Hubbry Logo
New Flyer XcelsiorNew Flyer XcelsiorMain
Open search
New Flyer Xcelsior
Community hub
New Flyer Xcelsior
logo
8 pages, 0 posts
0 subscribers
Be the first to start a discussion here.
Be the first to start a discussion here.
New Flyer Xcelsior
New Flyer Xcelsior
New Flyer Xcelsior
View on Wikipedia
from Wikipedia

New Flyer Xcelsior
New Flyer XD40 Demonstrator
Overview
ManufacturerNew Flyer
Production2008–present
Body and chassis
ClassTransit bus
Body styleMonocoque stressed-skin
Layout
PlatformXcelsior
Doors2 doors (35-foot)
2 or 3 doors (40-foot)
2, 3 or 5 doors (60-foot)
Floor typeLow-floor
Powertrain
Engine
Electric motor
  • Battery Electric: Siemens ELFA 3 (plus ZF AVE130 on 60-foot)
  • Hybrid: Allison H 40 (35- & 40-foot), H 50 (60-foot), BAE HDS200 (35- & 40-foot) or HDS300 (60-foot)
  • Hydrogen: Siemens ELFA 2 (plus ZF AVE130 on 60-foot)
  • Trolley: Kiepe Electric
TransmissionAllison B 400 (35- & 40-foot), B 500 (60-foot), Voith or ZF
Dimensions
Wheelbase
  • 226.75 in (5.76 m) (35-foot)
  • 283.75 in (7.21 m) (40-foot)
  • Front: 229 in (5.82 m) / Rear: 293 in (7.44 m) (60-foot)
Lengthover bumpers:
  • 36 ft 3 in (11.0 m) (35-foot)
  • 41 ft (12.5 m) (40-foot)
  • 60 ft 10 in (18.5 m) (60-foot)
Width102 in (2.59 m)
Height10 ft 6 in (3.20 m) (diesel)
11 ft 1 in (3.38 m) (all others)
Curb weight
  • 24,500–29,300 lb (11,100–13,300 kg) (35-foot)
  • 26,000–30,500 lb (11,800–13,800 kg) (40-foot)
  • 39,000–45,500 lb (17,700–20,600 kg) (60-foot)
Chronology
PredecessorNew Flyer Low Floor

The New Flyer Xcelsior is a line of transit buses available in 35-foot rigid, 40-foot rigid, and 60-foot articulated nominal lengths manufactured by New Flyer Industries since 2008. In addition to the different available lengths, the buses are sold with a variety of propulsion systems: conventional diesel, compressed natural gas (CNG), diesel-electric hybrid, hydrogen fuel cell, overhead electric wire (Trolleybus) and battery electric. A future autonomous bus variant was announced in January 2021.

Model codes

[edit]
Xcelsior
Model Power Length Generation
X: Xcelsior D: diesel
DE: diesel-electric hybrid
E: battery-electric
HE: hydrogen fuel cell
N: compressed natural gas
T: electric trolleybus 		35: 35 feet (10.7 m)
40: 40 feet (12.2 m)
60: 60 feet (18.3 m) articulated 		none: original design
NG: Next Generation

For example, a New Flyer XE40 CHARGE NG is a 40-foot (nominal) rigid Next Generation Xcelsior with battery-electric power, or an XN60 is a 60-foot articulated Original Generation Xcelsior with CNG power. All power sources had 40- and 60-foot models until late 2024, but not all power sources have 35-foot models: XHE35s (hydrogen-powered) and XT35s (trolleybus) do not exist. In XDE60's will stop production in 2026 (see History Section below)

History

[edit]

The Xcelsior was introduced October 2008 APTA Expo held in San Diego. The Xcelsior started off as a set of improvements to the company's prior product, the New Flyer Low Floor, but over the development process the company said it ended up designing a new bus. Compared to the Low Floor, the Xcelsior was 10% lighter, boosting fuel economy by about 7%.[1]

The bus was also designed to allow a much larger cooling system and the addition of a SCR system, both required to meet the more stringent EPA mandates that were coming in 2010. To accommodate the change, the Thermo King air conditioning system was moved from the rear of the bus to a roof mount location over the front axle. New Flyer found that the move improved the weight balance of the bus, and when combined with enhanced insulation, contributed to the vehicle running quieter.[2]

The interior of the bus was also modified. By moving the fuel tank and modifying the rear suspension, seating capacity was increased from 39 to 42 (on the 40-foot model), with more forward-facing seats. To improve accessibility, the floor height was lowered to 14 inches (360 mm) with the ability to kneel down to 10 inches (250 mm), and the front entry door was widened, allowing a wider wheelchair ramp. To improve interior aesthetics, visible fasteners were eliminated and molded plastic surfaces were introduced. The utilitarian instrument panel was replaced with an automotive-style electronic dashboard.[2]

The bus also had a redesigned front face, bumpers, and roof shrouds that also offered better aerodynamics and the front improved visibility for the driver.[2]

At launch, the Xcelsior was only available in a 40-foot (12 m) length with power from the Cummins ISL 280 and a Allison B400 conventional transmission or the Allison EP-40 hybrid drive. Brampton Transit, serving Brampton, Ontario, was the first agency to order the Xcelsior.[2]

