8 1 0 2 / 1 International WELCOME TO TOWN The next MAN Lion’s City generation has arrived: a public service bus for the future
THE MARK OF THE LION. Unmistakeably MAN. The new Lion’s Coach. The newly equipped MAN Lion's Coach, just honoured with the IF Design Award, is more attractive and dynamic than ever. As efﬁcient as it is powerful, the Lion’s Coach is ﬁtted with everything a cost-effective coach could need, making it the ideal backbone for any ﬂeet. Thanks to MAN’s extensive experience as a manufacturer focusing solely on commercial vehicles and its wide-ranging service portfolio, the Lion's Coach guarantees a high degree of vehicle availability and utilisation. In short, it’s a lion you can rely on – whatever the route. www.bus.man
1/2018 Fan from a young age: Marcel Ammann first watched the FC Basel in stadium action back in 1977. calling, to be a driver for this club. I’ve been doing this for 13 years now, solely responsible for the last five years, and I’m doing my very best every day to make sure that the team is provided for in every way. And I hope to be serving the club for a very long time to come. This might be a typical situation: The team is celebrating after the match, while you must keep your attention focused on traffic. How does that work out? After the game, the atmosphere often is quite different from what people might imagine, namely quieter, more relaxed. Yet it does happen sometimes that the music gets turned up and the players are inclined to party a little. Like in May 2017, for example, when we beat the FC Sion to win the Swiss Cup in the finals hosted by Geneva. While I might even join in the singing on occasion, I do concentrate on driving – always remaining absolutely aware of my responsibilities. And what about a lost match – can you salvage the mood? Sometimes, yes. After all, I’ve known the club, the players and staff for years. So I have my own ways of lifting their spirits. They know that I’ll always care for them. And I do try to convey to them that it will be better next time round, with new opportunities just around the corner. Apart from the fact that we have actually not lost many matches in the last few years. The coach also features a sleeping berth. Have you tried it yet? The sleeping arrangements in our coach are actually quite fancy. Actual access can take a bit of practice, as vehicle space is limited. It makes for excel- lent sleep, however. I find it very comfortable. Your coach has an unusual name. What does “Bebbibus” actually mean? “Bebbi” is a folksy name for us natives of Basel. When we first received the vehicle, the majority of Basel’s residents voted to name the team coach that way. And so it remains known to the present day. 05
1 / 2018 THIS WINTER’S TALE BEGAN with just five trucks and a staff of ten. Back in 1988, an MAN convoy drove from Germany to Finland with the purpose of spending two weeks speeding through ice and snow in the relentless pursuit of Research and Development product improvement. While truly a mind-blowing undertaking, it was not without method: For obviously, the aspect of adventure was not the primary sense and purpose, but rather conducting a comprehensive vehicle test period under extreme climate conditions. Today, three decades on, this fundamental principle has not changed. The MAN winter trial examines and analyses the interaction and functionality of all vehicle components at temperatures as low as minus 42°C – so MAN customers ultimately receive weather- resistant vehicles. The results are contribut- ing to the continuous development of optimised heating and climate systems, the longitudinal and transverse dynamic control ASR, exhaust gas treatment systems, and 1988 The first winter test run engaged five trucks and ten people. It lasted merely two weeks. further test cycles relevant for automated and autonomous driving. Meanwhile, the winter trials have relocated to the chill of northern Sweden, keeping a total team of 260 people busy for about 15 weeks. During this time, the buses and coaches cover 80,000 kilometres, while the trucks will clock half a million kilo- metres, all of it over frozen lakes and snow- covered roads. And whatever may happen during those wintry challenges, at least nobody need worry about overheating. 07
Sticky Cr Made to measure: With line widths ranging from five millimetres to ten centimetres, the artists have created a 3-D effect. ADHESIVE TAPE IS EXTREMELY VERSATILE. Yet there is one area where it is seldomly used: art. Klebebande, an artists’ collective, had four days to turn a white NEOPLAN Skyliner into a work of art on wheels, as part of the movingART campaign. The result? A design showcase piece titled “Urban Perspectives”. Using tape in black, pink and gold colours, the artists expressed their ideas on sheet metal. The project participants Nikolaj Bultmann, Bodo Höbing and Bruno Kolberg drew their inspiration from the urban skyline that they experience daily in their hometown Berlin. “Just as when you’re sitting in a touring coach, looking at the sky, with all the buildings just flying by,” reflects Kolberg, when asked to describe the work. With lines varying in thick- ness from five millimetres to ten centimetres, they succeeded in generating 3-D effects. “In combination, these forms and the line shap- ing are truly a perfect match for the design of the NEOPLAN Skyliner,” comments Björn Loose, Head of Marketing at MAN Truck & Bus. And the best thing about it: The coach just looks amazing. 08 Eye catcher: No matter how busy the roads, this coach will stand out.
