The 1999 New Flyer Transit Bus is a robust and widely recognized model in the public transportation sector. Primarily produced as a heavy-duty transit bus, its model years span several decades with continuous evolution. While specific trims are less defined than in consumer vehicles, variations often relate to length, door configurations, and seating capacity. As a municipal or commercial vehicle, pricing is highly variable based on customization, fleet orders, and whether it's new or used. Its popularity stems from its proven durability and operational efficiency in demanding urban environments.
The Good
The 1999 New Flyer Transit Bus excels in operational reliability and cost-effectiveness. Its sturdy design ensures longevity, while passenger comfort is a priority, providing a smooth and dependable commute. This blend of practical durability and passenger-centric design offers exceptional value for transit authorities and operators.
The Bad
Key weaknesses for a 1999 New Flyer Transit Bus often revolve around age-related wear and tear. Potential issues include aging HVAC systems, driveline components needing replacement, and the need for extensive rust repair on older chassis. Maintenance records are crucial for assessing its current condition.
1999 NEW FLYER Transit Bus: Quick Overview
- Engine Options: The 1999 New Flyer Transit Bus typically featured robust diesel engines designed for heavy-duty commercial use. Common options included engines from Detroit Diesel (e.g., Series 50, Series 60) and Cummins (e.g., ISL, ISM). These engines were chosen for their torque, durability, and suitability for stop-and-go city driving and sustained highway speeds.
- Horsepower: Horsepower ratings for these engines generally ranged from approximately 250 hp to over 400 hp, depending on the specific engine model and its configuration. Higher horsepower was often selected for routes with steep inclines or for larger bus configurations.
- Fuel Economy: Fuel economy for a vehicle of this size and weight is measured in miles per gallon (MPG). For a transit bus of this era, typical figures would likely be in the range of 4-6 MPG, varying significantly based on engine, transmission, load, route topography, and driving style.
- 0-60 Times: 0-60 mph times are not a standard metric for transit buses and are generally not applicable due to their design and operational purpose. These vehicles are engineered for slow, steady acceleration and passenger boarding/alighting, not for rapid acceleration.
- Towing Capacity: Transit buses, including the 1999 New Flyer, do not have a towing capacity as they are designed solely for transporting passengers.
- Trim-Level Features: As a commercial transit vehicle, "trims" are less about luxury and more about functional configurations. Key features and variations would include:
- Length: Available in various lengths to accommodate different passenger capacities, commonly ranging from 30 to 45 feet.
- Door Configurations: Options for single-leaf or double-leaf doors, positioned at the front, middle, or rear of the bus.
- Accessibility Features: Inclusion of wheelchair lifts or ramps (kneeling features) for ADA compliance.
- Seating Capacity: Configurable seating arrangements to maximize passenger throughput, often ranging from 30 to over 60 seated passengers, plus standing room.
- HVAC Systems: Robust heating, ventilation, and air conditioning systems suitable for various climates.
- Destination Signs: Manual or electronic destination signage systems.
- Engine/Transmission Choices: Selection of specific engine and transmission packages to meet operational requirements.
1999 NEW FLYER Transit Bus Specifications
Vehicle Information
| Year | 1999 |
| Make | NEW FLYER |
| Model | Transit Bus |
| Trim | - |
| Style | - |
| Type | - |
| Category | - |
Manufacturing Details
| Made In | - |
| Manufacturing City | - |
Dimensions
| Doors | - |
| Curb Weight | - |
| Gross Vehicle Weight Rating | - |
| Overall Height | - |
| Overall Length | - |
| Overall Width | - |
| Wheelbase Length | - |
| Standard Seating | - |
Engine & Performance
| Engine | - |
| Engine Size | - |
| Engine Cylinders | - |
| Transmission | - |
| Transmission Type | - |
| Transmission Speeds | - |
| Drivetrain | - |
Additional Features
| Anti-Brake System | - |
| Steering Type | - |
Pricing
| Manufacturer Suggested Retail Price (MSRP) | - |
| Invoice Price | - |
| Delivery Charges | - |
Vehicle History Report
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Specifications
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Market Price
Analysis
Analysis
What Problems Does the 1999 NEW FLYER Transit Bus Have?
