Similar to its predecessor, the New Flyer Low Floor series, the Xcelsior series includes multiple variants, each named according to its length and powertrain, beginning with the prefix "X." For example, an XD40 is a diesel-powered, 40-foot rigid bus; while an XE60 is a battery-electric, 60-foot articulated bus.[1]
All powertrains listed above are currently available on 40- and 60-foot buses; the 35-foot body has never been produced with hydrogen or trolleybus powertrains. The diesel-electric hybrid 60-foot bus (XDE60) will be discontinued in 2026, and the 35-foot hybrid model (XDE35) is slated for discontinuation in 2027.[2]
History
Demonstration unit at the 2008 APTA Expo, where the Xcelsior line was unveiled
Development of the Xcelsior began as a set of improvements to its predecessor, the New Flyer Low Floor, eventually evolving into designing an entirely new bus.[3] The Xcelsior made its public debut in October 2008 at the triennial APTA Expo.[3][4]Brampton Transit, in the Greater Toronto Area, was the launch customer for the Xcelsior, receiving the first order in 2011.[3][5]
The Xcelsior is 10% lighter than the Low Floor, boosting fuel economy by about 7%.[6] Its redesigned front fascia, bumpers, and roof shrouds led to better aerodynamics and driver visibility.[3] The bus was also designed to allow a much larger cooling system and the addition of a SCR system, both required to meet new U.S. EPA emissions regulations instituted in 2010. The air conditioning system was moved from the rear of the bus to the roof, a change that New Flyer credited with reducing weight and enabling quieter operation.[3]
The interior of the Xcelsior also differs significantly from the Low Floor series. By moving the fuel tank and modifying the rear suspension, seating capacity on the 40-foot model was increased from 39 to 42, with more forward-facing seats. To improve accessibility, the floor height was lowered to 14 inches (360mm) with the ability to kneel down to 10 inches (250mm), and the front entry door was widened, accommodating 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.[3]
In November 2018, New Flyer delivered the 10,000th Xcelsior produced, an XDE60 for King County Metro.[7]
At launch, the Xcelsior was only available in a 40-foot (12m) length with power from the Cummins ISL 280 and a Allison B400 conventional transmission or the Allison EP-40 hybrid drive.
Electric variants
Development of a battery-electric variant of the Xcelsior line was announced in 2011, and a prototype was shown in 2012.[8] Regular production began in 2014,[8][9] with the first units produced for Winnipeg Transit and the Chicago Transit Authority.[10][11] The first-generation electric Xcelsior was offered only as a 40-foot model (XE40), and used a permanent magnet traction motor built by Siemens.[12] In October 2017, the second-generation battery-electric Xcelsior, the Xcelsior CHARGE, was introduced,[9] adding the 35-foot XE35 and articulated XE60 models.[13]
New Flyer and Maryland-based Robotic Research announced a partnership in May 2019 to develop autonomous buses.[21] The project was funded by a US$2million grant from the Federal Transit Administration's Integrated Mobility Innovation Program.[22]
The prototype Xcelsior AV was unveiled in January 2021.[23][24] New Flyer described the Xcelsior AV as the "first heavy-duty autonomous transit bus" in North America, and claimed that the prototype met the SAEJ3016 Level 4 of autonomy.[25] The Xcelsior AV is battery-electric, based on the XE40 chassis, and uses Robotic Research's AutoDrive suite of sensors and AutoDrive ByWire mechanical actuators.[26]
The first three Xcelsior AV buses were scheduled to be tested in 2021 on the CTfastrakbus rapid transit line in Connecticut, in partnership with the Connecticut Department of Transportation. The deployment on a BRT line, with a dedicated right-of-way, was intended to test the vehicles' ability to perform precision docking at station platforms and platooning multiple vehicles.[22]
Variant discontinuations
