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New Flyer submitted a model XE40, electric-powered 39 seat (including the
driver) 40-foot bus, for a 12 yr. /500,000 mile STURAA test. The odometer reading at
the time of delivery was 1,018 miles. Testing started on June 24, 2014 and was
completed on July 9, 2015. The Check-In section of the report provides a description of
the bus and specifies its major components.

The primary part of the test program is the Structural Durability Test, which also
provides the information for the Maintainability and Reliability results. The Structural
Durability Test was started on August 26, 2014 and was completed on March 19, 2015.

The interior of the bus is configured with seating for 39 passengers including the
driver. Free floor space will accommodate 37 standing passengers resulting in a
potential load of 76 persons. At 150 lbs per person, this load results in a measured
gross vehicle weight of 43,550 lbs. The first segment of the Structural Durability Test
was performed with the bus loaded to a GVW of 43,550 lbs. The middle segment was
performed at a seated load weight of 38,700 lbs. and the final segment was performed
at a curb weight of 32,770 lbs. Durability driving resulted in unscheduled maintenance
and failures that involved a variety of subsystems. A description of failures and a
complete and detailed listing of scheduled and unscheduled maintenance are provided
in the Maintainability section of this report.

Effective January 1, 2010 the Federal Transit Administration determined that the
total number of simulated passengers used for loading all test vehicles will be based on
the full complement of seats and free-floor space available for standing passengers
(150 lbs per passenger). The passenger loading used for dynamic testing will not be
reduced in order to comply with Gross Axle Weight Ratings (GAWR’s) or the Gross
Vehicle Weight Ratings (GVWR’s) declared by the manufacturer. Cases where the
loading exceeds the GAWR and/or the GVWR will be noted accordingly. During the
testing program, all test vehicles transported or operated over public roadways will be
loaded to comply with the GAWR and GVWR specified by the manufacturer.

Accessibility, in general, was adequate, components covered in Section 1.3
(Repair and/or Replacement of Selected Subsystems) along with all other components
encountered during testing, were found to be readily accessible and no restrictions were

The Reliability section compiles failures that occurred during Structural Durability
Testing. Breakdowns are classified according to subsystems. The data in this section
are arranged so that those subsystems with more frequent problems are apparent. The
problems are also listed by class as defined in Section 2. The test bus encountered no
Class 1 or Class 2 failures. Of the twenty-one reported failures, twelve were Class 3
and 9 were Class 4.

The Safety Test, (a double-lane change, obstacle avoidance test) was safely
performed in both right-hand and left-hand directions up to a maximum test speed of 45
mph. The performance of the bus is illustrated by a speed vs. time plot. Acceleration
and gradeability test data are provided in Section 4, Performance. The average time to
 obtain 50 mph was 43.96 seconds. The Stopping Distance phase of the Brake Test
was completed with the following results; for the Uniform High Friction Test average
stopping distances were 35.58’ at 20 mph, 67.96’ at 30 mph, 118.05’ at 40 mph and
145.59’ at 45 mph. The average stopping distance for the Uniform Low Friction Test
was 34.99’. There was no deviation from the test lane during the performance of the
Stopping Distance phase. During the Stability phase of Brake Testing the test bus
experienced no deviation from the test lane. The Parking Brake phase was completed
with the test bus maintaining the parked position for the full five minute period with no
slip or roll observed in both the uphill and downhill positions.

The Shakedown Test produced a maximum final loaded deflection of 0.202
inches with a permanent set ranging between -0.001 to 0.005 inches under a distributed
static load of 25,575 lbs. The Distortion Test was completed with all subsystems, doors
and escape mechanisms operating properly. No water leakage was observed
throughout the test. All subsystems operated properly.

The Static Towing Test was performed using a target load (towing force) of
39,312 lbs. All four front pulls were completed to the full test load with no damage or
deformation observed. The Dynamic Towing Test was performed by means of a frontlift
tow. The towing interface was accomplished using a hydraulic under-lift wrecker.
The bus was towed without incident and no damage resulted from the test. The
manufacturer does not recommend towing the bus from the rear; therefore, a rear test
was not performed. The Jacking and Hoisting Tests were also performed without
incident. The bus was found to be stable on the jack stands, and the minimum jacking
clearance observed with a tire deflated was 3.1 inches.

A Fuel Economy Test was run on simulated central business district, arterial, and
commuter courses. The results are available from pages 94-121 with in this report.

A series of Interior and Exterior Noise Tests were performed. These data are
listed in Section 7.1 and 7.2 respectively.
Number: 1405
Model: XE40
Manufacturer: NEW FLYER
Vin Number: 2FYB8FJ00DC043309