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evelopments in the city bus market have Jury, carried the considerable burden of organising Versaillais that they are part of ) is notorious continued apace over the past few years everything on his shoulders. He was fortunate to for its congested traffic conditions and this is D with all manufacturers continuing to invest be able to enlist the support of the French especially true of Versailles. To compound this heavily to meet the requirements of the impending transport group, Keolis and its Phébus division, David selected a test circuit that combined two of Euro6 exhaust emission regulations, while also based close to the famous Palace of Versailles, Phébus’ most demanding routes for an evaluation looking at alternative means course that took almost an of reducing the environmental hour to complete though it impact of their products. The covered only 15.6km. Some entries for the 2012 Bus Euro sections were very tight and Test, the event held to enable on one street buses had to the International Bus & Coach wait at either end if another of the Year Jury to determine bus was already using the which bus will be the winner road. Fortunately, the of the International Bus of the authorities gave special Year 2013 title, reflected this. permission for the candidates While all may be trying to to use the dedicated bus lanes achieve the same end result, during the test, which helped the diversity of means of a little in the centre. Add in to achieving it demonstrated by the mix a number of steep the candidates could not have slopes and you have a course been more marked. Of the that really puts the buses five buses participating, one through their paces. was a lightweight diesel; one Five buses participated, all Irisbus Citelis Hybrid. was a heavyweight featuring nominally 12m long. These Euro6 well in advance of the mandatory hosted the event providing the operating centre were the: Irisbus Iveco Citelis Hybrid, MAN Lion’s requirement, and three were hybrids though, even used throughout the four days of testing. This City Hybrid, Mercedes-Benz Citaro 2 Euro6, VDL here, there was variety in that one was a parallel started with the noise, braking and acceleration Citea LLE-120/225 and the Volvo 7900 Hybrid. hybrid and two were series hybrids, one of the tests which were hampered by heavy rain. The candidates series buses featuring batteries for energy storage Important assistance in the form of sponsorship of and the other ultra-capacitors. dinners, catering, receptions and test track Irisbus Citelis Hybrid After a very successful Coach Euro Test at Senlis provision came from Busworld, ZF, ActiOil, Otokar Built at the Annonay plant in France, the 12m near Paris three years ago the event returned to (who were not competing), Prestige Equipment Irisbus Citelis Hybrid is one of four models in the

The Citelis interior. The Citelis cab. The Citelis Hybrid driveline.

France this year under the auspices of the French and iXellium who provided one of their luxury VW Irisbus hybrid range that employ serial technology magazine, Bus & Car, Transport de Voyageurs. Bus Crafter conversions for David to use for transfers. from BAE Systems, as do the hybrid models & Car’s David Reibenberg, Vice Chairman of the The Iles de France region (never suggest to the produced by Alexander Dennis. Apart from the

