levers to succeed on the path towards sustainable transportation. This planned joint venture enables economies of scale beyond Daimler Truck. It is a key puzzle piece of our battery industrialization strategy, ensuring access to the right battery cell technology at the right cost.”

Jamie Fox, Principal Analyst at consulting company Interact Analysis, commented: “21 gigawatt hour (GWh) is a very big number in the context of trucks and buses. A 21 GWh plant in 2028 would amount to around a 40% share of all electric buses and medium and heavy trucks – assuming 22% of trucks are electric in that year. However the share would be much lower if light-duty trucks are included in the target markets, or the plant also targets international markets beyond North America. Some may want to wait and see until the factory has actually been built, but this announcement is big enough to make people who took a bearish stance on electric trucks in North America reconsider their position.
Battery packs in trucks and buses can have double the per kWh price that passenger cars have – this factory may contribute towards developing economies of scale that can reduce this gap. Energy storage, industrial and off-road applications are also possible target markets, but would likely only contribute a minority of the total sales from the plant.”

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These developments result in an increased Group revenue guidance between €56 billion and €58 billion (previously: €55 billion – €57 billion).

Daimler Truck towards the next level

“Daimler Truck is doing very well. We are increasing our guidance for 2023. We are firmly on track to deliver on our 2025 ambitions. And we are ready to take Daimler Truck to the next level by 2030 – aiming for above 12% adjusted return on sales for the Industrial Business in sunny conditions. We are initiating a share buyback program of up to two billion euros over a period of up to two years to make sure our shareholders fully benefit from our successful development. Our flexible technology strategy enables us not only to navigate the historic transformation of our industry, but to capture all opportunities associated with it. In short: Daimler Truck is transforming for sustainable growth – to the benefit of our employees, our customers and our shareholders,” says Martin Daum, Chairman of the Board of Management of Daimler Truck.

After a strong first quarter in 2023 and an increase in unit sales in Q2, Daimler Truck continues to see a positive momentum for the remaining financial year. In the second quarter of 2023, worldwide unit sales of the Group increased by 9.0% versus the prior year quarter, selling in total 131,888 units (Q2/22: 120,961). All segments contributed positively to this year-over-year increase: Trucks North America +14.7% with 50,618 units (Q2/22: 44,124), Mercedes-Benz +1.1% with 39,236 units (Q2/22: 38,812), Trucks Asia +9.2% with 40,097 units (Q2/22: 36,704) and Daimler Buses +21.8% with 6,181 units (Q2/22: 5,075).

Daimler Truck, focus on ROI

The adjusted ROS guidance for the Industrial Business for the financial year 2023 increases to a range of 8.5-10% (previously: 7.5-9%). The Group also raises its outlook for each industrial segment. The adjusted ROS guidance for Trucks North America is lifted to the range of 11-13% (previously: 10-12%). For Mercedes-Benz, the Group now expects an adjusted ROS between 8-10% (previously: 7-9%). Trucks Asia is now expected to reach an adjusted ROS between 4-6% (previously: 3-5%). For Daimler Buses the adjusted ROS target corridor is raised to between 3-5% (previously: 2-4%). The main drivers are stronger core markets accompanied by an improving supply chain situation, robust pricing and a strong development of the services business.

“Looking beyond 2025, we see multiple growth opportunities in our industry and we are fully equipped to exploit these opportunities. This should translate into a 40-60% increase in revenues between 2025 and 2030 and an above 12% adjusted return on sales for the Industrial Business in sunny conditions. At the same time, we will be relentlessly focused on cost discipline and smart capital allocation,” says Jochen Goetz, Member of the Board of Management and CFO of Daimler Truck.

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EvoBus service centres, previously known as “BusWorld Home”, will be renamed Daimler Buses Service Centers in the future. “The former EvoBus GmbH will benefit from the brand’s awareness and underline its affiliation with Daimler Truck Group at the same time”, the group states in a press note.

A few days ago Daimler Buses has celebrated the 1,000th eCitaro out of the production lines and the awarding of a massive 95-units order in The Hague.

