Zyle Daewoo Bus
Zyle Daewoo Bus is a South Korean manufacturer of large commercial buses, specializing in high-deck, low-floor, and eco-friendly models for public transportation and intercity use.[1][2] The company traces its origins to the bus manufacturing efforts of Shinjin Motors in 1955 and the subsequent Daewoo Motors division starting in 1982, and was formally established in 2002 following the restructuring of Daewoo after its 1999 bankruptcy.[3] In 2003, it was acquired by the Young An Hat Company, a major South Korean conglomerate, which holds majority ownership.[2] It has undergone several name changes, including to Zyle Daewoo Bus in 2013, and has focused on innovation in bus design, incorporating advanced safety features, hybrid and CNG propulsion systems, and compliance with global emission standards.[1][3] Headquartered in Bucheon, Gyeonggi-do, with manufacturing facilities overseas in several countries (domestic Ulsan plant closed in 2022), Zyle Daewoo Bus has a global production capacity of approximately 20,000 units annually.[1][4] Its product lineup includes models such as the BX212 high-deck bus, FX series for intercity travel, low-floor city buses like the BS106, and specialized variants including electric and hybrid options for urban routes.[1] The company exports to over 60 countries, with key markets in Asia, the Middle East, Africa, and Latin America, and maintains 15 knock-down (KD) assembly partners to support local production.[1] Despite financial challenges in the early 2020s, including the permanent closure of its domestic manufacturing plant in Ulsan in 2022 and withdrawal from the South Korean market, Zyle Daewoo Bus remains operational as of 2025 through its overseas facilities and partners, continuing to supply buses for public transit systems worldwide.[5]History
Founding and Pre-Daewoo Era (1955–1983)
Shinjin Industry was established in February 1955 in Busan, South Korea, as the nation's first dedicated bus manufacturer, initially concentrating on assembling trucks from surplus U.S. military vehicles to aid post-Korean War reconstruction. This venture aligned with South Korea's economic policies under the First Five-Year Plan (1962–1966), which prioritized heavy industry and vehicle production to enhance transportation infrastructure and support export-oriented growth. By leveraging imported components and local labor, the company laid the groundwork for domestic automotive capabilities amid a broader push for industrialization that transformed South Korea from an agrarian economy to an industrial powerhouse.[3][7] The company entered bus production in 1962 with the introduction of the Shinjin Micro Bus, a 25-seater model that marked Korea's initial foray into domestically assembled passenger vehicles and addressed urban mobility needs during rapid population growth. Expansion followed swiftly, with light and heavy bus lines added by 1965, facilitated by technical partnerships with Japanese firms such as Isuzu for engine technology and bus models, enabling improved reliability and scale. These alliances were crucial in an era when South Korea lacked indigenous engineering expertise, allowing Shinjin to capture a dominant share of the domestic market while building production capacity at its Busan facilities to meet surging demand from public transit systems.[8][9] In 1972, General Motors acquired a 50% stake in Shinjin, rebranding it as GM Korea Motor Company and infusing American engineering influences into bus designs, such as enhanced durability features for heavy-duty applications. This shift boosted output through plant upgrades in Busan and workforce expansion, enabling the company to initiate exports in the mid-1970s to neighboring Asian markets and contributing to Korea's nascent automotive trade surplus. The partnership emphasized technology transfer, aligning with government mandates for localization to reduce import dependency.[9][10] By 1976, amid evolving industrial policies favoring greater Korean control, GM Korea transitioned into the Saehan Motor joint venture with local partners like the Korea Development Bank, prioritizing fully localized bus assembly to foster self-sufficiency. Saehan's operations through 1983 focused on adapting foreign designs for local conditions, such as rugged terrains, while expanding the Busan plant to sustain production growth and support the Heavy and Chemical Industry Drive of the 1970s, which propelled the sector's contribution to national GDP. This era solidified the company's role in Korea's automotive ecosystem, setting the stage for future integrations without delving into later ownership shifts.[9][7]Daewoo Integration and Expansion (1983–2002)