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version entered, the company also offers an 18m roof mounted. ZF supply the AV132 rear axle how the vehicle works and also describes the articulated Citelis and both 12m and articulated which is common with the diesel Citelis. vehicle functions that differ from diesel buses, models from the Heuliez range, the latter two An aspect of the BAE Systems hybrid package particularly in respect of Stop&Start, the brake models also built in France at Rorthais. It is not the not hitherto seen in the UK is a ‘Stop&Start’ facility. lever, override and the hill hold function. Finally only electric offering Irisbus provide as the Citelis This wasn’t fitted on the bus tested because it has there is a section on driving tips, the three main is also available as a . Although there are a mechanical steering pump at present, though it points being that the driver should employ a ‘light only a limited number of hybrid models in service will be for Euro6 when the bus will be capable of foot’ to minimise fuel consumption and maximise so far, they are producing encouraging results with driving in pure electric mode. With Stop&Start, passenger comfort, he should decelerate with the 40% fuel savings quoted in TUV SORT 1 tests and when stationary, the driver is encouraged to flick a brake lever to maximise electric energy recovery 29% in SORT 2 tests, with even better returns for rocker switch mounted on the panel to his left to and should activate the service brake as much as the articulated versions. stop the engine, and then flick it again to instantly possible when the vehicle is stopped to maximise Entered as a three door city bus, the Citelis has restart. Once stopped, when the engine the effectiveness of the Stop&Start feature. a visually attractive, though not particularly radical temperature is high enough, the driver’s door is Beneficial points from a maintenance and appearance, with most of the repair standpoint were the additional driveline fact that all windows are equipment mounted on the standardised at 1.53m long roof beneath a cover running and, because the engine is from the centre door to the transverse, there are no rear, with roof shrouds engine hatches within the disguising it from the front interior and no need to enter wheel to beyond the centre the interior for normal door and additional small maintenance. I liked the shrouds at the rear. An special cables ties for the unusual and welcome high voltage cables to feature was the inclusion of prevent them rubbing additional glazed side areas together and eliminate the below the main window line potential for fusing. All in the central section of both exterior lights are LED units sides, a standard option with the exception of the adding ¤2,000. halogen headlights and all Internally, the interface interior lights are now LED between the driver and MAN Lion’s City Hybrid. as standard. Apparently, passenger is well thought out older neon light units can be with a high mounted seat and only a partial closed, there is sufficient air pressure, there is easily converted to LED, and there is also an partition. There were some unusual saloon sufficient charge in the traction battery, the option to install LED lights in handrails. features including cantilever seats from Ruspa parking brake is released and time has elapsed From a passenger point of view it gave a with backs that can be seen through. Three since the last stop, the engine will switch off auto- smooth ride, vision out was good and it was quite different interior colour schemes are offered, matically when the service brake lever is activated. comfortable though the seats were on the small chocolate, coffee or cream, Irisbus having made a It will restart automatically once the accelerator is side for big people and there were insufficient conscious decision not to offer grey any more. At pressed and the service brake is released, overhead handrails for the 99 passenger capacity the rear, there is no passenger height window but providing there is sufficient battery charge. The quoted.

The MAN Lion’s City Hybrid interior. The MAN Lion’s City Hybrid cab. The MAN Lion’s City Hybrid driveline. there is a high mounted one that continues over engine will restart automatically if more air From a driver standpoint there was criticism of the roof. The floor layout was good with no more pressure is needed. A legal requirement with the mirrors, particularly that on the right hand than one step to any seat and a very open front Stop&Start in France and a feature fitted on the side, which did not show the whole bus and the section with no floor boxes. There was good bus was an interlock between the brake and the internal mirror was mounted quite low. Some also information provision thanks to new display units electric doors. If you don’t engage it the doors felt the top edge of the screen was too low, and the air conditioning was effective. Overall the won’t open. Once it is activated you can take your though the raised position was liked. Most jurors feeling was one of spaciousness and light. feet off the pedals. liked the swift acceleration and the torque The driveline features a 5.9-litre Tector 6, six- It has a hill hold function whereby selecting D available, others felt it was too fast, but all agreed cylinder diesel engine developing 300hp (220kW) when the bus is stationary going uphill will prevent it was easy to drive and smooth with no gearbox at 1,850rpm and peak torque of 1,100Nm. The it rolling back and selecting R when stationary and no gearchanges. The effectiveness of the electric traction motor is a brushless asynchronous heading downhill will prevent it rolling forward. retarder was praised, with the brakes generally unit that also plays the part of the gearbox and There is also an override function, should the only needed for a complete stop, but it was felt has integrated ASR and retarder functions. It diesel engine not be available, that allows the bus that more needed to be done to suppress noise develops 161hp (120kW) continuously and 235hp to be moved on battery power for around 30 from the diesel unit. (175kW) at peak. Water cooled, it has the radiator metres. It is activated by a toggle switch protected The weight as tested was 12,847kg with a and electric fans roof mounted. Traction batteries by an orange cover and can only be activated maximum GVW of 19,500kg because, in addition are Lithium-Ion Nano-Phosphate which recover three times before traction is deactivated. to its higher maximum permitted GVW of energy via the traction motor on deceleration and Irisbus produce a useful little driver’s handbook 19,000kg, France permits a further 500kg supply the motor when accelerating. They are also for the bus that we were given a copy of. It details allowance for electric and CNG buses, a full

