ERF Trucks

ERF (truck manufacturer)

Sandbach, Cheshire, England 1933 – 2007

ERF

Industry	Automotive
Fate	Bought/Closed
Successor	MAN AG
Founded	1933
Founder	Edwin Richard Foden
Defunct	2007
Headquarters	Sandbach, Cheshire, England
Products	Trucks
Parent	MAN AG
Website	ERF.com

Edwin Richard Foden was a British truck manufacturer. Established in 1933 by Dennis Foden, 1932 Edwin Richard Foden retired from Foden.

1933 The new company used the same Jennings cabs and Gardner engines as Fodens had done.

1933 The first ERF vehicle was a 6 ton type C14 which remained in production until 1946.

WWII Production of military lorries, mostly for the Royal Army Service Corps, with some vehicles for essential civilian users.

1950 Edwin died

1951 Used steel cabs by Willenhall Motor Radiator Co

1952 The oval radiator grill was introduced

1961 The LV cab was introduced. The company employed 315 persons.

1961 Manufacturers of commercial motor vehicles. 315 employees.

1967 Fire appliances were produced, a situation which continued for ten years until taken over by Jennings

1970 Changes to the A range

1973 Developed the SP cab for vehicles up to 42ton gvw

1974 The B range introduced

1996 Company bought by Western Star of Canada

After a period of recuperation he returned to the development of a diesel lorry on his own account. With the collaboration of his son Dennis, William’s son Ted, and several key figures dismissed by Fodens, Edwin went on to establish a rival concern, which became ERF Ltdits factory in Sandbach, Cheshire was closed in 2002, and it was discontinued as a marque by owner MAN AG in 2007.

History

In 1881 the first Foden traction engine was built in Sandbach, Cheshire. Then in 1898 Edwin Richard Foden influenced future truck design by designing the first steam wagon running on steel tyre wheels which had been successful until 1913 when vulcanised solid rubber tyre development had advanced to the stage of allowing their fitment on heavy vehicles. Edwin introduced the first pneumatic-tyred Foden steam wagon, but as steam transport appeared to be going out of favour, Edwin turned his attention to the development of a 6-8 ton chassis fitted with new Gardner LW (Light Weight) high speed oil-engine.

At the beginning of the 1930s, Britain’s industry was struggling to survive the worst recession in living memory and unemployment exceeded two million. At this time insurers were becoming increasingly reluctant to underwrite steam boilers. As a result, Edwin believed the future of the lorry building industry lay in Diesel engine power. The Foden boardroom did not agree, and consequently he resigned along with his son Dennis.

With the help of his son Dennis and two former colleagues, including Ernest Sherratt who became Chief Engineer, Edwin worked to build the first ERF diesel lorry in 1933 and gave the first chassis the number 63 which was Edwin’s age. Fromm the beginning the company only bought in the best components available, including engines from Gardner, gearboxes from David Brown and axles from Kirkstall Forge, rather than making everything in house. This concept would serve ERF well throughout its existence. A new and striking cab was styled by Sandbach coachbuilder John Henry Jennings, who also provided initial factory space to assemble the new lorry. Based in Sandbach, Cheshire, the company made their own chassis and cabs, originally with engines from Gardner, but later also Cummins, Perkins, Detroit Diesel and Caterpillar Inc..

ERFs used to be marketed under the Western Star badge in some countries such as Australia. It also built a specialist fire engine chassis, with a body built on by in-house company JH Jennings, later Cheshire Fire Engineering. However, when recession came in the early 1980s and production fell from a total output of 4,000 chassis per annum, CFE was sold to management to eventually become Saxon Sanbec.

ERF was never a major manufacturer; as an example their domestic sales total only reached 1,083 trucks in 1981. The company was bought by Canadian truck maker Western Star in 1996. However, after PACCAR‘s purchase of Foden, DAF Trucks and Leyland Trucks increased competitive pressure, and Western Star was approached by Freightliner Trucks corporation, the decision was made to sell ERF.

Purchase by MAN

In 2000, ERF became part of MAN AG. Freightliner tried to sue Western Star and ERF’s former auditors, but failed on the grounds of corporate negligence.

Final model range

ERF’s final model range consisted of the ECT, ECM and ECL built on MAN’s production line in Munich (for heavy trucks), and a plant in Sandbach for light trucks – positioned to win a contract from the Ministry of Defence for 8,000 new British Armed Forces trucks.

All the ERF trucks were based on MAN’s existing products, the only difference being that the ERF model came with the option of specifying use of Cummins ISMe power plant as an alternate to MAN’s own D20 common rail power-plant. The Sandbach factory was closed by MAN in 2002, with production of the ECT moved to Munich, Germany, ECM and ECL units moved to Steyr, Austria where they are built on the same facilities as their identical MAN counterparts.

In the light of Cummins’ intransigence on upgrading the ISMe engine to comply with the Euro4 emission regulations, MAN initially decided to replace it completely with the new series of MAN D20 engines. With ERF badging only used for the British market, MAN decided to cease the supply of ERF badged trucks from July 2007.

In popular culture

• On the BBC motoring programme Top Gear, the presenters are challenged to buy lorries and presenter Richard Hammond buys an ERF from Walker Movements Limited in Leicester. He pronounces the name phonetically. In response to a quip about its diminutive size, Hammond responds by calling it ‘the Caterham of lorries’ as it has an engine that could match Jeremy Clarkson‘s 12 litres (732.3 cu in) Renault Magnum, but as light and as small as James May‘s Scania P94D. It was also the fastest among the three; it has a top speed that exceeds 90 miles per hour (145 km/h).

Gallery

• 

  1947 ERF (Gardner diesel)

  

  1959 ERF type 6.4G

• 

  Front of a 1975 ERF A-series

• 

  ERF ECT unit 2005

Bibliography

• Dai Davies, ERF: The Inside Story, 2009, 160p. 300 col. & b/w ill. h/b.
• Peter Foden, 60 Years On: The Story of ERF, A British Commercial Vehicle Manufacturer, 1995, ISBN 0952213605, ISBN 978-0952213604, 96 pages

List of Models

C14 (1933- )

Model V (1948- )

ERF KV

ERF KV 6LX 1966 – grille

KV range (1954- )

SONY DSC

LV

LV range (1962- ) A Series (1972- )

B B Series (1974- )

C SeriesD Series

E Series

See Also

• 1950 Makes and Models of Road Vehicles
• 1954 Commercial Motor Show
• 1961 Guide to Key British Enterprises: Motor, Motor-Cycle and Commercial Vehicle Manufacturers
• 1993 Key British Enterprises
• 2007 Dorset Steam Fair
• Archive Journal: Issue 64
• Barton Motors
• Diesel Services
• ERF: A Series
• ERF: B Series
• ERF: C14
• ERF: C Series
• ERF: D Series
• ERF: E Series
• ERF: KV range
• ERF: LV range
• ERF: Model V
• Edward Hankins and Sons
• Edwin Richard Foden
• Falcon Engineering Co
• Foden
• Gardner
• Heavy Transport Co
• J. H. Jennings and Son
• James Bowen and Sons
• Marshall
• Parrs
• The Engineer 1958 Jul-Dec: Index
• The Engineer 1965 Jul-Dec: Index
• The Engineer 1966 Jul-Dec: Index
• The Engineer 1974/03/07
• The Engineer 1974/09/12
• The Engineer 1974/09/19
• The Engineer 1982/11/04

NAVISTAR INTERNATIONAL COORPORATION

Navistar International Coorporation -International Harvester Company (II) 1902 – present Lisle Illinois United States of America

Navistar International Corporation

Type	Public
Traded as	NYSE: NAV
Industry	Automotive
Predecessor	International Harvester Company
Founded	1902
Headquarters	Lisle, Illinois, United States
Area served	North America, South America, Russia, UK, Greece, Eastern Europe, India, Middle East, China, Singapore, South Korea
Key people	Troy A. Clarke, President, Chief Executive Officer Walter G. Borst, Executive Vice President, Chief Financial Officer Steven K. Covey, Senior Vice President, General Counsel & Chief Ethics Officer
Products	Trucks Buses and School buses, Diesel engines Chassis
Revenue	10.775 billion USD(2013)
Number of employees	16,500
Website	www.navistar.com

Nav­is­tar In­ter­na­tional Corporation (for­merly In­ter­na­tional Har­vester Com­pany) is an Amer­i­can hold­ing com­pany that owns the man­u­fac­turer of In­ter­na­tional brand com­mer­cial trucks, IC Bus school and com­mer­cial buses, Work­horse brand chas­sis for motor homes and step vans, and is a pri­vate label de­signer and man­u­fac­turer of diesel en­gines for the pickup truck, van, hoes and SUV mar­kets. The com­pany is also a provider of truck and diesel en­gine parts and service.

Head­quar­tered in Lisle, Illi­nois, Nav­is­tar has 16,500 em­ploy­ees and an an­nual rev­enue of $10.775 bil­lion (in 2013). The com­pany’s prod­ucts, parts, and ser­vices are sold through a net­work of nearly 1,000 dealer out­lets in the United States, Canada, Brazil, and Mex­ico and more than 60 deal­ers in 90 coun­tries through­out the world. The com­pany also pro­vides fi­nanc­ing for its cus­tomers and dis­trib­u­tors prin­ci­pally through its wholly owned sub­sidiary, Nav­is­tar Fi­nan­cial Corporation.

History

The merger of Mc­Cormick Har­vest­ing Ma­chine Com­pany and the Deer­ing Har­vester Com­pany in 1902 re­sulted in the for­ma­tion of the In­ter­na­tional Har­vester Com­pany (IH) of Chicago, Illi­nois, which over the next three-quar­ters of a cen­tury evolved to be­come a di­ver­si­fied man­u­fac­turer of farm­ing equip­ment, con­struc­tion equip­ment, gas tur­bines, trucks, buses, and re­lated com­po­nents. Dur­ing World War II, In­ter­na­tional Har­vester pro­duced the M-se­ries of mil­i­tary trucks that served the Ma­rine Corps and the U.S. Navy as weapons car­ri­ers, cargo trans­porters and light ar­tillery move­ment. Today, Nav­is­tar pro­duces In­ter­na­tional brand mil­i­tary ve­hi­cles through its af­fil­i­ate Nav­is­tar Defense.

1986-1991: Transition from agricultural roots

In­ter­na­tional Har­vester fell on hard times dur­ing the poor agri­cul­tural econ­omy in the early to mid-1980s and the ef­fects of a long strike with the UAW over pro­posed work rule changes. IH’s new CEO, Don­ald Lennox, di­rected the man­age­ment or­ga­ni­za­tion to begin ex­it­ing many of its IH’s his­tor­i­cal busi­ness sec­tors in an ef­fort to sur­vive. Some of the sales of prof­itable busi­ness en­deav­ors were ex­e­cuted to raise cash for short-term sur­vival, while other di­vi­sions were sold due to lack of im­me­di­ate prof­itabil­ity. Dur­ing this pe­riod of ques­tion­able eco­nomic sur­vival, in an ef­fort to raise needed cash and to re­duce losses, the man­age­ment team led by Mr. Lennox at IH shed many of its op­er­at­ing di­vi­sions: Con­struc­tion Equip­ment Di­vi­sion to Dresser In­dus­tries; Solar (gas tur­bines) Di­vi­sion to Cater­pil­lar; Cub Cadet (lawn and gar­den equip­ment) to MTD Prod­ucts and, lastly, the Agri­cul­tural Di­vi­sion to Ten­neco, which merged it with their J.I. Case sub­sidiary. The Scout and Light Truck Parts Busi­ness was sold to Scout/Light Line Dis­trib­u­tors, Inc. in 1991.

After the Agri­cul­tural Di­vi­sion sale in 1985, all that re­mained of IH was the Truck and En­gine Di­vi­sions. The com­pany changed its name in 1986 to Nav­is­tar In­ter­na­tional Cor­po­ra­tion. (The In­ter­na­tional Har­vester name and IH logo were as­sets of the Agri­cul­tural Di­vi­sion and con­se­quently were part of the sale to Ten­neco; the IH name and logo are still in use, hav­ing been in­cor­po­rated into the Case IH brand name). In the early 1980s, IH de­vel­oped a se­ries of re­li­able large-dis­place­ment V8 diesel en­gines that were sold as an op­tion for heavy-duty Ford 3/4-ton and 1-ton pickup trucks.

Nav­is­tar still uses the “In­ter­na­tional” brand in its diesel en­gine and truck prod­uct lines, and the brand name con­tin­ues on in prod­uct lines of Nav­is­tar In­ter­na­tional’s In­ter­na­tional Truck and En­gine Cor­po­ra­tion subsidiary.

1990s-early 2000s: Rediversification

Dur­ing the 1980s and 1990s, the pop­u­lar­ity of diesel en­gines had made Nav­is­tar a lead­ing man­u­fac­turer of bus chas­sis, par­tic­u­larly school buses. The com­pany pur­chased one-third of Amer­i­can Trans­porta­tion Cor­po­ra­tion (Am­Tran), an Arkansas-based man­u­fac­turer in 1991, and the re­main­ing two-thirds in April 1995. By be­com­ing both a body and chas­sis man­u­fac­turer at the same time, Nav­is­tar gained sig­nif­i­cant mar­ket share in the in­dus­try. In 2002, Am­Tran was re­branded as IC (In­te­grated Coach) after a few months as In­ter­na­tional Truck and Bus.

After nearly a cen­tury of busi­ness in Chicago, Nav­is­tar an­nounced its plans on 30 Sep­tem­ber 2000 to leave the city and re­lo­cate its cor­po­rate of­fices to west sub­ur­ban War­renville, Illi­nois. The com­pany’s Mel­rose Park, Illi­nois plant is no­table for a sig­nif­i­cant work­place shoot­ing on Feb­ru­ary 5, 2001.

International MXT, the smallest of the

XT pickup trucks

In 2004, Nav­is­tar re-en­tered the re­tail ve­hi­cle mar­ket for the first time since 1980. The In­ter­na­tional XT (Ex­treme Truck) pickup truck was a se­ries of three pickup trucks. It was (by far) the largest pickup truck avail­able for re­tail sale and two of the three ver­sions (the CXT and RXT) were es­sen­tially

In­ter­na­tional Duras­tar medium-duty trucks fit­ted with pickup beds. The third ver­sion (the MXT) was es­sen­tially a street-le­gal ver­sion of aNav­is­tar-de­signed mil­i­tary ve­hi­cle. The three XT trucks were sold until 2008.

In 2005, Nav­is­tar pur­chased the Work­horse com­pany (started in 1998 by in­vestors who took over pro­duc­tion and sales of Gen­eral Mo­tors’ pop­u­lar P-se­ries Step­van chas­sis when GM dropped it), a man­u­fac­turer of step-van and motor home chas­sis, to seem­ingly re-en­ter the de­liv­ery van market. It ap­peared that the new sub­sidiary might also ben­e­fit by its as­so­ci­a­tion with a com­pany whose his­tory from the 1930s into the ’60s in­cluded the pop­u­larMetro van. For a short time Work­horse of­fered an in­te­grated chas­sis-body prod­uct called Met­roStar. In Sept. of 2012, Nav­is­tar an­nounced the shut down of Work­horse and the clo­sure of the plant in Union City, IN in order to cut costs.

2006-2008

Accounting issues

In Jan­u­ary 2006, the com­pany de­clared it would not file its form 10-K an­nual re­port with the U.S. Se­cu­ri­ties and Ex­change Com­mis­sion on time. The delay was caused by the dis­agree­ment with its au­di­tors, De­loitte and Touche, over com­plex ac­count­ing is­sues. In April, Nav­is­tar fired De­loitte, its in­de­pen­dent au­di­tor for 98 years, and hired KPMG to help re­state earn­ings back to 2002 to fix ac­count­ing er­rors. On De­cem­ber 15, 2006, Nav­is­tar ex­ec­u­tives an­nounced fur­ther delay of its re­state­ment and 2006 re­sults. The an­nounce­ment prompted the New York Stock Ex­change (NYSE) to an­nounce the delist­ing of the com­pany, after 98 years of trad­ing, al­though the NYSE sub­se­quently de­layed the delist­ing pend­ing an ap­peal by Nav­is­tar. How­ever, Nav­is­tar was re­moved from the S&P 500 Index, and the NYSE even­tu­ally de­nied Nav­is­tar’s ap­peal and delisted the stock; it traded on the Pink Sheets until 30 June 2008, when it was relisted on the NYSE, under its pre­vi­ous ticker sym­bol, NAV, after catch­ing up with its filings. Christo­pher An­der­son, the De­loitte part­ner re­spon­si­ble for the 2003 audit, ac­cepted a one-year sus­pen­sion from pub­lic au­dits in 2008, and be­came the first in­di­vid­ual to be fined by the PCAOB.

CEO Daniel Us­t­ian agreed to sur­ren­der to Nav­is­tar shares worth $1.3 mil­lion, while for­mer Chief Fi­nan­cial Of­fi­cer Robert C. Lan­nert con­sented to repay $1.05 mil­lion, each sum re­flect­ing mon­e­tary bonuses they had re­ceived dur­ing the re­state­ment pe­riod, the SEC said. Four other com­pany ex­ec­u­tives paid civil penal­ties with­out ad­mit­ting liability.

In De­cem­ber 2014, Nav­is­tar dis­closed more ac­count­ing prob­lems. These in­volved out-of-pe­riod ad­just­ments, which were cor­rec­tions of prior pe­riod er­rors re­lat­ing to prod­uct war­ranties. This re­sulted in a $36 mil­lion in­crease in Cost of Prod­ucts Sold. In ad­di­tion, a ma­te­r­ial weak­ness was dis­closed. In the com­pany’s an­nual 10K, they re­ported that weak­ness was “sur­round­ing val­i­da­tion of the com­plete­ness and ac­cu­racy of un­der­ly­ing data used in the de­ter­mi­na­tion of sig­nif­i­cant ac­count­ing es­ti­mates and ac­count­ing trans­ac­tions. Specif­i­cally, con­trols were not de­signed to iden­tify er­rors in the un­der­ly­ing data which was used to cal­cu­late war­ranty cost es­ti­mates and other sig­nif­i­cant ac­count­ing es­ti­mates and the ac­count­ing ef­fects of sig­nif­i­cant transactions.

Hybrids and Navistar Defense LLC, 2003-present

 International MaxxPro MRAP

In Oc­to­ber 2003, Nav­is­tar CEO Dan Us­t­ian an­nounced the com­pany would be form­ing a de­fense busi­ness unit in order to sell mil­i­tary ve­hi­cles. Nav­is­tar De­fense would be led by Archie Mas­si­cotte, a 26 year vet­eran of the com­pany. Us­t­ian stated “This is a nat­ural area of growth for In­ter­na­tional. We al­ready have all the plat­forms that the U.S. mil­i­tary and other NATO coun­tries could lever­age for prod­ucts and services.”

In 2007, Nav­is­tar’s In­ter­na­tional Truck and En­gine Cor­po­ra­tion be­came the first com­pany to enter hy­brid com­mer­cial truck pro­duc­tion, with theIn­ter­na­tional DuraS­tar Hy­brid diesel-elec­trictruck.