1 / 2018 SUCCESS STORY: The production of buses based on truck chassis was and remains the ideal makeshift solution for regions with poor roads and challenging climates. 1958: bus conversion based on the MAN 630 truck in the Philippines 1935: Sometimes it works the other way around and the bus becomes a cargo carrier – as with this Persian security van based on a Z1 design. 1961: 415 L1 truck chassis as coach, Thailand WATER WAGON: This bus is equally at home on land and in the Elbe River, as it offers rather unique city tours featuring an amphibious excursion through Hamburg’s Hafencity district. Absolutely unique in Germany, this so-called RiverBus is a custom-built vehicle based on an MAN truck. 2016: amphibious sightseeing bus on a truck chassis 11
Classy in orange Agile: TGS with rear loader and steerable trailing axle for industry-specific applications, the TGS 35.500 with three rear axles and a strong power take-off for suction dredgers and sewer clean- ers is shown at the fair. Lastly, the TGE can be ideally configured for winter services with a snow plough mounting bracket and a gritting and salting system mounted on the load bed. Premiere: At the 2018 IFAT trade fair, the TGE for municipal services will be shown for the first time. FLEXIBILITY, economy, environmental awareness, efficiency – municipalities and en- trepreneurs involved with waste management or road maintenance services expect a lot from their vehicles. MAN will focus on these areas at IFAT 2018, the world’s leading trade show for the water, sewage, refuse and re- cycling industry, scheduled for 14–18 May in Munich (Hall C6, booth 317). MAN will display two TGM and two TGX vehicles, as well as a TGE for the first time. Efficiency already begins with the choice of combined vehicle struc- tures: The all-wheel TGM can flexibly handle any tasks, for its superstructure is easily exchanged via hook winding support. It also excels with its load capacity and low cabin entry. The MAN TGS with rear-load structure shows off numerous safety features. Prepared 12
Good as new Projection of a future look: an image of the VOMAG coach long ago GETTING ANY COACH dating back to 1927 up and running again is definitely a challenge, especially when it sports neither an engine nor tyres and has also been exposed to the elements for decades. And yet, the VOMAG group active in the honorary Plauen Vogtland Museum Association set itself the ambitious goal of completely restoring a VOMAG type O.M. 57 “KVG Friedrichhafen I”, to effectively create a “monument on wheels” celebrating the long tradition of coach building in Plauen, in the far east of Germany. In its project, the association receives financial support from MAN’s Bus Modification Center (BMC). “We have close connections with the VOMAG,” says BMC site manager André Körner. “After all, the 14 former NEOPLAN works, now home to the BMC, goes back to the former Vogtländische Maschinenfabrik.” Ninety years ago, that plant had also built the very coach now being re- stored by the VOMAG group. Purchased sans engine in 1969 by a beekeeper and parked in the woods near Freiberg, it housed numerous hives that produced honey for 30 years. The chassis is to be restored to its original condi- tion soon, followed by the wooden body shell. Still lots to do: A piece of the chassis awaits restoration. Former glory: In the 1930s, the VOMAG set benchmarks in coach construction.
Economical: When the vehicle comes to a halt at bus stops or red lights, the engine turns off automatically. 18 The Lion’s City comes in a 7-metre and an 18-metre variant, thus either with or without articulation. D 1556 LOH engines with differ- ent performance levels are available for each version. The 9-litre diesel engine offers a choice of 280 hp, 330 hp or 360 hp. The RVB works are testing the 12-metre version with an output of 280 hp. Due to its topography, observes Koy, Regensburg is an ideal test ground. There are not only sharp inclines of up to 12%, but also numerous challenging passages to master in the old town. In turn, the Regensburg transport experts apparently have found the ideal bus for their needs. “The performance this test vehicle offers is per- fectly adequate for us,” says Alexander Riedl, a driver for RVV, the regional public transport network. Even with the smallest engine in the Lion’s City portfolio, climbing any incline is never an issue. Due to its length, the Lion’s City is able to easily circulate through the narrow streets of the ancient city centre. In short: Riedl is “already impressed” by the new RVB fleet member. “MAN DEVELOPED THIS BUS completely from scratch,” explains Koy. Rather than partially modifying the previous version here and there, the development experts re designed everything from the ground up – ranging from the chassis and the interior right up to the engine. “As opposed to the earlier model, the D 15 was installed in an upright-standing position,” says Koy.