EvoBus becomes Daimler Buses

Till Oberwörder, CEO of Daimler Buses: “With EvoBus, we have been very successful for almost three decades and we are proud of that. We are now looking forward to a new chapter as Daimler Buses GmbH – and we have a lot in store for ourselves: we want to lead the transformation of our industry to emission-free mobility and win over customers and talent. The new name will help us achieve this because operating under this brand will mean we won’t have to do much explaining.”

After the merger of Mercedes-Benz Omnibusse with the Kässbohrer Setra brand, the bus and coach manufacturers merged under the EvoBus umbrella brand 28 years ago. “Since then, the company has grown continuously and stands for high-quality buses and coaches in all segments. Today, it has a workforce of about 10,000 and 13 subsidiaries throughout Europe”, the company explains.

A picture of Daimler Buses

The Daimler Buses segment at Daimler Truck is responsible for the global activities of the Mercedes-Benz, Setra, OMNIplus and BusStore bus, coach and service brands. Daimler Buses’ product lineup ranges from coaches, intercity buses, city buses and special-purpose buses to bus chassis. In addition to the production and sales of new buses as well as coaches, Daimler Buses also boasts a global service network and offers comprehensive services centring around the vehicles to a marketplace for used buses as well as coaches.

Daimler Buses sites include Daimler Buses GmbH with numerous subsidiaries throughout Europe, Daimler Buses Latin America in Brazil, Daimler Buses Mexico, Daimler Coaches North America and the bus business of Mercedes-Benz Türk A.Ş in Turkey.

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The order is provisionally awarded, and it will become final on July 7th after the necessary approvals are obtained from HTM’s shareholders.

HTM awards the order to EvoBus

Following a European tender, Evobus Netherlands has been awarded the order to deliver a total of 95 eCitaro buses (plus options) to HTM, including articulated and low-floor solobuses, along with the necessary charging infrastructure.

These electric buses will replace HTM’s current natural gas buses by mid-2024, aligning with HTM’s commitment to sustainable public transport in The Hague region.

“Several renowned bus manufacturers submitted offers during the tender. EvoBus emerged as the best supplier with its offer. The offers were tested on passenger aspects, price, technology, reliability, maintenance and design”, HTM states.

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In the future it’ll be produced also in France, while Mannheim will remain the electromobility hub of the group.

eCitaro, the 1,000-units milestone

Since its introduction in 2018, the eCitaro has incorporated a groundbreaking thermal management system that significantly reduces energy consumption for heating, ventilation, and air conditioning. The introduction of depot charging and subsequent solutions for opportunity charging have further enhanced the eCitaro’s versatility.

Continuing its evolution, the eCitaro introduced the second battery generation, increasing its driving range without adding weight. This paved the way for the launch of the eCitaro G articulated bus. The latest milestone came in late 2022 with the introduction of the third-generation high-performance lithium-ion batteries, boosting the solo bus driving range to up to 280 kilometers. Supplier has not changed: Akasol, now part of BorgWarner group.

In June, Mercedes-Benz unveiled the eCitaro fuel cell variant, designed to cater to longer routes. This articulated bus combines a battery-electric drive system with high-performance batteries and a hydrogen-based fuel cell, extending the driving range to approximately 350 kilometers (a 9-units order was landed in Bolzano).

In the electric bus comparative test conducted by the bus magazine Omnibusspiegel earlier this year, the eCitaro emerged as the Electric Bus Champion 2023.

“The Mercedes-Benz eCitaro is a permanent fixture in electromobility for city buses,” says Mirko Sgodda, Head of Marketing, Sales & Customer Services at Daimler Buses. “It is safe, reliable and economical to operate. With its novel modern design, it also shows how elegant electromobility can be. And by having been embedded in the electromobility system, the eCitaro unfolds to its full potential. On request, customers are provided with support in the transition to electromobility with turnkey solutions from a single source consisting of electric buses, charging infrastructure and depot management.”

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Dietrich Müller (51), former head of e‑systems at Daimler Buses, is taking over as managing director at Daimler Buses Solutions GmbH. Till Oberwörder, CEO of Daimler Buses, Mirko Sgodda, Head of Marketing, Sales and Customer Services at Daimler Buses and Dietrich Müller announced this at the UITP Global Public Transportation Summit in Barcelona today, 5th June.