Nav­is­tar De­fense LLC is the prime sup­plier ofMRAP ar­mored ve­hi­cles to the US mil­i­tary. The Nav­is­tar 7000 se­ries has been fielded by the Cana­dian Forces for do­mes­tic op­er­a­tions. In 2005, the U.S. Army or­dered 2,900 7000-MVs for the Afghan Na­tional Army and Iraqi Min­istry of De­fense and an ad­di­tional order of 7,000 was added in 2008.

Nav­is­tar De­fense also has a small Cana­dian branch, named Nav­is­tar De­fence Canada.

Nav­is­tar De­fense re­ported sales of $3.9 bil­lion in 2008 and $2.8 bil­lion in 2009.

In Oc­to­ber 2009, the com­pany en­tered into a strate­gic agree­ment with Czech-based com­pany Tatra to jointly de­velop, pro­duce and mar­ket new mil­i­tary vehicles.

In De­cem­ber 2009, an­a­lysts were skep­ti­cal of the com­pany’s long-term po­ten­tial. “Nav­is­tar came out of nowhere and be­came a big player with MRAP, in what was a short-term pro­gram,” said Dean Lock­wood, an an­a­lyst at Fore­cast In­ter­na­tional Inc., a Con­necti­cut-based de­fense con­sul­tant. “They didn’t prove them­selves to be a long-term major player.”

In 2010, Nav­is­tar De­fense’s sales were $1.8 bil­lion. The com­pany’s 2010 An­nual 10K re­port stated “we con­tinue to ex­pect that over the long term our mil­i­tary busi­ness will gen­er­ate ap­prox­i­mately $1.5 bil­lion to $2 bil­lion in an­nual sales.”

In 2011, Nav­is­tar De­fense’s sales were $2.0 billion.

In 2012, Nav­is­tar De­fense re­ported $1.0 bil­lion in sales. Busi­ness In­sider ranked Nav­is­tar De­fense at 22 in the top 25 US de­fense companies.

In 2013, Nav­is­tar De­fense re­ported $543 mil­lion in sales. In the com­pany’s 10K fil­ing, they pro­jected mil­i­tary sales to con­tinue to de­cline, cit­ing U.S. bud­getary constraints.

In 2014, Nav­is­tar De­fense re­ported $149 mil­lion in sales. The com­pany pro­jected 2015 mil­i­tary sales to be slightly higher due to re­cent con­tract awards re­lat­ing to the gov­ern­ment’s MRAP fleet.

Contract awards, losses and other events

On Au­gust 22, 2012, Nav­is­tar De­fense lost their bid for the En­gi­neer­ing, Man­u­fac­tur­ing & De­vel­op­ment (EMD) con­tract worth $187 mil­lion for the Army and Ma­rine Corps’ Joint Light Tac­ti­cal Ve­hi­cle (JLTV) pro­gram. Nav­is­tar had pro­posed its Saratoga ve­hi­cle for the com­pe­ti­tion. On Fri­day Au­gust 28, 2012, Nav­is­tar filed a protest with the Gov­ern­ment Ac­count­abil­ity Of­fice (GAO), but pulled their protest on Tues­day, Sep­tem­ber 4, 2012.

On June 20, 2013, Nav­is­tar De­fense idled pro­duc­tion at their West Point, MS pro­duc­tion plant. 80 work­ers were no­ti­fied that July 5, 2013 would be their last day. West Point was best known for man­u­fac­tur­ing MRAP ve­hi­cles. The com­pany cited se­ques­tra­tion, the draw­down in Afghanistan and a chal­leng­ing en­vi­ron­ment in the de­fense in­dus­try as factors.

On Au­gust 22, 2013, Nav­is­tar De­fense lost their bid for the Ground Mo­bil­ity Ve­hi­cle (GMV) 1.1 con­tract, po­ten­tially val­ued at $562 million. Nav­is­tar had pro­posed its Spe­cial Op­er­a­tions Tac­ti­cal Ve­hi­cle (SOTV) for the com­pe­ti­tion. On Tues­day Sep­tem­ber 1, 2013, Nav­is­tar De­fense and AM Gen­eral filed a protest. On De­cem­ber 19, 2013, the Gov­ern­ment Ac­count­abil­ity Of­fice (GAO) de­nied Nav­is­tar and AM Gen­eral’s protests.

In Jan­u­ary 2014, the Pen­ta­gon an­nounced they had no­ti­fied al­lies of their in­tent to give away or scrap 13,000 used MRAPs. This was due to the war in Afghanistan wind­ing down, the mil­i­tary want­ing a lighter ve­hi­cle and high cost to ship them from the mid­dle east back to the U.S. Re­cip­i­ents have in­cluded var­i­ous po­lice de­part­ments and some uni­ver­si­ties. Nav­is­tar De­fense built 9,000 of the 27,000 ve­hi­cles bought by the Pen­ta­gon. Giv­ing away the MRAPs was seen as a blow to Nav­is­tar De­fense’s parts sales.

In De­cem­ber 2014, Nav­is­tar De­fense lost their bid for the En­gi­neer­ing, Man­u­fac­tur­ing De­vel­op­ment (EMD) con­tract for the Ar­mored Multi-Pur­pose Ve­hi­cle (AMPV). BAE was awarded the $382 mil­lion con­tract on De­cem­ber 23, 2014.

Nav­is­tar De­fense lost their bid for Canada’s De­part­ment of Na­tional De­fence (DND) MSVS (Medium Sup­port Ve­hi­cle Sys­tem) Pro­ject – SMP (Stan­dard Mil­i­tary Pat­tern) ve­hi­cles con­tracts. They pro­posed their ATX8 ve­hi­cle as part of an agree­ment with Czech-based com­pany Tatra. The con­tract was for ac­qui­si­tion and in-ser­vice sup­port (ISS) of a fleet of up to 1,500 SMP ve­hi­cles, up to 150 Ar­mour Pro­tec­tion Sys­tems (APS) kits, and 300 Load Han­dling Sys­tem (LHS) trailers. Com­peti­tors in­clude Oshkosh (MTVR), BAE Sys­tems (FMTV), Daim­ler AG (Zet­ros), Re­nault Trucks (Kerax 8×8) and Rhein­metall/ MAN (HX77 8×8). A con­tract award de­ci­sion is ex­pected in June 2015. On July 16, 2015, Canada awarded the Ac­qui­si­tion and In Ser­vice Sup­port con­tracts to Mack De­fense, LLC (Re­nault Trucks).

On July 25, 2014, the DOD awarded a $27.6 mil­lion mod­i­fi­ca­tion to an ex­ist­ing con­tract to ac­quire mine-re­sis­tant, am­bush-pro­tected hard­ware kits to up­grade MaxxPro Dash and long-wheel base am­bu­lances to their final con­fig­u­ra­tion. Es­ti­mated com­ple­tion date is May 30, 2015.

On Au­gust 27, 2014, the DOD awarded a $38 mil­lion con­tract to Nav­is­tar De­fense to re­store MRAP Maxx Pro Dash ve­hi­cles to “like-new” stan­dards. The DOD re­ported that Nav­is­tar was the only bid­der. The work in­cludes adding in­de­pen­dent sus­pen­sion sys­tems and re­place­ment of manda­tory parts, with an es­ti­mated com­ple­tion date of June 30, 2016. Work will be per­formed in West Point, MS.

In Sep­tem­ber 2014, Nav­is­tar De­fense an­nounced they would hire 200 work­ers and re-open op­er­a­tions at their West Point, MS pro­duc­tion plant. West Point had been idle since June 2013 due to se­ques­tra­tion, the draw­down in Afghanistan and de­clin­ing orders.

In Sep­tem­ber 2014, amidst nu­mer­ous di­vesti­tures, Nav­is­tar Inc. CEO Troy Clark gave Nav­is­tar De­fense a vote of con­fi­dence, not­ing that the mil­i­tary busi­ness unit would be re­tained. In a Sep­tem­ber 2014 in­ter­view with Reuters he said “it’s not a bil­lion-dol­lar growth op­por­tu­nity, but it’s not some­thing that’s bleed­ing off the fu­ture for­tunes of our company.”

On Oc­to­ber 14, 2014, Nav­is­tar De­fense was awarded a $9.2 mil­lion firm-fixed price for­eign mil­i­tary sale (FMS) con­tract to Jor­dan for one hun­dred 4-ton 4×4 cargo trucks and twenty days of op­er­a­tor and main­te­nance train­ing. Work will be per­formed in New Carlisle, Ohio with an es­ti­mated com­ple­tion date of May 20, 2015. Bids were so­licited via the in­ter­net with nine­teen received.

On Feb­ru­ary 2, 2015, Nav­is­tar De­fense was awarded a $15,381,152 firm-fixed-price con­tract with op­tions for eight MRAP MaxxPro Hard­ware Kits to sup­port MaxxPro ve­hi­cle stan­dard­iza­tion and reset. Work will be per­formed in Lisle, Illi­nois, with an es­ti­mated com­ple­tion date of July 16, 2016. Bids were so­licited via the In­ter­net with one re­ceived. Fis­cal 2015 other pro­cure­ment (Army) funds in the amount of $15,381,152 are being ob­lig­ated at the time of the award. Army Con­tract­ing Com­mand, War­ren, Michi­gan, is the con­tract­ing ac­tiv­ity (W56HZV-15-C-0070).

On March 18, 2015, Nav­is­tar De­fense was awarded a $83,424,223 cost-plus-fixed-fee multi-year con­tract for sys­tem tech­ni­cal sup­port and sys­tem sus­tain­ment tech­ni­cal sup­port for MRAP MaxxPro ve­hi­cles. Fund­ing and work lo­ca­tion will be de­ter­mined with each order with an es­ti­mated com­ple­tion date of March 31, 2019. One bid was so­licited with one re­ceived. Army Con­tract­ing Com­mand, War­ren, Michi­gan, is the con­tract­ing ac­tiv­ity (W56HZV-15-D-0037).

On April 13, 2015, Nav­is­tar De­fense was awarded a $17,522,057 firm-fixed-price con­tract with op­tions to pro­cure seven Mine Re­sis­tant Am­bush Pro­tec­tion MaxxPro Dash hard­ware kits for MaxxPro ve­hi­cle stan­dard­iza­tion and reset. Work will be per­formed in Lisle, Illi­nois, with an es­ti­mated com­ple­tion date of Dec. 31, 2015. One bid was so­licited with one re­ceived. Fis­cal 2014 and 2015 other funds in the amount of $17,522,057 are being ob­lig­ated at the time of the award. Army Con­tract­ing Com­mand, War­ren, Michi­gan, is the con­tract­ing ac­tiv­ity (W56HZV-15-C-0092).

On April 30, 2015, Nav­is­tar De­fense was awarded a $31,199,783 mod­i­fi­ca­tion (P00004) to con­tract W56HZV-14-C-0102 for reset and up­grade of the MRAP (mine-re­sis­tant am­bush pro­tected) fam­ily of ve­hi­cles to Code-A stan­dards. Work will be per­formed in West Point, Mis­sis­sippi, with an es­ti­mated com­ple­tion date of July 31, 2016. Fis­cal 2013 and 2015 other pro­cure­ment (Army) and op­er­a­tions and main­te­nance (Army) funds in the amount of $17,990,419 were ob­lig­ated at the time of the award. Army Con­tract­ing Com­mand, War­ren, Michi­gan, is the con­tract­ing activity.

In April 2015, Nav­is­tar De­fense Pres­i­dent Bob Walsh re­signed. On May 19, Kevin Thomas was pro­moted to President.

2001-Present: Failed engine strategy, layoffs, consolidation and turnaround

Failed Engine Strategy

In 2001, then CEO Dan Us­t­ian faced nu­mer­ous EPA reg­u­la­tions to re­duce the amount of ni­tro­gen ox­ides and soot em­a­nat­ing from diesel en­gines. De­spite the change in the com­pli­ance arena, the reg­u­la­tions would not begin to be phased in until 2007, with full im­ple­men­ta­tion slated for 2010.

Us­t­ian had mul­ti­ple en­gi­neer­ing paths avail­able. Among them were Se­lec­tive Cat­alytic Re­duc­tion (SCR), Ex­haust Gas Re­cir­cu­la­tion (EGR) or the use of ni­tro­gen oxide ab­sorbers. All re­quired more en­gi­neer­ing and de­vel­op­ment to achieve com­pli­ance. Us­t­ian be­lieved truck­ers did not want to bother with an extra tank of fluid af­tertreat­ment. As a re­sult, he con­vinced the com­pany to spend $700 mil­lion to fund EGR development.

On Oc­to­ber 31, 2007, Nav­is­tar for­mally an­nounced their in­tent to move for­ward with EGR as the com­pany’s strat­egy. The com­pany state­ment in­cluded Us­t­ian men­tion­ing “I have pub­licly been an ad­vo­cate of cus­tomer friendly emis­sions con­trol so­lu­tions which do not add ad­di­tional costs to our truck and bus cus­tomers. While SCR is a means to achieve the NOx re­duc­tion re­quire­ment for 2010, it comes with a steep cost to our cus­tomers. Our abil­ity to achieve our goals with­out adding cus­tomer cost and in­con­ve­nience is a com­pet­i­tive ad­van­tage for International.”

On No­vem­ber 24, 2008, Nav­is­tar re­vealed it would use EPA Cred­its in order to com­ply with the 2010 legislation.

In Feb­ru­ary 2009, Us­t­ian touted the ben­e­fits of EGR tech­nol­ogy as a key dif­fer­en­tia­tor for the com­pany’s en­gines. How­ever, by now, the rest of the in­dus­try had cho­sen to use the com­pli­ant SCR tech­nol­ogy. Us­t­ian dis­agreed with SCR, say­ing “the other thing that EGR avoids is the risks of an SCR strat­egy. Read the label on this and it will show you that there are chal­lenges with keep­ing con­trol of using this tech­nol­ogy: ‘Store be­tween 23 de­grees and 68 de­grees.’ So es­sen­tially it says you can’t throw it out­side. You can’t op­er­ate it in con­di­tions above 85 [de­grees] or below 12 [de­grees]. You can, but, it will put the bur­den onto the cus­tomers.”

Non-Conformance Penalties

The EPA rec­og­nized Nav­is­tar’s im­mi­nent non-com­pli­ance and cre­ated a sys­tem of Non-Con­for­mance Penal­ties (NCPs) that in­cluded a $1,919 dol­lar fine for every non-com­pli­ant en­gine that Nav­is­tar sold. To bridge the gap, Nav­is­tar began using EPA cred­its it had pre­vi­ously earned for being com­pli­ant in lieu of pay­ing fines. In Au­gust 2012, Nav­is­tar stated they would run out of EPA cred­its soon. Only days ear­lier the EPA an­nounced in­creased new penal­ties of $3,744 per engine.

In March 2009, Nav­is­tar sued the EPA, claim­ing that the agency’s guid­ance doc­u­ments for SCR im­ple­men­ta­tion were in­valid be­cause they were adopted with­out a pub­lic process and with input only from the SCR en­gine mak­ers. Nav­is­tar and the EPA set­tled the law­suit a year later.

Fur­ther mask­ing the EGR prob­lem were high mil­i­tary sales. In the com­pany’s 2010 10K re­port, Nav­is­tar cited or­ders for MRAPs as off­set­ting flat com­mer­cial sales due to the recession.

Move to Lisle, IL

In Sep­tem­ber 2010, de­spite un­cer­tainty over EGR and a slug­gish econ­omy, Nav­is­tar lead­er­ship re­vived an ef­fort to re­lo­cate the com­pany head­quar­ters from War­renville, IL, to nearby Lisle, IL. The new head­quar­ters was ex­pected to re­tain or cre­ate 3,000 per­ma­nent jobs and about 400 con­struc­tion jobs. Nav­is­tar Pres­i­dent Dan Us­t­ian said roughly 500 en­gi­neers would be hired im­me­di­ately. Nav­is­tar aimed to in­vest $110 mil­lion in the 1.2 mil­lion-square-foot Lisle cam­pus, which would in­clude prod­uct de­vel­op­ment. The state gave Nav­is­tar in­cen­tives of nearly $65 mil­lion, in­clud­ing tax credits.

In March 2011, Nav­is­tar an­nounced the move to Lisle. Ren­o­va­tions were com­pleted in the fall, but the com­pany grad­u­ally moved from War­renville to Lisle in sum­mer 2011. “You can’t build a cam­pus like this any­where for any­where near the price we paid for this, and even though you might get more in­cen­tives, when you look at the whole pic­ture, you re­ally can’t beat it,” said Don Sharp, Nav­is­tar vice president.

In 2011, Nav­is­tar began phas­ing out its Truck De­vel­op­ment and Tech­nol­ogy Cen­ter (TDTC) in Fort Wayne, In­di­ana. In early De­cem­ber 2011, the com­pany laid off 130 em­ploy­ees, mostly en­gi­neers and de­sign­ers who were United Auto Work­ers members. In total, 300 out of 1,400 Fort Wayne em­ploy­ees even­tu­ally ac­cepted of­fers to re­lo­cate to Illi­nois. The other 1,100 work­ers ei­ther re­tired or chose to re­main in In­di­ana and find work elsewhere. The cost to move em­ploy­ees and con­sol­i­date op­er­a­tions was es­ti­mated to be $75 mil­lion. The only Nav­is­tar em­ploy­ees re­main­ing after De­cem­ber 2012 were 20-25 peo­ple man­ning the com­pany’s test track on Ox­ford Street. In late July 2015, the TDTC closed and the re­main­ing work­ers were let go.

In Jan­u­ary 2012, the EPA adopted an in­terim final rule that al­lowed Nav­is­tar to con­tinue sell­ing the en­gines sub­ject to NCPs. Sev­eral Nav­is­tar com­peti­tors sued, and in June 2012 the same ap­peals court ruled that EPA’s in­terim rule was in­valid be­cause it did not give the pub­lic no­tice and an op­por­tu­nity for comment.

In the mean time, Nav­is­tar’s EGR de­ci­sion had led to sig­nif­i­cant re­li­a­bil­ity and qual­ity prob­lems. Truck dri­vers began los­ing trust and con­fi­dence as Nav­is­tar ve­hi­cles were break­ing down fre­quently. Con­se­quently, they aban­doned Nav­is­tar trucks in favor of com­peti­tor’s trucks.

Tension Mounts

In June 2012, spec­u­la­tion mounted about a pos­si­ble takeover of the strug­gling truck maker. This came as hedge fund MHR Fund Man­age­ment LLC dis­closed a 13.6% stake in the com­pany, slightly higher than bil­lion­aire ac­tivist in­vestor Carl Icahn’s 11.9% stake. As a re­sult, Nav­is­tar adopted a poi­son pill de­fense. If the plan were trig­gered by an out­side in­vestor tak­ing a stake of 15 per­cent or more in the com­pany, then Nav­is­tar would issue its share­hold­ers rights that would let them buy new com­mon stock in the com­pany at a dis­count of 50 per­cent: For each share held, the in­vestor could buy $280 worth of new shares for $140. The in­vestor who took the 15 per­cent stake or more would not have the right to buy ad­di­tional shares.

