To complete the makeover of the commercial vehicle range, a new eight-and-a-half-tonne model was also launched in 1934. However, this was not a completely new design, but a further development of the previous N 56, L 8500 and O 8500 models, which was why the series designation N 56 was retained for the new Lo 8500.
As can be seen from the model designation, the Lo 8500 was again a universal chassis that could be used for both goods and passenger transport. However, the ladder-type frame was now only offset above the rear axle, while the underside of the frame was notched above the front axle and the top of the frame was flat. The Lo 8500 was powered by the OM 54 in-line six-cylinder diesel engine, to which a five-speed gearbox with two-disc dry clutch and selectable overdrive was flange-mounted. From there, power was transmitted as usual via a shaft to the spur gear hub drive of the rear axles. This had also been redesigned so that the second axle was now driven by the first axle through an oil-tight encased universal joint, which meant that the centre distance between the two axles had to be slightly modified. The rear axles themselves were designed as drop-forged yoke axles. The frame rested on them, as well as on the front axle on semi-elliptical springs, which were flexibly connected to each other at the rear axles by intermediate stay plates. The brake system had also been revised. The Lo 8500 had Bosch air brakes acting on all six wheels with Ate oil pressure transmission and the hand brake now acted on the second rear axle.
As before, the Lo 8500 could also be supplied as a municipal chassis with transfer case, whereby these vehicles were primarily fitted with KUKA large-capacity refuse bodies. Between 1935 and 1936, Daimler-Benz also produced three examples of the so-called Obbus 10000 based on the Lo 8500 with riveted Sindelfingen all-steel bodies in cab-over-engine design, two of which received their electrical equipment from BBC and one from AEG.
Thanks to stronger axles, a slightly revised spur gear hub drive and improved suspension, the payload increased to 10 tonnes in 1936, meaning that the model designation changed to Lo 10000 and, from the end of 1936, to L 10000 and O 10000. In 1938, the N 56 series reached its final evolutionary stage with a further revised spur gear hub drive and the new OM 57 engine, and the L 10000 trucks were given a new all-steel cab. In addition, a special version of the L 10000 in cab-over-engine design was produced in small numbers as the basis for KUKA large-capacity refuse collection vehicles for Berlin and had a wood carburettor system and a GM 78 gas engine as its power source.
While the trucks of the N 56 series were discontinued at the end of 1939, the bus chassis continued to be produced until 1941. Various special versions in cab-over-engine design were also produced. One of the first was a cab-over-engine version, which was realised in 1939 on behalf of Berliner Verkehrsbetriebe (BVG). In this model, the driver's seat had been moved to the front next to the 200 hp (147 kW) six-cylinder OM 49 diesel engine. However, it remained a one-off due to the war. The cab-over-engine trolleybus chassis, which went to the BVG in 1941, were somewhat more successful. These were eight more Obbus 10000 models, this time based on the last version of the O 10000 chassis and with much more attractive welded steel bodies. A further order for a total of 15 Obbus 10000 models with Schumann bodies was not delivered until between 1945 and 1947 due to the war.
