Anyone climbing aboard an urban bus in the Chilean capital Santiago de Chile is likely to be travelling under a good star: some 3800 of the city’s 6400 buses were produced by Mercedes-Benz. In Europe, small tour groups with high expectations often find themselves in the brand’s first fully-equipped midibus – the Mercedes-Benz Tourino. India’s new three-axle luxury touring coach bears a star. The same applies to airside transfer buses at airports all over the world, which are supplied by the market leader. Transperth in Australia deploys 750 buses from Mercedes-Benz.

During the upcoming Football World Cup, Bafana Bafana – the national team of South Africa – as well as other teams, officials and many visitors will travel to matches in 460 coaches that Mercedes-Benz is providing for this major event. What these buses and countless more on every continent have in common is that the chassis is supplied by Mercedes-Benz with the body being added by a specialist.

While the world is becoming more and more economically integrated, automotive engineering diverges widely in many regions due to differing requirements. For buses this means that there are typical markets for integral buses, chassis markets and markets where hybrid forms prevail like fully-equipped buses with chassis components. In all areas, Daimler Buses is a global leader in terms of technology and by volume. A star on the front of a bus is regarded as a seal of quality by companies, passengers and drivers worldwide.

With a global market share of 13.5 percent over the past year, Daimler Buses is clearly the world’s number one bus manufacturer. Even during 2009, a year marked by the global economic crisis, the company was able to maintain this position unchallenged, delivering 32,482 vehicles. Thanks to its broad portfolio of brands – Mercedes-Benz, Setra, Orion and sister brand Fuso – Daimler Buses is optimally positioned in Europe, North America and Japan when it comes to fully-equipped buses ranging from functional urban regular-service buses to luxury touring coaches.

Daimler Buses supplied approximately 11,400 complete vehicles last year. This figure includes buses built on Mercedes-Benz chassis in conjunction with partner companies which are then marketed by Mercedes-Benz as fully-equipped vehicles in various markets.

It may come as a surprise to some Central Europeans but in South America, Africa, Asia or many Eastern European countries people are used to the fact that two-thirds of Daimler Buses’ production relates to chassis for buses, which trade worldwide under the Mercedes-Benz brand. On every continent, companies that build bodies are transforming these chassis into buses tailored to specific market requirements. Variants can range from durable regular-service buses with a front-mounted engine to elegant touring coaches with a rear engine, hybrid forms or special purpose vehicles like airside transfer buses at airports.

Mercedes-Benz supplied 21,100 chassis worldwide over the past year, making it the global market leader for bus chassis.

As well as technical differences – building a body onto a chassis is easier than an integral bus, particularly with a ladder-type chassis – cost is also a factor: chassis buses are considerably cheaper than integral buses. Furthermore, chassis buses frequently have exceptionally rugged, simpler components which mean they are able to cope with tough demands like poor roads much more effectively than elaborate integral buses. An advantage with all models bearing a star is Mercedes-Benz’s unique global service network.

Until well into the 1950s and 60s, this chassis design was standard in Central Europe. Highly specialised body manufacturers created bus bodies based on chassis supplied by lorry makers. At one time derived from truck chassis with a front-mounted engine, from the 1950s these were increasingly superseded for large buses by today’s typical design where the engine is located at the rear.

Within a decade, there was great change: whereas body manufacturers in Europe initially made use of ladder-type frames, by this time the so-called “buggy” chassis was gaining acceptance. This term describes a rolling chassis with a short transport frame which body manufacturers replace with their own trellis-type frame. They select the wheelbase and construct a self-supporting or semi self-supporting bus on this base – similar to an integral bus from a provider of fully-equipped buses.

Worldwide, there are three main body types these days. Integral buses are typical in Central Europe, North America and Japan (with the Australian market favouring conventional chassis). In Eastern Europe, parts of Southern Europe, the Middle East and vast swathes of Asia, integral buses and chassis vehicles with a rear-mounted engine are used. The markets for buses built on conventional ladder-type chassis with front and rear-mounted engines are primarily located in the southern hemisphere: Central and South America, Africa, plus South and South East Asia. Around two-thirds of all chassis produced by Mercedes-Benz are exceptionally strong, rugged chassis with a ladder-type frame and front-mounted engine.

Mercedes-Benz has the right solution for every requirement, offering custom chassis for all designs whether there is a front or rear-mounted engine, steel or air suspension, independent suspension on the front and trailing axles or durable rigid axles. The vehicle may have a classic chassis or buggy design, high-frame or low-entry technology, be a solo or articulated bus, a midibus or feature a chassis with up to four axles.