The first trolleybus version of the Xcelsior was an XT40 built in 2014 for the Seattle trolleybus system, operated by King County Metro,[3] the first unit of an order placed in 2013.[4] King County Metro also purchased the XT60 (articulated trolleybus),[4] and both XT40s and XT60s were subsequently purchased by the San Francisco Municipal Railway, for the San Francisco trolleybus system.[5]

In August 2024, New Flyer quietly updated their brochure to say that beginning with the 2026 model year, the XDE60 will be discontinued as New Flyer was unable to find a powertrain compliant with new regulations taking effect around that time. With the 2027 model year, the XDE35 will be discontinued due to projected low demand.[6] New Flyer originally planned to simultaneously discontinue the XN35 for the same reason, but they would quietly reverse their decision in May 2025.[7]

Xcelsior CHARGE

[edit]
A 5-door XE60 battery electric bus with City Line livery operated by Spokane Transit charging via SAE J3105 overhead charging station.

The first Xcelsior battery electric buses (XE40) were built in 2014 and delivered to the Chicago Transit Authority and Winnipeg Transit.[8] Massachusetts Bay Transportation Authority was the lead agency for the XE60, ordered in January 2019[9] and placed into service on July 31, 2019.[10] The Toronto Transit Commission operates 25 XE40 buses.

The first battery electric Xcelsior buses were a powertrain option within the regular Xcelsior line; development was announced in 2011, a prototype was shown in 2012, and regular production began in 2014.[11] The original battery electric Xcelsior bus, offered as an XE40, used a permanent magnet traction motor built by Siemens.[12] In October 2017, the Xcelsior CHARGE sub-line was introduced.[11]

The Xcelsior CHARGE variant (XE) uses the Siemens ELFA2 electric drive system with different options for battery capacity, depending on the charging speed and range required.[13] The traction motor used has an output of either 210 or 280 hp (213 or 284 PS; 157 or 209 kW) and 1,033 or 1,475 lb⋅ft (1,401 or 2,000 N⋅m; 143 or 204 kg⋅m).[14] Batteries are supplied by XALT Energy[15] or A123 Systems (XE60 long-range models and XHEnn fuel cell models).[14] On-route rapid charging is provided through an overhead pantograph designed to be interoperable with the SAE J3105 standard supplying 300–450 kW. Shop or depot charging may be performed using SAE J3068 and J1772 connectors supplying up to 150 kW.[14][8]

At Altoona[clarification needed], the as-tested empty weight of an XE40 was measured at 32,770 lb (14,860 kg) with a capacity of 76 (38 seated passengers + 37 standing passengers + 1 driver) for a total GVW of 43,550 lb (19,750 kg). It was equipped with 4 XALT Xsyst 7 (7 kWh) batteries and a SPHEROS fuel-fired heater. When accelerating from a constant speed, the bus emitted an average maximum noise level of 66.1 dB(A),[16] considerably lower than the average maximum noise level of 70.4 dB(A) measured from a conventionally-powered XD40.[17]

XE60

[edit]
Los Angeles County Metropolitan Transportation Authority’s G Line bus using on-route charger at North Hollywood station
The interior of an XE60 owned by the New York City Transit Authority. Specifications may be different for other transit agencies.

The articulated XE60 adds a second driven axle, using the ZF AxTrax AVE[18][19] uses two electric motors (one per wheel), each with a maximum continuous/peak output of 160 / 340 hp (162 / 345 PS; 119 / 254 kW) and maximum continuous/peak torque of 6,000 / 16,200 lb⋅ft (8,135 / 21,964 N⋅m; 830 / 2,240 kg⋅m).[20] Each motor is an asynchronous three-phase AC motor operating on 650 VDC with an input current of 250 (continuous) to 340 (peak) amps, using a single-speed reduction gear ratio of 22.66:1. The complete axle assembly weighs 2,760 lb (1,250 kg)[21]

The as-tested empty weight of an XE60 was 52,070 lb (23,620 kg) with a capacity of 120 (50 seated passengers + 69 standing passengers + 1 driver) for a total GVW of 70,170 lb (31,830 kg).[20] Compared to the diesel-powered equivalent XD60, the XE60 is heavier (XD60 GVW is 58,600 lb (26,600 kg)) and holds slightly fewer people (XD60 capacity is 123 people: 49 seated, 73 standing, 1 driver).[22] Depending on the driving route/style, the XE60 tested at Altoona had a predicted range of 145 to 246 miles (233 to 396 km).[20]

The MBTA and NYMTA were the first to order the XE60, with the former ordering 5 and the latter ordering 15.

Xcelsior CHARGE NG

[edit]
An XE40 NG bus owned by the Toronto Transit Commission.

Xcelsior CHARGE NG is New Flyer's next generation battery electric, zero-emission bus. It is lighter, simpler and has longer range with better energy recovery. It has a capacity of 32-61 passengers with 2 wheelchair locations. It is available in 35-, 40-, and 60-foot configurations. It has a Siemens ELFA3 traction motor, Lithium Manganese Cobalt (NMC) batteries, and electric roof-mounted HVAC(s).[23]

Xcelsior CHARGE H2

[edit]

The CHARGE model can be equipped with a hydrogen fuel cell (model code XHE), which acts as an on-board charger to extend range.[24] Earlier New Flyer fuel cell buses were based on the preceding Low Floor chassis, designated H40LFR, and integrated by an outside vendor. In 2016, New Flyer received an order for 25 XHE40 buses under the California Air Resources Board Air Quality Improvement Program (AQIP).[14] The XHE40 uses a MAN SE model 1350 rear axle with a traction motor from Siemens; like the XE60, the XHE60 also uses a MAN 1350 rear axle as a pusher, but adds a ZF AxTrax AVE middle axle as a puller for traction-challenged conditions.[25]

