“By the end of 2026, we will start delivering electric coaches as part of an early fleet” – Samir Karic, MAN

A key technological milestone is the introduction of MAN’s third-generation NMC batteries, produced in Nuremberg. Thanks to an optimised cell chemistry, gross capacity has increased by around 10%, enabling a usable net capacity of 80 kWh per pack. Karic emphasises that MAN has deliberately opted for NMC over LFP cells, citing superior energy density and durability for demanding daily operations. He also underlines the company’s commitment to in-house battery development and packaging to maximise performance.

Customer demand is clearly shifting towards greater range and operational flexibility. As a result, many operators now choose the maximum battery configuration, particularly for solo buses equipped with six packs. MAN is responding to this trend by enabling longer routes without intermediate charging stops. At the same time, the manufacturer is expanding beyond urban applications.

Looking ahead, MAN is preparing to electrify the coach segment. While an electric intercity bus will follow at a later stage, benefiting from learnings on the high-floor platform, the Lion’s Coach E is already close to market entry. Karic confirms that the first vehicles will be delivered to selected customers as part of an early fleet from the end of 2026, with a broader market ramp-up planned for 2027.

The interview is available as a video in German. You can activate subtitles on YouTube, or read the full transcript below for convenience.

Overall, the electric bus segment has developed remarkably well. Electric city buses have become the new normal in Europe’s major cities, and registrations in Germany doubled last year compared to the previous year. What does demand look like for your MAN Lion’s City E?

Yes, we are showcasing a very special model here – the Low Entry variant. We are, of course, responding directly to customer requirements. This vehicle was homologated as a production model in the third quarter of last year and has been available to order since then. We have already delivered the first six vehicles this year. The trend is clear: we are expanding and completing our portfolio in the electric segment and meeting customer demand accordingly.

MAN finished second in the electric city bus segment in Germany last year, behind a competitor from Stuttgart. Are you still satisfied, and what do you expect from the 2026 financial year?

First of all, our team deserves credit. Delivering such performance under current market conditions is not easy, so we can only commend our team for achieving this. Of course, you can never be fully satisfied – there is always more to achieve – but given the circumstances, we can say we delivered a strong performance. This year, we are encouraged to see funding conditions improving again, particularly for electric mobility in the bus sector. Our aim is at least to maintain this level and fully exploit the opportunities available to us.

You mentioned funding – after the halt linked to the Climate and Transformation Fund in Germany, support is flowing again. The federal government has also effectively announced another programme worth €500 million. That should inevitably boost sales, shouldn’t it?

Definitely. We are looking at this very positively and hope to benefit significantly from the decision.

This bus is still in the city segment, but you are also targeting suburban and intercity services. What do you expect from that segment?

We already celebrated a world premiere for the Class 2 vehicle at Busworld 2025 in Brussels. It is similar to the Class 1 vehicle we are presenting here. We have met the regulatory requirements from ECE R66 and R107. A key innovation is the emergency exit hatches integrated into the floor, positioned well away from all high-voltage components. In the unlikely event of an incident – which we hope never happens – passengers and the driver can exit the vehicle safely, far from the high-voltage system.

Your customers can choose between several battery packs for the bus. Where is the trend heading, and what are they ordering?

Depending on the vehicle, we offer between four and eight battery packs. For the solo bus, the maximum is six. We clearly see that customers tend to choose the maximum available configuration. We also offer different battery usage concepts – Reliable Range and Maximum Range. Customers not only opt for the highest capacity but also want to utilise the full available battery potential.

Is this about achieving maximum range and longer duty cycles, or what is driving customer demand?

Exactly. Customers want maximum flexibility in their planning and greater independence – or at least less dependence – on charging cycles. High capacity and range ensure optimal usability in daily operations.

You are also presenting the new MAN battery from Nuremberg here. What should we know about this NMC battery?

We are showcasing the third generation we have now launched. We have further increased vertical integration in production – as mentioned, the battery is manufactured at our Nuremberg site. We have also improved the cell chemistry. That has allowed us to increase gross capacity by around 10 per cent and also raise the depth of discharge, meaning higher usable net capacity.

We now achieve 80 kWh of usable capacity, which previously corresponded to the total gross capacity. This represents a significant step forward and shows that we continue to develop battery technology in-house and aim to offer the best possible packaging solutions.

Why do you not offer an LFP battery for the city bus? Would that not also be an option?

We take an open-ended approach in engineering and assess all cell chemistries. However, we must also consider the application. Batteries from Nuremberg are supplied across all business units, including trucks. Our priority is high energy density, safety and long service life. Based on our testing and results, NMC delivers the best overall performance, which is why we have chosen it – although LFP certainly has its place in the market.

Let’s go back to the overall market: electric buses account for roughly 50 per cent in Germany when battery and hydrogen buses are combined. Some European countries are already at 100 per cent. When do you expect Germany to catch up?

We see a clear upward trend, also reflected in tenders. There is still a mix, of course, and charging infrastructure must continue to expand. In some areas, it is already well-developed, but not yet nationwide, so there is still catching up to do. We expect rapid progress in the coming years and strong development in Germany.

Looking ahead, electric coaches are also on the horizon. You have already presented the MAN Lion’s Coach E at events. But you could have electrified the intercity bus first. Why start directly with a coach?

We want to remain a technology leader and set trends. We chose the coach because it offers excellent packaging opportunities to electrify the drivetrain as required. The intercity bus will benefit from this concept as a high-floor vehicle based on a similar drivetrain. Following market launch, we will progressively electrify the entire portfolio step by step. We are starting with the Lion’s Coach E, and more will follow.

When will I be able to take my first journey on one of your electric coaches?

You can look forward to that soon: by the end of this year, 2026, we will deliver the first vehicles to customers as part of an early fleet. The ramp-up will then follow from next year – so very soon.