Please wait a moment ...
Please wait a moment ...
Mercedes-Benz Buses: 40,000 Mercedes-Benz Citaro models and 20,000 Mercedes-Benz minibuses
40,000 Mercedes-Benz Citaro models
40,000 Citaro models in 40 countries of the world:The undisputed No. 1 amongst regular-service buses is celebrating an impressive anniversary
- The bestselling Mercedes bus of all time
- The career of the Citaro began with a drum-roll
- Distinctive: The second generation of the Citaro from 2005/2006
- The new Citaro in 2011: the next evolution
- 2012: the world's first city bus complying with the Euro VI emissions standard
- The Citaro as a basis for innovative transport systems
- 40,000th Citaro for Voyages Emile Weber in Luxembourg
It is on the road in practically every major European city, from London to Bucharest and from Madrid to Helsinki. It carries passengers in Mexico, Japan, Singapore and Abu Dhabi, and even on the French island of La Réunion in the Indian Ocean. If forms the backbone of BRT services in Istanbul, Nancy and Strasbourg, and provides the platform for the world's largest ambulance in Dubai. The Mercedes-Benz Citaro has revolutionised the world of low-floor regular-service buses. Around 60 percent of production goes for export, it is on the road in 40 countries and it carries many millions of passengers every day. Mercedes-Benz has just delivered the 40,000th example of this worldwide bestseller.
The bestselling Mercedes bus of all time
With 40,000 units produced to date, the Citaro is the bestselling Mercedes-Benz bus of all time. It has now even overtaken the previous No. 1 bus bearing the three-pointed star: the legendary Mercedes-Benz O 303, in production from 1974 to 1992, was the world's most-produced bus with more than 38,000 units built during its career.
No end to the career of the Citaro is in sight, however. On the contrary: it continues to go from strength to strength. The current version unveiled in 2011, and one year later the world's first urban regular-service bus to be available in a Euro VI configuration, is fitter than ever before. And more popular than ever, as witness major current orders in three figures for the European capitals of Brussels, Budapest and Vienna, for the Italian city of Florence and for Zug in Switzerland.
"Wiener Linien", the transport operator for the Austrian capital of Vienna, has even changed its entire fleet over to the Citaro, and at the same time changed over its drive system from LPG to the highly economical and clean Euro VI diesel.
The Citaro with the Euro VI emissions standard is anyway among the milestones in the success story of this bus series. In spring this year Mercedes-Benz already delivered the 1000th Citaro complying with the stringent emissions standard which was only introduced at the beginning of the year – at present this is more than all the other manufacturers put together.
In Germany and Europe the Mercedes-Benz Citaro is the undisputed No. 1 in its segment. Last year it achieved a market share of 37 percent in Germany and 16.4 percent in Europe.
The career of the Citaro began with a drum-roll
Mercedes-Benz presented the Citaro at the 1997 UITP Congress in Stuttgart. The career of this regular-service bus had a sensational start: the Citaro was a departure from a design tradition for standardised regular-service buses that had been followed for several decades in Germany. The distinctive exterior and interior design of the Citaro, a cockpit developed completely according to ergonomic principles, a comprehensive safety concept and an innovative concept for the onboard electronics ushered in a new generation of regular-service buses in Germany and Europe.
The revolutionary concept of the Citaro
The striking exterior design of the Citaro, with its prominent A0-pillars and large window areas, was just the start. In the interior the regular-service buses presented a surprise in the form of its revolutionary cantilever seating: in the front area, the passenger seats had no obstructive seat bases, but were attached only to the walls or to the ceiling via the grab rails.
The vertical grab rails were curved to give the interior a wider visual effect. This exemplary passenger compartment concept had a seminal effect on an entire vehicle category.
The non-visible innovations in the Citaro were no less revolutionary. Its modular construction with continuous annular frame members was both light in weight and extremely strong, and therefore safe, protecting the passengers in the event of e.g. a side impact. New features in the bus sector included disc brakes all-round and, as standard equipment, the fast-responding electronic braking system EBS with the anti-lock braking system ABS. Another non-visible feature was the new electronic system FPS (flexibly programmed control) based on a CAN databus system with decentralised electronic modules, a diagnostic system and no need for many kilometres of wiring and associated connections.