The same applies when it comes to meeting local emission standards. Depending on the target markets, chassis complying with Euro 3, Euro 4 or Euro 5 are available and in Mexico they also meet the United States’ EPA requirements. Mercedes-Benz is flexible in responding to customer needs. For example, the Samano plant in Spain has already adapted its chassis to Euro 4/5. Requests from overseas mean that the company is considering starting to build Euro 3 chassis again.

To meet such requirements, Mercedes-Benz is well positioned with several regional production facilities, a broad portfolio of products and services and by providing both chassis and fully-equipped buses in conjunction with partners. In each case, the chassis supplied is precisely right for the region and intended use. All components are carefully harmonised to maximise service life, economy and safety. Requirements and suggestions expressed by the bodybuilders are incorporated into development. What is more, Mercedes-Benz provides a special consulting service to advise bus manufacturers on body-related aspects.

In its body/equipment mounting directives, Mercedes-Benz defines clear specifications for adding onto a chassis. If any bus is to bear the Mercedes star, it has to be signed off by the brand’s engineers first.

In Europe, production has been centred on the factory in Samano, which is located between Santander and Bilbao in Cantabria/Spain, since 2003. More than 250 people are employed here. Daimler Buses meets demanding requirements by manufacturing top-of-the-line products based on the OC 500 chassis at a highly specialised former Karl Kässbohrer GmbH bus plant in Samano.

Made to the buggy design, these chassis form the basis of sophisticated coaches featuring a self-supporting or semi self-supporting construction in Europe and beyond. Buses built on chassis from Samano are found in Southern Europe, the UK, Australia, Mexico, Singapore and elsewhere. The spectrum of products ranges from a low-entry chassis for urban and extra urban transportation to a substructure for comfortable high-deck touring coaches. Annual chassis production runs at approximately 1000.

In Samano, Daimler Buses makes chassis of the OC 500 model series (OC stands for “Omnibus Chassis”) for body manufacturers in Europe and much further afield. The chassis is produced with a buggy design, i.e. with a transport frame between the axles. This allows body manufacturers to specify the wheelbase of their buses individually. The middle section is also where the wiring harnesses are stored. These are designed ex factory to fit the maximum length of the bus.

Thanks to cathodic dip priming, all chassis from Samano are optimally protected against corrosion. Several product lines are available: the OC 500 RF and OC 500 LE chassis are part of the IBC (Intercity Bus Chassis) and CBC (City Bus Chassis) product family respectively. The MBC (Midi Bus Chassis) model series is aimed at midibuses for touring scenarios, while the BF chassis is designed for airport buses used airside.

The OC 500 RF (RF = Raised Floor, designation OH 1836 RF – OH 2543 RF also depends on the country) is a chassis for two and three-axle touring coaches with independent suspension on the front axle and, where applicable, the trailing axle. The maximum body length is 13.5 m on the two-axle variant while 15 m is possible for the three-axle variant. All models come with 295/80 R 22.5 tyres and tried and tested components, some of which first appeared in the premium high-deck Mercedes-Benz Travego touring coach. The chassis has a CAN databus with standardised interfaces for body electronics.

Other features include on-board diagnostics, a joystick with a pneumatic shifting aid, disc brakes all round, an electronic braking system (EBS), an anti-lock braking system (ABS) and Brake Assist. Some of the optional extras are a retarder, acceleration skid control (ASR) and continuous brake integration, auxiliary heating or provision for an air conditioning system.

The OC 500 RF chassis series has a modular structure with five modules in total: driver’s area, front axle, the frame area between the axles, rear axle and the drive unit comprising the engine, transmission, radiator and ventilation. Both vertically and horizontally installed six-cylinder inline engines are available featuring economical, eco-friendly BlueTec technology. Performance ranges from 260 kW to 315 kW (354 to 428 hp). There is a choice between a six-speed manual transmission and an automatic transmission which likewise has six speeds. As a third variant, there is an automated manual transmission.

By using differently sized fuel tanks and adapting to regional emission standards it is possible to tailor the vehicle to different local and operating conditions, as does a choice of rigid trailing axle with twin tyres in place of the articulated unit with independent suspension on the three-axle variant. The same applies to the driver’s area which can be configured and varied in terms of instrumentation, height and width.

