Mercedes-Benz Citaro

The Citaro is the city bus Mercedes-Benz offers for urban and intercity scheduled service, and Daimler Truck’s anniversary release of July 2022 calls it Daimler Buses’ best-selling city bus. Its world premiere was at the 1997 UITP Congress in Stuttgart; the second generation followed in 2011 after more than 32,000 first-generation units, and the same release dates the Citaro’s Euro VI diesel engines to 2012. The diesel figures on this page are those of the 04/2026 data sheet, not of every second-generation bus. Daimler Truck’s release of 18 November 2024 counts 70,000 Citaro built since the premiere, the 70,000th of them an all-electric eCitaro. Those are cumulative production figures that take in both generations and the eCitaro, not a share of any national or European fleet.

The diesel bodies’ own figures below come from facts-citaro.pdf, the 04/2026 data sheet Mercedes-Benz Buses publishes on its own site; the history and the legal limits come from the releases and texts named beside them. The eCitaro’s battery and charging figures come from its own data sheet, facts-ecitaro.pdf, also dated 04/2026, from its model page and from Daimler Truck’s releases.

Four bodies in one data sheet

Mercedes speaks of four urban bus variants, and the data sheet is four columns. The Citaro is 12,135 mm long, the short Citaro K 10,633 mm, the articulated Citaro G 18,125 mm and the low-entry Citaro LE 12,170 mm — all 2,550 mm wide, the maximum Annex I point 1.2(a) of Directive 96/53/EC allows, and 2,950 mm across the mirrors.

Mercedes calls the Citaro a modular system; the table shows what the four bodies share. Front overhang is 2,805 mm on every body and rear overhang 3,430 mm on three of them, 3,330 mm on the LE. Length is carried by the wheelbase: 5,900 mm on the Citaro, 4,398 mm on the K, 6,035 mm on the LE, and on the G a 5,900 mm front axle to centre axle plus 5,990 mm centre axle to drive axle. Overhangs and wheelbases add up to every published length exactly.

Against Annex I point 1.1 of the same Directive, in force in its consolidated version of 14 August 2019, the 12 m car and the LE sit inside the 13.50 m allowed for a bus with two axles and the G inside the 18.75 m allowed for an articulated bus. None reaches the length ceiling. The class framework beside those limits is set out under bus classes under UN R107.

Height: three rows on the data sheet

Bare height is 3,095 mm on all four bodies. Height including the air-conditioning system is a separate row — 3,120/3,130 mm on the Citaro, K and G, 3,315/3,500 mm on the LE — and a third row, for optional equipment, reaches 3,300 mm, 3,350 mm and 3,500 mm.

Only the first row is labelled simply “Height”, and it is the figure the specification table carries. The sheet does not explain the two values in the air-conditioning row, or say which optional equipment the third row assumes. Inside, stand height is 2,313 mm on the Citaro, K and G and 2,116 mm on the LE.

Two engine families, one of them for the G alone

The Citaro and the K are listed with the OM 936 h and the OM 936, the LE with the OM 936 alone. The data sheet gives one set of figures for all of them: 7.7 litres, six cylinders in line, 220 kW with 1,200 Nm as standard or 260 kW with 1,400 Nm as the optional engine, maximum torque between 1,200 and 1,600 rpm. What separates the h from the plain OM 936 it does not say.

The articulated Citaro G is the only body offered with the OM 470 at 10.7 litres: 265 kW and 1,700 Nm, maximum torque at 1,100 rpm. The G column also lists the OM 936, at the same 220 kW or, as the option, 260 kW, so on this sheet the OM 470 is not the articulated body’s only engine.

Every column of the emissions row reads Euro VI and the data sheet names no step within it; the steps within Euro VI are set out under what Euro VI and Euro 7 require. A hybrid system, marked optional on every body, and a recuperation module, marked standard on every body, appear as equipment rows with no figures attached; what makers’ sheets and EU law say about diesel and hybrid city buses beside the other drives is set out under city bus propulsion.