When production began in 1998, the Citaro was already available in a variety of city and inter-city versions and lengths that had previously not been seen in the low-floor bus sector. The Citaro was available as a city or inter-city bus, as a solo vehicle in different lengths or as an articulated bus. This variety was one of the recipes for its success, and it was to increase substantially in the ensuing years.
One unusual example was the designer-look Citaros for the transport operator Üstra in Hanover. The Expo 2000 world exhibition in Hanover gave rise to these regular-service buses with their unusual and striking exterior and interior design. Other variants included examples specially fitted out as fire service command vehicles, police buses, prison buses, mobile TV studios, mobile energy advice centres or large ambulances. In a version delivered to Dubai, the Citaro even managed an entry in the Guinness Book of Records as the world's largest ambulance.
Distinctive: The second generation of the Citaro from 2005/2006
One of the major factors in the success of the Citaro is its continuous further development and adaptation to meet customer requirements. From autumn 2005, for example, Mercedes-Benz raised the Citaro to a new level in two stages. The first was the Citaro LE (Low Entry). This combined the low-floor front section of the Citaro with the high-floor rear of the Integro inter-city bus. It was available in a choice of two-axle city and inter-city bus designs.
Moreover, the Citaro LE already featured numerous modifications that became standard for all Citaro buses from spring 2006. These included a striking front end with a mock radiator grille and rotated indicator housings for a friendly appearance. The rear end of the Citaro was now more three-dimensional in form, and the V-shaped rear window extended into the roof. All Citaro models also received an independent front suspension. This improved the handling characteristics and increased comfort. The resulting, larger steering angle reduced the turning circle by around half a metre.
Enormous choice ranging from the compact Citaro K to the CapaCity
Immediately afterwards, in autumn 2006, Mercedes-Benz added the compact Citaro K with a length of only 10.5 m and a shortened wheelbase to the range. This combined large-scale production technology with amazing manoeuvrability, and became an international success.
And at the opposite end of the scale Mercedes-Benz developed the large-capacity CapaCity bus on the basis of the Citaro. This four-axle articulated bus with a length of 19.54 m combined components from the Citaro G and the three-axle Citaro L to produce a new dimension in urban regular-service buses. The CapaCity entered series production in 2007. It is in operation with a number of transport companies in Germany, in Istanbul, in Bratislava and in Groningen/Netherlands.
The new Citaro in 2011 – the next revolution
The new Citaro was launched in 2011, after more than 32,000 examples of its predecessor had rolled off the production lines. This further capitalised on the strengths of the bestseller among urban regular-service buses.
Eye-catching features included the friendly new face of the Citaro, with large almond-shaped headlamps and a rounded front end. This concealed a collision protection system for the driver. The outside window line along the sides was 120 mm lower. Three-dimensionally formed wheel arches of GFRP gave a dramatic effect to the bodywork. The rear end had also been redesigned.
Major advances also lay beneath the attractive outer skin. The bodyshell was even more robust, yet lighter in weight.
The entries were lower, and the passenger compartment welcomed travellers with its bright, friendly look. From the lighting concept to the oval overhead rails – the new Citaro was intelligently conceived down to the last detail. The same applied to the raised cockpit with rear-hinged door and an ergonomically optimised instrument cluster. The Electronic Stability Program ESP also had its premiere in the low-floor urban regular-service bus.
And last but not least, the Citaro was again available in an impressive variety of versions: as a low-floor regular-service bus for urban and inter-city transport, as a solo vehicle in various lengths and as an articulated bus. With various door configurations and with a vertically or horizontally installed engine. Plus a wide range of equipment variants – no two Citaros are alike.