In 1983, the Daewoo Group acquired Shinjin Bus Manufacturing Company, integrating its operations into Daewoo Motor Company and rebranding the entity to align with the conglomerate's automotive portfolio. This acquisition facilitated a strategic shift toward integrated production of commercial vehicles, including buses, by leveraging Daewoo's extensive manufacturing infrastructure and supply chain resources. The move positioned the bus division as a key component of Daewoo's diversification strategy within the automotive sector, enabling scaled operations and technological alignment with the group's broader goals.[11] The integration period can be divided into distinct phases that reflected Daewoo's evolving corporate structure and market priorities. From 1983 to 1994, under the first Daewoo Motor era, the focus centered on developing high-floor city buses to meet domestic urban transportation needs. In 1994, the bus and commercial vehicle sectors were transferred to Daewoo Heavy Industries, which emphasized heavy-duty models suited for intercity and export applications until 1999. The subsequent second Daewoo Motor phase from 1999 to 2002 was overshadowed by the Asian Financial Crisis, resulting in operational adjustments and financial strains. A pivotal milestone was the establishment of a dedicated bus division in 1983, which streamlined production and R&D efforts, fostering growth amid Daewoo's chaebol-driven expansion. Exports commenced in the mid-1980s, targeting markets in the Middle East and Asia to capitalize on Daewoo's international ambitions, with significant shipments beginning around 1988, including a large order to Dubai that marked the onset of mass overseas sales for Korean buses. By the late 1990s, investments in R&D accelerated, particularly in low-emission engine technologies to address global environmental regulations and enhance competitiveness. Technological advancements also encompassed the adoption of electronic fuel injection systems and refined chassis designs optimized for urban and intercity routes, improving efficiency and reliability. These developments underscored Daewoo's emphasis on innovation during its peak expansion. The 1999 bankruptcy of the Daewoo Group, triggered by over $50 billion in debt amid the financial crisis, profoundly impacted the bus division, causing temporary production halts and creditor oversight of assets. Despite these disruptions, the division maintained operations under managed restructuring. In 2002, as part of the group's dissolution, the bus operations were spun off into an independent Daewoo Bus entity, preserving its autonomy while severing ties to the collapsed conglomerate. This period saw substantial workforce expansion and increased production capacity, reaching scales that supported over 10,000 annual units by 2000, highlighting the division's resilience and growth trajectory under Daewoo.[12]Zyle Ownership and Challenges (2002–2022)
Following the 2001 bankruptcy of Daewoo Motor Company, its bus division was spun off in November 2002 as an independent entity named Daewoo Bus Co., Ltd., aimed at preserving manufacturing capabilities amid the restructuring of Daewoo's assets. In April 2003, Young An Hat Company, a Busan-based apparel firm with interests in industrial equipment, acquired Daewoo Bus for approximately $118 million, marking the beginning of majority ownership under Young An and a shift toward operational stabilization and global orientation. This acquisition allowed the company to retain its Ulsan production facility, established in 2006 as a key hub, while integrating production from older Busan sites by 2010 to streamline costs.[13][14] Under Young An's stewardship, the company pursued technological advancements and market diversification. A partnership with GM Korea (formerly GM Daewoo) was renewed in 2006, facilitating access to engines and components to support product reliability. From 2010 onward, efforts intensified on eco-friendly technologies, with the unveiling of diesel hybrid bus prototypes that reduced carbon dioxide emissions by 20% compared to conventional CNG models, alongside CNG variants targeted for urban transit. Expansion initiatives included entry into Latin American markets via the establishment of Daewoo Bus Costa Rica in 2004 for local assembly, penetration of the Middle East through sales in countries like the United Arab Emirates, and Asian growth via a 2007 distribution and assembly partnership with Columbian Manufacturing Corporation in the Philippines. These moves aimed to bolster exports, which accounted for a growing share of revenue amid stabilizing domestic operations.[15][3][16] However, the 2010s brought mounting challenges that strained the company's viability. Intense competition from Hyundai Motor Company's dominant bus lineup and foreign entrants like Mercedes-Benz and Volvo eroded market share, with domestic sales declining as operators favored more advanced rivals. Regulatory pressures, including South Korea's progressive mandates for low-floor buses to improve accessibility—fully enforced for new urban routes by the early 2020s—exposed gaps in Zyle Daewoo's model transitions, further dampening demand. The 2020 COVID-19 pandemic amplified these issues, slashing public transport procurements and exports by over 50% in key markets, leading to operating losses that year. In response, management announced plans in 2020 to relocate core production to Vietnam for labor and cost efficiencies, prompting the temporary closure of the Ulsan plant; partial resumption occurred from August 2021 to July 2022 to meet backlog orders, but the shift highlighted ongoing viability concerns.