Daimler Buses Solutions: focus on electric infrastructure

The company will serve customers across Europe. In cooperation with partners, the entire e‑infrastructure will be supplied from a single source, “From the custom-configured electric bus to the complete e-infrastructure for the depot, including construction measures, electrical installations, chargers, battery storage facilities, charging management systems, and other digital services”. Another highlight: If requested by customers, construction of the electrified depots will also be implemented independently of brands, it is stated.

As a next step, the portfolio will be additionally expanded to include services covering all aspects of the infrastructure required to operate buses with hydrogen-based fuel cell drives or range extenders, the group states.

Dietrich Müller, Managing Director of Daimler Buses Solutions GmbH: “We need to continuously develop our existing e-infrastructure service portfolio and scale it to meet demand. This will enable us to continue providing our customers with innovative solutions for their individual requirements. With the Daimler Buses Solutions GmbH, we have created the ideal conditions for this.”

Till Oberwörder: “At Daimler Buses we have a clear e-roadmap with regard to our products. Our strategic approach to electrification goes far beyond the vehicle itself. Our customers not only require electric buses, but also complete solutions for operating e-fleets. We are a genuine trailblazer with our offerings and we are channeling this experience into our new subsidiary. With Daimler Buses Solutions GmbH, our desire is to further expand the business area and provide the unit with maximum entrepreneurial freedom within a dynamic market environment.”

Mirko Sgodda: “We can only drive forward the transformation together with our customers if we can offer a perfectly coordinated overall package of e-buses and ecosystem. We are already providing transport companies with complete turnkey e-systems today. In line with the growing number of electrically powered buses, however, the complexity of electric infrastructure is also increasing. The pooling of all activities into one powerful business unit is an important milestone in optimally shaping our service portfolio for the future”.

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Daimler Truck has announced it has acquired three hectares of land to expand the Ligny-en-Barrois plant in order to accommodate the production of both diesel and electric buses. However, the Citaro series vehicles will remain the primary focus at this location.

Mercedes eCitaro and the French market

The French market cannot be anything but of great interest to Daimler Truck as, in the past four years, with the exception of 2020, it has been the largest in the continent for buses and coaches over 8 ton (more figures and analysis on European bus markets 2019-2022 on the latest issue of Sustainable Bus magazine, pag. 22-25). However, the market share of the eCitaro has so far been residual in the country.

Earlier this year, Daimler Buses and the general works council of EvoBus GmbH have agreed on a deal in order to ensure long-term competitiveness and the German sites, as Daimler Truck stated in a press note. The Mannheim plant is set to become the center of competence for electric city buses and focus exclusively on the production of electrically powered city buses starting in 2024. Additionally, the Ligny-en-Barrois plant will produce electric buses, including trolleybuses, while the Neu-Ulm plant will manufacture electric intercity buses and buses with battery-electric and hydrogen fuel cell drive systems.

Still according to that deal, the complete bus bodyshell construction for the Ligny-en-Barrois, Mannheim and Neu-Ulm plants will be carried out at the Holýšov site in the Czech Republic beginning in 2028.

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The Mercedes eCitaro in fuel cell bus version offers a stated range of approximately 350 kilometers without the need for recharging. This goes together a passenger capacity, on the articulated version, of up to 128 passengers. The difference between the eCitaro fuel cell project and most of the fuel cell buses on the market stay in the battery capacity: while it’s common to feature a small LTO battery (below 50 kWh) accompanying the fuel cell module, the eCitaro is equipped with a battery capacity similar to its battery-electric counterpart (up to 392 kWh for the 18-meter).

Daimler Buses at UITP Summit with eCitaro fuel cell

The eCitaro fuel cell utilizes a battery-electric drive system with high-performance batteries NMC3 (newly launched), while the fuel cell acts as a hydrogen generator to extend the range.

Before its series production launch, the eCitaro underwent rigorous endurance and functional tests, with a focus on the fuel cell and hydrogen system. The hydrogen tanks were subjected to fire, impact, and temperature resistance tests, meeting the UN ECE R 134 standard. Vibration and sled tests were performed on all components and the roof fastening system to simulate impacts, Daimler Buses strenghten. The thermal management system underwent extensive laboratory and practical tests in extreme temperature conditions, proving its reliability.