2012: the world's first city bus complying with the Euro VI emissions standard
Just one year later Mercedes-Benz added the Citaro Euro VI to the portfolio, the world's first series-production urban bus complying with the Euro VI emissions standard. Externally the Citaro Euro VI is recognisable by a new rear module. This conceals a new family of 7.7 l and 10.7 l six-cylinder in-line engines. These impress with their agile response, willing power delivery and great refinement. At even lower engine speeds, the Citaro Euro VI operates even more economically, quietly and with a subjectively pleasant noise level. As before, engines are available for vertical or horizontal installation to allow different passenger compartment configurations at the rear.
The new Citaro impresses with a wealth of innovative technical features. The Power-Boost system optionally pumps compressed air from the vehicle's standard compressed-air system into the engine's intake tract. The resulting, larger airflow rate builds up the charge pressure very rapidly to ensure high starting torque – an advantage in terms of even better starting power, for example when accelerating from a bus-stop on an uphill gradient.
Another example is the unique recuperation module: double-layer condensers – called supercaps – supplement the batteries by storing electrical power. In doing so they support the active battery/alternator management system.
Whether lowered entries, demand-controlled air compressor, electronically controlled compressed-air delivery or AdBlue injection without compressed air: they all help to lower fuel consumption. At the same time numerous other measures have reduced the weight – the Citaro is not a gram heavier despite Euro VI.
Moreover, it even saves fuel. In autumn 2012 the Citaro Euro VI demonstrated this in an extensive test. In the "Record Run Buses", fuel consumption under practical conditions was 8.5 percent lower than for the comparable preceding model, which is impressive progress. Conclusion: the extra cost for the Citaro with Euro VI is very much worth it.
The Citaro as a basis for innovative transport systems
The Citaro is more than a regular-service bus, it also serves as the basis for innovative transport systems such as BRT (Bus Rapid Transit). In Nantes, for example, 20 exclusively designed and equipped Citaro G buses operate on the Bus-Way, a service with its own line.
In Istanbul the "Metrobüs" operates over a route of more than 50 km on its own line. The backbone of this transport system is the Citaro G, and also the four-axle CapaCity articulated bus derived from the Citaro. At peak times the buses run at close intervals of less than half a minute.
Since 30 November 2013, the BRT system in Strasbourg has carried around 10,000 passengers daily using ten elegantly appointed Citaro G CNG buses. The approx. five km long "Ligne G" connects the Espace Européen de l’E nterprise industrial area to the north with the main station, Gare de Strasbourg, via the Cité Nucléaire in Cronenbourg built in the 1960s/70s.
From Euro II to Euro VI in rapid stages
The Citaro has successfully complied with almost all emissions standards in the course of its career. When it was launched, the six-cylinder in-line engines complying with the Euro II standard were state-of-the-art. From model year 2001 the Citaro was powered by Euro III engines. As an alternative, it was already available with a particulate filter at this time. This variant already came in below the particulate limit prescribed by Euro IV.
By spring 2005 Mercedes-Benz was already delivering the first urban buses with Euro IV to transport operators. From early 2006 all Citaro models met the Euro IV standard thanks to BlueTec 4 technology, and the Euro V standard from the end of 2007 with BlueTec 5. BlueTec diesel technology is based on SCR with AdBlue injection for exhaust gas aftertreatment. BlueTec diesel technology significantly reduces pollutant emissions, while providing the conditions for an appreciably lower fuel consumption. With the optional particulate filter, the diesel engines meet the even more stringent, voluntary EEV standard.
In 2012 the Citaro was the world's first regular-service bus to meet the Euro VI emissions standard. Independent studies have shown that in practice, the Citaro comes in considerably below these limits. Its exhaust pollutants are nowadays barely detectable.
Always ahead in alternative drive systems
The Citaro is also a pioneer when it comes to alternative drive systems. Mercedes-Benz already presented the Citaro with natural gas drive in 2000. It already bettered the Euro IV emission limits, and from 2002 it became available with voluntary EEV certification (Enhanced Environmentally friendly Vehicle). On request it was also available with the "Blue Angel" environmental seal of approval. From 2003 to 2005, 36 Citaro models with fuel cell drive systems successfully took part in large-scale trials in Europe, Australia and China. They covered more than two million kilometres in the course of these trials.