Somehow, the new MAN travels more smoothly – it feels more like its floating.” Michael Wagner, bus driver for Regensburg’s municipal transport authority Powerful: The engine can match the road with up to 360 hp and is mounted in an upright-standing position. Hereby, the diesel engine is installed to the left side of the rear end and is easily acces- sible due to large hatches. The vehicle interior is high and bright, with various components – such as batteries – having migrated to dif- ferent areas in the bus to avoid any irritating unevenness in the floor. Other components are now concealed in inconspicuous storage areas above the windows. The passenger area demonstrates a high degree of flexibility and adaptability, with its cantilevered seats attached to the walls. Further details – among them the ergonomically designed grab poles or the dynamic interior-lighting design – are more subtle, and therefore stand out only upon a second and closer look. Inside and out, MAN opted for LED tech- nology in terms of lighting. The headlights of this city lion also received an upgrade. After driving the bus just a few times, Alexander Riedl came away absolutely impressed by the new LED technology: “Your eyes don’t tire so fast, especially at dusk, and overall vision is so much better – without causing glares for other road users.” The LED lights shine roughly 50% brighter than halogen lights, and also offer an impressive life cycle of up to 10,000 operating hours. Along with the LED rear lights, the main LED headlights come as standard equipment. SEEK ING TO A LLOW E V ERY DRI V ER at Regensburg’s municipal transport authority to negotiate daily service routines without any surprises – as in MAN EfficientHybrid – Mahler instructs three colleagues in the special characteristics of this bus on a mild afternoon in January. The vehicle is parked in a large hangar at Regensburg’s vast municipal transport depot. The RVB fleet consists of 117 buses. Just last year, MAN contributed 11 vehicles, with the new Lion’s City rounding it up to a dozen. Yet no matter how new this bus may be, those working with it on a daily basis will not have to learn their trade a second time around. While the driver’s cockpit also un- derwent numerous renewal measures – including significantly improved ergonomics
Tailwind Tour After its world premiere at the Busworld trade fair, the new MAN Lion’s Coach faced the critical assessment of Europe’s leading trade journalists during its first practical test on Majorca. Their verdict: This coach impresses greatly, in both visual and technological terms. Test drive on Majorca: The new MAN Lion’s Coach faced the critical judgment of Europe’s leading bus and coach journalists. F all begins sportingly on Majorca. Wind gusts over the sea, whipping with a strength of up to six on the Beaufort scale. Only a few souls have enough courage to navigate these choppy waves, and most sailors have already moored their boats in the island’s many marinas. Yet this proves to be an excellent opportunity to put the new MAN Lion’s Coach through its paces – after all, anyone can shine in fine weather. Painted a sophisticated burgundy red, two models of MAN’s new touring coach generation show up for a press meeting on the north coast of this Balearic Island, to master with aplomb their first job assignment after the world premiere. WILLING TO COOPERATE, the sun eventually shows its face on this autumn day. This makes it a fun outing for the press group, comprising seasoned journalists working for leading trade publications from Germany, Austria, France, Italy and Spain. And yet this tour, with its challenging routing, amounts to a test drive. It starts with dense urban traffic in Palma, Majorca’s capital, and continues over uneven country roads onward to Alcúdia in the north. 22
1/2018 Pleasant working space: The cockpit was redesigned, with optimised positioning of controls. Optimised driving on all roads: Assistance systems render the Lion’s Coach a comfortable means of transport. As the Lion’s Coach utilises the optimised Euro 6 drive train, the test coaches benefit from the long axle-drive ratio and increased performance: 420 hp (309 kW) in the case of the 12-metre vehicle, and 460 hp (338 kW) in the 13-metre model. The result is a superior driving performance over a wide speed range, with plenty of power kept in reserve. THE NEW SMARSTSHIFTING system hereby offers optimised gear changes in any kind of driving situation. Numerous assistance systems also render the MAN Lion’s Coach a safe and comfortable means of transport for the modern era. These systems include Adaptive Cruise Control (ACC), Lane Guard System (LGS), the MAN AttentionGuard and the topography-based and fuel-saving MAN EfficientCruise and the EfficientRoll “sailing” function, which provides smooth driving dynamics. Thus, these two burgundy-red MAN Lion’s Coach travellers are just gliding along in the autumn winds of Majorca: This even beats flying. Much more information about the new Lion’s Coach is available at: > www.bus.man/lions-coach 25
More traffic: New mobility strategies are needed to save growing cities from collapse. Bus and coach outlook 1: The megatrends of tomorrow Move forth to the future 26