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1,500kg leeway than in the UK! The driveline utilises the EEV standard 6.87-litre be carried. Compared with the other two hybrid In cost terms, an air conditioned diesel to a full MAN D.08.36LOH common rail diesel engine with designs entered, at 77 the maximum passenger specification would be around ¤220,000 and with cooled exhaust gas recirculation (EGR), two stage capacity of the Lion’s City was fewer by over 20 the hybrid package adding in the region of turbocharging, intercooling and a low people, which has implications for high density ¤125,000 the price would be around ¤345,000. maintenance MAN CRTec particulate filter. This operations. MAN Lion’s City Hybrid develops 250hp (184kW) at 2,300rpm and peak Travelling on the bus you were aware of a torque of 1,000Nm at 1,300-1,750rpm. number of quite distinct ancillary noises, although MAN’s Lion’s City range is well established and Delivering the hybrid element are two 100hp the diesel engine itself was relatively quiet, when previous generations have enjoyed success in the (75kW) asynchronous electric motors arranged in operating. The main offender was the electric International Bus of the Year with the model parallel, a 201hp (150kW) PSM generator and a steering pump which gave off an unpleasant high winning the title in 2005 after the earlier A21 water cooled PWM inverter. Alone among the pitched whine. The ride itself was extremely NL263 had been successful in 1999. MAN has hybrid entries MAN had chosen to use ultra- smooth. long experience of hybrids having produced its capacitors to store electrical energy. These have It is not a standard feature first gyroscopic capacitor but MAN had fitted a red light equipped bus in 1975 and on the bus ceiling that has looked at a number of indicated whether or not the systems and means of diesel engine was running. energy storage since then. From this it was clear that the Examples of the Lion’s City bus spent a surprising amount Hybrid are already in service of time operating in purely in 15 European cities and electric mode with one juror fuel savings of up to 30% claiming that this accounted are reported. for 25 of the 55 minutes he The Lion’s City is built in spent completing the test Poland with the frame circuit in the busy Versailles constructed at traffic. Starachowice, where there From the driving seat, jurors is a new cathodic dip facility, found the mirrors excellent and completed at the and the driving experience a modern Poznan plant. It is comfortable one though it took part of an extensive family Mercedes-Benz Citaro 2 Euro6. a while to be able to get the of bus products although, best results from the bus. It unlike some of its competitors, MAN does not advantages and disadvantages over the Lithium was considered somewhat slow at pulling away currently offer an articulated hybrid version. Ion batteries used by most manufacturers. A big but the switch from electric to diesel propulsion Entered as a three-door city bus, the design of plus is that MAN expects them to last the lifetime was smoothly managed when it occurred. Some the MAN hybrid makes a strong styling statement of the bus, unlike battery packs that will need jurors also mentioned that the limited storage in order that the bus stands out from other changing, at least once during the life of the capacity of ultracaps meant that energy that could vehicles. With much of the additional equipment vehicle. Another benefit is that they collect and have been stored on long descents was being required mounted on the roof towards the front of deliver energy very rapidly. Their drawback is that wasted and because of this thought it would be at the bus, the vehicle has a swept elongated dome they have a limited capacity and that they cannot its best in less hilly terrain.

