Brazil has a long history of both urban and intercity motorcoach transportation. Prior to the 1950’s, all buses were imported models, mostly conventional “bonnet buses” based on a truck chassis, with some being locally modified by Brazil’s innovative coachworks builders. GM also imported various versions of its “Old Look” coach. But that changed in 1951 when GM’s Brazil subsidiary developed its own Brazil-specific chassis – the Overseas Diesel Chassis (ODC) Model 210 (210 inches between the axles), from which Brazil’s first indigenous bus was born.
The chassis was similar to GM’s other bus models, rear-engined, but was significantly modified by GM’s engineers in Brazil. The main modification was to strengthen it to meet the challenges of Brazil’s less-developed roadways and to allow a longitudinal engine configuration. In addition, the 4-71 two-stroke diesel engine was used rather than the larger 6-71 – perhaps due to its better fuel efficiency.
While the chassis was developed fully in Brazil, GM had yet to establish the production facilities to build it there – so the chassis, engine, and transmission were assembled on GM’s Bus and Truck line in Pontiac Michigan, then shipped to Brazil. But the body (35 feet in length), interior, electrics, etc, were all made in-country and the first completed bus, an urban transit model, rolled out of GM’s São Paulo factory in June 1951.
Two years later an intercity model was introduced – both models bore a passing resemblance to GM’s Old Look. I would hate to be on the wrong end of that front bumper…
In the mid-50’s coachbuilder Grassi put this body on the 210 chassis and marketed it as the “Gaucho”.
GM Brazil and coachbuilder Striuli also introduced a 4104-like front and body for the 210 chassis (non-monocoque) with local modifications.
Caio-bodied “Road Runner”
1959 GM “Granluce” with body by Striuli
Into the late 1950’s and 60’s, GM and other coachbuilders supplied updated bodies to the basic 210 chassis. Modifications were also made to use larger GM, Cummins, Scania, and Mercedes engines in a rear or front configuration.
GM Brazil exited the bus market in the late 1950’s – but the robust 210 chassis lived on with updated coachwork, some with their diesels replaced with electric motors and operated as trolley buses into the 1990’s.
Marcopolo Paradiso G7 on Scania chassis
Moving into the 1960’s and 70’s, larger, more modern chassis were becoming available – going forward Scania, Volvo, and Mercedes would become the preferred basis for Brazil’s coachbuilders – and remains so to this day.
This is a new one for me; thanks. A logical solution to get the bus industry going there, and a lot simpler than the monocoque construction GM was using at home.
There is an interesting video on YouTube showing how a company in Pakistan builds tour buses by scratch [even making the frames from scrap steel pieces, and the body from rusty steel sheets & tubing]. This is all done outside in the dirt, with only hand tools, an electric grinder, and an Oxy-Acetylene torch.
Type this into the YouTube search bar: Handmade Hino Bus Production in Pakistan
I’ve liked buses since childhood. I had the opportunity to ride on all these GM – Brasil buses and follow all the arduous development
to improve passenger transport in Brazil. I met a successor to the Striulli bus bodies. They were high achievers using GM bus platforms
“Viação Cometa” remains one of the largest road passenger transport companies in Brazil, always innovating
João A C Rodrigues – São Paulo – Brasil
The chassis looks very similar to the GMC rear engine school bus chassis of the 60’s and 70’s. Some of the smaller GM Old Look coaches like the 3102’s and 3501’s were not of full monocoque construction like the 4104’s, they had sections of longitudinal frame rails for mounting leaf spring type suspension and the powertrain. These rail sections did not run the entire length of the bus, but are still reminiscent of this Brazillian design. That ’59 Granluce really looks like a 4106!
Great article on a GM bus I never knew existed, thanks!