In August 2024, New Flyer announced the discontinuation of the XDE60 variant in model year 2026, and the XDE35 and XN35 models in model year 2027, citing reduced demand and the unavailability of powertrains for those models which would meet tightening U.S. EPA standards.[27] New Flyer rescinded the announced discontinuation of the XDE35 in May 2025.[2]
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.[28] The traction motor used has an output of either 210 or 280hp (213 or 284PS; 157 or 209kW) and 1,033 or 1,475lb⋅ft (1,401 or 2,000N⋅m; 143 or 204kg⋅m).[29] Batteries are supplied by XALT Energy[30] or A123 Systems (XE60 long-range models and XHEnn fuel cell models).[29] On-route rapid charging is provided through an overhead pantograph designed to be interoperable with the SAE J3105 standard supplying 300–450kW. Shop or depot charging may be performed using SAE J3068 and J1772 connectors supplying up to 150kW.[29][10]
At Altoona[clarification needed], the as-tested empty weight of an XE40 was measured at 32,770lb (14,860kg) with a capacity of 76 (38 seated passengers + 37 standing passengers + 1 driver) for a total GVW of 43,550lb (19,750kg). It was equipped with 4 XALT Xsyst 7 (7kWh) batteries and a SPHEROS fuel-fired heater. When accelerating from a constant speed, the bus emitted an average maximum noise level of 66.1dB(A),[31] considerably lower than the average maximum noise level of 70.4dB(A) measured from a conventionally-powered XD40.[32]
XE60
Los Angeles County Metropolitan Transportation Authority XE60 bus using on-route charger at North Hollywood stationThe 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[33][34] uses two electric motors (one per wheel), each with a maximum continuous/peak output of 160/340hp (162/345PS; 119/254kW) and maximum continuous/peak torque of 6,000/16,200lb⋅ft (8,135/21,964N⋅m; 830/2,240kg⋅m).[35] Each motor is an asynchronous three-phase AC motor operating on 650VDC 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 2,760lb (1,250kg)[36]
The as-tested empty weight of an XE60 was 52,070lb (23,620kg) with a capacity of 120 (50 seated passengers + 69 standing passengers + 1 driver) for a total GVW of 70,170lb (31,830kg).[35] Compared to the diesel-powered equivalent XD60, the XE60 is heavier (XD60 GVW is 58,600lb (26,600kg)) and holds slightly fewer people (XD60 capacity is 123 people: 49 seated, 73 standing, 1 driver).[37] Depending on the driving route/style, the XE60 tested at Altoona had a predicted range of 145 to 246 miles (233 to 396km).[35]
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).[38]
Xcelsior CHARGE H2
The CHARGE model can be equipped with a hydrogen fuel cell (model code XHE), which acts as an on-board charger to extend range.[39] 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).[29] 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.[40]
An XHE60 tested at Altoona weighed 49,890lb (22,630kg) empty; with a total capacity of 132 (1 driver, 50 seated, 81 standing), the estimated GVW was 69,750lb (31,640kg). The fuel cell was a Ballard HD85 with an 85kW output.[40]
↑New Flyer Industries (June 26, 2018). "New Flyer Xcelsior CHARGE™"(PDF). American Public Transportation Association. Retrieved December 24, 2018.
↑Federal Transit Bus Test: New Flyer XE40(PDF) (Report). The Thomas D. Larson Pennsylvania Transportation Institute, The Pennsylvania State University. July 2015. Retrieved December 24, 2018.
↑Federal Transit Bus Test: New Flyer XD40(PDF) (Report). The Thomas D. Larson Pennsylvania Transportation Institute, The Pennsylvania State University. November 2012. Retrieved December 24, 2018.
123Federal Transit Bus Test: New Flyer XE60(PDF) (Report). The Thomas D. Larson Pennsylvania Transportation Institute, The Pennsylvania State University. April 2019. Retrieved August 9, 2019.
↑Federal Transit Bus Test: New Flyer XD60(PDF) (Report). The Thomas D. Larson Pennsylvania Transportation Institute, The Pennsylvania State University. July 2013. Retrieved December 24, 2018.
12Federal Transit Bus Test: New Flyer XHE60(PDF) (Report). The Thomas D. Larson Pennsylvania Transportation Institute, The Pennsylvania State University. August 2018. Retrieved December 24, 2018.
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