In Au­gust 2012, Nav­is­tar an­nounced it would use Cum­mins en­gines and SCR technology. After 37 years with the com­pany, Dan Us­t­ian re­tired im­me­di­ately in Au­gust 2012 and left his po­si­tion on the board as well. For­mer Tex­tron CEO Lewis Camp­bell was named in­terim CEO and Troy Clarke was pro­moted to Chief Op­er­at­ing Officer. Us­t­ian’s sev­er­ance pack­age began at $7.9 mil­lion. The com­pany’s proxy state­ment dur­ing this time es­ti­mated the total pack­age to be $14.6 mil­lion, con­tin­gent on a share price of $42.07 on Oct. 31, 2011, the end of the com­pany’s fis­cal year.

On Sep­tem­ber 9, 2012, bil­lion­aire and key stock holder Carl Icahn sent an open let­ter to Nav­is­tar’s board, blast­ing them for “abysmal busi­ness de­ci­sions” and “poor cor­po­rate gov­er­nance.” Icahn noted from 2009-2012, that “this Board has au­tho­rized spend­ing share­holder money on law­suits against sup­pli­ers, com­peti­tors and reg­u­la­tors, mar­ket­ing plans to con­vince cus­tomers that non-com­pli­ant en­gines are ac­tu­ally com­pli­ant, ac­cu­mu­lat­ing non-core as­sets such as a Recre­ational Ve­hi­cle man­u­fac­turer, and a “gold-plated” cor­po­rate head­quar­ters that cost over $100 mil­lion. The one thing this Board re­fused to spend money on was a back-up plan in­volv­ing the in­dus­try stan­dard tech­nol­ogy Nav­is­tar now must rely on.”

In a Sep­tem­ber 2012 in­ter­view, Cum­mins CEO Tom Linebarger said, “all we did was act nice to them (Nav­is­tar) even when they didn’t talk nicely about us,” he smiled, re­call­ing harsh com­ments that Nav­is­tar ex­ec­u­tives had made about SCR being used by all its competitors.

In Oc­to­ber 2012, Chief Prod­uct Of­fi­cer Deepak Kapur stepped down, fol­lowed by Group Vice Pres­i­dent of Prod­uct De­vel­op­ment Ramin Younessi in De­cem­ber 2012. CIO Don Sharp also left the com­pany in April 2013.

Layoffs and consolidation

Au­gust 2012 fea­tured a Vol­un­tary Sep­a­ra­tion Pro­gram (VSP) as well as in­vol­un­tary lay­offs. This was due to the failed en­gine strat­egy, ris­ing war­ranty costs and de­clines in com­mer­cial and mil­i­tary sales. The com­pany let go 500 em­ploy­ees and in Sep­tem­ber 2012, an­nounced plans to lay off 200 more salaried employees.

In ad­di­tion, the com­pany an­nounced it would close its Gar­land, Texas man­u­fac­tur­ing fa­cil­ity by mid-2013, re­sult­ing in the loss of 900 jobs.

In March 2013, Nav­is­tar an­nounced that in­terim CEO Lewis Camp­bell would step down and COO Troy Clarke would be named CEO and Chair­man of the Board. Jack Allen was named COO. In June 2013, CFO A.J. Cederoth stepped down and James M. Moran, Nav­is­tar se­nior vice pres­i­dent and trea­surer, would act as in­terim CFO until a suc­ces­sor could be found. In late June 2013, for­mer Gen­eral Mo­tors ex­ec­u­tive Wal­ter Borst was named Ex­ec­u­tive VP and CFO.

In Sep­tem­ber 2013, Nav­is­tar an­nounced it would cut 500 more jobs amid a larger than ex­pected third quar­ter loss. Nav­is­tar re­ported a slower than ex­pected re­turn to prof­itabil­ity due to large mar­ket share losses, de­clin­ing sales and weak mar­ket conditions.

In May 2014, a third round of lay-offs in as many years oc­curred at the cor­po­rate head­quar­ters as part of on­go­ing cost cut­ting measures.

On July 31, 2015, Nav­is­tar ceased op­er­a­tions and laid off the re­main­ing 15 em­ploy­ees at the Truck De­vel­op­ment and Tech­nol­ogy Cen­ter (TDTC) in Fort Wayne, Indiana.

Cost-cutting and divestitures

As part of the turn­around plan, Nav­is­tar ex­ec­u­tives cut costs ag­gres­sively. They cut SG&A costs by 16% in 2013 and cut prod­uct de­vel­op­ment spend­ing by 24%. In­terim CEO Lewis Camp­bell’s pri­or­i­ties in­cluded a focus on qual­ity, re­duc­ing the com­pany’s cost struc­ture and par­ing back its prod­uct line.

Nav­is­tar also sold sev­eral busi­nesses that it deemed were not pro­vid­ing enough of a Re­turn On In­vested Cap­i­tal (ROIC). Among them were their Monaco RV busi­ness as well as Work­horse Chassis. They also ex­ited their joint ven­ture with Mahin­dra  and sold off their E-Z Pack unit, which made bod­ies for garbage trucks, as well as its Con­ti­nen­tal Mixer unit, which made con­crete mix­ers, for prices the com­pany char­ac­ter­ized as “not material.”

In Jan­u­ary 2014, Forbes re­ported sev­eral key chal­lenges fac­ing Nav­is­tar, which in­clude de­clin­ing mil­i­tary sales, a pen­sion plan un­der­funded by $2.7 bil­lion, two self-dis­closed weak­nesses in ac­count­ing prac­tices and a new col­lec­tive bar­gain­ing agree­ment for the com­pany’s 6,000 full and part-time work­ers who are rep­re­sented by labor unions.

In Feb­ru­ary 2014, Nav­is­tar an­nounced it would move some en­gine pro­duc­tion op­er­a­tions from Huntsville, AL, to Mel­rose Park, IL by sum­mer 2014. The move elim­i­nated 280 jobs in Al­abama and saved an es­ti­mated $22 mil­lion. Nav­is­tar said it would keep two other diesel en­gine plants op­er­at­ing in Huntsville.

In Sep­tem­ber 2014, Nav­is­tar re­ported its best quar­ter in years. It an­nounced a third quar­ter net loss of $2 mil­lion, or $0.02 per di­luted share, com­pared to a third quar­ter 2013 net loss of $247 mil­lion, or $3.06 per di­luted share. It was also in Sep­tem­ber that CEO Troy Clarke an­nounced that the com­pany’s biggest di­vesti­tures were com­plete, and that the focus would now be on re­gain­ing lost mar­ket share.

On No­vem­ber 6, 2014, lead­er­ship changes con­tin­ued at Nav­is­tar, with Ex­ec­u­tive VP and COO Jack Allen re­tir­ing im­me­di­ately. Rather than hire a new COO, CEO Troy Clarke split the COO du­ties among three other executives.

Legal issues and struggle for profitability

In De­cem­ber 2014, the United States Ju­di­cial Panel on Mul­ti­dis­trict Lit­i­ga­tion or­dered that 13 of 14 civil law­suits brought against Nav­is­tar for MaxxForce en­gines would be con­sol­i­dated into one case. The con­sol­i­dated law­suits say Nav­is­tar’s use of Ad­vanced Ex­haust Gas Re­cir­cu­la­tion emis­sion con­trol sys­tem, or EGR, was de­fec­tive and re­sulted in re­peated en­gine fail­ures and fre­quent re­pairs and downtime.

On De­cem­ber 16, 2014, Nav­is­tar re­ported a larger than ex­pected 4th quar­ter net loss of $72 mil­lion. While sales rose 9 per­cent to $3 bil­lion, the com­pany cited re­struc­tur­ing and war­ranty costs as the main rea­sons for the loss. A day ear­lier, the com­pany an­nounced it would be clos­ing its en­gine foundry in In­di­anapo­lis, re­sult­ing in the loss of 100 jobs and cost­ing $11 mil­lion. The com­pany es­ti­mated an­nual sav­ings of $13 mil­lion in op­er­at­ing costs.

In March 2015, Nav­is­tar re­ported a first quar­ter 2015 net loss of $42 mil­lion, or $0.52 per di­luted share, com­pared to a first quar­ter 2014 net loss of $248 mil­lion, or $3.05 per di­luted share. Rev­enues in the quar­ter were $2.4 bil­lion, up $213 mil­lion or 10 per­cent, ver­sus the first quar­ter of 2014. The higher rev­enues in the quar­ter were dri­ven by a 17 per­cent year-over-year in­crease in char­ge­outs for Class 6-8 trucks and buses in the United States and Canada. This in­cluded a 42 per­cent in­crease in school buses; a 25 per­cent in­crease in Class 6/7 medium trucks; a 7 per­cent in­crease in Class 8 heavy trucks; and a 5 per­cent in­crease in Class 8 se­vere ser­vice trucks. Higher sales in the com­pany’s ex­port truck op­er­a­tions also con­tributed to the in­crease, par­tially off­set by a de­crease in used truck sales. The com­pany fin­ished the first quar­ter with a 27 per­cent year-over-year in­crease in order back­log for Class 6-8 trucks.

On June 4, 2015, Nav­is­tar re­ported a sec­ond quar­ter net loss of $64 mil­lion, or 78 cents a share, com­pared with a year-ear­lier loss of $297 mil­lion, or $3.65 a share. Rev­enue fell to $2.69 bil­lion from $2.75 bil­lion. An­a­lysts had ex­pected a loss of 18 cents a share and rev­enue of $2.82 billion.

On June 9, 2015, Nav­is­tar named Jeff Sass as the new Se­nior VP of North Amer­i­can Truck Sales. Sass pre­vi­ously worked 20 years for rival Paccar.

On June 12, 2015, Mark Rachesky’s MHR Fund Man­age­ment LLC dis­closed a 6% in­creased stake in Nav­is­tar, up to 15,446,562 shares. The firm now owns 18.9% of Navistar.

In July 2015, the En­vi­ron­men­tal Pro­tec­tion Agency filed a civil law­suit against Nav­is­tar seek­ing $300 mil­lion in fines over its use of non-com­pli­ant en­gines in its 2010-model trucks – en­gines that did not meet the agency’s ex­haust emis­sion standards. “Be­cause (Nav­is­tar) com­pleted man­u­fac­tur­ing and as­sem­bling processes for the sub­ject en­gines in 2010 … each and every en­gine was ‘pro­duced’ in 2010 and is there­fore not a model 2009 en­gine,” the com­plaint said. Nav­is­tar clas­si­fied the en­gines as 2009 model year en­gines be­cause it began as­sem­bling them in 2009. Nav­is­tar has stated they dis­pute the al­le­ga­tions and would “ag­gres­sively de­fend” their position.

On July 20, 2015, Nav­is­tar an­nounced that it was re­fi­nanc­ing the $697.5 mil­lion se­nior se­cured term loan fa­cil­ity of Nav­is­tar, Inc., which ma­tures in Au­gust 2017, with a new $1.040 bil­lion se­nior se­cured term loan, which will ma­ture in Au­gust 2020. The re­fi­nanc­ing will ex­tend the ma­tu­rity of the term loan fa­cil­ity and pro­vide ad­di­tional liq­uid­ity and fi­nan­cial flex­i­bil­ity for the company.

Brands

International Trucks

 DuraStar Box (van body) truck

 ProStar® Semi tractor

 WorkStar Dump truck

In 1986, after the tran­si­tion from In­ter­na­tional Har­vester to Nav­is­tar, the truck prod­uct line (es­sen­tially all that was left) dropped the “Har­vester” por­tion of the brand name. In­ter­na­tional pro­duces a va­ri­ety of medium-duty, over-the-road, and se­vere-ser­vice trucks.

Pickups (XT-Series)

MXT (2004–2008)

CXT

RXT

Medium Duty

International TerraStar Class 4-5 conventional

International CityStar LCF (low-cab forward) cab-over

International DuraStar Class 6-7 conventional

Class 8

International LoneStar conventional

International ProStar+ conventional

International 9000 Series conventional

International TranStar conventional

Severe-service

International PayStar conventional

International WorkStar conventional

Navistar Defense

Pickup trucks

• International SOTV-A
• International SOTV-B
• International MXT-MV
• International MXT-MVU

MRAPs

• International MaxxPro

Class 8

• International ATX -6
• International ATX -8
• International 5000-MV
• International 7000-MV

IC Bus

Further information: IC Bus and AmTran

 IC Bus BE-Series school bus

In­ter­na­tional has a long his­tory in the school bus in­dus­try as a chas­sis provider, dat­ing to when school buses first be­came mo­tor­ized. In 1991, Nav­is­tar en­tered the school bus in­dus­try as a body man­u­fac­turer when it began its ac­qui­si­tion of Am­Tran, an Arkansas-based com­pany founded as Ward Body Works in 1933. Today, IC Bus pro­duces sev­eral mod­els of full-sized school buses along with buses for com­mer­cial use.

School/activity buses

AE-Series cutaway-cab conventional (based on International TerraStar)

BE-Series conventional (International 3300LP chassis)

CE-Series conventional (International 3300 chassis)

available in diesel-electric hybrid configuration

RE-Series rear-engine transit-style (International 3000 chassis)

Commercial buses

Along with com­mer­cial-use de­riv­a­tives of the school bus prod­uct lines, IC of­fers these dis­tinct products:

• AC-Series cutaway cab (based on International TerraStar)
• HC-Series cutaway cab (based on International DuraStar)
  • available in diesel-electric hybrid configuration
• LC-Series low-floor cutaway cab (based on International DuraStar LP)

Motorcoaches

IC Bus has in­tro­duced con­cept ve­hi­cles in both 40 feet (12 m) and 45 feet (14 m) lengths.

International Harvester/Navistar diesel engines

Further information: List of International Harvester/Navistar engines

In­ter­na­tional Truck and En­gine re­cently launched the “MaxxForce” brand name for its line of diesel en­gines. En­gines were re­branded as “MaxxForce” fol­lowed by a num­ber cor­re­spond­ing to the en­gine’s dis­place­ment, rounded up. So the 4.5L VT275 be­came the “MaxxForce 5. The Maxxforce Diesel en­gine line has re­cently been dis­con­tin­ued as a re­sult of Nav­is­tar In­ter­na­tional hav­ing many is­sues and re­ports of prob­lems with the en­gine. Ford con­tin­ued to use the Power Stroke brand name on their In­ter­na­tional-sourced en­gines. How­ever, the new 6.7L Power Stroke is not an In­ter­na­tional de­signed engine.

Joint ventures

Ford Motor Company

See also: Ford Power Stroke engine and Ford F-650

Since the 1980s, Nav­is­tar has had a close re­la­tion­ship with Ford Motor Com­pany. The re­la­tion­ship started out as an en­gine-shar­ing deal, but evolved into the pro­duc­tion of en­tire ve­hi­cles. How­ever, in May 2014, Ford cut Nav­is­tar out of the busi­ness of the F-650 and F-750 com­mer­cial trucks. Nav­is­tar had built them for Ford since 2001. Be­gin­ning in 2015, Ford plans to start mak­ing the trucks them­selves. It is ap­prox­i­mately a $400 mil­lion a year business.

Ford F-650, a product of Blue Diamond Truck

Ford PowerStroke diesel

As a re­sult of the gas crises of the 1970s, big-block gaso­line V8 en­gines (such as the Ford 460) had begun to fall out of favor with pickup-truck buy­ers. In the 1980s, diesel en­gines in Amer­i­can pickup trucks (in­tro­duced by Gen­eral Mo­tors in 1978) had be­come pop­u­lar, as they of­fered the power of a big-block V8 with the fuel econ­omy of a smaller en­gine. Ford en­tered into a sup­ply agree­ment with In­ter­na­tional Har­vester to re­ceive its 6.9 L IDI V8 en­gine. The first diesel-pow­ered Ford pickup trucks de­buted for 1982; it was avail­able for 3/4 and 1-ton mod­els. GM at the time had a De­troit Diesel V8 en­gine also on its debut, prior to that GM used a 350 Diesel. Dodge started using a Cum­mins six-cylin­der in 1988.

In 1994, when the In­ter­na­tional 7.3 L IDI V8 was re­placed by the T444E, the diesel op­tion was branded “Ford Pow­er­Stroke” to em­pha­size the switch to di­rect in­jec­tion. Through­out the 1990s and 2000s, Ford of­fered In­ter­na­tional/Nav­is­tar V8 (as the DT in­line-6 was far too large to pack­age in a pickup truck) in theFord Super Duty pickup trucks.

2004-15 F-750 Super Duty in use servicing a water pump

As of 2010, the 6.4 L Ford Pow­er­Stroke V8 was the last of the In­ter­na­tional/Nav­is­tar diesels used in Ford’s F-Se­ries Super Duty lineup. When Ford re­designed the Super Duty in 2011, it was fit­ted with a 6.7 L V8 de­signed and pro­duced by Ford.

Blue Diamond Truck

In 2001, Nav­is­tar formed a joint ven­ture with long­time (20 years) cus­tomer Ford Motor Com­pany to man­u­fac­ture medium-duty trucks and parts, in­clud­ing diesel en­gines for both par­ent com­pa­nies. The new com­pany, Blue Di­a­mond Truck Co. LLC, op­er­ates in the Nav­is­tar plant in Gen­eral Es­cobedo, Mex­ico. Its first prod­ucts were the

2004 Ford F-650 and F-750 medium-duty trucks.

Anhui Jianghuai Navistar

On 16 Sep­tem­ber 2010, Anhui Jianghuai Au­to­mo­bile Co., Ltd. (JAC) an­nounced joint ven­tures with NC2 Global and Nav­is­tar In­ter­na­tional Cor­po­ra­tion that will de­velop, build, and mar­ket heavy duty trucks and diesel en­gines in China.

Mahindra Navistar

Main article: Mahindra Navistar

Nav­is­tar formed a joint ven­ture with Mahin­dra & Mahin­dra to build heavy trucks in India under the “Mahin­dra In­ter­na­tional” brand, which has since been re­named Mahin­dra Nav­is­tar. These trucks were dis­played at Auto Expo 2010 in Delhi, India.

The Joint Ven­ture ceased as Nav­is­tar ex­ited the joint ven­ture in 2013.

Tatra

Tatra and Nav­is­tar De­fence in­tro­duced at Eu­rosatory Ex­po­si­tion in Paris, France (June 14–18, 2010) the re­sults of their strate­gic al­liance since Oc­to­ber 2009, the mod­els ATX6 (uni­ver­sal con­tainer car­rier) and ATX8 (troop carrier) The ve­hi­cles ap­pear to be based onTatra T815-7 (T817) 6×6, 8×8 chassis, sus­pen­sion and cab­ins while using Nav­is­tar en­gines and other components. Under the deal Nav­is­tar De­fence and Tatra A.S. will mar­ket the ve­hi­cles in North Amer­ica, which in­cludes sales to the United States mil­i­tary and for­eign mil­i­tary sales fi­nanced by the United States gov­ern­ment. Tatra will source parts and com­po­nents through Nav­is­tar’s global parts and sup­port net­work for Tatra trucks de­liv­ered in mar­kets out­side of North Amer­ica, as well as mar­ket Nav­is­tar-Tatra ve­hi­cles around the world in their pri­mary markets.