An XHE60 tested at Altoona weighed 49,890 lb (22,630 kg) empty; with a total capacity of 132 (1 driver, 50 seated, 81 standing), the estimated GVW was 69,750 lb (31,640 kg). The fuel cell was a Ballard HD85 with an 85 kW output.[25]

Development of the electric fuel cell buses is centered in California, with AC Transit serving as the lead agency for one XHE60, and SunLine Transit Agency, AC Transit, and Orange County Transportation Authority testing several variants of XHE40.[8]

Xcelsior AV

[edit]

New Flyer and Robotic Research announced a partnership in May 2019 to develop automated bus technology.[26] In January 2021, New Flyer introduced the Xcelsior AV, New Flyer's first ever autonomous bus.[27] New Flyer claims the AV meets the SAE J3016 Level 4 of autonomy. The AV is based on the XE40 chassis, and uses Robotic Research's AutoDrive suite of sensors and AutoDrive ByWire mechanical actuators.[28] Project management was performed by The Center for Transportation and Environment (CTE) with support from the Federal Transit Administration, who provided a US$2 million grant under the Integrated Mobility Innovation Program.[29]

The first three Xcelsior AV buses are scheduled to be tested by CTtransit in 2021 on the CTfastrak bus rapid transit (BRT) line, over a dedicated right-of-way 9 miles (14 km) long, connecting New Britain and Hartford, Connecticut. The deployment on a BRT line is anticipated to test the vehicles' ability to perform precision docking at station platforms and platooning multiple vehicles.[29]

[edit]

See also

[edit]

References

[edit]
[edit]
Revisions and contributorsEdit on WikipediaRead on Wikipedia

New Flyer Xcelsior

View on Grokipedia
from Grokipedia
The New Flyer Xcelsior is a family of low-floor transit buses produced by of America, a subsidiary of , offering configurations in 35-foot, 40-foot, and 60-foot articulated lengths to accommodate various urban and suburban transit needs. Launched in 2009 as an evolution of 's earlier low-floor designs dating back to 1991, the Xcelsior emphasizes enhanced passenger accessibility, , and reduced emissions through advanced such as lighter-weight construction and single-reduction rear axles. As of 2025, over 22,000 Xcelsior buses have been delivered to transit agencies throughout , making it one of the most widely adopted platforms in the industry. The Xcelsior line builds on New Flyer's legacy as North America's leading bus manufacturer, incorporating modular designs for easier maintenance and upgrades while prioritizing and rider comfort. Key features include step heights with kneeling to less than 10 inches, wider front doors for faster boarding, and a 1:6 ramp ratio for access supporting up to 1,000 pounds, alongside the SmartRider system that optimizes ride quality and . Propulsion options span traditional and zero-emission technologies, including clean diesel engines compliant with ultra-low standards, hybrid-electric systems capable of speeds up to 65 mph under full load, (CNG) with over 14,000 units delivered historically, and trolley-electric variants exceeding 1,700 deliveries. Notable advancements within the Xcelsior family include the battery-electric Xcelsior CHARGE NG, which offers a 13% range extension, up to 90% energy recovery, and a lighter frame compared to prior models, and the fuel cell-electric Xcelsior CHARGE FC, capable of up to 370 miles per refueling without external charging. These zero-emission variants have collectively surpassed 15 million service miles as of 2025, underscoring their reliability in high-demand urban environments. Recent contracts, such as orders for up to 500 low- and zero-emission units from the in 2025, highlight the platform's ongoing dominance in supporting mass transit electrification goals.

Overview

Introduction and Development

The New Flyer Xcelsior is a family of low-floor transit buses developed by Industries as the successor to the company's earlier Low Floor series, which had been in production since 1991. The platform was introduced in October 2008 at the (APTA) Expo in , , marking a significant evolution in North American transit bus design with an emphasis on enhanced efficiency, accessibility, and adaptability to regional standards. Key design improvements in the initial Xcelsior models included an 8% reduction in overall weight compared to the Low Floor predecessors, achieved through optimized structure and lighter components, which contributed to improved operational performance. Additionally, the platform pioneered the use of LED headlights in the transit bus industry, offering better visibility and durability while accommodating modern accessories like bike racks without interference. The initial launch centered on the 40-foot diesel-electric hybrid variant, with the first production order secured by Brampton Transit in Ontario, Canada, for deployment in its Züm bus rapid transit service starting in 2010. At its core, the Xcelsior platform embodies a modular philosophy tailored to North American transit needs, featuring a low-floor design for seamless , including ramps and suspension, while supporting customization across various lengths and propulsion types to meet diverse urban and suburban requirements. This approach ensures compliance with standards such as those from with Disabilities Act, prioritizing passenger comfort and operational reliability. The buses are available in 35-foot, 40-foot, and 60-foot configurations, with propulsion options ranging from diesel to electric systems.