New players will enter the stage called mobility.” Joachim Drees, Chairman of the Management Board, MAN Truck & Bus. Even though some municipalities choose to provide dedicated bus lanes to render the public transport system faster, more timely and therefore more attractive. Still, inner-city infrastructures are already reaching their spatial limits today, with this approach hardly expandable in future. Never mind the ever increasing complexity. “New players will enter the stage,” states Joachim Drees, Chairman of the Management Board of MAN Truck & Bus. “The question is how to best incorporate them in an overall concept.” Mentioning just one such player as an example, Drees cites Lyft, an on-demand transport company that is active in 300 cities in the United States – and that is experiment- ing with autonomous vehicles. MERELY ONE MEANS OF MASS TRANSPORT might no longer be enough, as succinctly ascertained by Professor Gebhard Wulfhorst, an urban planning expert at the Technical University of Munich: “Mobility requirements are increasingly individual and must be met – either through smartphone apps or Uber- like services.” The idea behind it can probably be outlined by the catchphrase “mobility as a service”. One topic evoking much interest at the latest conference of the International Association for Public Transport (UITP) in Montreal: minibuses not tied to any fixed schedule, but rather orderable by app. The Volkswagen Group is also already active in this sector: As the youngest addition to the company, MOIA was set up as an on-demand service provider offering shuttle services by van. A test phase is underway in Hanover, Germany. Here, an algorithm calculates how many rides are requested at which location. This smart solution is de- signed to transport a maximum of passen- gers in a minimum number of vehicles at low traffic volumes. This may serve as just one example for how automotive manufacturers utilise entire think tanks today in order to develop the mobility services of tomorrow. 28
MAN Lion’s City. In the medium term, sus- tainable electrification will therefore not dis- place the diesel, but rather ensure its survival. As MAN has witnessed many changes and innovations during its more than 100 years of corporate history, it is safe to assume that sustainable evolution is a key competence for the company. “Every mode of transport must keep evolving,” says Drees, “yet this question remains: Will it be a radical step or rather a gradual evolution? I do not believe that we are going to see a completely new bus and coach concept spring into existence overnight.” Even Mark Twain could not have penned it in a more optimistic phrase. Electric mobility is here to stay, whereby the trend is moving towards overnight charging in depots. outskirts are currently under discussion. The idea: If these stops are connected with local public transport lines, long-distance travel coaches no longer need to enter city centres. Drees therefore believes that zero-emis- sions standards for touring coaches are not yet the principal goal. “In the medium term, of course, we are asking how we can achieve comprehensive CO2 neutrality and reduce emissions. When it comes to buses – and long- distance truck transport, for that matter – there really is no reasonable alternative to diesel today. At the moment, there is no other concept out there that could replace the com- bustion engine with equal results.” The fact remains that the charging potential for long- distance routes still remains limited. Objectively speaking, however, a tech- nology once utilised in city buses might be used in touring coaches. “I can imagine that hybrid modules will become the standard application in the foreseeable future, both for trucks and for long-distance coaches, as they make a significant contribution to lowering fuel consumption,” says Kobriger. And Drees adds: “Synthetic e-fuels, for example, could offer enormous benefits in CO2 reduction.” THIS WOULD MAKE HYBRIDS an economical and environmentally friendly solution in the long term. Since 2010, the Munich-based automotive manufacturer has been gathering positive experience all over Europe with more than 450 of its serial hybrid buses. Touring coaches, on the other hand, may only utilise a parallel hybrid system working with a 48-volt starter generator, such as the one used in the MAN EfficientHybrid installed in the new 450 hybrid buses made by MAN are deployed throughout Europe. And their numbers are growing. 30
Efﬁ cient. Durable. Comfortable. The Goodyear Coach Line. The Goodyear Marathon Coach and UltraGrip Coach Made to enhance your ﬂ eet efﬁ ciency*, Goodyear offers you coach tires featuring TravelMax Technology. Asymmetric design, Silefex tread compound, wafﬂ e blades – it all stands for reduced rolling resistance, improved fuel efﬁ ciency, longer lasting performance and low running noise for more comfort. In addition, it offers you mobility in all weather conditions. Learn more at goodyear.eu/truck goodyear.eu/truck. * Performances compared to Goodyear’s previous recommended ﬁ tment for coaches (Marathon LHS II, UltraGrip WTD). M A D E T O F E E L G O O D.