[17][18] Employee relations deteriorated amid these pressures, culminating in labor disputes in 2021 over proposed shutdowns and restructuring. Union protests and negotiations delayed operations, as workers opposed mass layoffs and the Vietnam relocation, which threatened local jobs. The workforce, peaking at around 5,000 in the mid-2000s, shrank dramatically through voluntary retirements and involuntary cuts—reaching about 1,200 by early 2021, with 386 positions eliminated that year alone—reducing it to under 1,000 by mid-2022 as the company prioritized contract labor and overseas shifts. These tensions underscored the broader operational difficulties under Young An ownership, setting the stage for further instability.[18]Closure and Aftermath (2022–present)
In July 2022, Zyle Daewoo Bus ceased operations at its Ulsan plant in South Korea, effectively ending domestic bus production after clearing remaining inventory.[19] This closure followed a brief resumption of activity in 2021 amid attempts to sell the company, which ultimately failed due to ongoing financial pressures exacerbated by the COVID-19 pandemic.[18] Key contributing factors included severe financial strain, with the company's revenue plummeting to 36.83 billion South Korean won in 2021 from higher levels in the preceding decade.[20] Operating losses mounted, and earlier plans for a full relocation of production to Vietnam—where a facility had operated since 2005—did not fully materialize amid these challenges, though overseas assembly continued at existing sites.[19] Following the shutdown, the domestic corporation entered liquidation procedures under parent company Young An Hat, with assets being wound down.[19] Remaining service, parts distribution, and sales functions were integrated into Zyle Motors Corporation, an affiliate handling Daewoo-branded commercial vehicle operations.[21] Zyle Daewoo Bus left a significant legacy in South Korea's commercial vehicle sector, having exported buses to over 60 countries through a global network that included production facilities in Vietnam, China, Pakistan, and Kazakhstan.[1] Its models remain in active use across international public transit and intercity fleets, influencing regional manufacturing standards for affordable, high-capacity buses. As of 2025, overseas subsidiaries sustain limited production and exports, primarily from the Vietnam plant, with production of 2025 models reported in select international markets such as the Philippines, while domestic legal processes for asset distribution continue without reported revival efforts.[19][21]Operations
Manufacturing Facilities
The primary manufacturing facility for Zyle Daewoo Bus was the Busan Plant, established in 1960 during the early operations of its predecessor entities and expanded in the 1980s to support growing demand for commercial vehicles. The site featured dedicated assembly lines for chassis fabrication and bodywork integration, achieving a production capacity of up to 15,000 units annually in the years leading up to 2022.[22][1] A secondary facility, the Ulsan Plant, became operational in 2006 and played a key role in 2021–2022 for completing final inventory production, with a particular emphasis on intercity bus models. This plant, located in Ulju-gun, had an annual capacity of 7,000 units and supported core assembly processes.[23][18] Overseas production was handled through subsidiaries, including Guilin Daewoo Bus in China, established in 1994 as a 51%-owned joint venture that localized models for the domestic market. In the Philippines, Columbian Manufacturing Corporation has assembled buses since 2007 for distribution across Southeast Asia, focusing on regional adaptation and knock-down kits.[24][25][16] The facilities incorporated advanced technology infrastructure, such as automated welding and painting lines introduced in the 2000s to enhance efficiency and quality control, complemented by on-site testing tracks for emissions compliance and durability assessments.[1] Post-2022, following operational challenges and the company's domestic wind-down, the Busan and Ulsan plants were idled with no active production. The Guilin facility continues partial operations under local joint venture management, while earlier expansion plans for a dedicated Vietnam plant were abandoned amid relocation controversies. As of 2025, while domestic plants remain idled, overseas subsidiaries and partners continue limited operations, including assembly and distribution of updated models.[18][25][26]Ownership Structure and Partnerships