Others

• In 2005, Navistar purchased MWM International Motores, a Brazilian engine manufacturer formerly associated with Deutz AG.
• Navistar International has a contract with Budget Truck Rental to produce their rental trucks.
• Navistar entered into an agreement to purchase General Motors’ medium duty truck unit in 2007, but because of changing market conditions, the purchase was not concluded.

Plug-in electric vehicles

 eStar electric van in Los Angeles in 2010. The vehicle was manufactured in the U.S. under license from Modec.

 eStar delivery truck in Washington. D.C. in 2012

Plug-in hybrid electric bus

The U.S. De­part­ment of the En­ergy an­nounced the se­lec­tion of Nav­is­tar Cor­po­ra­tion for a cost-shared award of up to US$10 mil­lion to de­velop, test, and de­ploy plug-in hy­brid elec­tric ve­hi­cle(PHEV) school buses. The pro­ject aims to de­ploy 60 ve­hi­cles for a three-year pe­riod in school bus fleets across the na­tion. The ve­hi­cles will be ca­pa­ble of run­ning in ei­ther elec­tric-only or hy­brid modes that can be recharged from stan­dard elec­tri­cal out­lets. Be­cause elec­tric­ity will be their pri­mary fuel, they will con­sume less pe­tro­leum than stan­dard ve­hi­cles. To de­velop the PHEV school bus, Nav­is­tar will ex­am­ine a range of hy­brid ar­chi­tec­tures and eval­u­ate ad­vanced en­ergy stor­age de­vices, with the goal of de­vel­op­ing a ve­hi­cle with a 40-mile (64 km) range. Travel be­yond the range will be fa­cil­i­tated by a clean diesel en­gine ca­pa­ble of run­ning on re­new­able fuels. The DOE fund­ing will cover up to half of the pro­ject’s cost and will be pro­vided over three years, sub­ject to an­nual ap­pro­pri­a­tions.

eStar electric van

The eStar is an all-elec­tric van man­u­fac­tured in Wakarusa, In­di­ana. Pro­duc­tion began in March 2010 and first de­liv­er­ies began two months later. The tech­nol­ogy used in eStar was li­censed to Nav­is­tar in 2009 in a joint ven­ture with Modec and Nav­is­tar bought the in­tel­lec­tual prop­erty rights from the Modec’s bank­ruptcy ad­min­is­tra­tors in 2011. The in­tro­duc­tion of the eStar was sup­ported by a US$39.2 mil­lion U.S. De­part­ment of En­ergy stim­u­lus grant under the 2009 Amer­i­can Re­cov­ery and Rein­vest­ment Act.

The eStar has a 5,100 lb (2,300 kg) pay­load ca­pac­ity and is avail­able with a 14- or 16-foot cargo box. The ve­hi­cle is pow­ered by a 70 kW 102 hp elec­tric motor pow­ered by an 80kWhr lithium-ion bat­tery pack sup­plied by A123 Sys­tems, and also uses re­gen­er­a­tive brak­ing. The elec­tric van has a range of 100 mi (160 km), and a full charge takes be­tween 6 and 8 hours. By May 2010 the eStar had re­ceived U.S. En­vi­ron­men­tal Pro­tec­tion Agency (EPA) and CARB cer­ti­fi­ca­tions. The eStar also meets all Fed­eral Motor Ve­hi­cle Safety Stan­dards (FMVSS).

The first vans were de­liv­ered in May 2010 to FedEx Ex­press for use in Los Angeles. Other cus­tomers in­clude Pa­cific Gas and Elec­tric Com­pany (PG&E), The Coca-Cola Com­pany, and Canada Post. The eStar has a price of US$150,000.

Criticism

In De­cem­ber 2011, the non­par­ti­san or­ga­ni­za­tion Pub­lic Cam­paign crit­i­cized Nav­is­tar In­ter­na­tional for spend­ing $6.31 mil­lion on lob­by­ingand not pay­ing any taxes dur­ing 2008-2010, in­stead get­ting $18 mil­lion in tax re­bates, de­spite mak­ing a profit of $896 mil­lion and in­creas­ing ex­ec­u­tive pay by 81%. On Jan 31, 2005, Nav­is­tar Fi­nan­cial said it would re­state fi­nan­cial state­ments for fis­cal years 2002 and 2003 and the first three quar­ters of fis­cal 2004, be­cause it did not take into con­sid­er­a­tion po­ten­tial changes to fu­ture in­come. On April 7, 2006, Nav­is­tar re­stated fi­nan­cial re­sults from 2002 through 2004, and for the first three quar­ters of 2005, due to ac­count­ing prac­tices that are the sub­ject of a con­tin­u­ing review.

Images

Navistar International Vehicles

2010 International LoneStarTractor Trailer IDF Custom International. IC Bus CE300 school bus International DuraStar medium-duty truck International 4700 SCD OLYMPUS DIGITAL CAMERA OLYMPUS DIGITAL CAMERA SONY DSC OLYMPUS DIGITAL CAMERA Coca Cola eStar electric truck at Washington D.C. ????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????????? Beaumont, TX, November 2, 2005- A contractor has the value of his load of brush and tree limbs estimated before he dumps it at an Army Corps of Engineers debris site. FEMA funds the Corps of Engineers debris disposal program. Photo by Ed Edahl/FEMA Honourary Colonel’s Dinner at 438 ETAH OLYMPUS DIGITAL CAMERA OLYMPUS DIGITAL CAMERA OLYMPUS DIGITAL CAMERA

International Harvester Company – NAVISTAR INTERNATIONAL CORPORATION I

International Harvester – NAVISTAR INTERNATIONAL Corporation 1901 – present Warrenville Illinois USA

International Harvester Company

Industry	Agricultural, Automotive
Fate	renamed as Navistar International Corporation
Predecessor	McCormick Harvesting Machine Company Deering Harvester Company Warder, Bushnell, and Glessner etc.
Successor	Navistar International
Founded	1901
Founder	Cyrus Hall McCormick
Headquarters	Warrenville, Illinois
Area served	Worldwide
Key people	Cyrus Hall McCormick,J.P. Morgan
Products	Farm Machinery, Vocational Trucks, Household Appliances, Passenger Vehicles, Construction and Industrial Equipment

 1939 Advertisement for International “Jungle Yacht” Tractor-trailer, for a luxury tour of the Belgian Congo.

 Advertisement for 1940 International Tanker Truck

The In­ter­na­tional Har­vester Company (ab­bre­vi­ated first IHC and later IH) (now known as  Nav­is­tar In­ter­na­tional Cor­po­ra­tion) was a United States man­u­fac­turer of agri­cul­tural ma­chin­ery, con­struc­tion equip­ment, trucks, and house­hold and com­mer­cial prod­ucts. In 1902, J.P. Mor­gan merged the Mc­Cormick Har­vest­ing Ma­chine Company and Deer­ing Har­vester Com­pany, along with three smaller agri­cul­tural equip­ment firms, to form In­ter­na­tional Har­vester. In 1985, In­ter­na­tional Har­vester sold off most of its agri­cul­tural di­vi­sion to Ten­neco, Inc., who merged it into its sub­sidiary J.I. Case under the Case IH brand. Fol­low­ing the terms of IH’s agree­ment with Ten­neco, In­ter­na­tional Har­vester re­named it­self Nav­is­tar In­ter­na­tional Cor­po­ra­tion in 1986.

• INTERNATIONAL HARVESTER DURING WORLD WAR II “THE STRONG SHALL BE FREE” 74342
• INTERNATIONAL HARVESTER Dealerships through the years.
• THE DAY INTERNATIONAL HARVESTER DIED IN MEMPHIS
• International Harvester 3444 Diesel Backhoe / Loader for Sale

History

Cyrus Hall McCormick patented an early mechanical reaper

Founding of the company

The roots of In­ter­na­tional Har­vester run to the 1830s, when Cyrus Hall Mc­Cormick, an in­ven­tor from Vir­ginia, fi­nal­ized his ver­sion of a horse-drawn reaper, which he field-demon­strated through­out 1831, and for which he re­ceived a patent in 1834. To­gether with his brother Le­an­der J. Mc­Cormick (1819–1900), Mc­Cormick moved to Chicago in 1847 and started the Mc­Cormick Har­vest­ing Ma­chine Com­pany. The Mc­Cormick reaper sold well, par­tially as a re­sult of savvy and in­no­v­a­tive busi­ness prac­tices. Their prod­ucts came onto the mar­ket just as the de­vel­op­ment of rail­roads of­fered wide dis­tri­b­u­tion to dis­tant mar­ket areas. He de­vel­oped mar­ket­ing and sales tech­niques, de­vel­op­ing a vast net­work of trained sales­men able to demon­strate op­er­a­tion of the ma­chines in the field.

Mc­Cormick died in 1885, with his com­pany pass­ing to his son, Cyrus Mc­Cormick, Jr., whose an­tipa­thy and in­com­pe­tence to­ward or­ga­nized labor sparked the Hay­mar­ket af­fair, the ori­gin of May Day as a labor hol­i­day. In 1902 the Mc­Cormick Har­vest­ing Ma­chine Com­pany and Deer­ing Har­vester Com­pany, along with three smaller agri­cul­tural equip­ment firms (Mil­wau­kee; Plano; and Warder, Bush­nell, and Gless­ner—man­u­fac­tur­ers of Cham­pion brand) merged to cre­ate the In­ter­na­tional Har­vester Com­pany. In 1919, the Par­lin and Oren­dorff fac­tory in Can­ton, Illi­noiswas a leader in the plow man­u­fac­tur­ing in­dus­try. In­ter­na­tional Har­vester pur­chased the fac­tory call­ing it the Can­ton Works; it con­tin­ued pro­duc­tion for many decades.

 An International Harvester tractor built in 1920

 1954 R-110 series pickup

The golden years of IH

In 1926 IH’s Far­mall Works began pro­duc­tion in a new plant in Rock Is­land, Illi­nois, built solely to pro­duce the new Far­mall trac­tor. By 1930, the 100,000th Far­mall was pro­duced. IH next set their sights on in­tro­duc­ing a true ‘gen­eral-pur­pose’ trac­tor de­signed to sat­isfy the needs of the av­er­age US fam­ily farmer. The re­sult­ing ‘let­ter’ se­ries of Ray­mond Loewy-de­signed Far­mall trac­tors in 1939 proved a huge suc­cess, and IH en­joyed a sales lead in trac­tors and re­lated equip­ment that con­tin­ued through much of the 1940s and 1950s, de­spite stiff com­pe­ti­tion from Ford, John Deere and other trac­tor manufacturers.

IH ranked 33rd among United States cor­po­ra­tions in the value of World War II pro­duc­tion contracts. In 1946 IH ac­quired a de­fense plant in Louisville, Ken­tucky, which was en­larged, ex­panded, and re-equipped for pro­duc­tion of the Far­mall A, B, and the new 340 trac­tors. Then in 1948 IH ac­quired the Met­ro­pol­i­tan Body Com­pany of Bridge­port, Connecticut. This was the man­u­fac­tur­ing fa­cil­ity for the bod­ies of the com­mer­cially suc­cess­ful Metro line of for­ward con­trol vans and trucks from 1938 until roughly 1964.

In 1974, the 5 mil­lionth IHC trac­tor was pro­duced at the Rock Is­land Far­mall plant.

Through­out the 1960s and 1970s, de­spite good sales, IH’s profit mar­gins re­mained slim. The con­tin­ual ad­di­tion of un­re­lated busi­ness lines cre­ated a some­what un­wieldy cor­po­rate or­ga­ni­za­tion, and the com­pany found it dif­fi­cult to focus on a pri­mary busi­ness, be it agri­cul­tural equip­ment, con­struc­tion equip­ment, or truck pro­duc­tion. An overly con­ser­v­a­tive man­age­ment, com­bined with a rigid pol­icy of in-house pro­mo­tions tended to sti­fle new man­age­ment strate­gies as well as tech­ni­cal in­no­va­tion. Prod­ucts with in­creas­ingly an­cient tech­nol­ogy con­tin­ued in pro­duc­tion de­spite their mar­ginal ad­di­tion to sales. Worse, IH not only faced a threat of strong com­pe­ti­tion in each of its main busi­nesses, but also had to con­tend with in­creased pro­duc­tion costs, pri­mar­ily due to labor and gov­ern­ment-im­posed en­vi­ron­men­tal and safety regulations.

Downfall

In 1979 IH named a new CEO, who was de­ter­mined to im­prove profit mar­gins and dras­ti­cally cut bal­loon­ing costs. Un­prof­itable model lines were ter­mi­nated, and fac­tory pro­duc­tion cur­tailed. By the end of the year, IH prof­its were at their high­est in 10 years, but cash re­serves were still too low. Union mem­bers be­came in­creas­ingly irate over pro­duc­tion cut­backs and other cost-cut­ting mea­sures. In the spring and sum­mer of 1979, IH began short-term plan­ning for a strike that seemed in­evitable. Then on No­vem­ber 1, IH an­nounced fig­ures show­ing that pres­i­dent and chair­man Archie Mc­Cardell re­ceived a $1.8 mil­lion (in 1979 val­ues) bonus. Mc­Cardell sought over­time, work rule, and other changes from the UAW, which led to a strike on No­vem­ber 2, 1979.

Soon after, the econ­omy turned un­fa­vor­able, and IH faced a fi­nan­cial cri­sis. The strike lasted ap­prox­i­mately six months. When it ended, IH had lost al­most $600 mil­lion (in 1979 value; over $2 bil­lion today).

By 1981 the com­pany’s fi­nances were at their low­est point ever. The strike, ac­com­pa­nied by the econ­omy and in­ter­nal cor­po­rate prob­lems, had placed IH in a hole that had only a slim way out. Things only got worse until 1984, when the bit­ter end came.

In­ter­na­tional Har­vester, fol­low­ing long ne­go­ti­a­tions, agreed to sell se­lected as­sets of its agri­cul­tural prod­ucts di­vi­sion to Ten­neco, Inc. on No­vem­ber 26, 1984. Ten­neco had a sub­sidiary, J.I. Case, that man­u­fac­tured trac­tors, but lacked the full line of farm im­ple­ments that IH pro­duced (com­bines, cot­ton pick­ers, tillage equip­ment etc.)

Fol­low­ing the merger, trac­tor pro­duc­tion at Har­vester’s Rock Is­land, Illi­nois Far­mall Works ceased in May 1985. Pro­duc­tion of the new Case IH trac­tors moved to the J.I. Case Trac­tor Works in Racine, Wis­con­sin. Pro­duc­tion of IH Ax­ial-Flow com­bines con­tin­ued at the East Mo­line, Illi­nois com­bine fac­tory. Har­vester’s Mem­phis Works in Mem­phis, Ten­nessee was closed and cot­ton picker pro­duc­tion was moved.

The truck and en­gine di­vi­sions re­mained, and in 1986 Har­vester changed the cor­po­rate name to Nav­is­tar In­ter­na­tional Cor­po­ra­tion (Har­vester had sold the In­ter­na­tional Har­vester name and the IH sym­bol to Ten­neco Inc. as part of the sale of its agri­cul­tural prod­ucts di­vi­sion). Nav­is­tar In­ter­na­tional Cor­po­ra­tion con­tin­ues to man­u­fac­ture medium- and heavy-duty trucks, school buses, and en­gines under the In­ter­na­tional brand name.

Divisions and products

 International 660 in rural Saskatchewan

Agriculture

The In­ter­na­tional Har­vester Agri­cul­tural Di­vi­sion was 2nd to the Truck Di­vi­sion but was the best-known IH sub­sidiary. When IH sold the agri­cul­tural prod­ucts di­vi­sion to Ten­neco in 1985, the In­ter­na­tional Har­vester name and “IH” logo, went with it.

One of the early prod­ucts (be­sides the har­vest­ing equip­ment that Mc­Cormick and Deer­ing had been mak­ing prior to the merger) from the newly cre­ated In­ter­na­tional Har­vester Com­pany was the Trac­tion Truck: a truck frame man­u­fac­tured by Mor­ton Trac­tion Truck Com­pany (later bought by IHC) with an IHC en­gine installed.

From 1902, when IH was formed, to the early 1920s, the Mc­Cormick and Deer­ing deal­er­ships kept their orig­i­nal brands unique, with Mogul trac­tors sold at Mc­Cormick deal­ers, and Titan trac­tors at Deer­ing deal­er­ships, due to the still pre­sent com­pet­i­tive­ness of the for­mer rivals.

The early tractors

 1911 one-cylinder 25 hp (19 kW) Type C Mogul

 1937 McCormick-Deering tractor on display at the Cole Land Transportation Museum in Bangor, Maine

IH pro­duced a range of large gaso­line-pow­ered farm trac­tors under the Mogul and Titan brands. Sold by Mc­Cormick deal­ers, the Type C Mogul was lit­tle more than a sta­tion­ary en­gine on a trac­tor chas­sis, fit­ted with fric­tion drive (one speed for­ward, one reverse). Be­tween 1911 and 1914, 862 Moguls were built. These trac­tors had var­ied suc­cess but the trend going into the mid-1910s was “small” and “cheap”.

The first im­por­tant trac­tors from IH were the model 10-20 and 15-30. In­tro­duced in 1915, the trac­tors (which were smaller than their pre­de­ces­sors) were pri­mar­ily used as trac­tion en­gines to pull plows and for belt work on thresh­ing ma­chines. The 10-20 and 15-30 both had sep­a­rate, but sim­i­lar, Mogul and Titan versions.

Around this time, IHC pur­chased a num­ber of smaller com­pa­nies to in­cor­po­rate their prod­ucts into the IH dealer ar­se­nal. Par­lin & Oren­dorff aka P&O Plow and Chat­tanooga Plow were pur­chased in 1919. Other brand names they in­cor­po­rated in­clude, but are not lim­ited to, Key­stone, D.M. Os­borne, Kemp, Mead­ows, Ster­ling, Weber, Plano and Cham­pion.

In 1924 IH in­tro­duced the Far­mall trac­tor, a smaller gen­eral-pur­pose trac­tor, to fend off com­pe­ti­tion from the Ford Motor Com­pany‘s Ford­son trac­tors. The Far­mall was a leader in the emerg­ingrow-crop trac­tor cat­e­gory.

 1954 IH Farmall Super C

Fol­low­ing the in­tro­duc­tion of the Far­mall, IH in­tro­duced sev­eral sim­i­lar look­ing “F Se­ries” mod­els that of­fered im­prove­ments over the orig­i­nal de­sign (the orig­i­nal model be­came known as the “Regular”).

In 1932 IH pro­duced their first diesel en­gine, in the Mc­Cormick-Deer­ing TD-40 crawler. This en­gine started on gaso­line, then switched over to diesel fuel. Diesel en­gines of this era were dif­fi­cult to start in cold weather, and using gaso­line al­lowed the en­gine to start eas­ily and thor­oughly warm up be­fore mak­ing the switch to diesel in all weather con­di­tions. In 1935 this en­gine was put in the In­ter­na­tional Har­vester WD-40, be­com­ing the first diesel trac­tor on wheels in North America (the world’s first diesel trac­tor was the Ger­man Benz-Sendling BS 6, in­tro­duced in 1922).