Transmission

Every column of both transmission rows names the Voith Diwa.6; the Citaro and LE columns describe it as a 4-speed automatic transmission, the K and G columns give the name alone, without a speed count. The data sheet gives it no further detail — no converter, lock-up or shift-strategy description.

A retarder is standard equipment on the Citaro, the K and the LE and optional on the articulated Citaro G; a retarder limiter is optional on all four bodies. The sheet does not say which axle carries the retarder or how it is integrated with the Diwa.6.

Axles, suspension and brakes

Steering is power steering on all four bodies. The front axle is a ZF RL 82 EC throughout, with independent suspension and an anti-roll bar as standard equipment; a second anti-roll bar on the drive axle is optional. The driven axle is a ZF AV 133 on the Citaro and the K, a ZF AV 130 on the G — which adds a ZF AVN 133 centre axle — and a Mercedes-Benz RO 440 on the LE. Mercedes publishes no wheel-formula notation (4x2, 6x2 and so on) for the Citaro anywhere in the document.

Air suspension through an electronic level control system, labelled ENR, is standard on all four bodies. A raising/lowering system, kneeling, and a running gear rated for rough roads are each optional on all four. The Articulation Turntable Controller (ATC) — Mercedes-Benz’s own anti-jackknife system for the swivel joint of an articulated bus — is standard on the G and not offered on the other three bodies, which have no swivel joint to control; Daimler Truck’s anniversary release of July 2022 dates its introduction on the articulated Citaro to 2014, so it distinguishes the current G from the articulated model’s earlier years.

Braking is pneumatic disc brakes on all axles, standard on every body, backed by an electronically controlled braking system (EBS), anti-lock braking (ABS) and acceleration slip regulation (ASR), all three standard on every body. The Electronic Stability Programme (ESP) is optional on the Citaro, the K and the LE; the data sheet marks no ESP column at all for the G, rather than marking it standard or optional. A retarder limiter is optional throughout; an automatic bus-stop brake with a pull-away lock and a separate parking brake are standard on every body.

What the turning-circle rows are measuring

Turning circle is 22,970 mm for the Citaro, 17,284 mm for the K, 22,970 mm for the G and 21,568 mm for the LE. The G is 5,990 mm longer than the 12 m car, and the sheet prints the same 22,970 mm for both.

Below those, the data sheet adds a turning-circle row labelled BOKraft, printing 25,000 mm for the Citaro, the K and the LE, giving the ring the Citaro and G sweep on it as 6,791 mm, and stating a maximum permissible ring width, according to BOKraft, of 7,200 mm. The label is the maker’s. BOKraft — the Verordnung über den Betrieb von Kraftfahrunternehmen im Personenverkehr, a German federal ordinance made under the Personenbeförderungsgesetz, not a European instrument — contains no turning-circle or ring-width provision in its current text on gesetze-im-internet.de; its § 16 provides that the ordinances made under the Straßenverkehrsgesetz apply to the construction and equipment of vehicles alongside its own rules. The German provision with these figures is § 32d(1) of the Straßenverkehrs-Zulassungs-Ordnung (StVZO): motor vehicles “müssen so gebaut und eingerichtet sein” that the ring swept in a full circle “mit einem äußeren Radius von 12,50 m keine größere Breite als 7,20 m hat”. The sheet does not say which provision its label refers to. Annex I point 1.5 of Directive 96/53/EC provides that any motor vehicle in motion “must be able to turn within a swept circle having an outer radius of 12,50 m and an inner radius of 5,30 m”, and the sheet’s BOKraft-labelled figures and the Directive’s radii coincide: twice the outer radius is 25,000 mm, and the difference between the radii is 7,200 mm.

A fourth row sits between the two BOKraft-labelled ones: “Ring width turning circles min.”, printing 7,478 mm for the Citaro, 6,116 mm for the K, 7,478 mm for the G and 6,865 mm for the LE. It is a different figure from the BOKraft-labelled ring width above it (6,791 mm on the Citaro and the G) and from the “maximum permissible” 7,200 mm below it, and the sheet does not say what manoeuvre or standard this third ring width is measured against or how it relates to the other two.