The Mercedes-Benz Citaro 2 Euro6 interior. The Mercedes-Benz Citaro 2 Euro6 cab. The Mercedes-Benz Citaro 2 Euro6 engine. store the energy retrieved for as long as modern Importantly, the MAN network has been trained running from the front to beyond the centre door, batteries do. The capacitors are arranged in six air- in advance to cope with hybrids. big air scoops in the front dome profile and a cooled ultra-cap modules with 0.4/0.5kWh total brightwork decorative feature that starts half way usable energy storage with a maximum charging Mercedes-Benz Citaro 2 Euro6 up the B-pillar rising vertically and then following /discharging power of 268hp (200kW). The Citaro is the most successful European city the cantrail to the rear. A stop brake, operated by a slightly inaccessible bus of the modern era with well over 31,000 of Perhaps surprisingly, given how long the limit dash switch, prevents the bus starting once the mark 1 version sold prior to the announce- has been 2550mm, the Lion’s City is still only activated. It is linked to the door mechanism and ment of the new generation of Citaro’s with softer 2500mm wide, but you don’t notice this when you deactivated by pressing the accelerator pedal. A appearance and a plethora of new features. are in it. The green trim wasn’t to everyone’s taste special hybrid specific dashboard incorporates an Initially offering the new bus in left hand drive but the bus had a spacious quality feel with a efficiency indicator that shows when the engine is markets with Euro5 engines, Daimler is first out of slightly quirky rear saloon treatment featuring bum on and whether it is in the efficient zone when the gate in launching a Euro6 compliant bus as pads rather than seats. I thought the steps to the accelerating and decelerating. A separate multi- part of a range that also includes both hybrid and seats ahead of the engine were steep and some of function display shows the amount of energy fuel cell options. The bus entered was not a hybrid the handrails were too high mounted for children recovered through recuperation. but it did feature some impressive new technolog- to use. It does leave more room for standees and Locating the power electronics towards the ical ideas that enable it to maximise the utilisation one of my Scandinavian colleagues suggested that front and electrically driven air conditioning in the of the energy generated. This was a left hand drive it was ideal for pole dancing. The electric sliding roof centre optimises the axle loadings and three door bus, but the Euro6 Citaro 2 will be doors open outwards maximising internal maximises the vehicle’s capacity. No seats are lost coming to the UK in one and two door right hand passenger space. compared with a diesel but two less standees can drive versions.

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The bus tested had the new 7.7-litre, 299hp unit which saves energy in the form of pressurised as this with individual light units but it was a (220kW), OM936 Euro6 common rail ‘Blue air. The pressure in the tanks has been raised by beautifully executed interior and the ride quality Efficiency’ engine mounted vertically at the rear on 3bar to 13bar to maximise the gain. was excellent. the continental offside with the radiator above New safety measures include changes to the As a passenger the ride was excellent though I and air intakes above that. It develops torque of cab door, which is now rear hinged to make it couldn’t say for definite whether this was because 1,200Nm at 1,200-1,600rpm. In this guise there is easier for the driver to escape in assault situations, of the new ‘Roll and pitch control’ feature or not. It more space around the engine for maintenance while the driving position is raised improving the was quiet and the optional City Star Eco seats and cooling, though horizontal versions will trade driver’s view of the road. You really shouldn’t be were comfortable, indeed the level of comfort was higher capacity for greater very high, rather higher than congestion in this area. Among one expects in a city bus, the new features is an and the standard of adjustable camshaft which materials and finish was also Daimler claim is a first for a high. diesel. This helps regeneration For the driver, the of the particulate filter by relatively small engine enabling the adjustment of the (compared with the 12-litre timing to raise heat levels in the unit in many Citaros) had exhaust. A 354hp (260kW) plenty of power and the twin turbo option developing slightly raised driving 1,400Nm is also offered. position was an On the maintenance front, improvement with the cab while the maintenance intervals ergonomics praised. There remain at 60,000km (37,000 was some criticism of the miles) all aspects of what is gear change into first gear required have been reviewed and both praise and criticism and the frequency with which of the mirrors, the latter for some items need attention has an impaired view of the been reduced. Rear axle centre door when the front servicing has been extended doors are open, although a from 120,000 to 180,000km camera option to monitor it and checking of the HVAC is offered. pipes from 60,000 to VDL Citea LLE-120/225. At ¤285,000 the vehicle 120,000km or one year. There tested was somewhat over are also layout changes to enhance maintainability, getting a Citaro where it is needed but the specified but it was still significantly less expensive such as the relocation of the air pressure unit from provision of the ESP electronic stability to buy than hybrid options. to a locker behind the offside (continental) rear programme as standard is a first for a city bus and axle from between the rear axles so that it no a potential lifesaver. Also contributing to safety are VDL Citea LLE-120/225 longer requires the bus to be lifted for access. features such as a fire suppression system and As the current holders of both the International Overall it is calculated that required maintenance LED edge lights in all three entrances. Step height Bus of the Year and Coach of the Year titles, VDL of the Euro6 Citaro 2 is 20% less than a Euro5 at the second and third doors is 20mm lower than was going for the hat-trick in Versailles with the Citaro 1 and 11% less than a Euro5 Citaro 2. on previous Citaros. Citea LLE 120. The approach could hardly have