Given the age of a 1999 New Flyer Transit Bus, frequently reported problems tend to be related to wear and tear on major components rather than specific model-year defects. However, common issues that arise in buses of this vintage include:
Engine and Powertrain: Diesel engines, while generally durable, can experience issues with fuel injectors, turbochargers, and cooling systems as they age. Transmission problems, particularly with automatic transmissions common in buses, can manifest as slipping, harsh shifting, or complete failure. These are often exacerbated by high mileage and strenuous operating conditions.
Braking System: Air brake systems, standard on transit buses, require regular maintenance. Issues can include air leaks, worn brake pads and shoes, and problems with the air compressor or brake valves, impacting stopping power and safety.
HVAC System: The heating, ventilation, and air conditioning (HVAC) systems are critical for passenger comfort and driver functionality. Compressors, condensers, evaporators, and ductwork can degrade over time, leading to poor performance or complete system failure, especially in extreme temperatures.
Body and Frame Corrosion: For buses operating in areas with harsh weather, road salt, or high humidity, rust and corrosion on the chassis, body panels, and undercarriage are significant concerns. This can compromise structural integrity and lead to costly repairs.
Electrical System: Aging wiring harnesses, alternators, batteries, and various sensors can lead to intermittent electrical gremlins, lighting failures, or issues with onboard electronics like destination signs or passenger information systems.
Suspension: Components like shocks, springs, and bushings can wear out, leading to a rougher ride and potential handling issues. For buses with air suspension, leaks or malfunctioning air bags can cause the bus to sag.
Recalls: Specific recalls for 1999 models are difficult to pinpoint without access to comprehensive manufacturer archives for that specific year. However, in the transit bus industry, recalls are often related to safety-critical systems like brakes, steering, or fire suppression. Any potential buyer should verify with the manufacturer or relevant authorities if any outstanding recalls exist for a specific VIN.
Long-Term Reliability: The long-term reliability of a 1999 New Flyer is heavily dependent on its maintenance history. Buses that have been meticulously maintained by reputable transit agencies tend to be more reliable than those with neglected service records. The inherent robust construction of New Flyer buses provides a good foundation, but age will inevitably lead to component failures that require proactive maintenance and eventual replacement.
Engine and Powertrain: Diesel engines, while generally durable, can experience issues with fuel injectors, turbochargers, and cooling systems as they age. Transmission problems, particularly with automatic transmissions common in buses, can manifest as slipping, harsh shifting, or complete failure. These are often exacerbated by high mileage and strenuous operating conditions.
Braking System: Air brake systems, standard on transit buses, require regular maintenance. Issues can include air leaks, worn brake pads and shoes, and problems with the air compressor or brake valves, impacting stopping power and safety.
HVAC System: The heating, ventilation, and air conditioning (HVAC) systems are critical for passenger comfort and driver functionality. Compressors, condensers, evaporators, and ductwork can degrade over time, leading to poor performance or complete system failure, especially in extreme temperatures.
Body and Frame Corrosion: For buses operating in areas with harsh weather, road salt, or high humidity, rust and corrosion on the chassis, body panels, and undercarriage are significant concerns. This can compromise structural integrity and lead to costly repairs.
Electrical System: Aging wiring harnesses, alternators, batteries, and various sensors can lead to intermittent electrical gremlins, lighting failures, or issues with onboard electronics like destination signs or passenger information systems.
Suspension: Components like shocks, springs, and bushings can wear out, leading to a rougher ride and potential handling issues. For buses with air suspension, leaks or malfunctioning air bags can cause the bus to sag.