Dimensions and weights

Gross vehicle weight is 19,500 kg for the Citaro and the LE, 18,000 kg for the K and 28,000 kg for the G. Annex I point 2.3.1 of Directive 96/53/EC sets 19.5 t for a two-axle bus and point 2.4 sets 28 t for a three-axle articulated bus — a figure the same point increases, for an alternatively fuelled or a zero-emission articulated bus, by the weight of that technology up to 1 tonne or 2 tonnes — and the Citaro, the LE and the G sit exactly on 19.5 t and 28 t, the K below.

Those two weight figures carry a narrower frame than the length and width limits used above. The Directive’s title covers “the maximum authorized dimensions in national and international traffic and the maximum authorized weights in international traffic”, and Article 2 defines a maximum authorised weight as “the maximum weight for use of a laden vehicle in international traffic”. Under Article 4(1)(b) Member States “shall not authorise the normal circulation” of vehicles for national passenger transport that do not conform to points 1.1, 1.2, 1.4a, 1.5 and 1.5a — all of them dimension points — while Article 4(2)(b) provides that they “may nonetheless authorise” the circulation of national passenger vehicles not in conformity with points 1.3, 2, 3, 4.1 and 4.3. The data sheet does not say against which rules its gross vehicle weight was set.

Maximum permissible axle loads are 7,500 kg front and 13,000 kg drive on the Citaro; 7,245 kg and 11,500 kg on the K; 7,500 kg front, 10,000 kg centre and 13,000 kg drive on the G; and 7,500 kg with 12,600 kg on the LE. On every body they add up to more than the gross vehicle weight in the same table; the sheet does not reconcile the two. The axle hardware behind those loads is set out above, under Axles, suspension and brakes; the wheel-formula notation itself (4x2, 6x2 and so on), which the data sheet does not use, is explained under axle configurations.

Tanks

Fuel tank capacity is 260 l on the Citaro, the K and the LE and 300 l on the articulated G — one figure per body, not a left/right split, although the sheet’s row is headed “Capacity fuel tank left / right”. The data sheet gives two different figures for the AdBlue tank: a “Usable volume / capacity AdBlue” row of 27 l on every body, and a separate “AdBlue additive tank” row of 27 l on the Citaro, the K and the LE but 32 l on the G. Both readings are printed in the same document.

Floor, doors and access

Floor height over the roadway is 370 mm, entry height 320 mm at every door the sheet lists — doors one and two on the Citaro, K and LE, all four on the G — door opening width 1,250 mm throughout, and tyres 275/70 R 22.5 on every body. Door count is 2 on the Citaro and K, 3 or 4 on the G, 2 or 3 on the LE; how those counts interact with exit requirements is set out under bus doors and emergency exits.

The sheet calls the 320 mm an entry height and does not say how it was measured; UN Regulation No 107 measures a first step, and its test binds a door rather than the vehicle and has two limbs. Annex 8, paragraph 3.1, provides that the height of the first step from the ground of at least one service door “shall not exceed 250 mm” for vehicles of Class I and A, and where only one service door meets that requirement “there shall be no barrier or sign which prevents that door from being used as both an entrance and an exit” — or, “as an alternative for vehicles of Classes I and A”, that the first step “shall not exceed 270 mm in two door openings, one entrance and one exit”. The same sentence sets 320 mm for Classes II, III and B — the figure the sheet prints, though the sheet makes no link between the two.

