From Finnish Carrus Workshop to Mexican Production Line – The Story of the European Version of the Volvo 9700

The series production of the current generation of the Volvo 9700 family will restart in the last quarter of 2026, surprisingly not in Europe, but at the plant in Tultitlán, Mexico, specifically tailored to the needs of the European market. The reintroduction of the model marks a new chapter in a decades-long development and manufacturing process, rooted in the activities of the Finnish Carrus Oy AB. Carrus was formed from the merger of three independent Finnish coachbuilders—Ajokki Oy, Delta Oy, and Wiima Oy—known for building vehicle bodies on Volvo and Scania chassis, primarily for the Finnish and Swedish markets. By the 1990s, Carrus had become a key player in Scandinavian bus manufacturing, partly due to its close collaboration with Volvo Bus Corporation. The first generation of the Volvo 9700 did not emerge as an independent development but as a continuation of a coachbuilding tradition based on the Carrus design school. But how did the production of the 9700 series move overseas, and what long journey has this model, with nearly a quarter-century of history, undertaken so far? Below, we review the main milestones in the history of the 9700, from its Finnish beginnings to its production in Mexico, crossing several continents, design languages, and manufacturing systems.

The collaboration between Carrus and Volvo, initially limited to coachbuilding, reached a new level in 1998 when Volvo Bus Corporation acquired a majority stake in the Finnish company. Through the acquisition, Volvo gained not only manufacturing capacity but also a knowledge base in design and manufacturing technology specifically optimized for the unique requirements of the Scandinavian market, such as winter operation and long service life. Over the past five decades, Volvo has increased its global presence by acquiring several prestigious, independent coachbuilders, including Sweden’s Säffle Karosseri AB in 1981, as well as Germany’s Drögmöller and Denmark’s Aabenraa Karrosseri in 1994. The birth of the Volvo 9700 family, however, is primarily attributed to Carrus’s legacy and the close partnership with it.

Following the acquisition, the Finnish company retained its independent name until 2004, after which it continued operations as Volvo Bus Finland Oy. Production continued at the Finnish sites—primarily in Lieto, Tampere, and Turku—after the change of ownership. The strategic collaboration led to the development of a modern tourist bus design, which debuted in 2001 under the name Volvo 9700, considered the direct technical successor to the modular Star, Vector, and Regal models previously manufactured by Carrus.

The preparation for the development of the Volvo 9700 began in the late 1990s, building on the expertise of the Finnish manufacturing base, then still operating under the Carrus name. The goal was to create a unified, modular long-distance bus family to replace the roles of previous models with different type designations, such as the Carrus Star, Regal, and Vector. These models were typically built on Volvo B10M, and later B12B chassis, in various length versions, with different front and rear designs. While the diversity of the lineup and body variants fit well with customer needs at the time, by the early 2000s, Volvo saw the next step in introducing a unified design under its own brand name. This resulted in the creation of the Volvo 9700, which, while still based on the body concept developed by Carrus engineers, entered the market as an independent model under the Volvo brand.

With the introduction of the model, the production of predecessor models gradually ceased, and Volvo aimed to create a unified image for its long-distance offerings with the 9700 type. The construction was based on the rear-engine Volvo B12B chassis, but it was also available in a mid-engine version, built on the B12M chassis—primarily intended for regional traffic configurations. In all versions, the body followed Carrus’s proven manufacturing traditions, with the front and rear geometry, window arrangement, and frame structure all bearing the stylistic features of the previous Finnish design school.

The first generation of the Volvo 9700 family was built on the manufacturer’s so-called TX platform, which featured a stainless steel lattice structure, a self-supporting body, and a design that guaranteed rollover safety according to the UN-ECE R66 standard. The construction met the expectations for premium long-distance buses with its low maintenance requirements, high corrosion resistance, and modular structure. The powertrain’s central element was the Volvo DH12, a 12-liter, inline six-cylinder diesel engine available in power levels of 340, 380, or 420 horsepower, with torque outputs between 1200 and 2000 Nm. The engines initially complied with the Euro 3 emission standard and were optionally available with a particulate filter and oxidation catalyst. The range initially included mid-engine configurations, produced in lengths between 10.3 and 15 meters, primarily for intercity and regional traffic. However, these gradually took a back seat during the model’s later career, with production focusing on rear-engine configurations between 12.2 and 13.8 meters in length.

Regarding transmissions, the Volvo 9700 type offered several solutions: in addition to manual ZF and Volvo (EGS-VR) gearboxes, the automated I-Shift system and fully automatic transmissions were available, all complemented by an integrated retarder. The vehicles were entirely equipped with electronically controlled air suspension, with independent wheel suspension on the front axle, significantly improving ride comfort and handling. The safety equipment was also considered advanced, with the EBS electronic braking system included as standard, and options for ESP stability control, hill start assist, and an engine-integrated engine brake system. The three-axle versions featured an active steering tag axle, improving maneuverability even in tight turns.