Big battery on the eCitaro fuel cell

“In contrast to a fully fledged hydrogen vehicle with a small buffer battery, the eCitaro fuel cell is also significantly better at completely and usefully storing the energy recovered during braking by recuperation in the large batteries. Last but not least, the vast battery capacity of at maximum 392 kWh in the articulated bus also enables high levels of drive output to be used over longer distances – for example on inclines in mountainous terrain – without the fuel cell having to operate in the top, inefficient power range”, Daimler Buses states.

In addition to the eCitaro fuel cell, Daimler Buses will showcase its service portfolio for electric bus operations at UITP Summit 2023. Daimler Buses underlines that it is one of the first vehicle manufacturers in Europe to offer the TiGR virtual data interface, an interface for remote bus monitoring in accordance with the universal, international standard defined by ITxPT. This enables transport operators with mixed fleets to use a homogeneous database for the entire fleet.

Beside this, the Omniplus On portal offers numerous functions from monitoring energy consumption to real-time remote diagnosis with the Omniplus On Uptime pro service. As a result of the new Omniplus eProcurement interfaces, customers’ own ERP systems can be connected to the Omniplus eShop, which makes the procurement of spare parts much easier. Training courses and eService contracts supplement Omniplus’ extensive range.

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UPDATE: a first version of this article appeared on 17th May 2023 with the headline: “Daimler Buses is no more offering solid-state batteries on the eCitaro range”. Daimler Buses spokeperson has subsequently specified that solid-state batteries are actually still on offer, although improvements of NMC technology have resulted in a reduced demand for that solution. The article has been updated accordingly

Solid-state batteries for the eCitaro: no more needed

The Mercedes eCitaro has witnessed during time a significant shift in battery technology. In the early stages of its development, the vehicle could be equipped with two battery options: NMC (Nickel Manganese Cobalt) sourced from Akasol (later taken over by BorgWarner) and solid-state batteries supplied by the Bollorè group (they have been used on the BlueBus range). The advantage of solid-state batteries lay in their ability to offer high amount of energy storage for the bus.

However, recent advancements in NMC battery technology have rendered the solid-state solution unnecessary, providing ample energy storage for the eCitaro, it has been stated. The image of that technology has also been suffering from some accidents (let’s just mention Paris). Therefore, they are still included in Daimler Buses offer, but demand for them has been reduced drastically.

NMC 3 batteries available on the eCitaro

Now, the eCitaro has been available to order with 3rd generation NMC batteries since the end of 2022. German customers have already ordered around 200 eCitaro with NMC 3 batteries, including cities like Nuremberg, Hamburg, and Münster, the manufacturer highlights.

These batteries have an improved cell chemistry and an optimized battery package, resulting in a significant increase in energy density. In the eCitaro solo bus, this means a maximum capacity of 588 kWh, and in the articulated bus as high as 686 kWh. Under average conditions, this results in a dependable range of 280 kilometers for the solo bus and 220 kilometers for the articulated bus throughout the battery’s entire service life, Daimler Buses says. In favorable conditions, the solo bus boasts a range of well over 300 kilometers.

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The new model series features the second generation of Predictive Brake Assist 2, optionally available from spring 2024. Further driver assistance systems are in preparation for the MultiClass 500 LE, such as the Sideguard Assist 2 turning assistant, which is installed on both sides. 

What is interesting, weight has been reduced by around 300 kilograms. “One example: The MultiClass S 515 LE, with its traditional format of around twelve meters in length, weighs just under twelve tons in its standard version. This means a lower fuel consumption with the same occupancy or an increase in the maximum passenger seats. Depending on the model, this increases by up to six people”, Setra says. 

The new Setra MultiClass 500 LE will also be also manufactured at the Daimler Buses Hosdere plant near Istanbul in Turkey. The start of production for the traditional two-axle vehicle sizes with lengths of around 12 and 13 meters is planned from autumn 2023. The compact S 510 LE and the three-axle S 518 LE are expected to follow from the beginning of 2024. 