The condition under which a first step is measured is in Annex 3, paragraph 7.7.7.3: level ground, mass in running order, tyre equipment and pressure as the manufacturer specifies for the technically permissible maximum laden mass. Annex 8, paragraph 3.1, then provides: “In low-floor vehicles only a kneeling system, but not a retractable step, may be engaged. In other vehicles either a kneeling system and/or a retractable step may be engaged.” The data sheet lists kneeling as optional equipment on all four bodies, so a kneeling system may be engaged for the measurement whether or not a given Citaro is a low-floor vehicle under paragraph 2.1.4, below. That status, which needs a class the sheet does not state, decides only whether a retractable step may be engaged as well. Annex 8 states its own scope as vehicles permitting easier access for persons with reduced mobility, and paragraph 5.2 of the Regulation provides that vehicles of Class I “shall be accessible for people with reduced mobility, including at least one wheelchair user and one unfolded pram or pushchair according to the technical provisions laid down in Annex 8” — a class the data sheet never states for the Citaro. How one maker’s published entry height changes with tyre size is set out in bus accessibility.

Paragraph 2.1.4 defines a low-floor vehicle as one of Class I, II or A in which at least 35 per cent of the area available for standing passengers — on an articulated vehicle, of its forward section — is step-free and includes access to at least one service door. On the articulated G, the 35 per cent is taken in the front section rather than across the whole bus. Mercedes describes the 12 m Citaro as a two-axle bus “with low-floor access”. Of the LE it says that the body “combines the advantages of low-floor and high-floor buses”, with a low-floor front section and a raised rear reached by two steps, and it uses the term “low entry” itself: such buses, in its words, are “genuine low-floor vehicles” from the front back to the centre entrance and are “built as high-floor vehicles” behind door 2. The Regulation defines no such term.

Safety and driver-assistance systems

The data sheet gives each body a column marked standard (●) or optional (○), or a dash where a system is not offered at all. Standard on every body: Tyre Pressure Monitoring, Sideguard Assist 2, a reversing camera, an extinguishing system, flat wiper blades with water fed through the wiper blade, Traffic Sign Assist, Frontguard Assist, Attention Assist 2, and rollover strength declared to ECE-R 66.02. UN Regulation No 66, in its 02 series of amendments, applies under its paragraph 1.1 to single-deck rigid or articulated M2 or M3 vehicles of Classes II or III or Class B carrying more than 16 passengers, and paragraph 1.2 extends it, at a manufacturer’s request, to any other M2 or M3 vehicle not covered by 1.1; the data sheet’s declaration does not say under which paragraph the Citaro is approved. Optional on every body: Preventive Brake Assist 2, a reversing buzzer, a rain-light sensor, and MirrorCam. Front Collision Guard (FCG) carries a dash in all four columns — not offered on this data sheet, though Daimler Truck’s 2022 anniversary release says FCG appeared on the second-generation Citaro. A 360° camera is optional on the Citaro, the K and the LE and carries a dash on the G; a 270° camera runs the other way — a dash on the Citaro, the K and the LE, optional on the G. The Electronic Stability Programme repeats here as it does under Axles, suspension and brakes: optional on the Citaro, the K and the LE, with no column marked at all for the G.

The sheet also prints a row headed “Rollover strength compliant with in ECE R29”, standard on every body; it names no paragraph or class of UN Regulation No 29.

Mercedes-Benz’s own descriptions, in the same document, put Sideguard Assist 2 as a system that watches for moving obstacles when the bus turns and warns the driver; Preventive Brake Assist 2 as the maker’s second-generation Active Brake Assist, warning of and partially braking for pedestrians, cyclists and other objects in its path; Attention Assist 2 as a system that warns the driver of signs of microsleep or inattention, independent of the electronic logging device; MirrorCam as a camera system replacing the mirrors to remove the blind spot when turning right; Traffic Sign Assist as GPS- and camera-based comparison of the vehicle’s speed with posted limits; and Frontguard Assist as a system that warns of pedestrians immediately ahead of the vehicle, pulling away or driving up to 9.3 mph. ABS is described as distributing braking force across the wheels so that none locks under emergency braking, and ASR as preventing drive-wheel spin through braking intervention and engine-torque regulation; both are standard on every body, as set out under Axles, suspension and brakes. The same glossary separately describes an Electronic Braking Assist (BAS): by constantly comparing brake-pedal data, it detects when the pedal is pressed faster than usual and automatically boosts braking power within fractions of a second, shortening the vehicle’s stopping distance. Like ATC above, BAS is described but has no corresponding row in the standard/optional table, so no fitment claim is made for it.