Production and Sales

The New Flyer Xcelsior platform is manufactured at the company's primary facilities in Winnipeg, Manitoba, Canada, and , USA, where assembly lines produce various configurations including diesel, hybrid, electric, and variants. Production began following the platform's introduction in 2008, with the first deliveries occurring in 2009 to early adopters in North American transit agencies. As of 2025, has delivered over 22,000 Xcelsior units across all variants, marking a significant production milestone that underscores the platform's rapid . This total continued to grow with ongoing output, reflecting sustained demand from major operators such as the and , which have integrated hundreds of Xcelsior buses into their fleets for urban and suburban service. Recent contracts include a 2025 order from the for up to 500 low- and zero-emission units. The Xcelsior quickly achieved commercial success, becoming New Flyer's flagship platform by due to its versatile design and alignment with evolving transit needs, including propulsion options. This rapid adoption propelled the model to dominate New Flyer's sales portfolio, contributing the majority of the 's heavy-duty deliveries in and forming a cornerstone of NFI Group's overall revenue stream, which reached $3.12 billion in 2024 largely driven by Xcelsior variants.

Model Designations

Length and Configuration Codes

The New Flyer Xcelsior line employs a standardized where the model designation begins with "XD" for diesel-powered variants or "XDE" for hybrid-electric, followed by a two-digit code representing the nominal length in feet. This system facilitates quick identification of the bus's size and basic configuration, with available options limited to 35-foot and 40-foot rigid buses, as well as 60-foot articulated buses. The rigid configurations apply to the shorter models, providing straightforward, non-jointed structures suitable for standard routes, while the 60-foot articulated design incorporates a flexible center joint to enhance maneuverability on congested urban streets.
Nominal LengthModel CodesActual Length (over bumpers)ConfigurationApproximate Seated Capacity
35 feetXD35/XDE3536 feet 3 inches (11.0 m)Rigid32 passengers
40 feetXD40/XDE4041 feet (12.5 m)Rigid40 passengers
60 feetXD60/XDE6060 feet 10 inches (18.5 m)Articulated61 passengers
These nominal length codes reflect approximate overall dimensions and are tied to passenger capacities that scale with size, though exact figures vary by interior layout and local regulations; for instance, the 35-foot model typically accommodates 32 seated and up to 33 standees (total around 65 s), while the 60-foot articulated version supports 61 seated and up to 62 standees (total around 123 passengers) in high-demand scenarios. The Xcelsior line debuted in 2008 primarily with the 40-foot rigid model, expanding to include the 35-foot rigid option starting in 2010 and the 60-foot articulated option in 2012 to address diverse transit needs. These length and configuration codes are prefixed to propulsion-specific suffixes, such as those for hybrid or electric systems.

Propulsion Type Codes

The New Flyer Xcelsior bus lineup employs a standardized for model designations, where the prefix "X" denotes the Xcelsior series, followed by a type and a numeral indicating the nominal length in feet (35, 40, or 60 for articulated configurations). This structure allows for clear identification of powertrain variants across the family. For instance, the full code XDE60 refers to a 60-foot hybrid-electric articulated model. The propulsion type codes encompass a range of conventional, alternative fuel, and zero-emission options, reflecting the Xcelsior's adaptability to diverse transit needs. Below is a summary of the primary codes, their associated propulsion systems, and key components.
CodePropulsion TypeExample ModelKey Components
XDDieselXD40Cummins L9 engine, ultra-low sulfur diesel fuel.
XNCompressed Natural Gas (CNG)XN40Cummins Westport L9N engine.
XDEHybrid-electricXDE40Series with Cummins B6.7 engine and BAE Systems HybriDrive or Allison components.
XEBattery-electricXE40Xcelsior CHARGE NG branding, with electric drive systems such as Accelera or ZF AVE130.
XHEHydrogen fuel cellXHE40Ballard FCmove-HD+ modules integrated with battery-electric technology.
XTTrolley-electricXT40Overhead wire power via trolley poles, with Kiepe Electric and 71 kWh onboard batteries for in-motion charging and off-wire operation.
These codes integrate with length and configuration prefixes detailed elsewhere, enabling precise specification for procurement and fleet management.

Design and Features

Chassis and Body Construction

The New Flyer Xcelsior employs an low-floor , enabling seamless and efficient operation across its various . The body structure integrates a robust frame typically constructed from , with available as an option for superior resistance in harsh environments. This provides structural integrity while supporting the bus's modular components for simplified and repairs. The body panels are made of lightweight composite materials, offering corrosion resistance and reduced overall compared to traditional exteriors. The standard width measures 102 inches (2.6 m), optimizing stability and compatibility with urban infrastructure. Overall heights vary by model and propulsion type: diesel variants stand at 10 feet 6 inches (3.2 m) over the unit, while electric and models reach 11 feet 1 inch (3.38 m) to accommodate overhead charging infrastructure. Suspension systems feature full air-ride setup with self-leveling capabilities, including a VOK 07 front and MAN HY-1350 rear for smooth handling and ride quality. Curb weights reflect propulsion and length variations; for instance, a 35-foot diesel model weighs approximately 25,000 pounds (11,340 kg), while a 60-foot electric articulated variant approaches 45,500 pounds (20,638 kg) due to battery integration. Gross ratings (GVWR) for articulated models can reach up to 58,000 pounds (26,308 kg), accommodating high-capacity urban routes. Safety is enhanced through the frame's inherent rollover protection, derived from its high-strength materials and optimized geometry, along with standard anti-skid braking systems (ABS) on all axles for improved traction control. The modular design further supports rapid component replacement, minimizing downtime and enhancing long-term reliability.