New Setra MultiClass 500 LE, four vehicles instead of 3

The new MultiClass 500 LE range now includes four models instead of the previous three. As low entry (LE) vehicles, the quartet combines two worlds: Low-floor convenience and travel comfort. Now the model lengths range from 10.51 to 14.52 meters. Setra states that they have been designed for a wide range of applications, from peri-urban to long-distance inter-city transport in sparsely populated regions. Accordingly, the buses can be registered in accordance with both class 1 (city regular-service bus) and class 2 (inter-city bus). 

Up to just in front of the rear axle, it has a consistently low-floor design. This benefits all passengers, but particularly persons with reduced mobility. Three low-rise steps lead into the rear section in front of the rear axle.

Predictive Powertrain Control (PPC) debuts in inter-city transport 

In conjunction with the fully automated GO 250-8 PowerShift manual transmission, the driver is supported by the latest version of the Predictive Powertrain Control (PPC) cruise control. It integrates a driving style into the automatic gearshift system which has been adapted to the topography. In addition to motorways and highways, PPC’s extended map material now covers almost all country roads in Europe, Daimler Buses states.

PPC takes into consideration intersections and traffic circles, and is linked to adaptive cruise control. Based on the stored maps, PPC automatically reduces the speed when entering towns and cities, as well as ahead of country road bends with a tight radius or obstacles such as traffic circles and stop or right-of-way points.

Under the bonnet of the new Setra MultiClass 500 LE

The OM 936 six-cylinder in-line engine with 7.7-liter displacement operates at the rear of the two-axle vehicles. It is available in two output levels of 220 kW (299 hp) and 1200 Nm torque or 260 kW (354 hp) and 1400 Nm. The three-axle flagship MultiClass S 518 LE is consistently fitted with the OM 470 six-cylinder in-line engine and a displacement of 10.7 liters. It delivers 290 kW (394 PS) with a powerful torque of 1900 Nm. 

A wide range of transmissions is available for power transmission. The GO 190 manual transmission and the fully automated GO 250-8 PowerShift manual transmission (260 kW/354 hp output level only) are available for the two-axle variants. If enterprises want an automatic converter-clutch unit, they can choose between ZF Ecolife 2 with six gears, boasting optimized consumption and a longer service life compared to the previous model, and the new Voith Diwa NXT transmission with a second overdrive and seven gears.

For the three-axle MultiClass S 518 LE, customers can choose between the fully automated GO 250-8 PowerShift manual transmission and the ZF Ecolife 2 automatic converter-clutch unit. 

Mild hybrid version in portfolio

The MultiClass 500 LE with the OM 936 in combination with the optional hybrid module is even more economical. A disk-shaped electric motor is fitted between the engine and transmission in the drivetrain. If the bus operates in overrun or braking mode, the electric motor functions as an alternator and generates electricity without fuel consumption. The electric energy is stored in two storage modules on the roof, also called supercaps. In load situations, such as when moving off, the 14 kW electric motor (which is likely to be the same used on the Citaro hybrid) supports the combustion engine with the energy from the supercaps. It is relieved of load and therefore consumes less fuel. 

New Setra MultiClass 500 LE series, a modular platform

The new model range is based on a modular system, Setra stresses. The front overhang of 2,710 millimeters and the rear overhang of 3,300 millimeters are uniform across all vehicles. The door positions in front of the drive axle are also identical with a distance of 1,540 millimeters to the center of the wheel of the drive axle. Only the wheelbase and the number of axles vary.

Being into specific, below the description of the four models, in the words of Daimler Buses communication department:

– MultiClass S 510 LE: New compact inter-city bus. With a wheelbase of only 4,500 millimeters and a length of 10.51 meters, as well as a turning circle of only 17.3 meters and a maximum seating capacity of 39 seats, the extraordinarily agile, compact bus is ideal for narrow, hilly routes, winding mountain passes, but also narrow, old towns or services with low passenger volumes. 

– MultiClass S 515 LE: With a length of 12.21 meters, two axles and up to 51 seats, this is a low entry vehicle in the traditional format, an all-rounder for almost any application in urban and rural areas. 

– MultiClass S 516 LE: 12.92 meters long with two axles, giving a maximum capacity of 55 seats and therefore also maximum profitability as an inter-city bus, shuttle and school bus, as well as for company transport. 