Equipment and options

Seating and driver’s seat. City Star Eco seating is standard on every body; Inter Star Eco and City Star Function seating are each optional. The GRAMMER Linea MSG 90.6 P air-sprung driver’s seat is standard on every body; an ISRI 6860 driver’s seat, with an integrated pneumatic system and a 3-point seat belt, is optional. A wheelchair space is standard on the G and optional on the Citaro, the K and the LE.

Doors and glazing. An interior swivel door and single glazing are standard on every body; a sliding swivel door, a manual ramp, an electric ramp, double glazing and a heatable windscreen are each optional on every body.

Heating, ventilation and air conditioning. A turbo roof ventilator is standard on every body. Optional on every body: a heater with convectors at the side walls, driver’s-area air conditioning, EvoCool Basic, a roof-mounted air-conditioning system with a heat pump, and electric roof air conditioning (modular system) for the saloon and for the driver’s workstation separately. EvoCool Comfort is optional on the Citaro only; EvoCool ComfortPlus is optional on the Citaro and the G.

Lighting. Low beam, high beam, daytime driving lights with halogen, and position lights are standard on every body. Daytime driving lights with LED technology, LED headlamps, a front fog lamp and a cornering light are each optional on every body. Bi-Xenon headlamps with a cleaning system are optional on the Citaro, the K and the LE and carry a dash on the G.

The eCitaro: the battery-electric Citaro

The eCitaro is Mercedes-Benz’s all-electric city bus in the Citaro range. Daimler Truck’s release of 2 October 2025 says that Daimler Buses has delivered over 3,000 eCitaro buses to customers since the start of series production in 2018. The eCitaro data sheet, dated 04/2026, is five columns — eCitaro K, eCitaro 2 doors, eCitaro 3 doors, eCitaro G 3 doors and eCitaro G 4 doors — and the model page speaks of three length variants. Daimler Buses’ battery-electric intercity bus, based on the diesel-powered Intouro, is described on its own page, Mercedes-Benz eIntouro.

The sheet prints a length of 10,633 mm for the K, 12,135 mm for both 12 m columns and 18,125 mm for both G columns, a width of 2,550 mm and a height of 3,400 mm in every column, and a maximum passenger capacity of 84 for the K, 88 for both 12 m columns and 146 for both G columns. The three lengths are the same as those the diesel data sheet prints for the K, the Citaro and the G. The diesel sheet’s bare height is 3,095 mm, and the eCitaro sheet gives no reason why its own height differs.

In the specification table the battery and charging rows are the eCitaro’s; its other rows are the diesel Citaro’s.

The eCitaro sheet names the ZF AxTrax 2 LF as the electric drive. Daimler’s documents print different output and torque figures for that drive.

NMC4: the fourth battery generation

With NMC4 batteries the solo eCitaro and the eCitaro K take four to six battery packs, up to 666 kWh together, and the articulated eCitaro G four to seven packs, up to 777 kWh, according to Daimler Buses’ release of 24 February 2026. The data sheet’s capacity rows print 111 kWh in every column, per what the sheet calls a battery module and Daimler’s releases call a pack, and equipment variants of 444, 555 and 666 kWh for the K and both 12 m columns and 444, 555, 666 and 777 kWh for both G columns; each is a whole multiple of 111 kWh, so 444 kWh is four packs and 777 kWh seven.

The release of 25 March 2025 lists the eCitaro’s battery types in sequence — NMC1, the second-generation NMC2 and the latest NMC3 — and names the fourth generation of lithium-nickel-manganese-cobalt batteries as the next step and the successor to NMC3. A fully charged NMC3 pack contains 98 kWh of energy and an NMC4 pack 111 kWh, that release says, in the same installation space; the releases of 2 October 2025 and 24 February 2026 give the same two figures.

None of the Daimler documents opened gives a usable capacity in kWh. The release of 24 February 2026 says only that a larger share of the stored energy can be utilised for driving. How installed and usable capacity differ is set out under installed and usable battery capacity, an article written for electric trucks.

