BYD’s Progress: “Assembling electric buses in Colombia is part of our contribution to the country”

The strengthening of Colombia’s automotive production sector features BYD Colombia as one of its key players. The company is developing its first locally assembled articulated electric bus in collaboration with Hino Colombia and Marcopolo.

The project has gained particular relevance in the wake of General Motors’ plant closure, positioning the Chinese brand as one of the main drivers of local zero-emission bus assembly.

“We want to contribute to the country, and part of that is assembling electric buses in Colombia,” states Fabián La Rotta, Project Manager at BYD Colombia. He explains that the decision responds not only to a logistical efficiency strategy, but also to a long-term industrial vision.

BYD’s message is clear: local assembly is not only feasible, but strategic.

In conversation with Mobility Portal Latin America, the executive points out: “We want to continue strengthening the national industry, from assembly to bodywork. It is a tangible way to support the energy transition and promote development in Colombia.”

The full development of the bus took 23 months, from design on paper to factory validation for commercialisation.

During this process, BYD worked in close cooperation with Hino, a company with an established presence in the country, which contributed its expertise in assembly engineering.

“We shared a lot of information with Hino, especially regarding assembly instructions. One of the challenges was finding the best way to package the chassis and its components,” La Rotta explains.

The outcome was an optimised logistics solution: the articulated chassis was tilted and packed into 1.5 containers, while the batteries—classified internationally as “hazardous material”—were shipped separately in compliance with regulations.

Operations were centred at Hino’s plant in Cota, Cundinamarca, where the ladder frame chassis was assembled.

The vehicle was then transferred to Superpolo, a coachbuilder located just 500 metres away, significantly reducing production time and costs.

“The assembly process took between eight and ten days. It was straightforward thanks to the prior engineering work,” he adds.

BYD and testing in Bogotá: validation under local conditions

Although the vehicle had already undergone testing in China—where it can reach between 30,000 and 60,000 kilometres in under two months—BYD chose to validate its performance under real-life conditions in Bogotá, within the TransMilenio system.

“We simulate the conditions in China, but we also want to test it on Bogotá’s complex roads. That gives us key information for maintenance planning,” he explains.

At this stage, the bus will undergo testing with simulated loads, such as sand or water, before returning to China as part of the parent company’s R&D processes.

This pilot, operated by TransMilenio, will be fundamental in preparing for the arrival of 25 units already ordered by a system operator, as part of a tender involving 101 vehicles for the Colombian capital.

Coachwork redesign: active participation of the local ecosystem

The model developed also stands out for its new bodywork design, named ATIVI, supplied by Marcopolo. The design seeks to improve user experience through a more inclusive layout.

“We worked with local authorities, especially Bogotá’s system manager, to incorporate requirements based on their experience and user feedback,” the BYD representative explains.

Key innovations include dedicated spaces for wheelchairs, prams, and visually impaired passengers: blue seats for passengers with reduced mobility, aquamarine for carers, and red for plus-size passengers; and capacity for 160 passengers, with 27 seats and four double doors on the left-hand side, adapted for BRT systems

The bus also features a digital instrument panel, over-the-air updates, real-time fleet management, USB ports, Wi-Fi, weight sensors, cameras, and blind spot monitors.

Supporting the reindustrialisation process

The model was well received by both local authorities and the national government, aligning with the reindustrialisation policy. Following General Motors’ closure in Colombia, this project represents a tangible boost to the national industry.

“We want to support the country. Supporting local coachbuilders is part of our decision not to import fully built vehicles,” affirms La Rotta.

BYD continues to manufacture complete buses for other markets, but in Colombia, it prefers to combine local development with strategic imports.

In addition to working with Superpolo, BYD remains open to collaborating with other coachbuilders such as Busscar, Unibol, and small specialised manufacturers.

“Colombia’s coachbuilding industry is strong, and we want to take advantage of that,” he emphasises.

Charging infrastructure: more space, less electricity

While the electrical infrastructure presents technical challenges, the main obstacle is the availability of physical space in urban areas.

“The biggest challenge isn’t electricity, it’s the space needed to operate, maintain, and charge the buses,” says La Rotta.

Urban public transport has the advantage of pre-established contracts and depots operated by service providers. This allows electric infrastructure investments to be incorporated into the tariff negotiated with the city.

In contrast, the biggest hurdle lies in intercity and freight transport, where space availability and operational contracts remain limited.

With this first high-floor electric bus built on BYD’s e-Platform, the company achieves a technical milestone by integrating a “6-in-1” Silicon Carbide controller, four electric motors delivering 804 hp and 2,200 Nm of torque, and an architecture designed for efficiency and urban performance.

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