Recalls: Specific recalls for 1999 models are difficult to pinpoint without access to comprehensive manufacturer archives for that specific year. However, in the transit bus industry, recalls are often related to safety-critical systems like brakes, steering, or fire suppression. Any potential buyer should verify with the manufacturer or relevant authorities if any outstanding recalls exist for a specific VIN.
Long-Term Reliability: The long-term reliability of a 1999 New Flyer is heavily dependent on its maintenance history. Buses that have been meticulously maintained by reputable transit agencies tend to be more reliable than those with neglected service records. The inherent robust construction of New Flyer buses provides a good foundation, but age will inevitably lead to component failures that require proactive maintenance and eventual replacement.
How long will the 1999 NEW FLYER Transit Bus last?
A 1999 New Flyer Transit Bus, when maintained diligently, can achieve an impressive lifespan. Transit buses are typically designed for heavy-duty service, often accumulating 50,000 to 70,000 miles per year. Therefore, a 20-year-old bus could easily have logged between 1 million and 1.4 million miles. Long-term durability is a hallmark of New Flyer products, built with robust chassis and components. However, as they age, weaknesses emerge primarily in wear-and-tear items such as the engine, transmission, braking systems, and suspension. Routine, high-quality maintenance is the most significant factor determining its remaining service life and reliability over extensive mileage.
What Technology & Safety Features are Included?
The technology, driver-assistance, and safety features of a 1999 New Flyer Transit Bus are primarily functional and geared towards operational efficiency and passenger safety in a commercial setting, rather than consumer-level convenience or advanced driver aids. It's important to note that specific features would have varied based on customer specifications and optional packages selected by the purchasing transit agency.
Built-in Tech: Standard technology would include essential operational systems. This includes robust electrical systems to power lights, signals, and the engine controls. Destination signs, often mechanical flip-dot or early LED types, were common for route identification. Public address (PA) systems for driver announcements were also standard. More advanced systems for that era might include basic onboard diagnostics for engine and transmission monitoring.
Entertainment: Consumer-grade entertainment systems like audio or video players were generally not standard features on transit buses. The focus was on utility and passenger flow, not individual entertainment.
Driver-Assistance Features: Driver-assistance systems as we understand them today (e.g., lane departure warnings, adaptive cruise control) were virtually non-existent in 1999 transit buses. Features would have been limited to elements that aided the driver's direct control and awareness, such as large mirrors for visibility, power steering, and potentially anti-lock braking systems (ABS), which were becoming more common.
Safety Features: Safety was paramount and integrated into the design. Key safety features include:
Crash-Test Ratings: Transit buses of this era were not subjected to the same type of crash-testing protocols as passenger cars by organizations like NHTSA. Their safety is assessed more through design standards, operational safety, and compliance with federal motor vehicle safety standards (FMVSS) applicable to heavy-duty vehicles, focusing on structural integrity and occupant protection in various scenarios, including rollovers and frontal impacts, though specific published ratings are not available.
Built-in Tech: Standard technology would include essential operational systems. This includes robust electrical systems to power lights, signals, and the engine controls. Destination signs, often mechanical flip-dot or early LED types, were common for route identification. Public address (PA) systems for driver announcements were also standard. More advanced systems for that era might include basic onboard diagnostics for engine and transmission monitoring.
Entertainment: Consumer-grade entertainment systems like audio or video players were generally not standard features on transit buses. The focus was on utility and passenger flow, not individual entertainment.
Driver-Assistance Features: Driver-assistance systems as we understand them today (e.g., lane departure warnings, adaptive cruise control) were virtually non-existent in 1999 transit buses. Features would have been limited to elements that aided the driver's direct control and awareness, such as large mirrors for visibility, power steering, and potentially anti-lock braking systems (ABS), which were becoming more common.
Safety Features: Safety was paramount and integrated into the design. Key safety features include:
- Robust Body Construction: Heavy-duty frame and body panels designed to withstand significant stress and protect occupants in collisions.
