In the decade of the 1950’s, Brazil was a prime market for GM’s intercity coaches. The country’s own bus manufacturing was still in its infancy, and large numbers of GM’s PD 4104 were imported. Well-built, economical to operate, air-conditioned, and with an air suspension, it held a special place with the country’s operators and travelers. But Brazil’s government wanted to incentivize local manufacturing and in the late 1950’s placed quotas and tariffs on imported models. In turn, local manufacturers had to “up their game” – it’s not surprising that they hewed closely to the GM template.
The GM 4104 was the King of Brazil’s highways in the 50’s and 60’s – one of the country’s largest intercity bus operators, Viação Cometa, had a majority 4104 fleet and extensively featured them in its marketing campaign.
Papo Amarelo
Turbo Jumbo Liner
However, with quotas being imposed, it looked to a local source – and found one in an existing partner, Ciferal (Comércio de Alumínio e Ferro Ltd). Ciferal, a coachbuilder, had provided Cometa with several models such as the “Papo Amarelo“ and “Turbo Jumbo Liner” using a Mercedes or Scania chassis.
But Cometa wanted something much more modern, so Ciferal partnered with Scania which already had a large presence in-country, mainly in trucks. Analyzing the 4104/06 “bolt by bolt”, in 1972 they built a 4104/06 near-clone with some changes – the largest being use of a Scania BR 115 chassis and a “lifted” body for more underfloor storage similar to GM’s 4107 (Buffalo). They named this new bus the “Dinosaur”, as it was “large and powerful” and expected to “evolve” into many more models. Interesting choice of a name as I imagine most people in North America would associate Dinosaur with “old and extinct”, as my spouse does when referring to me.
But the Dinosaur was just what Cometa was looking for and they proved extremely popular, with not only Cometa but other operators as well, and were soon a fixture on Brazil’s highways.
Evolutions did appear with a longer 13.2 meter (length) model and introduction of an automatic transmission.
Final Model – Arrow VII
The biggest evolution however occurred in 1983 when Ciferal went into receivership due to poor management. Cometa purchased the rights to the model and established its own subsidiary to continue production – they named this updated version the “Flecha Azul” (Blue Arrow). The Arrow was produced from 1983 to 1999, and was routinely updated. Its popularity was highlighted by the fact that Scania’s largest worldwide use of its bus chassis was not in Sweden but in Brazil.
While being superseded by more modern and larger models such as the Marcopolo Paradiso, Arrows and even Dinosaurs can still be seen on some secondary routes.
Thanks for that Jim, the Dinossauros and Flechas were part of my youth. These buses were very fast, due to powerful Scania engines and light alloy construction and (at least on relative terms) very comfortable to ride. It must have been a hard job to research something from Brazilian sources. https://youtu.be/NClW5_92UBQ?si=yf0GGJcdnDo12axS
WOW! What an essay on these buses! Thanks. I am forwarding this link to an old “bus man” friend of mine who worked for years at NJ Transit in the executive offices for maintenance.
Jim, I had no idea… Another excellent new chapter in the CC Book of Buses, which is getting pretty comprehensive.
A hybrid of Scania chassis and GMC-look bodies; makes perfect sense! I’m trying to guess how long these were; the rear overhang makes it look more than the 35′ of the US 4104 but not quite as long as a 40 footer. Maybe some 37-38′? And the stretch (13.2 m) version is pretty long for just two axles. The allowable axle loading must have been higher down there.
So pretty .
That they were fast and reliable ices the cake .
-Nate
Keep those exotics (to me anyway) coming Jim, they’re very welcome!
This also made me curious about the current ‘Scania do Brasil’ bus and coach operation. According to their website, their most powerful and largest bus chassis is the K500 8×2, see below (500 hp from a 13 liter inline-six).
As far as I know, 8×2 bus chassis aren’t offered in Europe any longer. Top model coaches have a 6×2*4 axle set-up, so with a counter-steering tag axle.
I went with my high school graduation group from Montevideo to Rio de Janeiro (2400 km, 1600 miles) in December, 1980, with other 99 14 year old kids in one of these, in TTLs (Transporte Turismo Limitada) livery. At the time, they were using a front engined Scania chassis (they were new vehicles). Something that we didn’t know, and neither did our parents or teachers, wass that from Porto Alegre on we’d switch companies and the buses didn’t have AC, with temps in the 40 C range. Of course, at that age you are happy anyway.
Something all non-Brazilian CCers would have felt, the methanol odor in the big cities. Brazil’s alcohol fueled car program was in full swing. I thing more than half of the new cars were alcohol powered, and you could smell it. At the time, all of them had a small gasoline tank underhood that served as the starting fuel and then switched over to alcohol. As time passed the system became more seamless up to the present flexifuel units.
A memorable trip, and one that led to a new fascination with buses adding to the one I already had with cars. I realized that the basic chassis of the buses we were riding in was similar to the urban buses I rode everyday, which were also front engined Scanias