The ownership of Zyle Daewoo Bus traces back to its origins as Shinjin Bus Manufacturing Company, established in 1955 as Korea's first independent bus producer. In 1972, Shinjin Motors, which encompassed the bus operations, formed a 50-50 joint venture with General Motors, creating General Motors Korea and granting GM a 50% stake that lasted until 1983. Daewoo Group acquired the company that year, assuming full control and integrating it into its automotive portfolio until the group's financial collapse in 2000.[3][27] Following the Daewoo Group's bankruptcy, the bus division was spun off as an independent Daewoo Bus Corporation in August 2002. In March 2003, Young An Hat Company, a Korean firm with existing interests in bus assembly and forklift production, acquired a 100% stake for 148.3 billion South Korean won, marking a shift to private ownership outside the chaebol structure. Young An has retained majority ownership since, renaming the entity to Zyle Daewoo Commercial Vehicle in the mid-2000s and to Zyle Daewoo Bus in 2013 to reflect its corporate branding.[13][3] As of 2021, governance was led by CEO Baik Byeong-soo, son of Young An Chairman Baik Jong-ryul, with the board incorporating Young An executives to oversee strategic decisions amid market pressures. Labor unions significantly influenced operations that year, culminating in a June 16 settlement after a prolonged dispute triggered by 356 layoffs and a March 2020 factory shutdown due to slumping sales and competition from Chinese imports. The agreement withdrew layoffs, ensured job protections, and mandated pursuit of a full company sale by year-end, reactivating the Ulsan plant on July 21 while allowing a second sale attempt by June 2022 if needed. By mid-2022, domestic manufacturing halted, with ongoing activities limited to overseas subsidiaries under Young An's umbrella.[3][18] Strategic partnerships have focused on global expansion and technology adaptation. Since 2006, Zyle Daewoo Bus maintained a technical collaboration with GM Korea (formerly GM Daewoo) for component integration, building on historical ties from the GM Korea era. Key joint ventures include a 25% stake in Daewoo Bus Myanmar Company, formed in 2018 with Myanmar Trade Center (75% ownership) to assemble semi-knocked-down city and minibus units powered by compressed natural gas or diesel, aiming for 300 annual exports. In the 2010s, alliances emphasized alternative fuels, such as CNG bus supplies, with a notable $29 million deal in 2005 for 265 units to Chile's Santiago transit fleet. Export partnerships extended to Middle Eastern markets through a distributor network spanning 13 countries, supporting public operator fleets with customized models.[3][28][29][30]Financial Overview and Global Reach
Zyle Daewoo Bus experienced significant revenue fluctuations throughout the late 2010s and early 2020s, reflecting broader challenges in the commercial vehicle sector. The company's revenue peaked at approximately 448.75 billion South Korean won in 2016, before declining to 310.12 billion won in 2018 and further to 312.67 billion won in 2019. By 2020, amid the global COVID-19 pandemic, revenue dropped sharply to 127.26 billion won, and it plummeted to just 36.83 billion won in 2021, marking a severe contraction driven by reduced demand for public transportation and supply chain disruptions.[20] Profitability deteriorated progressively from 2019 onward, with the company incurring operating losses that contributed to negative equity and eventual insolvency by 2022. These losses were exacerbated by high labor costs, competitive pressures from international tariffs on exports, and a pre-2020 equity base of around 100 billion won that eroded amid sustained financial strain. The domestic operations ceased in July 2022 due to these mounting issues, leading to the liquidation of the Ulsan plant. Following the 2022 closure, successor entities continue to derive revenue from parts and service support.[31] Despite financial headwinds, Zyle Daewoo Bus maintained a substantial global presence, exporting to 60 countries through a network of 58 dealers and 10 manufacturing facilities across seven nations, including Korea, China, Vietnam, and Pakistan. Approximately 70% of its production was directed toward exports, with key markets encompassing Asia (accounting for 40% of exports, including the Philippines and Vietnam), Latin America (30%, such as Peru), and the Middle East (20%). At its peak in the 2010s, the company employed around 5,000 workers, though this number reduced to about 500 by 2022 amid cost-cutting measures; R&D investments averaged 5% of annual revenue to support innovations in bus technology.[1][30]Products
Current and Active Models