The letter and standard series

 A McCormick Farmall tractor.

For model year 1939, in­dus­trial de­signer Ray­mond Loewy was hired to de­sign a new line of trac­tors. The sleek look, com­bined with other new fea­tures, cre­ated what is known as the Far­mall “let­ter se­ries” (A, B, BN, C, H, and M) and the Mc­Cormick-Deer­ing “stan­dard se­ries” (W-4, W-6, and W-9). Model year 1941 saw the in­tro­duc­tion of the model “MD”, the first row­crop diesel pow­ered trac­tor; it would be over a decade be­fore IH’s largest com­peti­tor, John Deere, would in­tro­duce a diesel op­tion on their row­crop trac­tors. The let­ter se­ries trac­tors were up­dated to the “super” se­ries in 1953 (with the ex­cep­tion of the A, which had be­come a “super” in 1947, and the B and BN, which were dis­con­tin­ued in 1948) and re­ceived sev­eral im­prove­ments. Many of these trac­tors (es­pe­cially the largest: the H, M, and W mod­els) are still in op­er­a­tion on farms today. Es­pe­cially de­sir­able are the diesel-pow­ered MD, WD-6, and WD-9. These trac­tors car­ried for­ward the unique gaso­line start diesel con­cept of the WD-40.

The let­ter and stan­dard se­ries of trac­tors was pro­duced until 1954, and was a defin­ing prod­uct in IH history.

In 1947, the small­est trac­tor in the Far­mall line was in­tro­duced, the Cub. With a 60 cu. in. four-cylin­der en­gine and a 69-inch wheel­base, the Cub was aimed at small farms such as truck farms, horse farms, and other small acreages that had pre­vi­ously con­tin­ued to rely on horse-drawn equip­ment. Like the var­i­ous John Deere L/LA/LI mod­els, one of the “mech­a­niza­tion-re­sis­tant” mar­kets it hoped to pen­e­trate was the small, poor, one-mule fam­ily farms of the rural Amer­i­can Deep South. But the Cub also sold to own­ers of larger farms who re­quired a sec­ond trac­tor. Pro­duc­tion of the Cub com­menced at the newly ac­quired Far­mall Works-Louisville plant (for­merly the wartime Cur­tiss-Wright Air­craft fac­tory in Louisville, Ken­tucky) which was ex­panded, re­mod­eled, and re-equipped. Sell­ing for $545.00 in 1947, the Cub proved ex­tremely pop­u­lar, and the orig­i­nal de­sign con­tin­ued in pro­duc­tion with­out sig­nif­i­cant al­ter­ation until 1979.

For 1955 in IH trac­tors, the num­bered “hun­dred-se­ries” was of­fered. Al­though given slightly dif­fer­ent looks and few new fea­tures, they were still up­dates to the mod­els in­tro­duced in 1939. The only new trac­tor in the 1955 lineup was the 300 Util­ity. In 1957 IH gave the trac­tor lineup an­other up­date by in­creas­ing power in some mod­els, adding a new 230 Util­ity model, and adding new white paint to the grill and sides, and giv­ing new num­ber des­ig­na­tions. This im­proved sales at the time, but IH’s in­abil­ity to change and up­date was al­ready showing.

60 Series recall

In July 1958, IH launched a major cam­paign to in­tro­duce a new line of trac­tors to re­vi­tal­ize slump­ing sales. At the Hins­dale, Illi­nois, Test­ing Farm, IH en­ter­tained over 12,000 deal­ers from over 25 coun­tries. IH showed off their new “60” se­ries of trac­tors: in­clud­ing the big, first-of-its-kind, six-cylin­der 460 and 560 trac­tors. But the joy of the new line of trac­tors was short lived. One of the first events that would even­tu­ally lead to the down­fall of IH pre­sented it­self in 1959. In June of that year, IH re­called the 460, 560, and 660 trac­tors: final drive com­po­nents had failed. IH, who wanted to be the first big-power man­u­fac­turer, had failed to dras­ti­cally up­date the final dri­ves on the new six-cylin­der trac­tors. These final dri­ves were es­sen­tially un­changed from 1939 and would fail rapidly under the stress of the more pow­er­ful 60-se­ries en­gines. IH’s com­peti­tors took ad­van­tage of the re­call, and IH would lose cus­tomers in the en­su­ing months, with many cus­tomers mov­ing to John Deere‘s New Gen­er­a­tion of Power trac­tors in­tro­duced in 1960.

1960s

Through­out the 1960s IH in­tro­duced new trac­tors and new sales tech­niques. As pro­duc­ing trac­tors was the lifeblood of the com­pany, IH would have to re­main com­pet­i­tive in this field. They both suc­ceeded and failed at this goal. But farm­ing was about to change, and IH and its com­peti­tors were in for a bumpy ride. In 1963 IH in­tro­duced the 73 hp (54 kW) 706 and 95 hp (71 kW) 806 trac­tors. In 1964 IH made its 4 mil­lionth trac­tor, an 806. In 1965 IH in­tro­duced its first 100 hp (75 kW) two-wheel-drive trac­tor, the 1206. An­other op­tion be­came avail­able in 1965 for the 706, 806, and the new 1206: a fac­tory-in­stalled cab (made by Sto­pler Allen Co.). This cab is often called the “Ice Cream Box” cab due to its shape. The cab could be equipped with a fan and heater. By 1967, over 100,000 mod­els 706, 806, and 1206 were built. The 276 In­ter­na­tional har­vester was also built at this pe­riod of time be­com­ing pop­u­lar for smaller farms with tighter lanes and fields due to mo­bil­ity and weight mak­ing the 276 a pop­u­lar seller boost­ing In­ter­na­tional Har­vester’s slim profits.

1967 saw the in­tro­duc­tion of the “56” se­ries trac­tors as re­place­ments for the suc­cess­ful and pop­u­lar “06” se­ries. These new “56s” were big­ger and more pow­er­ful than the “06s”. The new mod­els in­cluded the 65 hp (48 kW) 656, 76 hp (57 kW) 756, the 101 hp (75 kW) 856, and the 116 hp (87 kW) 1256. The “ice cream box” cab was still an op­tion. In 1969 IH in­tro­duced the 1456 Turbo at 131 hp (98 kW). Also that year, the 91 hp (68 kW) 826 was in­tro­duced with the op­tion of gearshift or hy­dro­sta­tic trans­mis­sions. The “ice cream box” cab was dropped and re­placed with the new “cus­tom” cab made by Exel In­dus­tries, which could be equipped with fac­tory air-con­di­tion­ing, heat, and an AM radio. An­other mile­stone for IH was the 1970 in­tro­duc­tion of the 1026 Hydro which was ba­si­cally a hy­dro­sta­tic ver­sion of the 1256, at that time the most pow­er­ful hy­dro­sta­tic trans­mis­sion trac­tor made in the US at 114 hp (85 kW).

1970s

In 1971 IH in­tro­duced the 66 se­ries line. The new mod­els in­cluded the 85 hp (63 kW) 766, the 101 hp (75 kW) 966, the 125 hp (93 kW) 1066 turbo, the 145 hp (108 kW) 1466 Turbo, and the 145 hp (108 kW) 1468 V-8. The 130 hp (97 kW) 4166 4WD was also in­tro­duced. The 966 and 1066 were avail­able with Hydro or gearshift trans­mis­sions and the choice of two-post ROPs or two dif­fer­ent cabs, the “cus­tom” and the “deluxe”. Both could be equipped with A/C, heat, and AM-FM radios.

In 1972 the 666 re­placed the long-run­ning 656, the 150 hp (110 kW) 1568 V8 re­placed the 1468, and the 160 hp (120 kW) 1566 and the 163 hp (122 kW) 4366 4WD were in­tro­duced. Also later that year, four-post ROPs re­placed two-post; The “cus­tom” cab was dropped and the “deluxe” cab was now painted red in­stead of white. Due to horse­power con­fu­sions the 966 and 1066 Hydro mod­els were re­striped; the Hydro 100 and the 666 Hydro be­came the Hydro 70. On Feb­ru­ary 1, 1974 at 9:00 am, the 5 mil­lionth trac­tor came off the as­sem­bly line at the Far­mall Plant in Illi­nois. IH was the first trac­tor man­u­fac­turer to ac­com­plish this. Also in 1973, IH of­fi­cially dropped the “Far­mall” name from its trac­tor. This ended an era that began with the first Far­mall “Reg­u­lar” back in 1924.

The 230 hp (170 kW) 4568 V8 4WD was in­tro­duced in 1975. In 1976 the en­tire trac­tor line got a new paint job and decal pat­tern. No longer were the side pan­els all white with chrome and black de­cals: they were now all red with a black striped sticker. This was done to clear in­ven­tory for the forth­com­ing “Pro Ag Line”.

In Sep­tem­ber 1976 IH re­leased their 86 se­ries “Pro Ag Line”. The mod­els in­cluded the 80 hp (60 kW) 786, the 90 hp (67 kW) 886, the 101 hp (75 kW) 986, the 104 hp (78 kW) 186 Hydro, the 135 hp (101 kW) 1086, the 146 hp (109 kW) 1486 and the 161 hp (120 kW) 1586. These new trac­tors had a new cab dubbed the “Con­trol Cen­ter” that came stan­dard with A/C, heat, and sev­eral radio/CB op­tions. The dri­ver sat well ahead of the rear axle and the fuel tank was mounted be­hind the cab over the rear axle. This in­creased bal­ance and ride. Also in 1976, the 62 hp (46 kW) 686 along with the “86” se­ries four-wheel-dri­ves were in­tro­duced, in­clud­ing the 4186, 4586, and 4786.

In 1977 In­ter­na­tional Har­vester in­tro­duced the first Ax­ial-Flow ro­tary com­bine. This ma­chine, pro­duced at East Mo­line, Illi­nois, was the first gen­er­a­tion of over 30 years of Ax­ial-Flow combines.

In 1979 IH in­tro­duced two all-new trac­tors: the 3388 and 3588, known as the 2+2 4wd line. These trac­tors were the re­sult of tak­ing two 1086 rear ends and hook­ing them to­gether with a trans­fer case. A year later, the 3788 was in­tro­duced. De­spite the fact these trac­tors per­formed well in the field, they never sold well.

1980s

As the 1980s began, IH was ready to climb from its own de­pres­sion and be­come a leader once more. IH would face a sta­ble econ­omy, yet it would face an un­known fate. In Sep­tem­ber 1981, IH an­nounced at a deal­er­ship meet­ing the new “50 Se­ries” of trac­tors, which in­cluded the 136 hp (101 kW) 5088, the 162 hp (121 kW) 5288 and the 187 hp (139 kW) 5488. IH also re­leased the “30 se­ries”, which in­cluded the 81 hp (60 kW) 3088, the 90 hp (67 kW) 3288 the 112 hp (84 kW) 3488Hy­dro and the 113 hp (84 kW) 3688. These new trac­tors would prove once again that IH had the in­no­va­tion to come out on top. De­signed and styled by IH in­dus­trial de­signer Gregg Mont­gomery, whose firm (Mont­gomery De­sign In­ter­na­tional) later de­signed the Case IH “Mag­num” se­ries trac­tors, the new styl­ish de­sign of the “50 Se­ries and 30 se­ries would change the look of trac­tors from that time for­ward. IH spent over $29 mil­lion to de­velop this new se­ries, and the re­sult was the last great lineup of trac­tors from In­ter­na­tional Harvester.

There were many tech­nol­ogy-re­lated in­no­va­tions in the new se­ries. A com­puter mon­i­tor­ing sys­tem (“Sen­try”) was de­vel­oped, and IH be­came the first man­u­fac­turer to add a com­puter to a farm trac­tor. Other in­no­va­tions in­cluded a “z” shift pat­tern, an 18-speed syn­chro­nized trans­mis­sion, a for­ward air flow cool­ing sys­tem which sucked air from above the hood and blew it out the front grille, “Power Pri­or­ity” 3-pump hy­draulic sys­tem, color-coded hy­draulic lines and con­trols, and a new rear-hitch sys­tem. The 50 Se­ries had an un­prece­dented three-year or 2,500-hour en­gine and drive-train war­ranty, which would later be­come an in­dus­try stan­dard. Al­though no new sales records were set, IH sold a re­spectable amount of these trac­tors dur­ing its short pro­duc­tion time. IH also re­leased the “60 se­ries 2+2s” and planned on mak­ing the “Su­per70 se­ries” 2+2s but only a hand­ful of these exist today. On May 14, 1985 the last IH trac­tor rolled off the fac­tory line, a 5488 FWA.

IH was well into the de­vel­op­ment of a new line of trac­tors that would rev­o­lu­tion­ize the ways of farm­ing when the sale of the agri­cul­tural prod­ucts di­vi­sion was an­nounced. Many of these new fea­tures would find their way into the new se­ries of MAG­NUM trac­tors in­tro­duced by Case IH in 1987.

In the late 1970s IH en­tered a deal with Spain’s Enasa to build diesel en­gines there as In­ter­na­cional de Motores. After a down­turn in the mar­ket cou­pled to prob­lems with Spain’s entry into the EEC threat­ened the prof­itabil­ity of this pro­ject, In­ter­na­tional Har­vester with­drew in 1982. In re­turn for being al­lowed to es­cape all con­di­tions of the joint ven­ture, IH lost their up front in­vest­ment in the en­gine plant and ended up sell­ing British truck man­u­fac­turer Sed­don Atkin­son (which had be­longed to IH since 1974) to Enasa in 1983.

Brand names of the Ag division

 McCormick Deering Tractor

IH over the years used a num­ber of brand names to mar­ket their trac­tor and har­vest­ing products:

• International (1902–1985)
• Titan (1910–1924)
• Mogul (1911–1924)
• McCormick–Deering (1922–1947)
• McCormick (1947–1958)
• Farmall (1924–1973)
• Fairway (1924–1938)
• Electrall (1954–1956)

Other agricultural products

Along with the promi­nent trac­tor di­vi­sion, IH also sold sev­eral dif­fer­ent types of farm-re­lated equip­ment, such as balers, cul­ti­va­tors, com­bines (self-pro­pelled and pull be­hind), com­bine heads, corn shellers, cot­ton pick­ers, ma­nure spread­ers, hay rakes, crop dusters, disk har­rows, el­e­va­tors, feed grinders, ham­mer mills, hay con­di­tion­ers, milk­ing ma­chines, planters, mills, discs, plows and var­i­ous mis­cel­la­neous equipment.

Also pro­duced were twine, sta­tion­ary en­gines, load­ers, and wagons.

Electrall

The Elec­trall sys­tem was in­tro­duced in 1954; it was a short-lived at­tempt to mar­ket elec­tri­cally op­er­ated farm equip­ment and ac­ces­sories. The sys­tem, co-de­vel­oped with Gen­eral Elec­tric, con­sisted of a 208Vthree phaseal­ter­nat­ing cur­rent gen­er­a­tor con­nected with elec­tric ca­bles to the de­vice to be pow­ered. The gen­er­a­tor could even power a house­hold. A 10 kW Elec­trall gen­er­a­tor was an op­tion on the Far­mall 400 tractor, and there also was a 12.5 kW PTO-dri­ven ver­sion. The pos­si­ble ap­pli­ca­tions of Elec­trall power were many, but few made it to mar­ket. IH mar­ket­ing ma­te­ri­als showed a hay­baler being Elec­trall pow­ered. One of the more novel ap­pli­ca­tions of the Elec­trall was a de­vice to elec­tro­cute in­sects in the field at night (ba­si­cally like a mod­ern-day bug zap­per, but on a larger scale).

Vehicles

Light duty trucks

 1911 International Harvester Auto Wagon

 1927 International one-ton stakebed

 1954 R-110 series pickup

 1957 A-series pickup

 1961–1962 IHC C-120 Travelette

 1956 international pickup.jpg.

IH is often re­mem­bered as a maker of rel­a­tively suc­cess­ful and in­no­v­a­tive “light” lines of ve­hi­cles, com­pet­ing di­rectly against the Big 3. The most com­mon were pickuptrucks. IH made light trucks from 1907 to 1975, be­gin­ning with the Model A Auto Wagon (some­times called the “Auto Buggy”). Pro­duc­tion com­menced in Feb­ru­ary 1907 at IH’s Mc­Cormick Works in Chicago, al­though pro­duc­tion was moved to Akron, Ohio in Oc­to­ber that year. Pow­ered by a hor­i­zon­tally op­posed air-cooled twin of around 15 hp (11 kW), it was a right-hand-drive model pop­u­lar in rural areas for high ground clear­ance on the poor roads typ­i­cal of the era. It fea­tured a rear seat con­vert­ible to a car­rier bed. The Auto Wagon was re­named the Motor Truck in 1910, and was a fore­run­ner to the suc­cess­ful mod­ern pickup truck. They were called IHC until 1914, when the ‘In­ter­na­tional’ name was first applied. The final light line truck was made on May 5, 1975.

IH also had early suc­cess with the “Auto Buggy”, which started pro­duc­tion in Feb­ru­ary 1907. In the mid-1940s, In­ter­na­tional re­leased their K and KB se­ries trucks, which were more sim­plis­tic than other trucks re­leased in that era. This was fol­lowed by the L Se­ries in 1949, which was re­placed by the R Se­ries in 1952, fol­lowed by the S line in 1955. In 1957, to cel­e­brate IH’s golden an­niver­sary as a truck man­u­fac­turer, this was re­placed by the new A line. ‘A’ stands for anniver­sary. With light mod­i­fi­ca­tions to its ap­pear­ance but more se­ri­ous changes under the shell (and a num­ber of new names), this de­sign con­tin­ued in pro­duc­tion until re­placed by the 1100D in late 1969, which looked very sim­i­lar to the Scout.

Cor­re­spond­ing with the truck “let­ter lines” was the Metro line of step (de­liv­ery) vans. Start­ing in 1938 and man­u­fac­tured through 1975, the Metro se­ries was pro­duced and up­dated with each it­er­a­tion of IH’s truck lines. There were also spe­cial use vari­ants such as the Metro Coach (a bus ver­sion with win­dows and pas­sen­ger seats) and Metro front-end sec­tion and chas­sis for full com­mer­cial cus­tomiza­tion. Ad­di­tional vari­ants were based on the medium duty en­gine and chas­sis lines.

One of the com­pany’s light-duty ve­hi­cles was the Trav­e­lall, which was sim­i­lar in con­cept to the Chevro­let Sub­ur­ban. The Trav­elette was a crew cab, avail­able in 2 or 4 wheel drive. A 3-door ver­sion was avail­able start­ing in 1957, and a 4-door ver­sion was avail­able start­ing in 1961. The 1961 Trav­elette 4-door (crew­cab) was the first 6-pas­sen­ger, 4-door truck of its time. The Scout, first in­tro­duced in 1961, is a small two-door SUV, sim­i­lar to a Jeep. In 1972 the Scout be­came the Scout II, and in 1974 Dana 44 axles, power steer­ing and power disk brakes be­came stan­dard. After the Light Line pick­ups and Trav­e­lall were dis­con­tin­ued in 1975, the Scout Trav­eler and Terra be­came avail­able, both with a longer wheel­base than a stan­dard Scout II.