The Mercedes-Benz OC 500 LE chassis from Samano (designation also OH 1825 LE – OH 1830 LE) has a similar modular construction. Here the chassis is intended for urban and intercity buses with a front axle designed for low entry. The rear module with its quiet, economical hypoid rear axle and a horizontally installed six-cylinder OM 457 inline engine resembles the chassis for touring coaches. The diesel engine delivers an output of 220 kW (299 hp). Alternatively, there is a natural gas version generating 185 kW (252 hp). In each case, a six-speed automatic transmission with integrated retarder transfers the power.

Air suspension, disc brakes all round, EBS, ABS and on-board diagnostics come as standard. When deployed as an urban bus, the chassis has 275/70 R 22.5 tyres and is also available with 295/80 R 22.5 tyres for extra urban use. Due to varying tank capacities and emission standards, this chassis can be adapted to specific regional conditions.

The third model series, MBC (Midi Bus Chassis, also known as OH 1329), is designed for top-end midibuses used in touring scenarios. As a first in the bus sector, the MBC chassis has a combination of front axle with independent suspension, full air suspension and rear-mounted engine. The gross vehicle weight can exceed 13 tonnes. Mercedes-Benz also makes this chassis with a modular buggy design consisting of three elements: front axle with driver’s area; intermediate frame; rear module with drive axle, engine and transmission.

The engine is a compact vertically installed OM 926 LA inline model with six cylinders and featuring BlueTec technology. This unit has an output of 210 kW (286 hp) and a six-speed manual transmission. As befits the size of the vehicle, there are 19.5-inch wheels. The MBC chassis is available with both left- and right-hand drive while an electronic braking system with disc brakes all round, Brake Assist and ABS comes as standard. As optional extras, Mercedes-Benz can also supply the chassis with a retarder, ASR, auxiliary heating or provision for an air conditioning system.

In Europe, the best-known vehicle based on this chassis is the Mercedes-Benz Tourino luxury midi touring coach, which is produced by working closely with Portuguese body manufacturer Caetano. Mercedes-Benz acts as a one-stop provider, offering a full workshop service as for buses made entirely in-house.

The BF model series of chassis (also designated OF 1918 LF – OF 2018 LF) plays a special role. These low-entry chassis are designed for use as airside transfer buses at airports and are deployed worldwide. The driver’s area, front axle and the drive unit consisting of a compact four-cylinder OM 904 engine (output 130 kW/177 hp) with an automatic transmission are built as a compact unit. This gives the bodybuilder free rein when designing the body at the rear. Again, both left- and right-hand drive versions are available.

Due to the high volumes it manufactures, the plant in Sao Bernardo/Brazil, which is situated not far from Sao Paulo, is a major player in chassis production. It currently makes more than 10,000 bus chassis per year. By expanding capacity from 20,000 to 25,000 chassis, the company is ready to handle the rapid growth anticipated in Latin America. Bus chassis have been manufactured in Brazil since 1956. To start with, they were based on lorry chassis but subsequently featured separate technology for buses. From 1970 versions with rear-mounted engines were available followed by Brazil’s first bus chassis with three axles. More than 1000 people are employed here. The portfolio extends from compact chassis with front-mounted engines and ladder-type frames through to heavy-duty variants with front-mounted engines, ladder-type frames with rear engines and buggy chassis for top-end touring coaches.

As well as supplying chassis to the large Brazilian market (some 22,900 new buses were registered in 2009, with Mercedes-Benz accounting for 50 percent), the Sao Bernardo factory also makes fully-equipped vehicles for use all over the world, such as urban buses for Santiago de Chile. On the latest major order for 1045 units last autumn, the bodies were added by Brazilian manufacturer Caio.

The factory in Brazil provides other chassis in the form of CKD (completely knocked down) parts to places like India where there is a joint venture between Sutlej and Mercedes-Benz. This is a recent example of how partnerships between chassis and body manufacturers allow both parties to tap into growth markets for mutual benefit. A regional approach is adopted: buses from the Mercedes-Benz brand are adapted to local market conditions in India by Sutlej who adds the bodies. In turn, Sutlej benefits from Daimler Buses’ global expertise and the technical quality of chassis in the O 500 model series from Brazil.

The Brazilian factory also makes CKD chassis for other Mercedes-Benz plants in South Africa and Indonesia, which are then completed there and supplied to regional bus body manufacturers. Over the past year, Mercedes-Benz produced a total of 18,756 bus chassis in Sao Bernardo.

The Brazilian range of chassis is designed around the LO 712 model (also OF 712 RF designation), a lightweight chassis with a front-mounted engine and based on the Mercedes-Benz Vario van with a ladder-type frame. Here are the key data: a gross vehicle weight of seven tonnes, a 3700 mm wheelbase, a four-cylinder engine from the OM 364 model series with a displacement of four litres and an output of 85 kW (115 hp). Because minibuses in Brazil have to cope with tough conditions, there is a semi-elliptic leaf spring suspension.

