The first underfloor-engined bus and coach chassis in Britain were built by Leyland Motors, Tilling-Stevens and the Associated Equipment Company in the years immediately prior to World War II.

When, in 1950, the permitted length of single deckers was relaxed, to a new maximum of 30 feet, the CVD6 was offered in a version for long bodies, but half-cabs were becoming obsolete on the home market.

It was exhibited on the Daimler stand at the 1951 Scottish Motor Show at the Kelvin Hall in Glasgow, in the livery of Edinburgh Corporation, whose general manager was eager to trial standee single deckers on busier routes.

Like its Leyland and AEC rivals, the Freeline had a high, straight ladder frame, made of substantial steel channel section, with an optional rear drop-frame extension for luggage boots on coaches, or standee platforms for urban buses.

Three power units were offered: The 5HLW and 6HLW from L Gardner & Sons were also used in equivalent chassis by Guy Motors, Bristol Commercial Vehicles, and Atkinson and in an integral by Saunders-Roe.

Braking was originally full-power hydraulic on the controversial Lockheed Automotive Products continuous flow system, as employed on the CD650 and, as with that chassis, hydraulic-assistance could also be applied to the steering and the gear-selection pedal.

It soon became clear that the Freeline, like the Regal IV, Royal Tiger and Guy Arab UF, was over-engineered for UK operating conditions.

Geoffrey Hillditch, a well-known and respected passenger transport manager, who ordered the last Freelines built, expressed regret that Daimler did not build such a vehicle.

The hydraulic braking system (used originally) provided the greatest assistance to the driver at higher road speeds, and it did not respond well to repeated stop-start-operation.

Builders of home-market coaches on the Freeline chassis included Bellhouse-Hartwell, HV Burlingham, Duple, Mann Egerton, Plaxton and Willowbrook.

The Daimlers had weaknesses, prone to overheating, but they were better performers than their diesel rivals and became the backbone of the Auckland fleet until the early 1970s and remained in service until 1983.

Other export markets for the Freeline included Australia, Belgium, India, Israel, Nigeria, Norway, Portugal, Spain and South Africa.

They were actually Guy Victories, powered by Gardner 6HLX engines, Jaguar having decided to badge-engineer in this way, as Daimler was the better known brand in Portugal, and these buses were delivered along with a consignment of Fleetlines for the same operator.

In the UK only 120 JRB Blue Bus Service of Willington (Tailby & George) fleet number Dr 18 is preserved and is currently subject of extensive restoration.

Burwell & District Coach NVE 1 survives in poor condition as a garden shed, incomplete with major units removed.