Interior Layout and Accessibility

The New Flyer Xcelsior buses feature a low-floor interior layout throughout the passenger compartment, supported by the underlying design, which enables seamless access via a front ramp with a 1:6 slope ratio and 32-inch width. This configuration provides typical seated capacities of 32 passengers for 35-foot models, 40 for 40-foot models, and 61 for 60-foot articulated models, with additional standee space accommodating up to 33, 43, and 62 passengers respectively, depending on and seating options. The aisle width measures 21 to 24 inches, and the interior height reaches 79 inches from floor to ceiling, promoting an open and navigable environment. Seating arrangements are highly customizable to balance passenger capacity, comfort, and needs, with options for forward-facing seats that enhance and space efficiency. The design includes dedicated spaces for up to two positions, typically located at the front and rear, allowing for secure integration without significantly reducing overall seating. In electric variants, onboard battery placement under the floor preserves this interior volume with minimal adjustments to layout. Accessibility is a core focus, with features ensuring compliance with Americans with Disabilities Act (ADA) standards through the SmartRider™ system, which enables intelligent kneeling and self-leveling to achieve a step height under 10 inches and a ramp capacity of up to 1,000 pounds. Expanded front door widths and improved step heights further facilitate boarding for mobility-impaired passengers, while optional bridge plates support platform-level access at stations. Passenger amenities include HVAC systems for climate control and interior lighting panels for visibility, contributing to a comfortable and inclusive ride experience.

Propulsion Variants

Conventional and Hybrid Systems

The New Flyer Xcelsior conventional and hybrid systems utilize internal combustion engines paired with advanced transmissions to provide reliable, cost-effective for transit operations, emphasizing emissions control and . These variants, denoted by XD for diesel and XDE for hybrid in the model designation codes, cater to routes where zero-emission is limited. The diesel-powered Xcelsior XD models feature L9 engines delivering 260-380 horsepower, with options for the smaller B6.7 engine in shorter configurations. These engines are mated to Allison transmissions, such as the B400 series, enabling smooth operation and acceleration under load. Emissions compliance is achieved through (SCR) and (DPF) technologies, meeting EPA Phase 2 standards for 2021-2027 with up to 95% reduction and virtually smoke-free performance. For (CNG) operation, the Xcelsior XC employs the Westport L9N engine rated at 250-320 horsepower, storing fuel in Type 4 rooftop cylinders at 3,600 psi for an extended range of 350-400 miles. Refueling occurs via fast-fill stations, with regulators ensuring compatibility, and no particulate filter is required due to inherently low production. These systems achieve 90% less emissions than equivalent diesel models. The hybrid Xcelsior XDE integrates a series-parallel configuration using a B6.7 engine (approximately 230-280 horsepower) with either the GEN 3 modular propulsion control system or Allison eGen Flex hybrid drive. This setup incorporates that recovers up to 40% of , extending brake life and contributing to 10-29% fuel savings over conventional diesel equivalents, depending on route characteristics. Recent production trends indicate a gradual shift away from hybrids toward fully electric options. Across these systems, Xcelsior buses achieve top speeds of 65 mph while fully loaded, with ranging from 3-5 diesel equivalent for conventional models and up to 5.88 in hybrid configurations under standardized testing. Maintenance intervals are extended, with engines supporting oil changes up to 12,000 miles, reducing downtime and operational costs.

Electric and Trolley Systems

The New Flyer Xcelsior battery-electric variants, designated as XE models under the Xcelsior CHARGE lineup, utilize high-energy lithium nickel manganese cobalt (NMC) batteries to power zero-emission operations. These systems feature battery capacities ranging from 345 kWh to 690 kWh, depending on and configuration, enabling ranges of 143 to 254 miles on a single charge as tested under Altoona protocols. Propulsion is provided by the ELFA 3 or equivalent Accelera by traction system, delivering 160 kW for 35- and 40-foot models and up to 320 kW for 60-foot articulated buses, with torque outputs of 1,033 to 2,066 lb-ft and recovering up to 90% of energy. Introduced in 2021, the Xcelsior CHARGE NG represents an evolution of the battery-electric platform with modular battery packs housed in standardized, waterproof enclosures rated IP67 for submersion and IP69 for high-pressure washing, facilitating easier maintenance and sanitization in urban environments. These packs employ a plug-and-play mounting system on the roof or propulsion compartment, contributing to a lighter overall design and improved compared to prior iterations. The NG variant achieves approximately 13% greater usable energy availability through enhanced packaging and efficiency gains, supporting extended daily service without compromising payload capacity. The Xcelsior XT variant integrates in-motion charging (IMC) infrastructure, drawing electricity directly from overhead wires via automated trolley poles with a 41.25-inch overhang for flexible navigation around obstacles. Onboard, a 71 kWh system—comprising batteries and supercapacitors—stores excess power for off-wire operation, allowing the bus to travel up to 17 miles on a 40-foot model or 11 miles on a 60-foot model. employs a Kiepe Electric rated at 246 kW with 2,138 lb-ft of , paired with the Parker Vansco electrical architecture for seamless transitions between wired and stored energy modes. Charging for battery-electric Xcelsior models supports both depot-based plug-in methods compliant with and CCS standards, achieving a full charge in 3.8 to 4.25 hours for a 520 kWh pack, and opportunity charging via overhead pantographs at up to 450 kW for rapid top-ups—such as 6 minutes equating to 1.5 hours of operation. Trolleybus variants primarily rely on continuous IMC but can incorporate depot charging for the onboard ESS to extend off-wire capabilities. Overall system efficiency for these electric and trolley configurations typically ranges from 1.5 to 2 kWh per mile, as demonstrated in operational evaluations, yielding significant reductions of 100 to 160 tons annually per bus relative to diesel equivalents.