Following the closure of Zyle Daewoo Bus's South Korean operations in 2022, production and sales of its models continue through international subsidiaries and licensees, particularly in developing markets where durability and cost-effectiveness are prioritized, as of 2025. These active models emphasize robust construction for challenging road conditions, passenger capacities typically ranging from 40 to 60 seats, and engine options compliant with Euro 5 or Euro 6 emissions standards where applicable.[32][33] Guilin Daewoo Bus Co., Ltd., a joint venture in China, maintains production of several 12-meter intercity and city buses derived from Zyle Daewoo designs. The GL6127HK is a diesel-powered city bus introduced in 2015, equipped with a 280-horsepower Cummins ISLe engine and optional low-floor configuration for improved accessibility in urban settings.[34] It features air conditioning, a gross vehicle weight of 17,600 kg, and seating for 24 to 55 passengers, targeting high-density routes in Asia.[34] The GL6128HK, launched in 2016 as an intercity variant, uses a 300-horsepower engine with air suspension for enhanced ride comfort over long distances, maintaining similar dimensions and a maximum speed of 100 km/h.[35] These models incorporate stainless steel chassis for corrosion resistance, suited to humid and rugged environments.[36] In the Philippine market, Columbian Manufacturing Corporation (CMANC) and its affiliate Santarosa Motor Works assemble and distribute Zyle Daewoo-derived buses tailored for local urban and provincial transit. The BS106 NGV, available since 2010, is a 10.6-meter compressed natural gas (CNG) urban bus with Euro 5 compliance via selective catalytic reduction, designed for eco-friendly city operations and seating up to 50 passengers.[37] The BH117H, introduced in the mid-2010s for the Philippine market, serves as a high-floor 11.7-meter model for interprovincial routes, featuring air suspension and a rear-mounted engine for better weight distribution and durability on uneven roads.[38] These Philippine-built variants adapt Zyle Daewoo chassis with local bodywork to withstand tropical climates and heavy loads.[39] Legacy models remain active in global fleets, particularly in Asia and the Middle East, through ongoing service and limited exports as of 2025. The FX120 Cruising Star, a 12-meter luxury coach from 2007, continues operation with a 340-horsepower engine and export focus to regions like the Middle East, offering 45-50 seats and advanced safety features such as ABS braking.[40] Similarly, the BS120CN, a CNG ultra-low-floor bus since 2002, persists in Asian markets like Taiwan for accessible public transport, with capacities up to 60 passengers and compliance up to Euro 6 via optional engines.[41][33] These enduring designs highlight Zyle Daewoo's emphasis on reliable, low-maintenance vehicles for emerging economies.[16]Former Models from Shinjin and GM Korea Periods (1955–1983)
During the Shinjin Motor period from 1955 to 1971, the company laid the groundwork for South Korea's bus manufacturing industry by producing initial models focused on domestic needs, often based on imported technologies. The Shinjin Micro Bus, introduced in 1962, was a compact 20-seater mini bus serving short-distance urban and rural transport with a simple rear-engine layout and manual transmission.[42] The Shinjin FB100LK, launched in 1966, marked the company's entry into mass-produced buses through a partnership with Toyota, featuring a gasoline engine for affordable local mobility.[42] In 1965, the Pioneer followed as a 40-seater light bus, emphasizing cost-effective construction for intercity routes, while the DB102L in 1968 was a 10.2-meter urban model accommodating 45 passengers, utilizing rear-engine configuration for better weight distribution. The DHB400C, debuted in 1970, represented an advancement as Korea's first heavy-duty diesel coach, designed for longer-haul services with improved durability and manual gearing.[42] Under GM Korea from 1972 to 1976, production shifted to incorporate General Motors chassis and components, enhancing reliability for city and intercity applications. The DB105LC, released in 1972, was a 10.5-meter low-entry city bus built on GM chassis, prioritizing passenger accessibility and affordability with rear-engine setup. The BD50DL in 1973 was a double-decker prototype aimed at high-capacity urban transport, though limited in production. By 1976, the BU100/110 series emerged as 10- to 11-meter intercity buses with upgraded 50-horsepower engines, focusing on fuel efficiency and domestic market penetration.[42] The Saehan Motor era from 1976 to 1983 saw continued emphasis on localized adaptations for export potential, building on prior designs. The BD098, introduced in 1976, was a 9.8-meter variant tailored for school bus use, featuring manual transmission and rear-engine layout for safety and ease of maintenance. The BD101, also from 1976, measured 10.1 meters and incorporated localized bodywork to meet emerging export demands, maintaining affordability as a core trait across the lineup.[42] Overall, these early models shared common characteristics such as rear-engine layouts, manual transmissions, and a focus on affordability to serve South Korea's growing public transport needs.Former Models from Daewoo Periods (1983–2002)