IH would aban­don sales of pas­sen­ger ve­hi­cles in 1980 to con­cen­trate on com­mer­cial trucks and school buses. Today the pick­ups, Trav­e­lalls, and Scouts are minor cult or­phaned ve­hi­cles. All were also avail­able as rugged four-wheel driveoff-road ve­hi­cles.

The Scout and Light Truck parts busi­ness was sold to Scout/Light Line Dis­trib­u­tors, Inc. in 1991.

Medium/heavy duty

IH was an early man­u­fac­turer of medium/heavy duty trucks. Al­though based upon truck chas­sis, IH also be­came the lead­ing man­u­fac­turer of the chas­sis por­tion of body-on-chas­sis con­ven­tional (type C) school buses. In 1962 IH of­fered the In­ter­na­tional Har­vester Load­star which be­came the pre­mier medium-duty truck. In 1978 IH of­fered the In­ter­na­tional Har­vester S-Se­ries, which re­placed the Load­star in 1979.

With the truck and en­gine di­vi­sions re­main­ing fol­low­ing the 1985 sale of the agri­cul­tural di­vi­sion, In­ter­na­tional Har­vester Com­pany changed their cor­po­rate name to Nav­is­tar In­ter­na­tional in 1986. Today Nav­is­tar In­ter­na­tional’s sub­sidiary, In­ter­na­tional Truck and En­gine Cor­po­ra­tion, man­u­fac­tures and mar­kets trucks and en­gines under the In­ter­na­tional brand name.

The Power Strokediesel en­gine, which is a trade name of Ford Motor Com­pany, was man­u­fac­tured by In­ter­na­tional Truck and En­gine Cor­po­ra­tion in In­di­anapo­lis, Ind., for use in Ford heavy-duty trucks, vans and SUVs.

Military

IH man­u­fac­tured light, medium, and heavy ve­hi­cles for mil­i­tary use. Ex­am­ples in­clude a Metro van sold to the Czecho­slo­va­kian Army in 1938, as M5 Trac­tors and 2.5-ton M-5H-6 trucks for the US Navy & Marines in 1942, and ap­prox­i­mately 3,500 2.5 ton M-5-6-318 cargo trucks pro­vided mostly to So­viet Union and China.

Motorhomes

In the 1970s, mo­torhomes were man­u­fac­tured using IHC en­gines and bare chas­sis. Most of the bod­ies were con­structed of fiber­glass.

Overseas subsidiaries

Australia

Utility

 1953 International Utility

Australian Army designs

In­ter­na­tional Har­vester Aus­tralia, a sub­sidiary of the US Man­u­fac­turer, had a long re­la­tion­ship with the Aus­tralian Army with the US de­signed AS se­ries trucks in the early 1950s. The AS164 2X4 used as a trac­tor unit and the 2X4 AS161 used as a tray­back troop transport

The as­so­ci­a­tion be­tween In­ter­na­tional Har­vester Aus­tralia and the Aus­tralian Army de­vel­oped and in con­junc­tion with the Army De­sign Es­tab­lish­ment of the Aus­tralian Com­mon­wealth De­part­ment of Sup­ply, de­signed and con­structed a range of trucks for the Aus­tralian Army. With body loosely based upon the de­sign of cab 13 of the Cana­dian Mil­i­tary Pat­tern truck the first pro­to­type built in 1959 was the In­ter­na­tional Truck Cargo 2½ Ton Gen­eral Ser­vice, Aus­tralian No.1 Mk1. which was fol­lowed by the Mk2 pro­to­type. A vari­ant with a mid mounted 20,000 pound winch, re­sulted in the first pro­duc­tion model, the Mk3 en­ter­ing ser­vice in 1963 – just in time for Aus­tralia’s entry into the Viet­nam War.

A 5 Ton 6X6 ver­sion was to fol­low with 3 major vari­ants the Truck Cargo 5 Ton with winch F1 which re­placed the Mk3 in Viet­nam service.

The F2 a tip­per version that re­placed the In­ter­na­tional Har­vester AB160 “tea­spoon Tipper” in both Viet­nam and Bor­neo the­atres of operations.

The F5 wrecker with a lack of 4X4 2 1/2 ton trucks avail­able be­cause of the Viet­nam War, the Mk3 was sup­ple­mented with fur­ther 4X4 pro­duc­tion with the up­dated Mk4 version which shared the cab with the 6X6 vari­ants Pro­duc­tion of The Aus­tralian No.1. range of trucks were pro­duced until 1973. The Mk3, Mk4, F1, F2 and F5 saw ser­vice until the late 1980s.

 NZFS 1969 C1800 Butterbox ACCO.

ACCO

 International ACCO

The Aus­tralian-de­signed and built In­ter­na­tional ACCO [Aus­tralian con­structed cab over] was first pro­duced in the late 1960s. The ACCO is a cab over en­gine type truck and has been of­fered in 4×2, 4×4, 6×2, 6×4, 8×4 and 10×4 con­fig­u­ra­tions. En­gines used have been Cum­mins, Cater­pil­lar, De­troit Diesel or GMC with Road-Ranger or Al­li­son trans­mis­sions and Rock­well dif­fer­en­tials. The ACCO range were built to order, serv­ing pri­vate op­er­a­tors, fire de­part­ments, mil­i­tary ser­vices and mu­nic­i­pal de­part­ments across Aus­tralia and New Zealand. The ACCO be­came the most pop­u­lar prod­uct of In­ter­na­tional Har­vester in Aus­tralia. The ACCO con­tin­ues to be man­u­fac­tured to date, under the own­er­ship of Iveco.

Brazilian subsidiary

“In­ter­na­tional Har­vester Máquinas S.A.” was es­tab­lished with Brazil­ian gov­ern­ment sup­port as part of a pro­ject to de­velop a ve­hi­cle in­dus­try there. Their first prod­uct was the In­ter­na­tional S-184 heavy truck. In 1966 Chrysler pur­chased In­ter­na­tional’s Brazil­ian plant.

U.S. Truck series since 1960

Loadstar (1962–1979)

 IHC Loadstar as an airport fire truck in Greece.

 1968 International Harvester Loadstar bus at the Egged Museum, of Holon, Israel.

The first gen­er­a­tion Load­star was pri­mar­ily used for local de­liv­ery, in­clud­ing school buses and fire en­gines. It was also used ex­ten­sively in the agri­cul­tural and con­struc­tion in­dus­tries. It was widely rec­og­niz­able by its grey grill and “but­ter­fly” hood, but some late mod­els had one piece tilt­ing hoods. Most had a medium-duty 4×2 chas­sis, but some 6×4 heavy-duty mod­els were built. This se­ries was re­placed by the S-Se­ries in the 1970s.

Mod­els 1600, 1650, 1700, 1750, 1800, 1850, 2050

Pow­er­train

Gasoline

IHC V-304 V8

• IHC V-345 V8
• IHC V-461 V8
• IHC V-549 V8

Diesel

• IHC DV-462 V8
• IHC DV-550 V8
• IHC DV-550B V8
  • IHC D-150/170/190 V8
  • IHC DT466 I6
• Caterpillar 1160 V8
• Caterpillar 3208 V8
• Detroit Diesel 6V53N V6

Navistar 7000 series (2005-)

The Nav­is­tar 7000 se­ries is a line of mil­i­tary heavy lift ve­hi­cles based on Nav­is­tar In­ter­na­tional‘s Work­Star truck chas­sis, and pro­duced by Nav­is­tar De­fense. The truck is avail­able in a va­ri­ety of wheel (4×2, 4×4, 6×4, and 6×6) and en­gine configurations.

In 2005, the US Army or­dered 2900 7,000-MV for the Afghan Na­tional Army and Iraqi Min­istry of De­fense and an ad­di­tional order of 7,000 was added in 2008.

The Cana­dian ForcesCana­dian Army had adopted the Nav­is­tar De­fence LLC Medium Lo­gis­tics truck. The ve­hi­cle ful­fills the MSVS Mil­COTS (Mil­i­ta­rized Com­mer­cial-Off-The-Shelf) re­quire­ment. As of mid-2011, the MSVS SMP (Stan­dard Mil­i­tary Pat­tern) ve­hi­cle has not been cho­sen. By June 2010, 1,300 Nav­is­tar units have re­placed part of the MLVW fleet. The civil­ian des­ig­na­tion of the 7000-MV is Nav­is­tar 7400 SFA 6×6.

In July 2012 the order for 1500 MSVS SMP trucks was can­celled and being re-evaluated.

Op­er­a­tors

•  Afghanistan
  • Afghan National Army
  • Afghan National Police
•  Bulgaria
  • Bulgarian Air Force (tanker at Graf Ignatievo Air Base) .
•  Canada
  • Canadian Forces (replaces the MLVW)
•  Colombia
  • Colombian Marine Corps – 24 7000MV
•  Iraq
  • Iraqi Armed Forces

S series (1977–2001)

The In­ter­na­tional Har­vester S-Series was a medium and heavy-duty truck line. In April 1977, at the New Or­leansSu­per­dome, the all-new S-se­ries medium-duty trucks were introduced. as a re­place­ment for the In­ter­na­tional Har­vester Fleet­star. In 1979, other ver­sions of the S-Se­ries were in­tro­duced to suc­ceed the Load­star-se­ries. Like the Load­star, the S-Se­ries were straight trucks com­monly used for local de­liv­ery; the ver­sions re­plac­ing the Fleet­star were semi-trac­tors or se­vere-ser­vice straight trucks. Ad­di­tion­ally, the S-Se­ries (and its re­place­ment, the 3800) proved pop­u­lar in the school bus in­dus­try. The S-Se­ries was the last prod­uct line de­signed from the ground up by In­ter­na­tional Har­vester them­selves; it was pro­duced in its orig­i­nal form until the end of the 1980s. Pro­duc­tion of the S-Se­ries ended in 2001.The six-wheeled ver­sions of the “S” were called F-se­ries.

In 1987, to re­flect the cor­po­rate change from In­ter­na­tional Har­vester to Nav­is­tar In­ter­na­tional, the S-Se­ries re­ceived new badg­ing. The IHC logo seen on the steer­ing wheel was re­placed by the Nav­is­tar di­a­mond logo. On the out­side, the In­ter­na­tional name was moved from the top to the bot­tom of the grille. In­stead of match­ing the grille color, all S-Se­ries trucks wore a red In­ter­na­tional badge.

 Navistar International 4900 dump truck

In a 1989 facelift most of the com­po­nents were car­ried over into an up­dated line of medium duty trucks (the straight trucks were re-branded In­ter­na­tional 4000 Se­ries, while the trac­tors be­came the In­ter­na­tional 8000 Se­ries) with a re­designed hood and in­te­rior in 1989. These prod­ucts un­der­went in­te­rior up­dates in 1992 and 1995, re­main­ing in pro­duc­tion until the end of the 2001 model year.

Mod­els

 Wayne Lifeguard school bus with International 3800 chassis (retired)

 Navistar International bus in Mexico.

Trucks (International Harvester)

• S-1600
• S-1700
• S-1800
• S-1900
• S-2000
• S-2200 (short hood, wide cab)
• S-2500 (long hood)
• S-2600 (long hood, set back front axle)

Trucks (Navistar International)

• 4600
• 4700
• 4900
• 8100
• 8200

Buses

Main article: International Harvester S-Series (bus chassis)

• 1853FC front-engine forward control
• S-Series ”Schoolmaster” conventional
• 3400 cutaway cab
• 3600 semi-forward control
• 3700 conventional
• 3800 conventional (replaced “Schoolmaster” with 3700)

Pow­er­train

Gasoline Engines

International Harvester

• • 345 cubic-inch V8 (1979–1986)
  • 392 cubic-inch V8 (1979–1986)
  • MV-404 6.6 liter V8 (1979–1981)
  • MV-446 7.3 liter V8 (1979–1981) (gasoline ancestor of the International Harvester IDI engine)

Diesel Engines

V8

• International Harvester 9.0 L (551 cu in) V8 (1979–1987)

• D-150/170/190 (September 1978 – December 1979)
• 9.0L (January 1980 – 1987)

• International Harvester IDI 6.9 L (420 cu in) (1983–1987)
• International Harvester IDI 7.3 L (444 cu in) (1986–1989)
• Caterpillar 3208 10.4 L (636 cu in) (1979–1981)

Inline-6

• International Harvester DT360 5.9 L (360 cu in) (1987–1989)
• International Harvester DT466 7.6 L (466 cu in) (1979–1989)
• Cummins M11

TranStar 8000 series (1989–)

 International TranStar 8600 with a special single-seat body for carrying long pipes

The In­ter­na­tional 8000 Series, also known as the In­ter­na­tional TranStar line, is a re­gional-haultrac­tor. It is avail­able in two variants. They dif­fer in en­gines, dri­ve­trains, and axle configurations.

The 8500 is pow­ered by an In­ter­na­tional HT 570 310 hp (230 kW), 1,050 lbf·ft (1,420 N·m) en­gine with ei­ther a Fuller 10-speed man­ual, Spicer 7-speed man­ual, or Al­li­son 5-speed/6-speed automatic. With a wheel­base from 128 to 201 in (3.3 to 5.1 m), its front axle ca­pac­ity is 10,000 lb (4,500 kg) or 12,000 lb (5,400 kg). Rear sin­gle axle has a ca­pac­ity of 23,000 pounds (10,000 kg). Rear tan­dem axle has a ca­pac­ity of 40,000 lb (18,000 kg). Both axles are ei­ther Mer­i­tor or Dana Spicer and are avail­able with a dri­ver-con­trolled lock­ing dif­fer­en­tial. Ap­pli­ca­tions in­clude bev­er­age, city trac­tor, and re­gional haul.

The heav­ier-duty 8600 model is pow­ered by ei­ther a Cater­pil­lar or Cum­mins diesel. With a wheel­base from 128 to 315 inches (3.25 to 8.00 m), its front axle is ei­ther a Mer­i­tor with a ca­pac­ity of 10,000 lb (4,500 kg), 12,000 lb (5,400 kg), or 13,200 lb (6,000 kg) or a Dana Spicer with a ca­pac­ity of 10,000 lb (4,500 kg), 12,000 lb (5,400 kg), 13,200 lb (6,000 kg), or 14,000 lb (6,400 kg). Rear sin­gle axle ca­pac­ity is 23,000 lb (10,000 kg). Rear tan­dem axle ca­pac­ity is 40,000 lb (18,000 kg). Both axles are ei­ther Mer­i­tor or Dana Spicer and are avail­able with a dri­ver-con­trolled lock­ing dif­fer­en­tial. Ap­pli­ca­tions in­clude bev­er­age, city trac­tor, liq­uid or dry bulk, and re­gional haul.

Home

 A 1979 Cub Cadet loader, made two years before the line was sold to Modern Tool and Die Company.

 IH dealer in Texas, showing trucks, tractors and refrigeration equipment

Lawn and garden

IH branched out into the home lawn and gar­den busi­ness in the 1960s with its line of Cub Cadet equip­ment, which in­cluded rid­ing and walk-be­hind lawn mow­ers and snow blow­ers. Also pro­duced were com­post shred­ders, ro­tary tillers, Cadet gar­den trac­tors, and power washers.

The Cub Cadet line was sold to MTD Prod­ucts in 1981.

Home appliances

Al­though best known for farm equip­ment, IH pro­duced home ap­pli­ances for farm­ers and non-farm­ers alike. This in­cluded re­frig­er­a­tion equip­ment such as re­frig­er­a­tors, air con­di­tion­ers andfreez­ers. IH had a re­frig­er­a­tion di­vi­sion of its own, as did other ve­hi­cle man­u­fac­tur­ers of the time: Ford had Philco, Chrysler had Airtemp, Gen­eral Mo­tors had Frigidaire, Nash-Kelv­ina­tor Cor­po­ra­tion (and then Amer­i­can Mo­tors) had Kelv­ina­tor, Stude­baker had the Franklin Ap­pli­ance Com­pany, Crosley had Crosley.

The IH ap­pli­ance di­vi­sion had orig­i­nally been de­vel­oped to man­u­fac­ture com­mer­cial-grade items to farm­ers, most of whom had just re­ceived elec­tric­ity by way of the many elec­tri­fi­ca­tion pro­jects in the U.S. be­fore and after World War II. Among the of­fer­ings were milk cool­ers and walk-in freez­ers for pro­duce and meat. Later on, IH courted the farmer’s wife with kitchenre­frig­er­a­tors avail­able in the lat­est de­signer styles. The IH spokes­woman for these prod­ucts was Irma Hard­ing, a fac­tory trade­mark. These prod­ucts were in­tro­duced in 1947 and sold for less than 10 years. The re­frig­er­a­tion di­vi­sion was sold to Whirlpool Cor­po­ra­tion in 1955. Since the time of pro­duc­tion was short, IH ap­pli­ances are rare today.

Other products

Weapons

In early 1951, the United States Army through the Spring­field Ar­mory con­tracted In­ter­na­tional Har­vester to pro­duce M1 Garand ri­fles, and from 1953 to 1956 pro­duced 337,623 ri­fles in total, ac­cord­ing to the Army Ord­nance Department.

HT-341

In 1959, In­ter­na­tional Har­vester cre­ated a Jet-Tur­bine pow­ered trac­tor called the In­ter­na­tional HT-341. It was do­nated to the Smith­son­ian In­sti­tu­tion in 1967.

See also

• Farmall tractor
• Farmall Cub
• International Harvester Scout
• International Harvester (song)
• List of International Harvester vehicles

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Coca Cola eStar electric truck at Washington D.C.