In 2007 the Citaro G BlueTec Hybrid articulated bus celebrated its world debut, and entered series production in 2010. With its serial diesel-electric hybrid drive, this allowed emission-free and almost silent driving on stretches of up to around eight kilometres. The Citaro FuelCELL Hybrid first presented in 2009 is based on this. It emits no pollutants whatever during a journey, and runs virtually silently. The Citaro FuelCELL Hybrid points the way to the emission-free drive system of tomorrow.
Citaro: an international success that has won multiple awards
The landmark models show how international the Citaro is. In February 2000 the 1000th Citaro was delivered to Südwestdeutsche Verkehrs-Aktiengesellschaft (SWEG) in Lahr/Baden, Germany. At the end of 2002, Citaro number 5000 went to Österreichische Postbus AG in Austria. In autumn 2004 Mercedes-Benz handed over the 10,000th Citaro to its customer Alsa in Madrid/Spain. Just under two years later, Mercedes-Benz delivered Citaro number 15,000 to the Swedish company Bergkvarabuss. In March 2008 the 20,000th Citaro was delivered to the bus operator Pflieger in Böblingen near Stuttgart; the 30,000th Citaro went to Linz, Austria in 2010. Citaro number 40,000 will be in service with Voyages Emile Weber in Luxembourg in future. It is not hard to deduce from these figures that in recent years, production of the Citaro has stabilised at around 3000 units per year.
It is not only the production volume of the Citaro that is impressive, for it has also received many awards. Among these are the Europe-wide "Bus of the Year" award, which the Citaro has won several times, and since 1998 it has been a regular winner in its category in the "Best Commercial Vehicle" awards.
40,000th Citaro for Voyages Emile Weber in Luxembourg
With more than 500 employees and a fleet of 380 buses, Voyages Emile Weber in Canach/Luxembourg is one of Europe's largest private bus operators. The major business areas of Voyages Emile Weber are regular-service and touring operations, school transport, mobility services for the handicapped and the tourism business with 13 travel agencies. The company services more than 50 bus routes. The vehicle fleet ranges from minibuses to urban and inter-city buses, and right up to the super-luxury "Prestige Class".
Voyages Emile Weber was founded in 1875, when a mail coach serviced three routes in Luxembourg twice per week. As a family business in its fifth generation, the company is still based in the former Hôtel de la Poste in Canach.
The "Reckschleed" bus depot in the same town is also worth a visit. This has a four-storey office building, garages, a filling station with four lanes and an environmentally friendly washing facility where the buses are cleaned on a daily basis. The company carries out all its own maintenance, repair and body work including painting in the adjacent workshop.
The anniversary model: Mercedes-Benz Citaro GÜ
The anniversary model perfectly illustrates the versatility of the Mercedes-Benz Citaro. This 18.13 m long Citaro GÜ low-floor articulated bus is an inter-city model, distinguishable by the curved windscreen with integrated destination display extending right up to the roof. The anniversary model has an elegant paint finish in mother-of-pearl metallic.
The passenger compartment is entered via double hinged sliding doors. The interior has an attractive colour scheme, with flooring in Evo dark grey/orange red, ruby red grab rails, overhead grab rails in Evosteel and side walls lined with ruby needle-felt. Passengers take their places on Inter Star Eco seats with raised backrests. A wheelchair space is provided opposite door two for passengers with restricted mobility. Wheelchairs can be safely secured to the floor by airline rails. Three 20-inch (50.8 cm) TFT monitors provide information and entertainment. The driver's cockpit is air-conditioned. The cash register of the regular-service bus is elegantly integrated into the cab door.
The Citaro GÜ is powered by the six-cylinder in-line Mercedes-Benz OM 470 engine installed vertically at the rear. This develops 265 kW (360 hp) from a displacement of 10.7 l and delivers a muscular maximum torque of 1700 Nm. Power is transferred to the low-floor portal axle by a six-speed ZF Ecolife automatic transmission with torque converter.