Hydrogen and Alternative Fuels

The New Flyer Xcelsior features a fuel cell variant known as the Xcelsior CHARGE H2, introduced in 2019 as the first fuel cell-electric model eligible for federal funding in . This bus employs a battery-dominant hybrid electric architecture, where the serves as a by continuously charging onboard high-power batteries, building on the electric propulsion platform for seamless integration. The system uses a Ballard Power Systems FCmove-HD+ module with a net power output of 100 kW, enabling zero tailpipe emissions and producing only as exhaust. In 2022, unveiled the next-generation Xcelsior CHARGE FC, incorporating an updated, lighter module for enhanced efficiency and recyclability, with deliveries in 2025 powering over 200 units. Hydrogen storage on the Xcelsior CHARGE FC consists of lightweight Type 4 composite cylinders mounted on the roof, certified for 350 bar , with a base capacity of 37.5 kg for 40-foot models (56 kg for 60-foot articulated versions). This configuration supports a range exceeding 370 miles on a single refueling, with an optional extended-range four-tank module adding 17.5 kg of capacity to reach up to 640 miles, ideal for rural or long-distance routes without off-board charging. Refueling occurs in 6-10 minutes for 40-foot buses (12-20 minutes for 60-foot), depending on station infrastructure, offering operational parity with diesel buses while achieving up to 90% energy recuperation through and >97% availability. Compared to traditional diesel buses, the system delivers approximately 2.2 times higher fuel economy, contributing to annual savings of 85-135 tons per bus. For alternative fuels in non-zero-emission variants, the Xcelsior's diesel models are compatible with blends up to B20 (20% , 80% petroleum diesel), as certified by engine manufacturers for reduced lifecycle emissions without requiring modifications. This integration supports transitional adoption of in conventional propulsion setups, though it remains secondary to the primary zero-emission focus of the hydrogen variant.

History

Launch and Early Adoption

The Xcelsior was unveiled in October 2008 at the (APTA) Expo in , , where a of the XDE40 hybrid-electric model was showcased as the initial offering in the new lineup. This introduction marked a significant from prior New Flyer low-floor buses, emphasizing enhanced durability, passenger comfort, and integration of hybrid technology for improved environmental performance. The first production order for the Xcelsior came from in , , which selected 25 XDE40 hybrid-electric buses in early 2009 for its Züm bus service, with options for up to 40 additional units over three years. Deliveries of these 40-foot buses began in 2010, making the inaugural operator and demonstrating the model's suitability for high-capacity urban routes. This order highlighted the Xcelsior's role in supporting initiatives through its low-floor configuration and reliable hybrid drivetrain. Early adoption was propelled by the Xcelsior's advantages, with hybrid variants achieving up to 8% savings over conventional diesel buses, alongside its fully low-floor design that facilitated easier boarding for passengers with disabilities. Compliance with Buy America standards, enabled by New Flyer's U.S.-based manufacturing in facilities like those in , further accelerated uptake among American agencies receiving federal funding, including initial procurements by the New York Metropolitan Transportation Authority and around 2010-2011. By 2012, deliveries had reached several hundred units, predominantly 40-foot hybrids serving major urban fleets and solidifying the Xcelsior's market position.

Evolution of Electric Models

The development of electric variants for the New Flyer Xcelsior began with pilot deliveries in 2014, marking the introduction of battery-electric propulsion to the platform. The first units, designated XE40, were 40-foot models equipped with lithium-ion batteries offering up to 300 kWh capacity, delivered to the and . These early buses utilized conductive charging systems and demonstrated feasibility for urban transit routes, with placing them into service later that year. The Xcelsior CHARGE line expanded in 2016-2017, incorporating the XE35 and XE40 models with improved battery configurations for extended range, alongside the introduction of the articulated XE60. This period saw significant adoption, with major orders from agencies like County Metropolitan Transportation Authority, which received initial deliveries starting in 2018 as part of a 100-unit contract to support zero-emission goals on routes such as the G Line. By 2020, deliveries had reached hundreds of units across , including to , reflecting growing confidence in the technology for high-demand operations. In 2021, New Flyer unveiled the Xcelsior CHARGE NG, featuring enhanced battery modularity for easier maintenance and scalability, up to 660 kWh capacity, and improved energy recovery for ranges exceeding 250 miles. Debuted at the American Public Transportation Association (APTA) Expo, the NG model addressed prior limitations in weight and efficiency; the first deliveries occurred in 2022 to New Jersey Transit, comprising eight XE40 units as their inaugural battery-electric fleet. Hydrogen integration advanced with the introduction of the Xcelsior CHARGE H2 in 2019, combining stacks with battery systems for extended range without relying solely on overhead charging. Agencies like SunLine Transit deployed these buses, leveraging to achieve over 350 miles per refuel while minimizing battery degradation. In July 2025, introduced an extended-range option for the related Xcelsior CHARGE FC, adding a four-tank module for 17.5 additional kg of , enhancing range and operational flexibility for rural and long-distance routes. Development faced challenges, including a 2022 battery fire incident involving a Connecticut Transit Xcelsior unit, which prompted a nationwide recall of affected 2021-2022 models due to potential coolant accumulation leading to short circuits. The National Highway Traffic Safety Administration issued Recall 23V-083 in February 2023, requiring battery inspections and modifications; Connecticut Transit's fleet was sidelined until mid-2023, when resolutions allowed safe return to service.