The model was produced with a width of 2.55 meters and height variants of 3.40 (S), 3.60 (H), and 3.80 (HD) meters. The maximum permissible gross weight of the three-axle version reached 26,500 kilograms. The luggage compartment capacity in mid-engine versions could reach up to 17 m³ due to the different arrangement, while rear-engine versions typically offered 11.5–13.5 m³. In addition to rollover safety, Volvo also paid special attention to collision protection; the first-generation 9700s were tested according to the UN-ECE R29 standard applicable to trucks, meeting the cabin protection requirements expected during frontal collisions through the reinforcement of the front structural zone.

The series production of the first generation of the Volvo 9700 began in the summer of 2001 with the 9700H and 9700HD variants, while production of the lower-built 9700S models started in the fall. The Lieto Carrus plant handled the production of all three height variants (S, H, and HD), while Carrus Oy Ajokki in Tampere specialized exclusively in the production of the 9700H and 9700S models. Production was concentrated at the Lieto and Tampere sites, which became part of Volvo with the acquisition of Carrus, while the Turku Carrus plant played only a supplementary role in smaller volumes, mainly for specially designed vehicles. Following the model’s market success, geographical expansion of production began in 2003, with the Volvo Polska Sp. z o.o. plant built in Wrocław, Poland, gradually taking over the supply for continental markets, while the Finnish facilities continued to focus on the northern region. Initially, the Wrocław plant exclusively produced the 9700H and 9700HD types, built on rear-engine B12B chassis.

The Polish factory did not offer alternative powertrains; however, in 2004, at the request of customers, a small series of 9700S models adapted to the Volvo B7R chassis were also produced in Finland. Additionally, a few units were built on the B9R chassis—presumably entirely for testing purposes. There were differences between Finnish and Polish-manufactured vehicles not only in powertrain configuration but also in the availability of length variants. While in Finland, virtually any custom size up to 15 meters could be manufactured, models produced in Wrocław were only available in standard lengths—typically in 12.2, 13, and 13.8-meter versions.

In 2006, the Volvo 9700 family underwent its first significant model update, often referred to as the second generation in the literature. The modifications did not affect the chassis structure or the model range, but the vehicle’s body—particularly the front and rear design—underwent significant transformation. The new design language resulted in a cleaner, more aerodynamic appearance with integrated LED daytime running lights, modified bumpers, and windshield arches. The rear lights were positioned higher for better visibility, while the interior featured new luggage racks, more modern roof panels, and updated decorative elements.

The model range continued to consist of three main variants; the 9700S (3.40 m), 9700H (3.60 m), and 9700HD (3.80 m), primarily differentiated by floor height and intended use. The length range essentially matched that of the previous generation, with rear-engine versions (B12B, later B13R) typically produced in lengths between 12.2 and 13.8 meters, while mid-engine, B12M-based versions were available in sizes ranging from 10.4 to 15.0 meters. The type continued to be built on a semi-self-supporting frame structure made of stainless steel, ensuring long service life and high corrosion resistance, while also meeting the UN-ECE R66 rollover safety regulations.

Initially, the powertrain continued to be based on Volvo’s 12-liter, inline six-cylinder diesel engine (DH12), which in the new generation was available with Euro 4, and optionally Euro 5 emission ratings, with three main power levels; 340 hp (1700 Nm), 420 hp (2000 Nm), and 460 hp (2200 Nm). Environmental compliance was ensured by an SCR system, which converted nitrogen oxides into harmless nitrogen and water vapor using AdBlue additive. The engine could be paired with a 12-speed Volvo I-Shift automated transmission, as well as a traditional automatic gearbox, both with integrated retarder systems, or in the case of the I-Shift powertrain unit, Volvo engine brake solution.

The second-generation model also brought significant advancements in collision protection. The vehicle’s front design introduced the FIP (Front Impact Protection) and Knee Impact Protection systems, which officially met the UN-ECE R29 standard frontal collision protection requirements. These were complemented by the optionally available FUPS (Front Underrun Protection System), providing steel beam lower protection against underride by smaller vehicles.

During the production period of the second generation, significant structural changes occurred in Volvo’s Finnish production structure. In 2008, the company announced the sale of its smallest European manufacturing base, the Turku body plant, to a Finnish private investment group consisting of former Volvo Buses Finland executives and external investors. From a strategic perspective, Volvo deemed it more efficient to sell the plant and repurchase the bodies on a license basis, while retaining the commercial rights to the type in-house.