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Beaumont, TX, November 2, 2005- A contractor has the value of his load of brush and tree limbs estimated before he dumps it at an Army Corps of Engineers debris site. FEMA funds the Corps of Engineers debris disposal program. Photo by Ed Edahl/FEMA

Honourary Colonel’s Dinner at 438 ETAH

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References

• Crismon, Frederick W. (2002), International Trucks (2nd ed.), Minneapolis: Victory WW2 Publishing, ISBN 0-9700567-2-9

1. ^ Popular Mechanics. Books.google.com. Retrieved 2016-03-09.
2. ^ Peck, Merton J. & Scherer, Frederic M. The Weapons Acquisition Process: An Economic Analysis (1962) Harvard Business School p.619
3. ^ “1948 International Harvester Annual Report”. 1949. Retrieved12 August 2012.
4. ^ “Navistar International: Information from”. Answers.com. Retrieved2012-09-29.
5. ^ Loomis, Carol J. “The Strike That Rained on Archie McCardell’s Parade.”Fortune. May 19, 1980; Friedman, Raymond A. “Interaction Norms as Carriers of Organizational Culture: A Study of Labor Negotiations at International Harvester”. Journal of Contemporary Ethnography. 18:1 (April 1989); Zimmerman, Frederick M. The Turnaround Experience: Real-World Lessons in Revitalizing Corporations. New York: McGraw–Hill, 1991. ISBN 0-07-072899-2
6. ^ ^{a b} Leffingwell, Randy (2005). Farmall Eight Decades of Innovation. St. Paul, Minnesota: MBI Publishing. ISBN 0-7603-2136-1.
7. ^ Williams, Winston. “Long Strike Is Called Key McCardell Error.” New York Times. May 4, 1982; “Workers End Six-Month Walkout.” Associated Press. April 21, 1980
8. ^ ^{a b} Placard at WDM.
9. ^ “A History of John Deere Model R Tractors”. Retrieved 2007-11-02.
10. ^ ^{a b c d} Updike, Kenneth (2000). International Harvester Tractors 1955–1985. Osceola, Wisconsin: MBI Publishing. ISBN 0-7603-0682-6.
11. ^ Kennett, Pat (September 1982). “Intertruck: Spain”. TRUCK. London, UK: FF Publishing Ltd: 27.
12. ^ ^{a b c} Wendel, Charles (2004). 150 Years of International Harvester. Lola, Wisconsin: Krause Publications. ISBN 0-87349-928-X.
13. ^ The mid-mount Electrall unit installs on the Super M-TA, Super W-6TA, 400, 450 and 560 tractors equipped with the I-PTO option.
14. ^ “Insect Electrocution”. Ag and Food Newsletter. 2 (14): 711. 1954-07-07. Retrieved 2008-11-27.
15. ^ ^{a b c d} “International Harvester History: Trucks”. International Harvester. 1961.
16. ^ Placard at the Saskatchewan Western Development Museum, where the car was on display.
17. ^ “Smithson International Truck Museum: Truck Collection”. Rimbey, Alberta, Canada: Pas-ka-poo Historical Park. Retrieved 2011-08-26.
18. ^ Carlsom, B Mitchell. “The Timeless Metro”. Red Power. Sept/Oct, Nov/Dec, Jan/Feb. 27 & 28: 34–36.
19. ^ “2 1/2-ton, 6×6 Trucks of WW II P2”. Olive-drab.com. Retrieved2016-03-09.
20. ^ “Engines of the Red Army in WW2 – International M-5-6×4-318 with BM-13-16 Katiusha rocket launcher”. O5m6.de. Retrieved 2016-03-09.
21. ^ “The Army Inter Chapter – AR164”. REMLR. Retrieved 2012-09-29.
22. ^ “The Army Inter Chapter – AS161”. REMLR. Retrieved 2012-09-29.
23. ^ “The Army Inter – No.1, Mk.1”. REMLR. Retrieved 2012-09-29.
24. ^ “The Army Inter – No.1, Mk.3”. REMLR. Retrieved 2012-09-29.
25. ^ “The Army Inter – No.1, Mk.5, F1”. REMLR. Retrieved 2012-09-29.
26. ^ “The Army Inter – No.1, Mk.5, F2”. REMLR. Retrieved 2012-09-29.
27. ^ “The Army InterChapter – AB160 Teaspoon Tipper”. REMLR. Retrieved 2012-09-29.
28. ^ “The Army Inter – No.1, Mk.5, F5”. REMLR. Retrieved 2012-09-29.
29. ^ “The Army Inter – No.1, Mk.4”. REMLR. Retrieved 2012-09-29.
30. ^ “Defence Materiel Organisation - On Target August 2006”. Defence.gov.au. Retrieved 2012-09-29.
31. ^ “Australian Government, Department of Defence”. Defence.gov.au. 2012-01-20. Retrieved 2012-09-29.
32. ^ “ACCO turns 40”. Iveco Australia.
33. ^ Shapiro, Helen (Winter 1991). “Determinants of Firm Entry into the Brazilian Automobile Manufacturing Industry, 1956–1968”. The Business History Review. 65 (4, The Automobile Industry): 879.doi:10.2307/3117267.
34. ^ Shapiro, p. 935
35. ^ ^{a b} “Navistar International 7000 series”. Military-Today.com.
36. ^ “MacKay announces 1,300 new military trucks”. Winnipeg Sun. 2009-01-09.
37. ^ “Military truck purchase cancelled due to cost concerns”. Cbc.ca. Retrieved 2016-03-09.
38. ^http://web.archive.org/web/20120309185436/http://www.foto.bg/data/7345/medium/P3171151.JPG. Archived from the original on March 9, 2012. Retrieved May 3, 2013.Missing or empty |title= (help)
39. ^http://web.archive.org/web/20141020074414/http://dmilt.com/index.php?option=com_content&view=article&id=6487:colombia-marines-receive-navistar-7000mv-trucks&catid=35:latin-america&Itemid=58. Archived from the original on October 20, 2014. Retrieved May 3, 2013. Missing or empty |title= (help)
40. ^ Crismon, p. 485
41. ^ Crismon, p. 492
42. ^ Crismon, p. 495
43. ^http://web.archive.org/web/20081007154115/http://69.20.127.42:80/portal/site/ITrucks/menuitem.2fea1fe726559abc31f8e968121010a0/?vgnextoid=f82b3378c8d9e010VgnVCM10000085d0eb0aRCRD. Archived from the original on October 7, 2008. Retrieved May 3, 2013. Missing or empty |title= (help)
44. ^http://web.archive.org/web/20081007154109/http://69.20.127.42:80/portal/site/ITrucks/menuitem.2fea1fe726559abc31f8e968121010a0/?vgnextoid=b63b3378c8d9e010VgnVCM10000085d0eb0aRCRD. Archived from the original on October 7, 2008. Retrieved May 3, 2013. Missing or empty |title= (help)
45. ^ “Farmall Cub • View topic – Bought a 182 Cub Cadet”. Farmallcub.com. Retrieved 2012-09-29.
46. ^ “Wisconsin Historical Society Frequently Asked Questions”. Wisconsinhistory.org. Retrieved 2012-09-29.

External links

• International Harvester History
• Antique Farmall Tractor Forums
• International Harvester Forum
• International Harvester Digest
• The Binder Planet: all IH light trucks technical resource website
• McCormick – International Harvester Collection
• International Harvester tractors
• International Harvester Scout Parts
• International Harvester Travelall parts
• Old International Harvester Truck Special Interest Group
• Trucks

Navistar International
Subsidiaries	IC Bus AmTran Ward Body Works[defunct] MWM International Motores
Joint ventures	Blue Diamond Truck (defunct) Mahindra Navistar (sold) NC2 Global
Products	List of International Harvester/Navistar engines List of International Harvester vehicles
Related articles	International Harvester International Harvester Company Warehouse International Harvester strike of 1979–80 McCormick-International Harvester Company Branch House Modec

VAN HOOL BELGIUM 1947 Bus and Coachbuilders

Van Hool

Van Hool
Type	Private
Industry	Automotive manufacture Automotive engineering
Founded	1947
Headquarters	Koningshooikt, Belgium
Key people	Bernard Van Hool (founder) Filip Van Hool (CEO)
Products	Bus Coach semi-trailers
Subsidiaries	Van Hool USA
Website	vanhool.com

Van Hool Astromega TD927 coach for the Oxford Tube

Van Hool Alizée HE-II body on a ScaniaK113CRB coach for New Enterprise Coaches

A British spec double deck Van Hool coach.

A bi-articulated Van Hool AGG300

Front view of AGG300.

A Van Hool single articulated bus with North American specifications north of Toronto, Canada.

Van Hool NV is a Belgian family-owned coachbuilder and manufacturer of buses, coaches, trolleybuses, and trailers.

The company was founded in 1947 by Bernard Van Hool in Koningshooikt, near to Lier, Belgium. In the early years, the company introduced serial production and exported their products all over Europe. Since the mid-1980s, the company has also been active on the North American market, where it has become an important player.

On February 15, 1957, Van Hool signed a commercial agreement with Fiat; Van Hool would incorporate Fiat engines and other mechanical components (gearboxes, axles, steering) in its vehicles. It developed from a coachbuilder to a Belgian manufacturer of integral buses and coaches, known as Van Hool-Fiat. Alongside these activities, the company continued as a renowned coachbuilder, enabling further expansion.

The Van Hool-Fiat co-operation was immediately a great success: a year and a half after the agreement was signed, in August 1958, the 100th Van Hool-Fiat was delivered, and by July 1961, the figure had exceeded 500. The co-operation agreement with Fiat was terminated in 1981.

In 1990, Van Hool purchased the coachbuilding business of LAG Manufacturing and continued producing their EOS models for about ten years.

Most of the buses and coaches are built totally by Van Hool, with engines and axles sourced from Caterpillar, Cummins, DAF and MAN and gearboxes from ZF or Voith, with some of their production still consisting of building bus and coach bodies on separate bus chassis from manufacturers such as Volvo and Scania.

Worldwide, Van Hool employs 4,500 people and manufactures over 1,700 buses and coaches (bodyworks and complete vehicles combined) and 5,000 trailers each year. It sells an average of 600 coaches, annually, in the US.

Product range (Europe)

In Europe, Van Hool has the broadest range of coaches of all manufacturers on the market, though all designs share similar looks and are based on the same platform, the T9. The same philosophy is used on the transit bus range, the A-series. Many different versions are available, all sharing the same looks. In recent years, the company has been focussing on new propulsion technologies, introducing fuel-cell hybrid buses as well as diesel-electric hybrids.

Discontinued products

T8 series touring coach

The T8 platform was introduced in 1979. The body was based on the Alizee bodywork that had been launched the previous year. Over the course of several years, a large range of touring coaches were developed based on this platform, each distinguished by a number and a name, following a clear naming convention. For example, in ‘TD824 Astromega’:

• T = Touringcar (touring coach)
• D = Dubbeldek (double deck)
• 8 = Part of the T8 series
• 24 = theoretical maximum number of seat rows
• Astromega = name of the double deck integrals

In 1991, an updated ‘T8 New Look’ was introduced. But this was called the T9 in its North American version. Production was ended in the late 1990s, following the introduction of the new (European) T9 platform.

A-series transit bus

In the 1980s, European countries started to move away from standard bus designs, leaving the design of transit buses to the manufacturers. Van Hool’s response was the development of the A-series transit buses. The first member, the A500, was introduced in 1985. A complete family would follow, again following a clear naming convention. For example, in ‘AG500’:

• A = Autobus (transit bus)
• G = Geleed (articulated)
• 500 = height of the floor, in millimeters

Production of the A-series continued into the early 21st century, when it was replaced by the newA-series.

Current products

T9 series touring coaches

The new T9 series (not to be confused with the US T9 series, which corresponds with the European T8 New Look) was launched in 1995. It included a completely new body design, as well as many other improvements. The same philosophy as with the T8 was applied: one platform, many different versions. Also, the naming convention was retained. Over the years, many new variants have been developed, making the T9-series the most extensive series of motorcoaches available today. Different models (all available in at least 2 lengths, see ‘products’ below) include the Atlino and Atlon, so-called double earners, with different floor heights, the Alicron, Acron and Astron, standard touring coaches with different heights and thus different luggage space, the Altano, which has an underfloor cockpit, the Astronef, which features a sloping theatre-style floor, and the double deck Astromega.

Additionally, the T9 body is also available on chassis by Scania, Volvo and VDL, though only in Sweden and on the British Isles. These motorcoaches are referred to as Alizee (single deck) and Astrobel (double deck).

TX series touring coaches

A Megabus Van Hool TDX27 Astromega at Buchanan Bus Station

At Busworld 2011 in Kortrijk, Belgium, Van Hool presented the successor to the T9 series. The new series is called TX.

newA series transit buses

In 2001, Van Hool introduced the newA series transit buses, replacing the A series. It featured a new body design and many other improvements. A complete family was developed, with different length and configurations.

ExquiCity BRT solution

In April 2011 Van Hool launched a new Multi Propulsion Platform called ExquiCity, aimed specifically at the BRT market. The bus has the styling and comfort of a tram, with the flexibility and cost of a bus. The ExquiCity was launched in two lengths, the single-articulated ExquiCity 18 and the double-articulated ExquiCity 24. Both are available as trolley buses, diesel-electric hybrids, fuel-cell hybrids or full-electric buses. First orders were placed by the Italian city of Parma (ExquiCity 18 trolley) and the French city of Metz (ExquiCity 24 diesel electric hybrid). A mock-up was presented at the UITP Congress in Dubai.

EX series touring coaches

A Van Hool EX16M produced in Macedonia. Shown at the IAA 2014

At the Internationale Automobil-Ausstellung 2014 in Hanover, Germany, Van Hool presented a new series of touring coaches for the European market. This new line is called EX. It is produced in the Van Hool factory in Skopje, the capital of the Republic of Macedonia. Macedonia is considered to be alow-wage country where production costs are much lower than in Belgium.

Product range (North America)

Due to American Federal Safety requirements and other unique factors, only highway touring coaches were introduced in the US initially. Transit coaches by Van Hool were not introduced until 2002. Currently, Van Hool has four separate product lines for sale: the T21-series deluxe touring coaches, the C20-series touring coaches, the

Van Hool TD925 double-decker coach

TD925 double-decker coach, and the A-series transit buses. Van Hool’s exclusive dealer in the US is ABC Companies.

Discontinued products

T8 series touring coach

The T815 was first introduced to the US market in 1987. Later subsequent models are collectively known as the T8 series. The earliest use Cummins L10 diesels. Later versions use Cummins M11 diesels.

It was available as 30, 40 and 45 foot length versions.

T9 series touring coach

T9 series are almost identical to the T8 series visually, and are largely identical mechanically as well, except for incremental updates. T9 series upgraded the suspension airbags to larger heavy-duty versions, as well as upgraded front axle to disc brakes instead of drum brakes. However, many of the earliest T9’s indeed lack these upgrades. What’s even more interesting, Van Hool’s VIN consider T8 and T9 to be the same family.

1997 Van Hool T945

It was available as 40-foot (T940) or extended 45-foot (T945) versions.

Current products

T21 series luxury touring coach

Introduced in 1996 and based on the European T9 platform, the T21 series features an updated stream-line design and more engine choices. Whereas T8 and T9 series are almost exclusively powered by Cummins diesel engines, T21 are available with Cummins M11 plus engine, Detroit Diesel series 60 engine, or the latest Caterpillar C13 ACERT “clean diesel” engine. Most recent versions simplified the windshield into 2 panes only, replaced headlight assemblies with individual projector lamps, and consolidated the driver console.

Van Hool T2145 at Harbor and Katella in Anaheim © Andrew Novak

Available as 40-foot (T2140) or extended 45-foot (T2145) versions.

C20 series touring coach

Introduced as a lower-cost coach intended for long-line duty, the C20 series, with similar European looks to the T21 series, was introduced in 2000 to the US market. C20 is available with Cummins ISX12 or Detroit Diesel DD13 engine. Previous generations could also be equipped with Cummins M11 plus, Detroit Diesel series 60 and Caterpillar C13 engine. Both Allison B500 automatic and ZF AS Tronic automated gearboxes are available.

Greyhound operates a fleet of C2045s along with its MCI buses in Michigan.

SD956 Megabus Van Hool C2045E

Available as extended 45-foot (C2045) version only. Current model is C2045E.

A3 transit bus series

An AC Transit 30-foot Van Hool A300K bus

The popularity of A3 series in Europe led Van Hool and ABC to partner with AC Transit (Alameda and Contra Costa counties, California) to demo the A3 series as a future transit alternative in 2002. The A330 and AG300 low floor transit coaches formally entered service in AC transit fleet in June 2003. AC Transit now has over 330 Van Hool buses either in its fleet or on order as of August 2009.

Van Hool is building 16 hydrogen fuel cell buses for the USA at present (August 2009). These buses are powered by fuel cells from UTC Power and lithium batteries from EnerDell. Twelve of the buses are being purchased by AC Transit and four by CT Transit of Hartford Connecticut. This project is unusual in that the buses have been designed from the ground up as fuel cell buses and are designed, built, and integrated by a single manufacturer.

Van Hool AG 300 – CTS – Strasbourg

The AG300 is an articulated 60-foot bus, while the A330 is a 40-foot bus.

In 2008, AC Transit took delivery of a fleet of new model A300L forty-foot buses. These buses are unique in the US market as they have their engines mounted in the wheelbase which makes their ride quality extremely stable and smooth. The new layout capitalizes on basic architectural design of the A300L’s earlier released little brother the 30-foot A300K (K stands for kort, “short” in Dutch and L for lang, “long”). A recent survey of AC Transit riders overwhelmingly approves of the design and quality of the new buses.

Salt Lake City (Utah Transit Authority) has purchased ten A300L 40-foot buses for its MAX Bus Rapid Transit system. These buses differ from AC Transit’s A300Ls as they have three doors and are equipped for cold weather and high altitude operations. They have also recently placed an order for four more because of overwhelmingly positive support of the first 10 buses and the “MAX” BRT service they operate.

York Region Transit (north of Toronto, Ontario) uses the A330 and AG300 buses on its Viva routes, though the A330 buses are being transferred to the conventional YRT service as more Nova LFX buses arrive for the Viva services. The Reseau de transport de Longueuil (south of Montreal, Quebec) also uses the AG300 buses, and was the first to use Van Hool transit buses in North America (AG700) in 1989.

Van Hool AG 700 Divia 707

Washington, D.C.‘s Circulator uses the A330 buses. These 29 buses were purchased from AC Transit in 2005. In addition to the A330 models, the Circulator now uses the new A300K buses, which first went into service in April 2009. The Circulator recently took delivery of 14 A300K, 31-foot buses to build out its route structure. The A300K was chosen because of its unique ability to do the work of forty-foot buses for nearly all operations in the smaller envelope and with the smaller engine of a midi bus.

FirstTransit took delivery of 12 A300Ls and 4 AG300s in early 2009, for use on the University of Minnesota Campus Connector.

Baltimore, Maryland‘s Charm City Circulator have recently ordered and since put 5 A300Ls into service early 2011. The A300L was a supplement order to their already existing but rehabbing Designline buses.

Van Hool A300L

TD925 Astromega double-deck touring motorcoach

The TD925 Astromega is a closed-top US-spec double decker motorcoach that is a variant of the TD925 Astromega coach available in Europe.

Products

A Van Hool TD925 bus in New York City

A Van Hool C2045-L in New York

Van Hool T916 Astronef

Transit buses

Europe

• A308 midibus, full low floor, with side-mounted engine. Also available as diesel-electric hybrid
• A309 midibus, low entry (low floor up to the second door). Also available as diesel-electric hybrid
• A320 standard bus (out of production)
• A300 standard bus, full low floor, with side-mounted engine. Also available as diesel-electric hybrid
• A300 CNG standard bus
• A360 standard bus, low entry. Also available as diesel-electric hybrid
• A330 standard bus, full low floor, engine placed horizontally in the back. Also available as diesel-electric hybrid
• A330 CNG standard bus
• AG300 articulated bus, also available as diesel-electric hybrid
• AGG300 bi-articulated bus
• A330T trolleybus
• AG300T articulated trolleybus
• AG300 CNG articulated bus
• ExquiCity 18 articulated BRT bus (diesel electric hybrid, trolley, fuel cell or electric)
• ExquiCity 24 bi-articulated BRT bus (diesel electric hybrid, trolley, fuel cell or electric)
• A308E Electric bus

North America

• newA300K 30 ft bus, shortened A300L
• newA300L 40 ft full low floor bus, side-mounted midship engine
• newA330 40 ft full low floor bus, side-mounted rear engine
• newAG300 60 ft articulated full low floor bus, side-mounted midship engine

Touring coaches

Europe

• T915 Atlon

Van Hool T916 Atlon

• T916 Atlon

• TX11 Alicron

Van Hool TX15 Acron

• TX15 Alicron
• TX16 Alicron

• TX15 Acron

2014 Van Hool TX 17 Acron © bertiewillemsen

• TX16 Acron
• TX17 Acron
• TX18 Acron

van-hool-tx16astron TX16 Astron

• TX17 Astron

Van Hool TX17 Astronef

• TX15 Astronef

Van Hool TX 16 Astronef TX16 Astronef

• TX17 Astronef

• TX17 Altano

Van Hool TX18 Altano TX18 Altano

• TX19 Altano

A Van Hool EX15H available 2015

• TDX20 Altano
• TDX21 Altano

Van Hool TDXAltanoScania01a

• TDX25 Astromega

TDX27 Astromega

• EX15H (Available 2015)

2015-van-hool-ex-16m EX16M (Available 2015)

• EX17H (Available 2015)

North America

TX40 +TX45

CX45

Van Hool TD 925 Astromega TD925 Astromega USA

DAF/Van Hool-bus van de TET in de jaren zeventig.