The VDL Citea LLE-120/225 interior. The VDL Citea LLE-120/225 cab. The VDL Citea LLE-120/225’s Cummins engine. AdBlue usage is considerably reduced. Greater As a passenger, the Euro6 Citaro offers a engine flexibility has enabled longer axle ratios, smooth, quiet and comfortable ride. Noise levels been more different to those adopted by the other lowering engine speeds and reducing fuel use and are noticeably lower than on previous generations candidates. As VDL readily admit, the Citea LLE is noise. as a result of extensive work on the issue and a development of the lightweight philosophy was by means of the ZF EcoLife there were literally no rattles. Between the metal pioneered in the UK by Dennis and Optare. The 6AP1200 six-speed fully automatic gearbox panel at the rear of the saloon and the engine Ambassador first appeared in 2001 and became though a Voith unit is an alternative. compartment, which is now completely enclosed, the Citea LLE in 2010 when VDL standardised on Contributing to the Citaro’s improved fuel there is a polypropylene layer before another layer the Citea name for its bus range. LLE stands for economy is a fascinating regenerative innovation, of metal is bonded in place, while the engine light, low entry, which accurately describes what it an optional recuperation module that stores the cover flap is now two metal layers with insulation is. Light in that the unladen weight as entered was energy generated during the overrun phase. bonded between. A fire alarm is fitted and an slightly under 9-tonnes fully fuelled, with a GVW Storage is by means of a super-capacitor which extinguishing system is optional. of 14.4-tonnes. This is around two tonnes lighter runs at 28.3 volts and provides the electricity to I’ve always thought the rear end of the than most heavy duty European diesel power ancillary systems such as doors and cooling horizontal engined Citaro had rather a messy rear competitors and nearly four tonnes lighter than systems. Mercedes-Benz believe most buses have saloon area with untidy podiums but this is not some hybrid designs. The 5.4-tonnes of available sufficient electrical systems to warrant it being true of the vertical engined model with corner capacity enabled it to carry 80 passengers on the fitted. It weighs under 30kg and dependent on stack and I was agreeably impressed with how two-door test bus with 40 fixed and two tip-up what ancillaries are fitted saves between 2-3.5% uncluttered the floor area was. Not many people seats. on fuel bills. Also new is the electrical air pressure are going to specify a Citaro to as high a standard The light weight is achieved by a number of