– MultiClass S 518 LE: With up to 63 seats, it is a giant in the low entry segment in terms of seating capacity. The longest Setra in the new model series has a length of 14.52 meters across three axles. This bus specializes in busy services and school trips, as well as long inter-city routes. 

The design of the new Setra MultiClass 500 LE

The exterior of the new low entry vehicle is divided into two vehicle sections. The clear division of the passenger area as it were into front and back seats make the outside of the new inter-city buses appear less weighty, according to the manufacturer. Both segments are connected by a wide vertical profile. It is clad on the outside with an aluminum panel, painted in the color of the vehicle.

Thanks to the dark, rounded A-pillars at the front and the similarly shaped corner profiles at the rear, the conventional angularity resolves into soft and flowing shapes here. 

The roof, Setra says, seems to float above the body of the inter-city bus: “The result is an airy, lightweight design that is unparalleled in the industry, without the austerity of conventional inter-city buses. This look is particularly striking when customers choose the darker of the two tint levels for the side windows”.

At the front, the MultiClass 500 LE takes on the new Setra distinctive look that the brand introduced with the current touring coaches (chrome-plated brand lettering black front mounting plate and black headlights with standard full LED lamps).

New LED lighting elements above the headlights are reminiscent of eyebrows. They combine turn signal lamps, clearance lamps and daytime running lights. They originate from the new generation of Setra touring coaches.

The second generation of Predictive Brake Assist 2. 

The bus features the second generation of Predictive Brake Assist 2, optionally available for all models of the new Setra MultiClass 500 LE from spring 2024. It will join Electronic Stability Control (ESP), Anti-lock Brake System (ABS) and anti-slip control.

Preventive Brake Assist 2 uses a combination of close-range and long-range radar sensors and a camera to respond to stationary and moving objects, including pedestrians and cyclists. The system can process multiple objects at the same time. In addition, objects outside the roadway, such as traffic signs, parked vehicles or traffic in adjacent and opposite lanes, are detected even better within the framework of the system boundaries, thus minimizing false warnings, the manufacturer says.

The driver assistance system warns the driver of a collision with stationary or moving objects both visually and audibly using a red warning on the central display. At the same time, it automatically initiates a braking maneuver with partial braking. Partial braking is applied until either the driver intervenes, the situation is no longer critical or the bus comes to a standstill. The series of warnings and brake application have been designed precisely for use in regular service and thus to protect standing passengers.

The variability of the new Setra MultiClass 500 LE

What about door selection? For entrance one, a single-leaf door is available in two widths of 900 and 1,150 millimeters as well as an even wider double door and a passage width of 1,380 millimeters as a new addition. Entrance two can be selected as a single-leaf or double door (1,150/1,380 millimeters). For the first time, all models can also be fitted with a third door behind the rear axle (900 millimeters wide) on request. All doors are glazed down to the floor. 

Companies can choose between outward-swivelling doors, inward-swivelling doors and swing/sliding doors. Depending on the door variant and the tire size, a mechanical folding ramp, a double ramp with a combination of electric and mechanical ramps and an electric sliding ramp are also available at entrance two. 

What about folding ramps?

For the first time, a mechanical folding ramp for door one is also available. This is possible with variants without a platform, as the required aisle width is then available so that wheelchair users can get to their place safely in the special purpose area opposite entrance two. Wheelchairs can be securely fastened there either with practical mushroom-head connectors and seat belts or with seat belts recessed in the platforms. Alternatively, it is possible to have a special purpose area on the right-hand side in the direction of travel. 

The entry height – “kneeling” not included – in the front section at entrance one is between 311 and 314 millimeters for 275/70 R 22.5 tires for city buses. With 295/80 R 22.5 inter-city bus tires, it does not increase to more than 355 to 358 millimeters. 

Air conditioning, many variants

In addition to the amount of space available with a standing height of around 2,600 millimeters and comfortable seating, the climate control system ensures comfort on board the new buses. The side windows can be either single-glazed or double-glazed.