- Emergency Exits: Multiple emergency exits, including roof hatches and designated window exits, were mandatory.
- Fire Suppression Systems: Optional or standard engine compartment fire suppression systems were often specified.
- Passenger Restraints: While not always full seatbelts for standing passengers, priority was given to secure seating and grab rails for standing individuals.
- Wheelchair Accessibility: For buses equipped with lifts or ramps, these systems were designed with safety interlocks to prevent operation when doors are open or the lift is not properly stowed.
- Non-Slip Flooring: Durable, non-slip flooring was standard to prevent slips and falls.
Crash-Test Ratings: Transit buses of this era were not subjected to the same type of crash-testing protocols as passenger cars by organizations like NHTSA. Their safety is assessed more through design standards, operational safety, and compliance with federal motor vehicle safety standards (FMVSS) applicable to heavy-duty vehicles, focusing on structural integrity and occupant protection in various scenarios, including rollovers and frontal impacts, though specific published ratings are not available.
What Colors Options are Available?
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In the meantime, feel free to explore the other sections for more content.
In the meantime, feel free to explore the other sections for more content.
1999 NEW FLYER Transit Bus Prices and Market Value
When new, a 1999 New Flyer Transit Bus would have represented a significant investment, with base prices typically ranging from $300,000 to over $500,000, depending heavily on customization, length, engine choice, and features. Due to their specialized nature and high initial cost, transit buses experience substantial depreciation. However, their resale value is largely dictated by their condition, mileage, and the maintenance records. Well-maintained buses with lower mileage can still command tens of thousands of dollars in the used market, especially for fleet operators looking for reliable, workhorse vehicles. Factors affecting resale include the condition of the engine and transmission, body rust, and the presence of functional accessibility features. Complete maintenance logs are crucial for maximizing resale value.
1999 NEW FLYER Transit Bus Cost of Ownership
Owning a 1999 New Flyer Transit Bus is generally considered costly, especially for private operators. Insurance premiums will be substantial, reflecting the vehicle's size and commercial use. Fuel costs are high, with typical MPG in the 4-6 range for diesel. Maintenance and repair are the most significant expenses; these are heavy-duty vehicles requiring specialized mechanics and parts. Routine upkeep is essential to prevent costly breakdowns. While economical for large-scale public transit operations due to passenger capacity, for smaller entities or individuals, it is a very costly vehicle to own and operate.
1999 NEW FLYER Transit Bus Fuel Efficiency
Fuel Type
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Fuel Capacity
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City Mileage
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Highway Mileage
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1999 NEW FLYER Transit Bus Insurance
Insurance for a 1999 NEW FLYER Transit Bus is moderately priced, reflecting its status as a Vehicle with strong safety ratings and
reasonable repair costs.
reasonable repair costs.
How Does the 1999 NEW FLYER Transit Bus Compare to Other Vehicle?
The 1999 New Flyer Transit Bus competed in a market dominated by a few major North American manufacturers. Its key rivals included:
GMC/NovaBus RTS: The RTS was a contemporary and popular choice, known for its distinctive design and robust performance. In terms of performance, both offered powerful diesel engines suitable for urban routes. Reliability was a strong suit for both, with New Flyer often cited for its durability. Features were largely dictated by customer orders, but both manufacturers offered a range of lengths and accessibility options. Price-wise, they were in a similar, high investment bracket.
Flxible Metro: Another significant player, the Flxible Metro was a well-regarded transit bus. Performance was comparable, with reliable diesel powertrains. Reliability varied by specific sub-models and maintenance, but generally, Flxible buses were built to last. Feature sets were again configurable. Historically, Flxible faced some financial challenges, which might have impacted parts availability and long-term support compared to New Flyer.