20,000 minibuses from Mercedes-Benz
From a minority shareholding to Europe's leading supplier: the success story of minibuses bearing the Mercedes star
- The success story of minibuses bearing the Mercedes star
- Minibuses with the three-pointed star – the same top quality as the large buses
- The Mercedes-Benz Sprinter as an attractive basis
- 2006: A new Sprinter and a new minibus range
- 2014 minibuses: Euro VI and new model variants
- Anniversary model for Sandfærhus Parkering in Norway
What began in 1998, with a minority shareholding in a niche manufacturer, has developed into a real success story thanks to systematic further development: today Mercedes-Benz Minibus GmbH is the leading minibus manufacturer in Europe. The 20,000th minibus has just been delivered to the Norwegian customer Sandfærhus Parkering.
The success story of minibuses bearing the Mercedes star
Minibus GmbH is a true success story. Since 1998, within EvoBus, minibuses have been part of the Mercedes-Benz Buses product range. At the time, EvoBus began its activities in this segment with a 49-percent participation in the minibus manufacturer Karl Koch GmbH in Mudersbach near Siegen. The business and industrial management of the new business unit became the responsibility of EvoBus.
Right from the start, the business unit made full use of the possibilities available within EvoBus. At the end of 2000 there were four production locations in Germany (Mudersbach/Siegen, Plattling/Bavaria, Dortmund) and France (Ligny). There are also cooperative production arrangements in the UK, Italy and Spain. The Minibuses centre was formed as the business unit for this segment. The product range has meanwhile increased from six to ten variants based on the Mercedes-Benz Sprinter.
In 2004 the remaining Karl Koch shares were acquired, and Mercedes-Benz Minibus GmbH was founded with its headquarters in Dortmund. This is where minibus production has been systematically and gradually expanded since early 2000. At the end of 2005, production was relocated from Mudersbach and Plattling to Dortmund. In the process the production area expanded to 5000 sq.m., and the number of employees increased to 160.
Continuous growth for the No. 1 position in Europe
Relocation of minibus production from Ligny (France) to Dortmund in mid-2008 was the deciding factor for expansion of the production area to over 7500 sq.m. This increased capacity to up to 1100 minibuses per year. The number of assembly lines was increased from two to three, and production used continuous lines for the first time. Mercedes-Benz Minibus GmbH employs 250 personnel.
In subsequent years the constantly growing demand required a further, massive expansion of the production and logistical capacity to the present level of around 12,000 sq.m. In line with this, the number of employees rose to the present level of around 330. Minibus GmbH is now able to produce up to 1300 vehicles per year on three bodyshell and four assembly lines. Mercedes-Benz is the European market leader for minibuses over 3.5 t permissible gross vehicle weight.
The minibuses are now sold to more than 30 countries, the largest market continuing to be Western Europe. Customers in Australia, South-East Asia and the Middle East are however also part of the regular customer base for Dortmund.
Minibuses with the three-pointed star – the same top quality as the large buses
Apart from individual product advantages, the success factors for Minibus GmbH include industrial production in Dortmund and the benefits of close links to the development and production of the Mercedes-Benz Sprinter as the base model.
The specialists at Minibus GmbH are informed of any changes at an early stage. Modifications to the body and suspension system necessary for minibus production are coordinated right down to the last detail, as are additions to the vehicle weight.
Extensive driving tests verify the modifications. All procurement and production, as well as the complete order administration process, follow the stringent guidelines and processes of Mercedes-Benz. Guaranteed quality from a single source is one of the hallmarks of minibuses bearing the Mercedes star.
All industrial production processes and line assembly are subject to quality controls. Minibus production is governed by the same, high quality standards that apply to Mercedes-Benz Vans. A thorough final inspection provides quality assurance that is independent of the production process. Every minibus also undergoes an extensive test drive. A waterproofing test is also mandatory if modifications have been made to the roof.