High voltage in test operations Prototype: The MAN eBus is a totally new vehicle development for battery-powered operations. 36
While on track to reach this vision, the de- velopment vehicle must primarily accomplish one thing: collecting data, the sole reason for these spectacular interior furnishings. This pertains to data about the electric properties of the drive, which can be registered, stored and visualised. The instruments also enable complete control over the bus. Even though there is a normal cockpit up front on the left, with an accelerator and brake, the measure- ment and control electronics on board make it possible to direct and drive the vehicle in an unmitigated fashion. While this may sound like technological gimmickry, it is actually a basic process: “It is essential that we can oper- ate the bus in a precisely defined fashion in order to arrive at comparable measurement readings during our test drives,” says Elmar Kirchensteiner, electrical engineer on MAN’s e-mobility team. “No matter how experienced the driver, no person is able to control the bus as consistently as a computer can.” CURRENTLY, THE MOST IMPORTANT FOCUS of development work is on battery management, which is considered the key to efficient and eco- nomical electromobility. Due to operational cycles, buses and trucks routinely clock much higher mileage figures than privately used vehicles: Whereas cars generally reach 200,000 kilometres, commercial vehicles commonly make it to 1.2 million. “So all components of our vehicles must be designed with this in mind,” says Carmen Theimert. “And ideally, that would include the battery.” The mechanical engineer is head of MAN’s trial team for the high-voltage system and therefore also respon- sible for battery management. Thus, she needs to tackle a challenging problem: The economic effectiveness of battery power, and thus the entire e-bus concept, is crucially dependent on the length of battery usability. Alas, buses have a typical service life of 12 years – and so far, there are no mobile ener- gy storage devices that can function this long without too much capacity loss. Theimert’s team has therefore set its sights on getting batteries to work reliably for at least half of vehicle service life – namely six years. Thus, the energy storage system applied in regular trans- port services would require replacement only 38 Teamwork: Carmen Theimert (2nd from right), in focused dialogue with her staff To rule out any malfunctions later on, we can’t afford any errors here.” Carmen Theimert, Head of Battery Management Development at MAN Seeking solutions: While quick charging is a must, it also curtails the lifespan of a battery.
Wattage and values: Bus battery performance is examined in the climate test bed under extreme temperatures. technicians must also remain mindful of any possible accident scenarios. Even if electric components or even the batteries were to become damaged, it is categorically essential to avoid any dangerous current flows. For this reason, protective circuit breakers that imme- diately cut off entire high-voltage systems are among the safety-critical components for the electrical system. “To rule out any malfunc- tions in practical operation, we can’t afford any errors here,” says Theimert. AND EVEN IF BATTERY-POWERED BUSES are hardly distinguishable from their diesel- driven counterparts, the change of drive and energy technology does also necessitate mod- ifications of the bodywork: The combustion engine in the left rear corner has disappeared, leaving more room for passengers. Instead, key elements of the drive technology are installed on the roof. As batteries and control electronics put together may weigh up to four tonnes, the roof structure requires reinforce- ment. Shifting mass within the bus also alters driving characteristics, which must be adapted to the new conditions. So the switch over to electric drives repre- sents more than a minor adjustment. Many elements in modern bus operations call for modification. Among the most obvious chang- es are the drive and energy storage system. The battery management must ensure perfect interaction. Mechanical engineer Carmen Theimert feels confident that MAN will have everything well under control by the end of the year – the point in time when the first 12 all-electric, battery-powered buses are to be delivered to a select group of customers. From then on, the e-buses will roll towards their maturity test under real-life conditions. One thing is certain: It will be a highly powered experience. Additional information about the eBus made by MAN is available at: > www.bus.man/emobility 40 Critical issue: Only when batteries supply sufficient power for long enough will e-mobility succeed.