MCI (Motor Coach Industries) Commuter Buses: While MCI is more known for its intercity coaches, some models were adapted for commuter transit. These often offered a slightly more comfortable ride and could be equipped with robust engines. Performance and reliability were strong, but their primary focus was not necessarily the intensive stop-and-go of urban transit.
Alternatives and Recommendations:
For a direct comparison and potential upgrade, looking at slightly newer models from the same manufacturers (e.g., New Flyer D40LF/D60LF from the early 2000s) would offer modernizations in emissions control, potentially more efficient transmissions, and improved driver ergonomics. For those seeking similar ruggedness and reliability, another New Flyer from a few years later (e.g., 2000-2005) would be a strong, similar alternative. If a more specialized or perhaps lower-cost option was sought, one might look at manufacturers like Alexander Dennis or maybe even used school bus chassis converted for specific transit needs, though these would sacrifice the dedicated transit bus features and durability.
GMC/NovaBus RTS: The RTS was a contemporary and popular choice, known for its distinctive design and robust performance. In terms of performance, both offered powerful diesel engines suitable for urban routes. Reliability was a strong suit for both, with New Flyer often cited for its durability. Features were largely dictated by customer orders, but both manufacturers offered a range of lengths and accessibility options. Price-wise, they were in a similar, high investment bracket.
Flxible Metro: Another significant player, the Flxible Metro was a well-regarded transit bus. Performance was comparable, with reliable diesel powertrains. Reliability varied by specific sub-models and maintenance, but generally, Flxible buses were built to last. Feature sets were again configurable. Historically, Flxible faced some financial challenges, which might have impacted parts availability and long-term support compared to New Flyer.
MCI (Motor Coach Industries) Commuter Buses: While MCI is more known for its intercity coaches, some models were adapted for commuter transit. These often offered a slightly more comfortable ride and could be equipped with robust engines. Performance and reliability were strong, but their primary focus was not necessarily the intensive stop-and-go of urban transit.
Alternatives and Recommendations:
For a direct comparison and potential upgrade, looking at slightly newer models from the same manufacturers (e.g., New Flyer D40LF/D60LF from the early 2000s) would offer modernizations in emissions control, potentially more efficient transmissions, and improved driver ergonomics. For those seeking similar ruggedness and reliability, another New Flyer from a few years later (e.g., 2000-2005) would be a strong, similar alternative. If a more specialized or perhaps lower-cost option was sought, one might look at manufacturers like Alexander Dennis or maybe even used school bus chassis converted for specific transit needs, though these would sacrifice the dedicated transit bus features and durability.
Final Verdict: Is the 1999 NEW FLYER Transit Bus a Good Vehicle?
The 1999 New Flyer Transit Bus is ideal for municipal transit authorities, large private transportation companies, or specialized operators requiring a durable, no-frills workhorse for high-volume passenger transport. It is generally NOT suitable for individual buyers or small businesses due to its operational costs and complexity. When considering a purchase, it is crucial to buy used and only if extensive maintenance records are available and a thorough mechanical inspection by a diesel specialist is conducted. The vehicle is worth buying if acquired at a low price point and intended for routes where its basic, robust functionality is prioritized over modern amenities or fuel efficiency. It remains a viable option for cost-conscious, heavy-duty transit needs, provided it has been well-maintained.
Drew B
Drew is a seasoned automotive expert and contributor to VinCheck.info. With nearly 15 years of experience as a former Porsche technician, he brings a wealth of hands-on knowledge to his writing. Born in North Carolina, a region renowned for its deep-rooted NASCAR culture, Drew developed a passion for cars early in life, often building and working on vehicles from a young age. At VINCheck, Drew leverages his extensive technical background to provide in-depth analyses of various vehicles. His articles often focus on engine performance, reliability, and maintenance insights, offering readers practical information grounded in real-world experience. Some of his notable contributions include reviews on the Mazda CX-5's longevity and detailed examinations of engine options for models like the 2011 Toyota Camry and Tacoma