Compact buses trade as micro buses in Brazil and are based on the next size up of chassis line, the LO 812 – LO 915 models (also OF 812 RF – OF 915 RF). A front-mounted engine, ladder-type frame and semi-elliptic leaf springs are typical features. The wheelbase measures 4250 mm with the chassis therefore capable of handling a gross vehicle weight of 7.7 to 9.1 tonnes. The engine and chassis technology are the same as on the lighter LO 712.

From Brazil, Mercedes-Benz meets demand for urban bus chassis all over the world courtesy of three model series. The OF 1218 to OF 1722 model series (OF stands for “omnibus front-mounted engine”) comprises three medium-duty chassis in different wheelbases with a gross vehicle weight ranging from 12.8 to 17 tonnes. Extremely rugged ladder-type frames with front-mounted engines and rigid, leaf-sprung axles form the basis here. The four-cylinder turbo diesel engines from the 900 series deliver between 130 kW (177 hp) and 160 kW (218 hp) and have a six-speed manual transmission. The two larger variants have graduated to 22.5-inch wheels.

As alternatives, there are two chassis of the OH 1518 and OH 1622 L model variants which are ladder-type frame chassis with rear-mounted engines. With a gross vehicle weight of 15 and 16 tonnes, they are in the same weight class and offer identical performance. Thanks to a rear engine arrangement and – in the case of the OH 1622 L model – air suspension, these versions provide increased comfort alongside comparable ruggedness.

The top-of-the range bus chassis from Brazil bears the designation O-500 and is likewise based on a ladder-type frame (also available as a buggy). On the O-500 M chassis, however, this is offset further down between the axles to make the floor lower. With air suspension and an optional automatic transmission, this chassis accommodates demanding requirements. It can also be obtained as an articulated bus (O-500 MA) and in this case comes with an automatic transmission as standard.

The O-500 U and O-500 UA (articulated bus) chassis boost passenger comfort further. Both feature a low-floor frame up to the driving rear axle and a fully automatic transmission as standard. The solo buses are powered by a compact six-cylinder inline engine from the 900 series generating 191 kW (260 hp). The considerably heavier articulated buses are powered by an OM 457 LA featuring a displacement of 12.0 litres and output of 265 kW (360 hp). The O-500 model series is capable of handling overload: whereas solo buses in Brazil can weigh 16 tonnes, they are designed to take 18.5 tonnes. For articulated buses, the ratio is 26 tonnes (permissible) to 28 tonnes (technically feasible).

The O-500 model series of chassis is also suitable for luxury touring coaches. They are produced in two and three-axle variants as the O-500 R, RS and RSD. Due to the buggy design with a compact transport frame, bodybuilders are able to select virtually any wheelbase for their buses while constructing and deploying their own trellis-type frame for semi self-supporting touring coaches.

With a joystick control as standard and optional extras like a retarder, anti-lock braking system and acceleration skid control, the technology behind this chassis resembles that of high-end European touring coaches. Engine output ranges from 225 kW (305 hp) to 310 kW (422 hp). Air suspension coupled with 295/80 R 22.5 tyres puts these variants on a par with vehicles made by luxury European manufacturers.

In neighbouring Argentina, Mercedes-Benz has been making medium-duty bus chassis with ladder-type frames and rear-mounted engines for the local market for almost 60 years. The latest model in the family – the XBC-LE – bears the designation OH 1618 LE. Established in 1951 as the first foreign plant of what was then Daimler-Benz AG, there are now more than 50 employees here. Currently Daimler Buses is looking into manufacturing an urban bus based on an Argentinean chassis in conjunction with Russian partner Kamaz. During the past year, the Buenos Aires factory made approximately 450 chassis.

The plant in Monterrey/Mexico represents another important mainstay of business. In a normal year, the country sees in excess of 10,000 new vehicles being registered (2008: just under 11,000 units), making it one of the world’s biggest bus markets. Daimler Buses has been making buses here since 1994, delivering over 50,000 units to date. Mercedes-Benz held a market share of 52 percent last year (2700 buses) in a market that halved as a consequence of the global economic crisis. Almost 400 people are employed at the Monterrey plant, producing more than 1500 bus chassis during last year’s crisis.

With a market share of around two-thirds, the number one in the product range is the Boxer model – a light to medium-duty chassis for urban buses with a front-mounted engine. In addition, there is an XBC chassis with a rear engine for urban and intercity buses and a chassis with rear-mounted engine for touring coaches.