The decision was closely related to Volvo’s efforts to rationalize its European operations. By this time, the production focus of the 9700 type had clearly shifted to Wrocław, Poland. Due to weaker northern market demand and increasing competition, the Tampere Carrus plant eventually closed, while the Lieto site returned to Finnish ownership and continued operations under the name Carrus Delta Oy. The Turku and Lieto plants began producing the Volvo 9700 types for the Scandinavian region on a license-based contract manufacturing basis. However, the Turku manufacturing base ceased bus production a few years later, while Carrus Delta remained in partnership with Volvo. The factory currently offers the previous, now phased-out S, H, and HD models in Scandinavian specifications, and also manufactures the Volvo’s first double-decker model intended for the European market, available in 4 and 4.25-meter high versions, the 9700 DD.

An interesting note is the Volvo 9500, introduced in Hannover in 2010, which was manufactured exclusively at the Polish plant as a simplified, cost-effective version of the second-generation 9700H. Initially, the model was only available in a 12.2-meter version, built on the B9R chassis, to avoid internal competition with the 9700; however, the range later expanded to include versions built on the Euro VI B8R chassis. The model also stood out visually, for example, with simpler headlights.

While Volvo’s European plants aimed for standardization and cost optimization, the company had already established significant capacity in Tultitlán, Mexico, in the early 2000s, where early 9700 models’ Latin American versions were initially produced—in a design similar to the first-generation European S and HD versions. The 9700 Grand, introduced in 2013, was a type developed entirely for the local market, built on the B13R chassis, and available in Grand S (Select) and Grand L (Luxury) versions. The direct successor to the series was the Volvo 9800, introduced in 2015—this model serves as the basis for the current third-generation European version of the 9700 family.

The second-generation model update culminated in the introduction of the Volvo 9700 UG, or 9700 Upgrade version, in November 2012. The production of the updated model began in early 2013. The new generation underwent significant optical transformation, featuring a more modern front and rear design, a redesigned rear windshield, new sidewall solutions, and aerodynamic mirror arms. The interior featured newly developed passenger seats, providing more legroom due to their thinner design, while also offering better lateral support. In the northern regions, the type was initially still available on the previous Euro 5/EEV rated B9R and B13R chassis, while in the rest of Europe, it was marketed exclusively with Euro 6 rated B8R and B11R chassis—these were introduced in the fall of 2013, with the entry into force of the new emission standards. The 9700 Upgrade served as a transitional model bridging the gap between the second and third generations.

This generation is currently still offered by Carrus Delta Oy, with the 9700H UpGrade version built on the B13R main unit, renewed in 2022, in collaboration with Kiitokori Oy, a company specializing in custom vehicle bodies. The configuration is specifically made for the Scandinavian market, typically based on custom orders. The 9700 family is also present on other continents: in North America, for example, a model similar in design to the European version is offered by Prevost, a subsidiary of Volvo, in a three-axle, 13.7-meter version, manufactured with technical specifications and a split windshield adapted to local regulations.

The third generation of the Volvo 9700 family debuted in 2018 on the European market as a completely new construction. The type was not a developed version of the previous generation but was built on an entirely new platform, which also served as the construction basis for the premium sibling model, the Volvo 9900, introduced alongside the 9700. This represented a particularly significant shift, as the two types had previously followed different paths, with the 9700 originating as a Finnish Carrus development, while the 9900 was based on the German Drögmöller legacy.

The two models now rested on common technical foundations, but noticeable differences were observed in their design, particularly in the roof curve and side line character. The series production of the third generation was exclusively carried out by Volvo’s last remaining European body manufacturing unit, the plant near Wrocław, Poland, until the spring of 2024, when the company ceased European bus body manufacturing and closed the plant.

Volvo initially planned to reorganize production on a license basis, with the 9700 and 9900 types to be manufactured by the Spanish company Sunsundegui. However, the project quickly failed due to the complexity of the manufacturing technology and the volume of necessary investments—the incoming orders were canceled, and Sunsundegui faced financial crisis. Subsequently, Volvo Buses decided to relocate the production of the third-generation Volvo B13R chassis-based 9700 model entirely to its plant in Tultitlán, Mexico. This step was justified not only strategically but also technologically, as the type’s technical foundation was already in use in the Latin American market with the Volvo 9800, so the manufacturing know-how required for series production was already available.

The production of the new 9700 intended for the European market will start in late 2026 in smaller volumes, gradually expanding the following year. Initially, four basic versions will be produced, aligning with the configuration needs of key markets that remain a priority for Volvo.

In the future, the focus of the Mexican manufacturing capacity will clearly be the 9700 family, while the fate of the Volvo 9900 model, which has so far occupied the top of the European range and continues the Drögmöller theater floor bus construction tradition, has not yet been definitively decided by the manufacturer.