The data sheet counts “high-voltage NMC battery modules”, 4 - 6 for the K and the 12 m columns and 4 - 7 for the G columns, and gives a “capacity per NMC battery modules”; Daimler’s releases call the unit that holds 111 kWh a battery pack, and the release of 2 October 2025 uses “module” for a smaller unit inside the pack. That release says that, in contrast to NMC3 batteries, the cells of the NMC4 battery are not cylindrical but prism-shaped, that twelve cells form a module and 15 modules a pack, and it names BMZ Poland, a BMZ Holding enterprise, as the source of the technology, which it says has been produced in large scale for other applications since 2022.

The data sheet’s arrangement row, headed “Rear/Roof”, prints 2 / up to 4 for the K and both 12 m columns and 2 / up to 5 for both G columns. The release of 2 October 2025 places three or four packs on the roof and two in what used to be the engine compartment of the solo bus and the K, with the four-pack version an exception: three on the roof and one in the major assembly compartment.

Daimler says the structural design of the NMC4 packs matches that of the NMC3 packs, so that the new generation is compatible with the existing eCitaro series without vehicle modifications (release of 24 February 2026). The same release says that retrofitting eCitaro vehicles in operation is possible if a full battery pack replacement becomes necessary; the release of 2 October 2025 calls that conceivable. The release of 25 March 2025 says that the NMC4 battery’s thermal monitoring and alarm in the event of overheating works not only when the operating system is switched on, as in previous vehicles, but also when the vehicle is idling.

Charging the eCitaro

The model page gives up to 150 kW for charging through a CCS2 plug at the depot and up to 300 kW for a pantograph or roof charging rails. The data sheet lists a Combo2 charging plug in an unstarred row, and a pantograph power consumer and a charging rail in rows marked with an asterisk, which its legend labels “Optional equipment”. The model page describes the two pantograph solutions as a current collector on the bus or charging rails on the roof that connect to a fixed pantograph at a charging station, and says the eCitaro is also available with combinations of plug charging and pantograph or charging rails. Pantograph types and the standards for them are described in opportunity charging for electric buses.

Daimler Buses says in its releases that the battery’s service life is kept under both charging capacities: gentle, slower charging at up to 150 kW and regular fast-charging sessions of up to 300 kW (wording of 24 February 2026).

On sockets the documents are worded differently. The model page says each vehicle comes with two sockets in different locations. The release of 2 October 2025 names positions on the left and right above the front axle and at the rear, an additional plug position in the area of the vehicle front, and a maximum of two positions per vehicle. How Daimler Buses describes charging the eCitaro in the depot and preconditioning it is set out in Electric Bus Depot Charging and Preconditioning.

Service-life guarantee and the announced start

Daimler Buses’ release of 25 March 2025 says it is taking the opportunity to “guarantee a service life of eight years” for the new NMC4 batteries and to offer an optional extended warranty with a term of twelve years. By its release of 2 October 2025 the figure was ten years, with an optional extended customer-specific warranty of up to 15 years, and the release of 24 February 2026 repeats it: Daimler Buses “guarantees a 10-year lifespan” for the NMC4 batteries and offers optional customer-specific coverage of up to 15 years. The releases do not say what the guarantee covers, whether by capacity, state of health or distance.

On the start, the release of 25 March 2025 says that the new NMC4 batteries would be used in the eCitaro, the eCitaro G and the eCitaro K from early 2026; the release of 2 October 2025 says from 2026 and the release of 24 February 2026 says starting this year. The eCitaro data sheet dated 04/2026 marks NMC4 as standard equipment in all five columns. None of these documents says when the first eCitaro with NMC4 batteries was delivered.

What the range figures cover

Mercedes-Benz states up to 600 km for the solo eCitaro and the eCitaro K with the maximum number of packs — a figure it determined internally under stated conditions and says the actual range may be below or above — and gives the eCitaro G 480 km in one set of documents and 450 km in another.