Minibus GmbH also provides after-sales backup for its customers and buses. Extensive documentation ensures the availability of replacement parts. The minibuses are also included in the unique, bus-specific service network of Omniplus. Used minibuses of proven quality are sold on a Europe-wide basis by the used bus brand BusStore.
From sales, production, service and later recycling – the advantages of single-sourced minibuses bearing the three-pointed star are obvious.
The Mercedes-Benz Sprinter as an attractive basis
Right from the start, the Mercedes-Benz Sprinter was the platform used for the minibuses. Since its debut in 1995 this van, which has become synonymous with an entire vehicle category around 3.5 t permissible gross vehicle weight, has also revolutionised the minibus sector. With an attractive exterior, powerful engines, exemplary safety and availability in a wide range of variants, it provides the ideal platform.
Shortly after the start of EvoBus participation in Karl Koch, the first generation of the Sprinter was comprehensively upgraded in 2000. Minor changes to the exterior were above all joined by an interior upgrade: this included a new, curving cockpit with a shift lever in the form of a space-saving joystick, new CDI diesel engines with outputs ranging from 60 kW (82 hp) to 115 kW (156 hp), a more effective anti-lock braking system and acceleration skid control. In 2002 all enclosed variants of the Sprinter were given the Electronic Stability Program ESP as standard, followed by the chassis from 2004. At the same time, adaptive ESP sensitive to the vehicle load and its distribution was introduced.
2006: A new Sprinter and a new minibus range
A completely new Sprinter was launched in 2006. With permissible gross vehicle weights of 3.0 to 5.0 t, this covered all the major segments in its class. It impressed with high-quality materials and additional features right up to bi-xenon headlamps. The four-cylinder CDI engines now developing 65 kW (88 hp) to 110 kW (150 hp) were for the first time joined by a 3.0 l V6 power unit with an output of 135 kW (184 hp).
Only three years later the Sprinter received new four-cylinder engines. These had a displacement of 2.15 l and developed 70 kW (95 hp) to 120 kW (163 hp). The V6 was now rated at 140 kW (190 hp). The new ECO Gear six-speed manual transmission with a wide ratio spread lowered engine speeds and therefore fuel consumption.
Minibus GmbH used the opportunity presented by the model change to completely restructure its model range. This was now divided into four product lines, Sprinter Mobility, Sprinter Transfer, Sprinter City and Sprinter Travel. The Sprinter Mobility is the specialist for carrying passengers with restricted mobility. The Sprinter Transfer is an all-rounder suitable for inter-city and regular-service assignments, as well as transfer services. The Sprinter City is a range of highly specialised minibuses for regular service, while the Sprinter Travel is a comfortable touring coach range.
Depending on the version, the minibuses are based on the Sprinter panel van, the panel van with an independent bus rear-end or on the Sprinter chassis with an independent body.
The Sprinter City 77 presented in 2010 has a special role within the range. This 8.7 m long city bus is based on a dedicated low frame with a tandem rear axle. Its entire passenger compartment has a low floor.
2014 minibuses: Euro VI and new model variants
In model year 2014 the Mercedes-Benz minibuses have the benefit of the new Sprinter, which has been in production since autumn 2013. This has a striking and distinctive appearance, with an almost vertical radiator grille, perforated, arrow-shaped louvres, more clearly contoured headlamps and a prominent front bumper.
The new Sprinter is the first van to feature a full range of engines complying with the Euro VI emissions standard. Their outputs range from 70 kW (95 hp) in the four-cylinder model to 140 kW (190 hp) in the V6. Optimised combustion and numerous other measures reduce fuel consumption, and therefore also emissions. The 7G-Tronic automatic torque converter transmission is new for the Sprinter. This seven-speed unit with unrivalled comfort is unique in this vehicle class. Additional assistance systems further improve the level of safety.