In Mexico, Mercedes-Benz has been working closely with Marcopolo, a respected Brazilian body manufacturer, and its Mexican subsidiary Polomex for ten years. It exclusively makes bodies for Mercedes-Benz for urban buses, extra urban and touring coaches, thereby enabling Mercedes-Benz to offer a comprehensive range of buses from a single source. Created at the development centre in Neu-Ulm, the design of the vehicles is typical for the brand. The visual affinity between the Mercedes-Benz Multego from Mexico, for example, and the European Mercedes-Benz Travego and Tourismo touring coaches is therefore unmistakeable.

The Monterrey factory is another example of the global development network in action at Daimler Buses: engineers in Brazil designed the chassis of the current Boxer OF; German colleagues provided support on project management and assemblies while employees in Mexico adapted the Boxer OF to regional requirements.

The Boxer is the compact urban bus par excellence in Mexico. The corresponding chassis for the Mercedes-Benz MBO 1019/1219/1419 models has a gross vehicle weight of 10.4 to 14.0 tonnes, covering wheelbases from 4400 mm to 6050 mm. The drive unit is the four-cylinder OM 924 with an output of 142 kW (193 hp) and a six-speed manual transmission.

The next model series up, the XBC, has a gross vehicle weight of 15 and 16 tonnes and is based on a ladder-type chassis with vertical, rear-mounted engine. It is used for urban and extra urban buses. Two wheelbases of 4300 mm and 5170 mm are available. The inline engines with either four or six cylinders from the OM 924 and OM 926 families deliver an output of 142 kW (193 hp) to 191 kW (260 hp). Especially for urban buses, Mercedes-Benz makes the 1827 RF chassis for solo buses and the 2836 RF for articulated buses in Monterrey. The six-cylinder OM 926 with a displacement of 6.9 litres generates 195 kW (265 hp) in a solo bus while an OM 457 runs at 265 kW (360 hp) in the articulated bus.

For touring coaches, the Mexican plant manufactures the OC 500 and O 500 model series of chassis featuring a modular construction. The key features are two or three axles and gross vehicle weights of 19 and 22 tonnes. At the back there is a six-cylinder inline engine – either the OM 457 at 260 kW (354 hp) or the OM 460 at 261 kW (356 hp) – to meet US emission standards. They come with a six-speed manual transmission.

Due to a close partnership in Mexico with Marcopolo, which produces bodies, Mercedes-Benz is able to offer a complete range of buses in Central America. The portfolio starts with the proven, short-nosed Boxer and the new forward-control Boxer OF, which are both based on a chassis with a front-mounted engine. The company also makes the Torino solo urban bus; the Gran Viale articulated bus and the Alliado intercity bus along with a whole fleet of touring coaches comprising the Turiclass, Multego and Andare models. In terms of looks, particularly with regard to the coaches, the association with the European Mercedes-Benz range is unmistakeable.

Established back in 1958, almost 100 workers at the factory in East London/
South Africa assemble chassis for buses. Components are supplied from Brazil. The range encompasses both the lightweight LO 915 chassis with a ladder-type frame and front-mounted engine and the OF 1726 ladder-type chassis for urban buses with a gross vehicle weight of 17 tonnes. As an alternative to the manual version, the chassis is also available with an automatic transmission.

The portfolio includes the broad family of O-500 chassis featuring offset ladder-type or low-entry frames and a modular design with two or three axles. The buses recently delivered for the Football World Cup in South Africa are based on these chassis.

In addition to 460 world-class touring coaches for the soccer championships, Daimler Buses also successfully supplies chassis for regular-service buses. One example is an order for 125 buses to act as shuttle vehicles for the Gautrain high-speed rail link between Johannesburg and Pretoria. The O-500 U chassis acts as the platform for these vehicles.

In India, for the past year Daimler Buses has been assembling chassis from the Brazilian O-500 model series at a new plant in Pune for the luxury touring coach it makes in conjunction with local bodybuilder Sutlej. Mercedes-Benz is conquering the top segment in India with this two or three-axle coach. The next step will be to enter the urban bus sector based on O-500 chassis.

A factory in the Indonesia capital of Jakarta forms the springboard for Mercedes buses in South East Asia, the Middle East and Africa. Mercedes-Benz has been manufacturing chassis in Indonesia for nearly 30 years and currently has 120 employees there producing around 600 bus chassis from the XBC family each year. There are plans to expand the plant.