Daimler Buses has unveiled the second-generation Mercedes-Benz eCitaro, introducing a dedicated electric vehicle platform, lithium iron phosphate (LFP) batteries and higher charging capabilities as part of its next phase of electric bus development. The new city bus is scheduled to enter production in 2028, with the manufacturer positioning it as the flagship of its European urban transport portfolio.
Presented as a near-production prototype in Munich, the successor marks a major departure from the current eCitaro, which shares its underlying platform with the combustion-engine Citaro. The new generation will use an architecture developed specifically for battery-electric buses, supporting seven vehicle configurations and expanding the range to include low-entry versions suitable for intercity services.
Daimler Buses also plans to stop selling diesel-powered Citaro buses in Europe from 2030, reinforcing its transition towards fully electric city bus offerings.
Dedicated Electric Platform Supports Seven Variants
The new eCitaro platform uses a modular architecture designed to accommodate vehicles ranging from approximately 10 to more than 18 metres in length.
Daimler Buses will offer three low-floor city bus configurations measuring 10.63, 12.13 and 18.13 metres. Four additional low-entry versions will measure 10.63, 12.34, 13.08 and 14.68 metres.
The low-entry variants represent an important expansion of the eCitaro portfolio, as they can serve both urban and intercity routes. All seven configurations will share common front and rear modules, as well as standardised roof and underfloor structures.
The manufacturer plans to present the production-ready second generation at Busworld Europe in Brussels in October 2027.
LFP Batteries Replace NMC Technology
One of the most significant changes involves the battery system. While the current eCitaro has used nickel-manganese-cobalt (NMC) batteries throughout its development, the new generation will switch to lithium iron phosphate chemistry.
The LFP batteries will use smaller, modular packs of approximately 50 kWh each, installed both underneath the vehicle and on its roof.
For solo buses, total battery capacity will range from approximately 300 to 600 kWh, depending on the selected configuration. Articulated versions will offer between 400 and 700 kWh.
For comparison, the current eCitaro offers up to 666 kWh of gross battery capacity, while the articulated eCitaro G reaches 777 kWh. Daimler Buses has not yet published a driving range figure for the successor, nor clarified whether the announced battery capacities represent gross or usable energy.
However, the manufacturer expects the new architecture and reduced vehicle weight to contribute to improved efficiency.
Charging Power Increases to 400 kW
The second-generation eCitaro will support DC charging at up to 400 kW through a CCS connection. Alternative charging systems using pantographs or charging rails will provide power of up to 450 kW.
Daimler Buses has not yet disclosed detailed charging curves or corresponding charging times.
The higher charging capacity is intended to improve operational flexibility for public transport operators, particularly those managing vehicles with intensive daily schedules and limited opportunities for depot charging.
New Electric Drivetrains for Low-Floor and Low-Entry Versions
Daimler Buses is developing two different drivetrain configurations to accommodate the requirements of its low-floor and low-entry models.
The low-floor versions will use the ZF AxTrax 2 LF electric portal axle, featuring integrated wheel-hub motors and up to 360 kW of system power. This represents an increase over the approximately 280 kW peak output of the current eCitaro’s electric axle.
The articulated eCitaro G will benefit particularly from the revised arrangement. Instead of requiring two driven axles with a combined peak output of approximately 500 kW, the new model will use a single 360 kW electric axle. This configuration is expected to reduce vehicle weight and simplify the drivetrain.
Another new feature is the Modular Multi Torque Interface (MMTI), which independently controls recuperation and braking behaviour at each wheel. Daimler Buses expects the system to improve energy efficiency, reduce brake wear and enhance vehicle stability.
The low-entry versions will instead use a central electric motor connected to Mercedes-Benz’s RO 440 rear axle. Although the manufacturer has not disclosed the motor’s power output, the configuration will allow maximum speeds of up to 100 km/h, making the vehicles suitable for intercity operations.
Reduced Weight and Improved Vehicle Efficiency
Daimler Buses has also redesigned the vehicle structure to reduce weight. The new eCitaro is expected to weigh approximately 750 kilograms less than its predecessor.
The comparison uses a future solo bus equipped with eight LFP battery packs against a current-generation eCitaro fitted with five NMC4 packs.
A new multilayer sandwich roof contributes to the reduction. At approximately 42 millimetres thick, compared with around 70 millimetres for the existing steel roof, the structure lowers vehicle height while reducing weight by approximately 100 kilograms in the 12-metre version and 150 kilograms in the articulated model.
The revised body structure also features straighter side walls, allowing Daimler Buses to standardise roof and underfloor components across different vehicle lengths.
Existing safety features will remain, including reinforced front impact protection and designated rear crash zones designed to protect high-voltage electrical components.
Updated Design, Cockpit and Thermal Management
The near-production prototype introduces a more angular exterior design, replacing the rounded styling of the current generation. Daimler Buses describes the new appearance as timeless and distinctive, drawing inspiration from historic Mercedes-Benz vehicles, including the Omnibus O321 bus and W123 passenger car.
The front design features a more pronounced grille, angular lighting elements and a three-stripe light bar integrating daytime running lights, position lights and indicators. Camera-based systems will replace conventional exterior mirrors.
Inside, the passenger compartment retains a fully low-floor layout, while the driver’s cockpit receives a redesigned dashboard and two 12-inch displays integrated into the Multimedia Cockpit Interactive system.
The new bus will also feature the Thermal Exchange Module (ThexMO), an integrated thermal management system that combines heating, ventilation and air conditioning. It uses propane (R290) as a natural refrigerant and recovers waste heat from the drivetrain and auxiliary systems.
Digital Services and European Production
Connectivity will become another component of the new eCitaro platform. Through its Omniplus service portfolio, Daimler Buses plans to offer over-the-air software updates and the ability to activate additional vehicle functions after delivery.
The system relies on a new electronic architecture designed to support remote software management and optional digital features, potentially creating additional recurring revenue opportunities for the manufacturer.
Development is being led primarily from Mannheim, Germany. Production is planned across facilities in Germany, France and the Czech Republic, maintaining Daimler Buses’ manufacturing presence in Central Europe.
The second-generation eCitaro will play a central role in the company’s transition towards fully electric city bus sales in Europe by 2030. Daimler Buses said that two out of every three city buses sold in Europe in 2025 were already electric, based on its internal market assessments.
The company has delivered more than 4,600 electric vehicles to customers across Europe to date. With the new platform, LFP battery technology and expanded low-entry configurations, Daimler Buses aims to strengthen its position as public transport operators accelerate fleet electrification.