During the course of the changeover to the new Sprinter, Mercedes-Benz also changed all its minibuses over to Euro VI and improved the Sprinter Transfer and Travel lines. The new roofliner elegantly spans and integrates the frames of the roof vent and skylight.The skylights, roof vents and roof-mounted air conditioning systems are new, as are the shrouds of the air conditioning units. The redesigned lighting strips are now in LED technology. The luggage shelves are also new, as are the service sets with reading lamps and air vents in the Sprinter Travel. Passengers will also welcome the new seat bases in the models based on modified panel vans.
With the two additional models Mobility 35 and Sprinter Mobility 45, the minibus product range for passengers with restricted mobility has been expanded by two particularly robust models with permissible gross vehicle weights of 4.0 t and up to 5.3 t.
The current range in model year 2014 has 16 left-hand drive and eight right-hand drive models based on the new Mercedes-Benz Sprinter as a panel van and chassis or chassis with cowl.
These models are able to seat from eight to a maximum of 40 passengers, and have permissible gross vehicle weights between 3.5 t and 6.8 t. The most eye-catching reference for the minibus expertise of Mercedes-Benz is the Sprinter City 77 with its unique three-axle low-floor chassis, ribbed bus body structure and a particularly functional passenger compartment.
Anniversary model for Sandfærhus Parkering in Norway
The recipient of the anniversary vehicle is the Norwegian company Sandfærhus Parkering in Størdal near Trondheim, Norway's third-largest city. The company operates parking facilities at the airports of Trondheim Værnes and Stavanger Sola. Trondheim Værnes has almost four million passengers per year, and Stavanger Sola around 4.5 million. Five minibuses based on the Mercedes-Benz Sprinter provide a shuttle service between the car parks and the airports, and the fleet is to be increased to seven minibuses in the next few years.
Founded as a small company with three employees in the mid-1980s, Sandfærhus Parkering is now a respected medium-size company employing 43. They take care of 1800 parking spaces, and during the absence of flight passengers they perform a wide variety of services such as vehicle washing, servicing and repairs, as well as paintwork care and corrosion prevention measures. Annual sales are currently just under five million euros.
20,000 Sprinter minibuses – the anniversary model
Sandfærhus Parkering is taking delivery of two identically equipped Mercedes-Benz Sprinter City 65 minibuses. This 7.7 m long minibus has an elegant, purpose-built body. In this case it is painted in pure white. Typical features include a large area of glazing beginning at the windscreen extending well into the roof, with an elegantly integrated destination indicator. The generous side windows allow a great deal of light into the passenger compartment. The same applies to the fully-glazed doors, a double-wing door at the front and a single door at the rear. Both of these are electrically operated outward swivelling doors.
The large low-floor area between the axles is a typical feature of the Sprinter 65. This is accessible via a mechanical folding ramp for passengers with restricted mobility.
The passenger compartment has a friendly and inviting colour scheme, with a designer floor in Evo grey/medium blue and signal yellow grab rails. A space is provided for a wheelchair or a pushchair with folding seat behind the driver area. The minibus is equipped with 13 Inter Star Sprinter passenger seats. Each is fitted with a lap belt.
The anniversary model is ideally prepared for the demanding climatic conditions in Norway. The interior is well-armed against the cold of Scandinavian winters by double glazing, a convector heater in the passenger compartment, a heat exchanger in the low-floor area, an electric warm-air heater and an auxiliary water heater which also operates at standstill. The driver has the benefit of Tempmatic air conditioning.
The Sprinter City 65 is powered by a BlueTec engine complying with the Euro VI emissions standard. The 2.15 l four-cylinder OM 651 develops 120 kW (163 hp) and a maximum torque of 360 Nm. Power is transferred by the comfortable and economical 7G-Tronic Plus automatic torque converter transmission with seven gears. To ensure that the minibus not only accelerates powerfully, but also comes to a safe stop, a retarder is installed in addition to the efficient service brakes.
Unrivalled safety is also ensured by the numerous assistance systems included as standard in the Mercedes-Benz Sprinter. The centrepiece is Adaptive ESP with the anti-lock braking system ABS, acceleration skid control ASR, electronic brake force distribution EBV, hydraulic Brake Assist BAS, load-sensitive LAC control and a number of sub-functions.