The data sheet’s “Ranges” row reads “Up to 600 km” for the K and both 12 m columns and “Up to 480 km” for both G columns, each marked with a double asterisk. The footnote to that mark says the range was determined internally under specific conditions, including equipment with the maximum battery capacity, the battery in delivery condition, typical city bus operation and a moderate weather scenario. It adds that the figure may differ, for example, from the values determined under Regulation (EU) 2017/2400, that the actual range depends on the individual use of the vehicle, the vehicle configuration and other external factors, and that it “may be below or above the specified value”. A footnote to the same effect appears on the model page, below its questions and answers, and in the release of 2 October 2025.

The model page attaches its 600 kilometres for the rigid bus and the eCitaro K and its 480 kilometres for the articulated bus to the maximum number of battery packs, and ties 666 kWh for the eCitaro and 777 kWh for the eCitaro G to maximum NMC4 battery equipment. The releases of 2 October 2025 and 24 February 2026 also attach up to 600 km for the solo bus and the eCitaro K to maximum equipment.

For the articulated eCitaro G the documents differ. The data sheet (04/2026) and the model page (undated) give 480 km; the releases of 2 October 2025 and 24 February 2026 and the FIAA 2026 press kit of 21 September 2026 give up to 450 km.

Source notes

Length, width, height, wheelbase, turning circle, gross vehicle weight and transmission above are the 12 m Citaro; the engine families, axle configurations, seating and doors cover all four bodies of the data sheet, and the OM 470 is listed for the G alone. The same data sheet covers three more bodies: Citaro K at 10,633 mm, articulated Citaro G at 18,125 mm and low-entry Citaro LE at 12,170 mm, all 2,550 mm wide and 3,095 mm tall bare — 3,120/3,130 mm with air conditioning, and 3,315/3,500 mm on the LE. Turning circles are 17,284 mm for the K, 22,970 mm for the G and 21,568 mm for the LE. Gross vehicle weight is 18,000 kg for the K and 28,000 kg for the G; maximum axle loads are 7,500 kg front and 13,000 kg drive on the Citaro, 7,245 kg and 11,500 kg on the K, 7,500 kg front, 10,000 kg centre and 13,000 kg drive on the G, and 7,500 kg and 12,600 kg on the LE. Directive 96/53/EC Annex I point 2.3.1 sets 19.5 t for a two-axle bus and point 2.4 28 t for a three-axle articulated bus, a figure that point increases by up to 1 tonne for an alternatively fuelled and 2 tonnes for a zero-emission articulated bus. Article 2 defines those maximum authorised weights for “international traffic”, and under Article 4(2)(b) Member States “may nonetheless authorise” vehicles for national passenger transport not in conformity with point 2. The Citaro, the LE and the G sit exactly on 19.5 t and 28 t. The G, the only body with the 10.7-litre OM 470, is also listed with the OM 936; the Citaro and the K are listed with the 7.7-litre OM 936 h and OM 936 and the LE with the OM 936, at 220 kW, or 260 kW as an option. Maximum passenger capacity is printed as 1/106 for the Citaro and the LE, 86 for the K and 163 for the G. The battery and charging rows are not the diesel Citaro’s but the battery-electric eCitaro’s, from its own data sheet dated 04/2026: NMC4 packs of 111 kWh each (98 kWh in the NMC3 generation before them, by Daimler’s releases), four to six on the 12 m eCitaro and the eCitaro K for 444, 555 or 666 kWh, and four to seven on the articulated eCitaro G for up to 777 kWh. The charging row is the Combo2 plug at up to 150 kW; a pantograph or roof charging rails, both optional, take up to 300 kW. No usable capacity is published. Range is left blank: Mercedes-Benz states it for the maximum battery configuration under internal test conditions, up to 600 km for the 12 m eCitaro and the K, and gives the eCitaro G 480 km in the data sheet and on its model page but 450 km in its releases of 2 October 2025 and 24 February 2026 and in its FIAA 2026 press kit of 21 September 2026.