During the Daewoo ownership period from 1983 to 2002, the company evolved its bus lineup to address growing demands in urban, intercity, and export markets, emphasizing rear-engine designs, improved comfort, and adaptation to regional needs such as high-deck configurations popular in Asia for better passenger visibility and space. This era saw a transition from basic chassis-based models to more integrated coaches and city buses with enhanced engines and suspensions, reflecting Daewoo's expansion into global sales while building on prior assembly techniques from the Shinjin and GM Korea eras. Annual production exceeded several thousand units, supporting domestic fleets and exports to over 50 countries by the late 1990s.First Daewoo Motor (1983–1994)
The initial phase under Daewoo Motor focused on establishing a diverse portfolio of city and highway buses, starting with van-chassis and high-floor designs suited for Asian infrastructure.- BV101 (1983): This 10.1-meter city bus utilized a van chassis for versatility in urban routes, featuring a front-engine layout and basic diesel powertrain for reliable short-haul operations. It marked Daewoo's entry into independent bus production, with capacities around 40 passengers.[43]
- BH120S (1985): A 12-meter super high-deck highway bus designed for intercity travel, it incorporated a rear-engine configuration for smoother passenger compartments and higher seating (up to 50-55 passengers), emphasizing comfort with elevated floor height tailored to Asian road conditions.[43]
- BS105 (1986): Introduced as Daewoo's first rear-engined city bus, this 10.5-meter model featured a 105 PS diesel engine (D1146 series, 8,071 cc displacement) for efficient urban performance, low-floor access options, and air conditioning suited for dense city traffic, accommodating 40-50 passengers.[44][43]
- BF120 (1987): A front-engine coach measuring approximately 12 meters, it offered upgraded engine performance (up to 280 PS options) and redesigned interiors for long-distance routes, including tilt-telescopic steering and optional amenities like TVs, with passenger capacities of 45-50. This model prioritized durability and fuel efficiency for export markets.[43][45]
Daewoo Heavy Industries (1994–1999)
Following the shift to Daewoo Heavy Industries, emphasis turned to advanced suspension systems and climate-adapted features, enhancing safety and ride quality for highway and tropical environments.- BH117H (1995): This 11.7-meter highway bus, known as the Royal Cruistar, introduced hydraulic (air) suspension for superior stability on long hauls, powered by a DE12Ti diesel engine (11,051 cc, 300+ PS), with high-deck design supporting 45-55 passengers and options for ABS braking by the late 1990s. It was optimized for Asian and export intercity services.[46][47]
- BH116 (1997): A refined 11.6-meter model with improved air conditioning systems for enhanced passenger comfort, featuring a water-cooled DE12T inline-6 diesel engine (11,051 cc, 320 PS max), dual-circuit air brakes, and capacities of 47-53 seats in a 2x2 arrangement, focusing on luxury highway travel.[48][49]
- BH115E (1998): Developed as an export variant for tropical climates, this 11.45-meter economy coach included reinforced cooling for the DE12Ti engine (up to 340 PS), leaf-spring suspension for rugged roads, and features like sun visors and optional toilets, with seating for 45-49 passengers in high-deck format. It featured full air dual-circuit brakes and was popular in Southeast Asia.[50][51][52]
Second Daewoo Motor (1999–2002)
The final Daewoo phase introduced compact, eco-friendly options, including midi buses and alternative fuels, alongside early integration of safety technologies like ABS.- BF106 (2001): A 10.6-meter midi bus with front-engine layout, equipped with a DE08Ti diesel (7,606 cc, 240-290 PS), manual 5-speed transmission, and full air brakes (ABS optional), offering 29-37 seats for urban and shuttle services, with dimensions of 10,337 mm length and 2,490 mm width.[45][53]
- BS090 (2002): This 9-meter urban bus (8,930 mm length) emphasized low emissions with a D1146 diesel engine (8,071 cc, 250 PS), flat floor design for accessibility, and capacities of 20-25 seated plus standing (up to 66 total), featuring dual-circuit air brakes and suitability for mid-sized city routes.[54][55][56]
- BS120CN (2002): Pioneering CNG technology, this 12-meter super low-floor city bus (11,990 mm length) used a GE12Ti CNG engine (11,051 cc, 216 kW), non-step entry for universal access, and capacities of 48 seated (B21D+48 configuration), subsidized for Seoul's eco-friendly fleet as an early adopter of natural gas propulsion. ABS was integrated as standard by this model year.[57][58]