From vision to reality: In an area of merely 46 square metres, MAN trucks and buses are displayed through 3-D technology. T his move ought to work out. Dem Balaj cautiously inches his right arm forwards. A scrutinising look later: Does the drill head fit through the hole? With a slow and precise motion, the 33-year-old technician passes the tool through the hole on the muffler exhaust bracket. The drill head reaches the screw on the chassis located behind it. “It fits,” says Balaj and withdraws the drill, looking pleased. Working on a hole in the mount solves the niggling problem that had kept the men busy. Except this hole does not actually exist, nor do the drill and chassis. At least not physically: Just now, the engineer has been drilling in virtual space. SINCE 2014, VEHICLE PROTOTYPES have been virtually pre-built at MAN’s production facility in Munich – three years before the process of physical manufacturing even be- gins. This approach is made possible by the so-called CAVE technology – a virtual work- ing laboratory that assists the commercial vehicle manufacturer in avoiding construc- tional glitches. As prototype-making is rather expensive, virtual reality is used nowadays to resolve industrial growing pains and reduce the number of optimisation loops. “Virtual real- ity possesses the advantage of saving us time and materials, and therefore a lot of money,” says Martin Raichl. The 35-year-old engineer has been working at MAN since 2012. Togeth- er with his colleague Balaj he provides the in- terface between production, development and logistics departments during the precur- sory design and prototype construction phase. These two experts are responsible for all virtual processes. In an area encompassing just 46 square metres, numerous construction faults are being corrected today long before they can even appear during the manufacturing pro- cess. CAVE, short for cave automatic virtual 42 As prototypes are costly, MAN invests in virtual reality to test trucks and buses via 3-D technology before moving them into production. Working inside the CAVE demands not only technical expertise – but also trust and confidence. Inside the d
Problem identified: the mount of the muffler exhaust, with drill hole So we ask ourselves: Must the product be changed? Or rather the production process?” Dem Balaj, Production Central Division Virtual job: Dem Balaj works with a control device and shutter glasses. His slippers are protecting the floor, which is an additional projection surface. environment, is a three-dimensional space at MAN’s Pre-Series Truck Center in Munich. Even before the first “real” prototype is built, developers already apply adjustments here – for they can literally see problems, as it were, with their very eyes. This level of precision is made possible by five industrial computers equipped with high-resolution graphic cards, with four stereo projectors plastically visual- ising the virtual chassis units in 3-D and with 2K-image resolution on four massive screens. In this “creative cave”, the MAN engineers can examine the chassis from all sides via controller and virtual reality glasses. They can move around freely without taking even a single step. This is made feasible by infrared cameras following every user movement through sensors – and always in real time. While the investment of €500,000 for the CAVE may appear rather high at first, avoid- ing just a single construction error through this technology makes it clear that CAVE actually offers very good value. THE MOST IMPORTANT MATERIAL FOR CAVE is data, which is provided by the design engi- neer. When drafting technical drawings these days, nobody resorts to pencil and paper any- more, as working with tablets and design soft- ware has become standard. This results in the creation of digital products, which later are assembled in the CAVE to create a chassis. Thus, the first virtual prototypes evolve long before the physical conceptual phase, in order to visualise the accessibility and adaptability of manufacturing components and thereby use the results to make important decisions. “When tackling any issues, we ask two questions. Must the product be changed? Or rather the production process?” explains Balaj. For this reason, working in the CAVE demands meticulous attention to ensure that the virtual construction sequence is identical to the production line, in order to detect any process errors. The effect is impressive: “As we actually receive the datasets three years prior to prototype production, we can already iden- tify 50% of any vehicle shortcomings while working in the CAVE,” reports Raichl. Clearly, this is a success story imminently dependent on the quality of data. “Due to the 44
People You‘re responsible for your passengers. We help keep them safe. If you‘re in the business of transporting the most valuable cargo of all, then your top priorities are safety and comfort. Just as they are for the people portfolio from Continental, our latest Generation 3 tires, which have been specifically designed for coaches. Our innovative tire technologies mean better performance for you, your passengers and your business. GENERATION 3. DRIVEN BY YOUR NEEDS. For more information visit www.continental-truck-tires.com Conti Coach HA3 Conti CityPlus HA3
A breakthrough worth stopping for The DIWA.6 Stop-Start Technology The DIWA.6 Stop-Stadt Techmology is desigmed to make stops mode ecomomical amd emvidommemtally fdiemdly: It deduces the fuel comsumptiom of the vehicle by up to 10 - 12 % amd helps to lowed emissioms. Public tdamsit buses that ade equipped with the Voith Stop-Stadt Techmology ade successfully pdovimg theid efﬁ ciemcy amd deliability evedy day. Get im comtact with us: firstname.lastname@example.org voith.com