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means. The structure is constructed in 3CR12 very easy bus to drive, some mentioned that the since commercial production started in 2010. stainless steel, which also gives durability benefits, rigid front axle transmitted bumps through the Manufacturing of hybrids is also about to while the roof and floor are composite steering wheel on rough surfaces, though the commence in Brazil. Approaching 300 Volvo sandwiches, the side panelling is fibreglass, the smaller (19.5-inch) wheels were praised by some hybrids are already in operation and Volvo claim fuel tanks are aluminium and the seats are weight for contributing to its manoeuvrability. What was that 80% of customers have replaced repeat optimised. criticised was some difficulty in accurately dosing orders. Alone among the hybrid entries, the 7900 It is only offered as a 12m two axle bus, though the braking which felt more appropriate to a larger will be available in right hand drive for the UK it is still possible to buy a 10.6m Ambassador, a bus, a suggestion being the addition of a hand market with the first examples scheduled to be model for which demand has historically been control for the retarder. This said, the braking was delivered to First before the year end, followed by extremely limited. In contrast, the 12m LLE and its extremely effective. Also mentioned by some a batch for Lothian buses. predecessor have been very successful with over drivers was the mirror on the driver’s left, which The dual attractions to purchasers are lower 3,000 sold, as well as large numbers of the was thought too narrow and mounted too far fuel usage – Volvo claims that the 7900 hybrid SB120, SB180 and SB200 chassis that form the back because of the curve of the front screen, consumes up to 37% less fuel than a ‘correspond- basis of the model. These ing’ diesel bus, and lower envi- have been supplied in the UK ronmental impact because it with Wright, Plaxton and only emits half of the particle MCV bodies, some of the and nitrogen oxide emissions Wrights badged as Volvo of the diesel. An advantage Merits! The complete Citea over the earlier 7700 hybrid is LLE, bodied at VDL’s that it weighs around 500kg Heerenveen facility, is not less, enabling an additional offered in right hand drive seven passengers with a configuration. maximum capacity of 102 Light also applies to the passengers on a three door price in comparison with bus with 33 seats. European 18/19-tonne Of the three hybrids partici- designs. I was quoted a pating at Versailles, the Volvo £200,000 figure for the was the only one featuring a vehicle tested, which parallel hybrid system in which effectively means you can buy both the electric motor and the four LLEs for the price of diesel engine are connected to three of some similarly Volvo 7900 Hybrid. the gearbox so that either or equipped 18 tonne both can drive the bus. The competitors and three LLEs for less than the price though the screen itself was liked. A coach style diesel element of the driveline is Volvo’s EEV of two hybrids. In terms of fuel economy, the mirror was suggested as the solution. standard D5F215 4.76-litre, four-cylinder common Cummins ISB 6.7-litre Euro5 EEV powered LLE Maintenance was easy to carry out with rail unit which develops peak power of 216hp typically returns around 26-32 litres/100km which everything accessible. (161kW) at 2,200rpm and peak torque of 800Nm equates to 8.83-10.86-mpg which is not a million All in all a very good value for money, no- at 1,200-1,700rpm. This works in conjunction with miles from what some hybrids return, without the nonsense vehicle that makes sound economic the I-SAM permanent magnet motor/generator expense and complication. The power unit sense, especially in the current environment. with HPCU hybrid powertrain control unit, PEC develops 225hp (165kW) at 2,500rpm and Volvo 7900 Hybrid DC/AC power electronic converter, DC/DC voltage 850Nm at 1,500rpm and is linked to a Voith converter with control unit and HEV junction box. The 7900 family is the successor to the 7700 D854.5E four speed automatic transmission with The electric motor has a continuous output of model and can be built at both the Wroclaw plant integrated hydraulic retarder. 94hp (70kW) and a peak output of 161hp

The Volvo 7900 Hybrid interior. The Volvo 7900 Hybrid cab. The Volvo 7900 Hybrid driveline. Although VDL has limited the weight of the bus, (120kW) with corresponding torque figures of in Poland, where the test bus was made, and the it has not been at the expense of quality and 400Nm and 800Nm. Saffle plant in Sweden. With its latest generation passenger comfort. The seats were moquette Batteries are 600V 4.8kWh Lithium-Ion water buses and coaches, Volvo has adopted a far trimmed Kiel Lexxio cantilever units in both the cooled units mounted on the roof. All ancillaries prouder approach to its styling with a distinct unobstructed low floor area and the raised rear are electrically powered. Volvo grille replacing the rather anonymous frontal saloon where the floor slopes gently towards a treatment previously employed. Roof mounted At a standstill, the engine switches off when five seat rear row mounted above the engine. In componentry is disguised by the sleek shrouds battery power drops to 50% and the doors are in the low floor area at the front the headroom is in that both protect the equipment and improve the use at stops, or at 75% wherever the bus is, which excess of three metres or, ‘enough for a basket aerodynamics of the bus, but apart from this works well because it ensures that it is always ball team’ as one juror put it. Some felt the aisle at element, some cab controls and the additional quiet when leaving a stop. the front could have been wider, probably a hybrid apparatus, the body and chassis elements From the passenger viewpoint the Volvo was consequence of its 2.5m width rather than the are the same as the standard 7900, giving very smooth when pulling away and silent when maximum 2.55m permitted. LED interior lights benefits to operators of mixed fleets. stationary at stops but when running suffered contribute to ease of maintenance. Volvo’s hybrid concept is already a commercial from quite considerable vibration that was Drivers liked the cab layout and its accessibility. success with 760 of all types sold in 20 countries transmitted through the seats and structure. It also Although it was generally agreed that this was a suffered from engine noise and rattles, particularly

