Universitas Indonesia has developed an electric bus (EV-BUS) with an energy source from the main 384 VDC 300 AH battery and a 25.8 VDC 100 AH secondary battery. The energy is continued for a prime mover of 200 kW with a BLDC motor, 15 kW air conditioning, 7.5 kW hydraulic power steering, 4 kW compressor for braking systems, each with an induction motor, and 2.4 kW for other accessories. Analysis of power consumption for this electric bus, power efficiency in intervals of 65% to 80%, torque efficiency in 75% to 82.5% intervals, and relatively constant and small steering power load on the main motor. In this paper, several types of steering, manual steering, hydraulic power steering, and electric power steering will be presented. This model will explain what components are involved in a steering system. Data collection on the steering system on large-scale buses is also carried out, to ensure that electric power steering is not available on this type of bus. The bus that will collect the data from the kind of chassis used includes the type of bus with an internal combustion engine and also the electric bus currently available. In EV-Bus Molina UI uses a type of hydraulic power steering that will be converted to electric power steering. The components are directly involved in electric power steering including wheel drive, steering column, rack and pinion gear, motor booster, drag link, tie rod, knuckle, kingpin, tire, and so on. The real difference between the city car and the large bus is the long distance from the steering column and front axle, which is as far as 2380 mm, which is about twice that of the city car. Then the link drag structure must be made in such a way as to produce a kinematic mechanism. The first, it is necessary to do kinematic analysis and make the equivalent stiffness matrix, and then to be easy to create equations of motion in the steering system as in the electric power steering in city cars.