Drive system: low-emission, economical, versatile

• Transmissions: four models to choose from
• Fuel tank: different arrangements possible
• Reduced fuel consumption makes the Setra MultiClass LE even more economical
• Hybrid module: electrical boost for the combustion engine

The drive system of the Setra MultiClass LE is based on proven and economical components that have been extensively tested. They are perfectly coordinated and customised in numerous combinations to suit the individual operating profile.

A compact inline six-cylinder OM 936 engine with a displacement of 7.7 litres is at work in the rear of the two-axle models. It is available in two power variants: 220 kW (299 hp) with 1200 Nm of torque and 260 kW (354 hp) with 1400 Nm of torque. The three-axle flagship model, the MultiClass S 518 LE, is always equipped with the inline six-cylinder OM 470 engine with a displacement of 10.7 litres. It has an output of 290 kW (394 hp) and a powerful torque of 1900 Nm.

Transmissions: four models to choose from

A wide range of options are available for transmitting the power of a Setra. The two-axle variants are equipped with the GO 190 manual transmission or the fully-automated GO 250‑8 PowerShift transmission (only for the 260 kW/354 hp power variant). If companies would prefer an automatic transmission with torque converter, they have two options: the ZF Ecolife 2 with six gears, which is more fuel-efficient and has an optimised lifespan compared to the previous model; and the new Voith Diwa NXT transmission, which now has seven gears thanks to an additional overdrive. For the three-axle MultiClass S 518 LE, customers can choose between the fully-automated GO 250‑8 PowerShift transmission and the ZF Ecolife 2 torque converter automatic transmission.

Fuel tank: different arrangements possible

The fuel supply of the MultiClass LE is just as flexible. If a company would prefer to have a front passenger compartment area without platforms, the fuel tank is located to the right above the front axle in the direction of travel. For vehicles with platforms, the fuel tank is located as standard in the platform on the right in the direction of travel or alternatively on the left of the vehicle. The only exception is the MultiClass S 510 LE compact bus: In this vehicle, the fuel tank is always positioned above the front axle. In all cases, the tank volume is around 300 litres.

The AdBlue tank is always positioned near the engine and to the right in front of the drive axle. Its volume of 53 litres is sufficient for covering long distances. There is also an optional separate heating oil tank with a capacity of approximately 50 litres for the auxiliary heater (not available for three-door models).

Reduced fuel consumption makes the Setra MultiClass LE even more economical

Even seemingly small details can have an impact on fuel consumption. The optional intelligent battery sensor in the on-board electrical system optimises battery charging voltage, raises the idle speed of the engine when needed, monitors the electrical consumers and efficiently maintains the voltage of the electrical system. During deceleration phases, the charging voltage is increased to utilise regenerative energy and charge the battery. Conversely, the charging voltage is reduced during acceleration phases or when driving uphill.

The vehicle is fuel-efficient and low in emissions by design, but consumption can be reduced still further with a recuperation module. Double-layer capacitors, also known as supercapacitors or "supercaps", store the electrical energy generated during deceleration phases and make it available for auxiliary consumers. When the bus drives off again, the supercaps supply the on-board electrical system. During this time, the alternators run at idle speed, which means they do not place a significant load on the engine. This combination of idle-running alternators and onboard electrical system management can reduce fuel consumption by approximately three percent.

Hybrid module: electrical boost for the combustion engine

The MultiClass LE is even more economical with the OM 936 in conjunction with the optional hybrid module. It is simple and robust in design: a disc-shaped electric motor is integrated into the powertrain between the engine and transmission. When the bus is coasting or braking, the electric motor functions as a generator and produces electricity without consuming fuel. The electrical energy is stored in two storage modules on the roof, which are also supercapacitors. In load situations, such as when pulling away, the 14 kW electric motor uses energy from the supercaps to support the combustion engine. This relieves the load on the engine and therefore consumes less fuel.

Engines with hybrid modules have the same power values as combustion engines because the additional power from the electric motor is solely used for fuel efficiency purposes. If sufficient energy is stored in the supercapacitors, the electric motor also supports the engine when idling and improves the efficiency of the combustion engine. The hybrid module technology features a separate 48-volt electrical system and eliminates the need for a complex high-voltage system and the associated safety requirements.

The new model series has also already been prepared for future full electrification of the drive. Implementation will start in the middle of the decade.