Autonomous and Advanced Technology

The New Flyer Xcelsior AV represents a significant advancement in autonomous transit technology, unveiled in January 2021 as North America's first fully operational Level 4 automated heavy-duty . Developed in with Robotic Research, the Xcelsior AV integrates the company's battery-electric Xcelsior CHARGE platform with Robotic Research's AutoDrive and AutoDrive ByWire systems, enabling driverless operation within geofenced operational design domains (ODDs). This SAE J3016 Level 4 capability allows the bus to perform all driving tasks autonomously in predefined areas, such as dedicated bus lanes, without human intervention, while prioritizing safety through redundant systems and . The development of the Xcelsior AV stemmed from New Flyer's Automated Technology Program, announced in May , which aimed to advance automated driving systems (ADS) for transit applications through collaboration with technology providers. Initial testing occurred at Robotic Research's facilities in , focusing on integration and validation of autonomous features. These efforts underscore the platform's adaptability to diverse transit scenarios beyond urban settings. At the core of the Xcelsior AV's are advanced sensor suites and connectivity features, including , , cameras, and ultrasonic sensors that generate a 360-degree, three-dimensional environmental map for detection and . The system supports (V2X) communication, encompassing vehicle-to-vehicle (V2V) for safe platooning with other buses and vehicle-to-infrastructure (V2I) for interacting with traffic signals to optimize flow and braking. These technologies enable precision docking at stations, reducing infrastructure wear and enhancing for passengers with disabilities, while the overall ADS promotes in geofenced corridors. Deployments of the Xcelsior AV have focused on demonstration pilots to evaluate performance in transit operations. In 2023, the Connecticut Department of Transportation (CTDOT) initiated testing on the CTfastrak bus rapid transit corridor between New Britain and Hartford, utilizing three Xcelsior CHARGE buses equipped with the ADS for features like platooning and precision docking, funded by a $2 million FTA Integrated Mobility Innovation grant. This project aims to improve safety and accessibility, particularly for riders with disabilities, by leveraging the bus's autonomous capabilities in a dedicated guideway environment. Further agreements, such as the 2021 expansion with Robotic Research, pave the way for broader adoption by North American transit agencies.