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from the innards of the box housing the passenger Drivers liked the visual display indicating how the cost would be around ¤320,000. information display at the front. Although the much charge was left in the batteries and most Conclusion interior layout was visually attractive, and reported that it handled much like a diesel, though wheelchair provision was good, there were some there was criticism of the continual gear-shifting of It’s always difficult to differentiate between the areas that would benefit from a rethink, most the I-Shift transmission which impacted on candidates and with such differing technologies notably the extremely complicated multiple step comfort, with several jurors commenting that the on display the task was possibly more difficult arrangement around the double seat ahead of the box was less well suited to city work than than ever this year. You’ll have to wait to find out engine stack at the rear with its sharp metal edges coaching applications. which was the outright winner, but it is true to say that it is a winner among winners, because all of at all manner of angles. This will not be an issue in Nothing stands still in hybrid development and the competitors put forward a strong proposition. the UK which will not take three doors and will Volvo has already announced that it is working on have a different floor arrangement beyond the other hybrid solutions including a so-called ‘plug- The victor, the International Bus of the Year rear axle. Although the floor layout in the forward in’ hybrid which would be recharged via the main 2013, will be announced and the trophy awarded section was generally good, the location of the electrical grid and, Volvo estimate, push fuel on 18 September at the IAA Show in Hannover. AdBlue tank within a box ahead of the centre door savings up towards the 60% mark. By Stuart Jones made the area rather more cluttered than other We were told that to the specification shown, designs. Technical Data Irisbus Citelis MAN Lion’s City Mercedes-Benz VDL Citea Volvo 7700 hybrid hybrid hybrid Citaro 2 Euro6 LLE-120/225 Length 11.99m 11.98m 12.135m 11.98m 12.084m Width 2.50m 2.50m 2.55m 2.5m 2.55m Height 3.391m 3.30m 3.12m 3.73m 3.224m Overhang front/rear 2,710/3,160mm 2,700/3,405mm 2,805/3,430mm 2,380/3,400mm 2,704/3,435 Wheelbase 6120mm 5875mm 5900mm 6,200mm 5945mm Turning Circle (m) – 22.35 21.21 20.628 – Weight unladen/max 12,847kg 12,760kg 11,415kg 8,900kg – Seating capacity Total/seats 99 passengers 77 passengers 96 passengers 80 passengers 102 passengers All have 1 wheelchair 26 seated 28 seated 31 seated 40 seated 33 seated Engine EEV Iveco Tector 6 EEV MAN D0836 LOH, Euro6 Mercedes-Benz EEV Cummins Parallel hybrid system with 300hp (220kW)/ with 250hp (184kW)/ OM 936 with 299hp ISB6 with 225hp with EEV Volvo Serial hybrid electric 2 electric motors 75kW (220kW) (165kW) D5F215 with 216hp motor 120kW (175 kW each, 150kW PSM (161kW)/electric peak) Generator generator. Energy motor 161hp (161kW) (140kW) Battery:Lithium storage: 6 ultracaps Battery: Lithium-Ion. Ion Nano-Phosphate modules for braking energy recovery Transmission Hybrid, direct drive Hybrid, direct drive ZF Ecolife Automatice Voith Automatic Volvo from electric motor from electric motor 6 AP 1200 D 854.5E with AT2412D I-Shift integrated hydraulic retarder Brakes Independent wheels Disc brakes with Disc brakes with Disc brakes with Disc brakes with front axle IR75 ABS, EBS and ASR ABS, EBS, ASR and ABS, EBS and EBS & ABS ESP ASR Suspension Full air suspension Full air suspension Full air suspension. Full ECAS air Full air suspension with with self-levelling with self-levelling suspension ECS2. Rigid low sensor. sensor. (electronic control system) Front Axle ZF IR75 – ZF independent Dana NDS 56 LF Rear Axle Inverse double reduction MAN/ZF portal axle Low floor portal Dana 09-24 Single reduction portal rear axle ZF AV 132 with differential offset axle ZF AV 132/83 axle ZF AV 132 to the left Tyres 275/70 R 22,5 275/70 R 22,5 275/70 R 22,5 275/70 R 22,5 275/70 R 22,5

Steering ZF 8098 ZF 8098 ZF 8098 ZF 8098 Power steering of ball and nut, Servo Price €125,000 €100,000 €285,000 €190,000 €320,000 Over standard diesel bus Over standard diesel bus For test bus, as tested €345,000 with full equipment

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