It is produced in 40' rigid and 62' articulated (nominal) lengths with a variety of powertrains, including conventionally-fueled (diesel and natural gas), hybrid diesel-electric, and battery-electric.

[...] J’ai voulu faire quelque chose qui était amical, et un peu naïf.

Labbé deliberately chose automobile-like styling which he intended to be "friendly, and a little naive" with "eyes wide open" and a signature triple-oval "nostril" feature centred under the windshield.

[2] The first LFS prototype was shown at the triennial fall 1994 American Public Transportation Association show in Boston; to meet that deadline, design and fabrication teams worked around the clock.

[4] In parallel, Detroit Diesel had announced that in 1994, they would begin to wind down production of the Series 71 and Series 92 two-stroke diesel engines which had powered most North American transit buses since the 1950s; the two stroke technology could not be modified to comply with new US EPA regulations, and production ceased in 1998.

Initially, Nova Bus planned to produce a prototype pilot fleet of 80 LFS buses for evaluation in revenue service by four major Quebec transit properties; the resulting reliability and service data would be used to further refine the design before entering serial production.

These plans were canceled by the discontinuation of the Detroit Diesel engines, loss of the Den Oudsten partnership, and trouble-plagued Classic T-Drive launch, and the LFS was pressed into production.

[2] Frame material was switched to stainless steel in 1998 for the second generation due to premature corrosion of the early LFS buses; of the 451 that had been delivered to STCUM, 400 were scrapped before their mandated 16-year lifetime.

[2] To meet 'Buy American' requirements for the United States market, LFS buses were assembled for the Chicago Transit Authority (and other transit agencies) in a plant in Niskayuna, New York until that plant closed in 2002 and Nova Bus withdrew to concentrate on the Canadian market.