References

  1. https://www.newflyer.com/new-flyer-buses-meet-the-xcelsior-family/
  2. https://www.nfigroup.com/news-releases/news-release-details/new-flyer-unveils-its-most-advanced-ev-bus-mass-mobility-urban
  3. https://www.newflyer.com/bus/xcelsior-charge-fc/
  4. https://www.newflyer.com/company/about/
  5. https://www.newflyer.com/bus/xcelsior-diesel/specs/
  6. https://www.newflyer.com/bus/xcelsior-hybrid/
  7. https://www.newflyer.com/bus/xcelsior-cng/
  8. https://www.newflyer.com/bus/xcelsior-trolley/
  9. https://www.newflyer.com/bus/xcelsior-charge-ng/
  10. https://www.newflyer.com/2025/02/new-flyer-awarded-washington-metropolitan-area-transit-authority-contract-to-supply-up-to-500-low-and-zero-emission-xcelsior-buses/
  11. https://busride.com/xcelsior-gives-a-spirited-ride/
  12. https://transittoronto.ca/bus/8530.shtml
  13. https://cptdb.ca/wiki/index.php/Brampton_Transit_1050-1074
  14. https://www.nfigroup.com/our-company/our-locations
  15. https://www.nfigroup.com/news-releases/news-release-details/toronto-transit-commission-awards-nfi-contract-621-new-flyer
  16. https://www.nfigroup.com/news-releases/news-release-details/nfi-announces-strong-fourth-quarter-and-fiscal-2024-results
  17. https://cptdb.ca/wiki/index.php/New_Flyer_Industries_XD35
  18. https://cptdb.ca/wiki/index.php/New_Flyer_Industries_XD40
  19. https://cptdb.ca/wiki/index.php/New_Flyer_Industries_XD60
  20. https://www.newflyer.com/site-content/uploads/2021/07/Xcelsior-Clean-Diesel-Brochure.pdf
  21. https://cptdb.ca/wiki/index.php/New_Flyer_Industries_Xcelsior
  22. https://www.newflyer.com/bus/xcelsior-diesel/
  23. https://cptdb.ca/wiki/index.php/New_Flyer_Industries_XN40
  24. https://www.newflyer.com/site-content/uploads/2021/03/New-Flyer-Xcelsior-Brochure.pdf
  25. https://blog.ballard.com/bus/new-flyer-extended-range-xcelsior-charge-fc-fuel-cell-bus-rural-long-distance-transit
  26. https://nfiportal.nfigroup.com/site-content/uploads/2017/10/Xcelsior-CHARGE-Competetive-Comparison.pdf
  27. https://www.newflyer.com/site-content/uploads/2021/01/NF-Charge-Brochure-Final.pdf
  28. https://www.apta.com/wp-content/uploads/Resources/resources/reportsandpublications/Documents/An-Analysis-of-Transit-Bus-Axle-Weight-Issues-TCRP-J11-T20.pdf
  29. https://www.newflyer.com/accessibility-options/advanced-styling-accessibility/
  30. https://www.newflyer.com/bus/xcelsior-hybrid/specs/
  31. https://www.newflyer.com/bus/xcelsior-charge-ng/specs/
  32. https://www.newflyer.com/accessibility-options/smartrider/
  33. https://www.newflyer.com/accessibility-options/
  34. https://www.ometro.com/wp-content/uploads/2020/09/2531oper.pdf
  35. https://www.cummins.com/engines/l9-2024
  36. https://www.cummins.com/engines/l9n-2018
  37. https://www.newflyer.com/site-content/uploads/2021/01/NF-CNG-Brochure-1.pdf
  38. https://www.newflyer.com/site-content/uploads/2023/12/Xcelsior_Hybrid-Electric.pdf
  39. https://www.newflyer.com/site-content/uploads/2021/03/Xcelsior-CHARGE-NG-Brochure-1.pdf
  40. https://chargedevs.com/newswire/new-flyer-unveils-lighter-more-efficient-longer-range-electric-bus/
  41. https://newflyer.com/site-content/uploads/2021/04/Xcelsior-Trolley-Brochure.pdf
  42. https://www.newflyer.com/bus/xcelsior-trolley/specs/
  43. https://docs.nrel.gov/docs/fy21osti/80022.pdf
  44. https://www.newswire.ca/news-releases/new-flyer-unveils-xcelsior-charge-h2-tm-bus-becoming-the-first-to-offer-two-fuel-cell-electric-models-eligible-for-federal-funding-856813327.html
  45. https://californiahvip.org/wp-content/uploads/2020/09/AL-MY24-Xcelsior-CHARGE-FC-Spec-Sheet-240124.pdf
  46. https://www.ballard.com/press-release/ballard-announces-purchase-order-to-supply-200-fuel-cell-engines-to-new-flyer/
  47. https://www.nfigroup.com/news-releases/news-release-details/nfi-unveils-next-generation-hydrogen-fuel-cell-electric-bus
  48. https://ngtnews.com/new-flyer-incorporates-hexagon-purus-hydrogen-cylinders-into-xcelsior-buses
  49. https://www.nfigroup.com/static-files/40ba3a8b-c854-4537-a089-850f69e20e06
  50. https://thenarwhal.ca/electric-bus-jobs-new-flyer/
  51. https://www.nfigroup.com/static-files/9ee1d7c2-13a3-4337-8844-c2bbd1edeb27
  52. https://cptdb.ca/wiki/index.php/New_Flyer_Industries_XE40
  53. https://www.winnipeg.ca/news/2014-11-27-new-flyer-battery-electric-buses-enter-service-winnipeg-transit
  54. https://www.chicagobus.org/buses/700-xe40
  55. https://www.metro-magazine.com/10033507/new-flyer-unveils-xcelsior-charge-electric-transit-bus
  56. https://www.greencarreports.com/news/1113241_los-angeles-metro-orders-100-electric-buses
  57. https://libraryarchives.metro.net/DPGTL/employeenews/TheSource/20200727-electric-bus-debuts-g-line-orange.pdf
  58. https://cptdb.ca/wiki/index.php/New_Jersey_Transit_22901-22908
  59. https://www.oemoffhighway.com/market-analysis/trends/press-release/21050652/new-flyer-industries-new-flyer-unveils-xcelsior-charge-h2-bus
  60. https://ww2.arb.ca.gov/sites/default/files/2022-07/SunLine%20AQIP%20Final%20Report%20FINAL_accessible.pdf
  61. https://www.newflyer.com/2025/07/new-flyer-launches-extended-range-option-for-xcelsior-charge-fc-hydrogen-fuel-cell-electric-bus/
  62. https://www.ntsb.gov/investigations/AccidentReports/Reports/HIR2403.pdf
  63. https://static.nhtsa.gov/odi/rcl/2023/RIONL-23V083-4775.pdf
  64. https://www.ctpublic.org/news/2022-11-02/cttransit-fleet-of-electric-buses-remains-out-of-service-following-summer-battery-fire
  65. https://www.nfigroup.com/news-releases/news-release-details/new-flyer-unveils-xcelsior-avtm-north-americas-first-automated
  66. https://newatlas.com/urban-transport/new-flyer-xcelsior-av-level-4-autonomous-transit-bus/
  67. https://www.newflyer.com/site-content/uploads/sites/2/2021/01/Xcelsior-AV-Brochure.pdf
  68. https://www.transit.dot.gov/sites/fta.dot.gov/files/2023-10/FTA-Report-No-0255.pdf
  69. https://www.metro-magazine.com/10154977/new-flyers-xcelsior-avtm-north-americas-first-automated-heavy-duty-transit-bus
  70. https://www.newflyer.com/2020/06/new-flyer-to-deploy-first-automated-heavy-duty-transit-bus-in-north-america-supporting-connecticuts-pursuit-of-integrated-mobility/
  71. https://finance.yahoo.com/news/nfi-robotic-research-sign-agreement-113000600.html
Add your contribution
Related Hubs
User Avatar
No comments yet.