If climate control is desired, operators have the choice. The first stage is an air-conditioned driver cockpit. If temperature control of the passenger area is sufficient in regions with mild climates, a new version called EvoCool light Basic with two roof-mounted air-conditioning modules and an output of 12 kW each is ideal. In this case, air outlets are arranged centrally on the underside of the air-conditioning modules above the center aisle. The classic EvoCool Basic roof-mounted air-conditioning system operates with an output of 32 to 39 kW, depending on the model. In this case, the cooled air is distributed via roof ducts with air outlets in the passenger compartment. As special equipment, it is possible to equip the vehicle with air nozzles and reading lights in conjunction with the roof-mounted air-conditioning system, another example of the versatility of the new MultiClass 500 LE. All air conditioning systems are fitted with antiviral filters as standard. 

Setra MultiClass 500 LE cockpit’s choices

There are three variants to choose from: Cockpit City (city), Cockpit Basic City (city/inter-city) or Cockpit Basic (inter-city), tailor-made for the respective application. As standard, all of them feature a closed rear panel – made of opaque plastic or acrylic glass – as well as a driver’s cab door. It welcomes boarding passengers with the embossed brand lettering and can be fitted with a protective screen up to full-surface glazing on request. 

Two different makes are available for the driver’s seat. The seats can be attached in four different positions. They can be adjusted in a variety of ways and can be individually customized, including climate control. 

The standard version is the Cockpit Basic for inter-city use. It has been practically designed for the assembly of cash register and payment systems for regular service. The new, optional communications compartment with storage compartments above the driver’s workplace accommodates electronic devices. It has been significantly enlarged compared to the previous model.

Alternatively to the communications compartment, a stowage compartment can be supplied for the driver. If luggage shelves are ordered, storage compartments are also possible in the front section on the left and right-hand side. 

Focus on braking

The driver activates the parking brake manually by pulling the lever or by pressing the “P” button. They release the parking brake either by stepping on the accelerator pedal or by pressing the “P” button again. The integrated hold function is activated when the vehicle is stationary by stepping on the brake pedal more forcefully. The service brake is not released until the driver presses the accelerator pedal again. When moving off on hills, the system supports the driver with the additionally integrated starting-off aid. Finally, the parking brake is optionally automatically activated when the MultiClass 500 LE is stationary, the driver unfastens their seat belt and leaves their seat. This prevents the bus from rolling away unintentionally. 

360 bird-view available

The optional 360° camera system offers perfect all-around visibility when maneuvering and in tight spaces. Thanks to this system, passers-by, cyclists and obstacles can also be detected in areas that are otherwise difficult or impossible for the driver to see. A total of four cameras at the front, rear and above the side windows detect the immediate vehicle surroundings of the vehicle and generate indirect 360° all-around visibility. The corresponding image from a bird’s eye view is displayed on a monitor in 10-inch format on the A-pillar. The screen is divided into two sections. There are five different views to choose from: 360° from a bird’s-eye view in full format and optionally supplemented by the images from the individual cameras. The second image on the monitor depends on the driving situation: Depending on which turn signal lamp is activated or whether or not reverse gear engaged, the view automatically switches to the corresponding side. 

The driver can also select the required image from the menu on the screen. The views of the 360° cameras are displayed when driving forwards up to a speed of approx. 30 km/h and always available when driving in reverse. Markings on the front and rear edges of the bus – as well as a suggested driving path – make it easier for drivers to get their bearings. The views reflect a field of vision up to a distance of around five to six meters, keeping adjacent lanes covered. 

The ambient lighting for reversing is also available as a significant support for maneuvering. The corresponding LED lights pointing diagonally to the rear are mounted on the wheel arch flaps of the drive axle. 

Needless to say, the MultiClass 500 LE fulfills the specifications in accordance with ECE R 66.02 for the rollover test and, on request, voluntarily meets the requirements of the pendulum impact test in accordance with ECE R 29. 

A look at suspensions

The suspension components are based on known dimensions. For now, this applies to the ZF RL 82EC low-floor front axle, which is also used in other Daimler buses and touring coaches. The quiet and fuel-saving RO 440 hypoid drive axle is a comfortable touring coach axle. There are now even more gear ratio variants from i=3.1 to i=5.87 available to suit different applications and transmissions. This means that the MultiClass 500 LE always runs with a perfectly adapted drivetrain. Finally, the third axle of the MultiClass S 518 LE is an actively steered trailing axle with independent wheel suspension.

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