Van Hool-FIAT 320R-touringcar van de NBM.

Van Hool-bus van de NMVB in Brussel in de jaren tachtig.

Van Hool AGG300 van voormalig GVU Utrecht.

Van Hool-bus van TEC.

Van Hool-trolleybus in Gent.

Van Hool A330FC waterstofbus in Connexxion-uitvoering.

Een Van Hool T915 Alicron van Beuk.

EOS 233

1945-van-hool-stokvogel

1946-van-hool-commer-chassis

1946-van-hool-dodge-chassis

1948-van-hool-ideal-car

1948-van-hool-modelnr-4

1949-van-hool-latil.

1950-daf-autobus-met-van-hool-opbouw

1951-van-hool-van-hool

1952-van-hool-52-DAF ehad-schuurvondst

1957-daf-b1500dl580-van-hool

1958-daf-van-hool-carr

1959-van-hool-de-voecht

1960-van-hool-440

1960-van-hool-440-serie

1960-van-hool-leyland

1962-leyland-van-hool-vad-7319

1963-van-hool-fiat-420ha-st2

1963-van-hool-leyland

1963-69-van-hool-fiat-314

1964-van-hool-fiat-420ha-st2-2

1964-van-hool-fiat-420ha5220-st2-a

1964-van-hool-fiat-420ha5220-st2

1965-68-van-hool-fiat-625n

1966-van-hool-carey-ny

1967-van-hool-carey-ny

1967-van-hool-420-ha-st-2

1967-van-hool-ltm-7

1968-daf-sb1600-ds-605-daf-carr-van-hool

1968-van-hool-berg-4-lks-nl

1969-fiat-625n1p-fiat-72pk-carr-van-hool-nr-19

1969-van-hool-fiat-420-hau-st9

1970-daf-tb160-daf-dd530-carr-van-hool-nr-157

1970-73-van-hool-fiat-625

1972-van-hool-fiat-409-au9

1972-van-hool-fiat-409-zeventiger-jaren

1973-barreiros-6000-van-hool

1973-scania-br145van-hool-2

1973-scania-br145van-hool

1973-77-van-hool-fiat-300

1974-scania-br86br145-van-hool

1974-van-hool-fiat-314-3

1975-van-hool-au115x(leyland)

1975-van-hool-autobus

1975-van-hool-daf-au115x

1975-76-van-hool-fiat-409au95

1976-van-hool-440-serie

1976-van-hool-a124-daf-litouwen

1977-van-hool-autobus

1978-van-hool-a120

1978-van-hool-alizc3abe-t815

1978-van-hool-man-a120

1978-84-van-hool-alizee

1979-van-hool-alizee

1979-van-hool-bus-car

1979-van-hool-elizee-b7cf

1979-van-hool-klimaat-systemen

Van Hool Vliegtuig Bussen

1980-van-hool-au138

1982-van-hool-alizee-t815-litouwen

1982-van-hool-volvo-litouwen

1985-van-hool-ag280-2

1985-van-hool-astromega-td824-uk

1985-van-hool-man-ag280-2

1986-van-hool-t800-serie-vip

1987-van-hool-alizee

1989-van-hool-ag700

1989-van-hool-astral-volvo-uk1

1990-van-hool-a500-tot-ag700

1990-van-hool-astrobel-estland

1991-van-hool-a500

1991-van-hool-a600

1992-arke-van-hool-t815-acron

1992-van-hool-ag300

1992-van-hool-t815-alicron-rai

1992-van-hool-volvo-estland

1993-van-hool-a300

1993-van-hool-altano-t816-litouwen

1994-arke-tad-6817-rai-pr-van-hool

1994-van-hool-a360

1994-van-hool-immage-rai

1994-van-hool-t8-new-look-rai

1994-98-van-hool-a308

1996-van-hool-a300-serie-rai

1996-van-hool-a300-serie-1-rai

1996-van-hool-t9-acron-rai-car

1997-van-hool-a300-serie-busworld

1997-van-hool-a320

1997-van-hool-a330-gnv

1997-van-hool-alizee-uk

1997-van-hool-eos-serie-busworld

1997-van-hool-t9-acron

1997-van-hool-t9-busworld

1997-van-hool-t9-busworld

1997-van-hool-t915-acron-1-busworld

1997-van-hool-t915-alicron

1997-van-hool-t917-acron

1997-van-hool-t924-astromega-busworld

1997-van-hool-t9451

1998-van-hool-a-300-wagen-60-is-ook-leswagen

1998-van-hool-italia-kleinbus

1998-van-hool-td924-astromega

1999 Volvo Vanhool Astrabel tri-axle coach

2000 Van Hool 872 Riga

2000 Van Hool T9450-283

2000 Van-Hool-Bus in München

2001 Van Hool bkv-lov868-mt

2001 Van Hool C2045-L

1999-volvo-vanhool-astrabel-tri-axle-coach

2002-abc-bus-van-hool-45-foot-demonstrator-coach

2003-van-hool-c2000-capital-trailways-of-alabama © Robert Redden

2004-van-hool-agg300

2004-van-hool-agg300-doppelgelenkbus © O.Nordsieck

2005-van-hool-libdem-battle-bus

2007-van-hool-astromega-ned

2008-van-hool-acron-t917-uk

2008-van-hool-altano-td921-uk

2009-van-hool-a300l

2009-van-hool-alizee-t9-london

2009-van-hool-astrobel-uk

2010-van-hool-acron-t916-uk

2010-van-hool-new-a-330-hybride

2010-van-hool-proef-citybussen-hybride-aandrijving-svd09 © Ron van Poppel

2011-van-hool-alizee-t9-uk

2011-van-hool-td-925-astromega

2012-van-hool-alligator T931 © Bertie Willemsen

2013-van-hool-td927-astromega

2013-van-hool-tdx-27-astromega-th-lubbe-zoeterwoude © Jaap de Koning

2014-van-hool-t916-atlon

2014-van-hool-tx-17-acron © bertiewillemsen

2015-van-hool-ex-16m

barreiros-5300-con-carroceros-van-hool-renault

barreiros-van-hool-c-gran

daf-van-hool-3

daf-van-hool-jac-de-groot-11

daf-van-hool-a

journeys-van-hool-eastbound © Hank’s Truck Pictures

1962 leyland-van-hool-vad-7319-1962

pegaso-van-hool

Pegaso van Hool

sd956-megabus-van-hool-c2045e1

van-hool-jonckheere-sammlung

van-hool aleria-2a

van-hool-306

van-hool-409-ai-61

van-hool-409-au-92

van-hool-440

2012 van-hool-915cl

van-hool-915tl

van-hool-a-300-strd-dijon

van-hool-a-308-urbus-dax

van-hool-a-308

van-hool-a-330-a-330-cng

van-hool-a-330-divia-dijon

van-hool-a-330-gnv-tl-lausanne

van-hool-a-360-mouchet-montballiard

van-hool-a-500-tub-st-brieuc

van-hool-a-508-sibra-annecy

van-hool-a-508-du-rc3a9seau-urbain-trace-de-colmar

van-hool-a-600-de-lijn-bruxelles

van-hool-a120-techn-spec

van-hool-a120f

van-hool-a300-0292-073

van-hool-a300-0591-067

van-hool-a300ac-transit-route-9

van-hool-a300gpl

van-hool-a300k

van-hool-a300t-trolleybus

van-hool-a309

van-hool-a330-gnv

van-hool-a500-0791-068

van-hool-a500-0990

van-hool-a507a508-pr88-053

van-hool-a508-1092-078

van-hool-a600-0991-069

van-hool-acron-t815-sp

van-hool-across-87-048

van-hool-afrique-scania

van-hool-ag-300-cts-strasbourg

van-hool-ag-300-gpl-filbleu-tours

van-hool-ag-700-divia-dijon

van-hool-ag-700-divia-dijon 707

van-hool-ag300-de-lijn

van-hool-ag300-f

van-hool-ag300

van-hool-ag300t

van-hool-ag300t-o-gelenkbus © O.Nordsieck

van-hool-ag300t-o-gelenkbus-sws © O.Nordsieck

van-hool-ag700-0990-066

van-hool-agg300

van-hool-alicron-t815-9-86-038

van-hool-alicron-t915-f

van-hool-astromega-oxford-tube

van-hool-b8b5-t-814

Van Hool TX40 &TX45 banner

Van Hool C2000 Series Banner

van-hool-coach-engeland

van-hool-coach 420

Van Hool GCA 3035RE Series

Van Hool GCA M1235 Series

van-hool-jonckheere fiat

van-hool-new-a-308-tub-blois

van-hool-new-a-320-ctc-montceau-les-mines

van-hool-new-a330

van-hool-new-a600

van-hool-new-alizee

van-hool-new-enterprise-coach-m54-aww

van-hool-sleeperbus-14

van-hool-stoelen

van-hool-t-8121

van-hool-t9-astral

van-hool-t815-acron

van-hool-t911-alicron

van-hool-t913cl

van-hool-t915-alizee-reiseb-hardings © O.Nordsieck

van-hool-t916-altano

van-hool-t917-acron

van-hool-t917-altano

van-hool-t918-altano

Van Hool T2100 Series Banner

van-hool-t2145-at-harbor-and-katella-in-anaheim © Andrew Novak

van-hool-td824-astromega-gb

van-hool-td824-astromega-blue-sky

van-hool-td924-astromega

van-hool-td925-double-decker-coach

van-hool-tdx27-astromega

van-hool-tdx27-astromega

van-hool-tdx altano scania

van-hool-trolley-bus-seen-in-service-in-athens-greece

van-hool-tx-16-astronef

van-hool-tx15-acron

van-hool-tx16 astron

van-hool-tx17 astronef

van-hool-tx18-altano

van-hool-vliegtuigbus-algiers-160pass-146staan-en-14-zitpl

van-hool-volvo-alizée

van-hool-waterstofbus

van-hool-bodied-volvo-b10m-single-deck-coach

That’s it

###

Buses SILVER EAGLE Germany-Belgium-USA

SILVER EAGLE Buses Germany-Belgium-USA

Eagle Bus

Eagle Bus, (in full, Silver Eagle Bus Manufacturing, Inc.), is an American bus manufacturing company with a long history. During a period of over four decades, some 8,000 Eagle coaches were built in four countries on two continents. The coaches have been a common sight on American highways and have been associated with Continental Trailways for over three decades.

History

Trailways Golden Eagle on display at the Hershey Antique Automobile Museum.

The first 54 Eagles were Golden Eagles built by the German company Kässbohrer.

1958 EAGLE Setra Golden Eagle Gelenkzug(Articulated) Kässbohrer Fahrzeugwerke Rolls Royce Diesel 275ps 1956

 They were part of an order for 200 highway coaches manufactured under a contract with Continental Trailways. Of this original group, four were articulated. All of these coaches were of the “Setra Design” which meant that they had a chassis-less frame called selbst tragend (self-carrying). The bus was called Setra, a name formed from the first letters of those two words. A slightly less highly equipped model, called “Silver Eagle” because of its stainless steel (“silver”) siding, became the standard fleet bus for Continental Trailways.

In the late 1950s, Kässbohrer announced its decision to concentrate on European coaches. At this point, Continental Trailways formed its own company, Bus & Car Co, N.V., in partnership with the Belgian company La Brugeoise and established its own factory in Belgium. Kässbohrer fulfilled its commitment under the contract with Trailways and Bus & Car picked up production. The Trailways Eagles provided a more comfortable ride than Greyhound Lines MCI coaches. During the middle 1960′s, Trailways and Greyhound ran competitive services on the Boston and New York route with hourly departure schedules. This allowed frequent travelers to draw comparisons between the lines’ equpiment. The Eagles were warmer in the winters, had a softer ride, better upholstery and cushioning on the seats and a quieter cabin.

A small number of other models were built in Belgium for different markets through 1968. In 1968 the Model 05 was introduced and was produced in Belgium.

In the early 1970s, drivers referred to Old Eagles and New Eagles. The Old Eagles had the tag axle behind the drive axle, like a MCI. The New Eagles had the tag axle located forward of the drive axle which made them interesting to drive. The front suspension was very soft with a lot of travel, and since the tag axle torsion bar was pushing the front end up also, some drivers said it was like driving a diving board. The front end went up and down at the slightest provocation and occasionally the driver had to grip the steering wheel to remain seated. Some New Eagles had air ride seats, and some drivers would take the hydraulic jack from the tool kit and set it under the seat to reduce its motion.

In 1974 Eagle International, Inc. started building coaches in Brownsville, Texas, and for two years, the Model 05 was built both in Belgium and Texas. Since 1976, all US-bound coaches have been built in Texas. The Model 10 was introduced with many design changes in 1980. In 1985 the Model 15 was introduced making the standard bus 102 inches wide, then four years later coaches could be ordered 45 feet long. In 1987 Greyhound purchased Trailways and Eagle International, Inc. The name was then changed to Eagle Bus Mfg. Inc. In the 1990s, Greyhound declared bankruptcy, which also included all of its subsidiaries including Eagle Bus Mfg. Inc. Some Eagles were being made, mostly “Entertainer Coaches” for celebrities.

In the late 1990s the company was split and moved to two locations in Mexico. Mexico has a high demand for seated buses and Eagles were built for that market – all with the Eagle Ride “Torsilastic Suspension”.

Eagle Buses today

As of January 2007, Silver Eagle Bus Mfg offers the following models: Model 15 in 38 ft, 40 ft, and 45 ft versions, Model 20 in 38 ft, 40 ft, and 45 ft versions, and the new design Model 25 in 40 ft and 45 foot. The only significant difference between the Model 15 and Model 20 is the width of the body – the Model 15 is 102 inches wide and the Model 20 is the classic 96 inch width body. One of the design changes incorporated into the Model 25 is the height of the body. A similar design analogy could be made by comparing the MCI ‘D’ series with the MCI ‘E’ series buses. The Model 25 is 102 inches wide, and (at the time of this writing) has not yet been certified and completely tested for US Government standards required for intercity buses, so it can only be ordered as a shell for conversion into an ‘Entertainer Coach’ or built as a ‘House Car’.

At the time of this writing, all three models are available with a choice of Cummins, Detroit Diesel Series 60, or Caterpillar engines. Two transmissions are available, the fully automatic Allison 500 series or the standard Eaton Autoshift.

Once again “Eagle Coaches” were planned on being made in Brownsville, Texas. As of June 19, 2009 Silver Eagle had reviewed sites in middle and western Tennessee as well as Ohio, Michigan, Alabama, and Mississippi and negotiated with several communities before choosing to break ground on a new location in Gallatin, Tennessee. Officials from Silver Eagle joined Governor Phil Bredesen, Tennessee Department of Economic and Community Development Commissioner Matt Kisber, and local officials in announcing the project. Silver Eagle Bus Mfg has brought together all of the jigs and blueprints from the original Eagles to make the classic “Eagle” once again, plus they have introduced a newer design.

As of April 2010 Silver Eagle Manufacturing has produced one single Model 25 Tour Shell Coach which has received less than stellar reviews in the cosmetic department. Prior to moving from Brownsville they had an in-process 35 foot Model 20. Here under I Show him.

Silver Eagle Model 25 bus is manufactured by Silver Eagle Bus Mfg. in Brownsville, Texas, USA.

1960 Eagle articulated 1960 Continental Trailways Articulated Golden Eagle

1961 Eagle

1961 Eagle demonstration bus

1962 Eagle TRAEN BV Belgium

1963 Silvereagle USA

1964 Eagle service uit Belgie

1964 Eagle van Maarse en Kroon en NZH NL

1964 Silvereagle pubb

1965 Silvereagle

1966 Silver Eagle-01 5773 Continental Trailways © Daniel Marra

1966 Silvereagle  Bus & Car NL

1968 Eagle old inconstitutional

1968 Silver Eagles #100 © Hank Suderman Collection

1969 Silver Eagle 07

1970 Eagle 10 6x2v

1971 Eagle number 45118 Trailways Model 10

1972 Eagle M12b Bus & Car België

1972 Silver Eagle Detroit V71 8cyl 9300cc motor België

1972 Silver Eagle 09

1975 Eagle 16 Bus&Car België Caterpillar 6cyl 10400cc

1976 EAGLE 16 CATERPILLAR

1984 EAGLE Int Model 10

1988 EAGLE 35

1988 EAGLE 35+40+45

1988 EAGLE Greyhound

1988 EAGLE Model 15

1988 EAGLE Model 20

Bussen EAGLE 05

Bussen Eagle 15 6×2

Eagle 16 Caterpillar

Eagle 16

Eagle 45ft, Right Side

Bussen Eagle’s © Hank Suderman Collection

 EAGLE-MOL BUS

 EAGLE-MOL M15

EAGLE-MOL M17

EAGLE-MOL M20C

SILVEREAGLE REBUILD

ENDE   EINDE   FIN   END 

Filed Under: Allison, BELGIUM, Bus & Car, Busbuilder, BUSES, Caterpillar, Cummins, Detroit Diesel, EAGLE Silver or Golden, Eaton, GERMANY, GREYHOUND, Kässbohrer, MCI, Rolls Royce, SETRA, SILVEREAGLE, USA

Buses BUS+CAR Belgium

Bussen BUS & CAR België

Bus&Car Golden Eagle 05 1969 België

Bus & Car Co.S.A 1964 Silver Eagle pub België

Bus & Car Co.S.A 1963 SilverEagle 01 België

Bus & Car Eagle 01 1964

Bus & Car Co.S.A Eagle Traen

Bus & Car Co.S.A 1966 Silver Eagle 04

Bus & Car Eagle Caterpillar 250-MIVB-8053

Bus & Car Co.S.A eagle14

Bus & Car Co.S.A 1965 silvereagle 01

         Bus & Car Co.S.A eagle M12

 

                                                Bus & Car Co.S.A 1969 SilverEagle 07

 

                                                                                  Bus & Car Co.S.A eagle demonstration bus

 

                                                               Bus & Car 05 1973

 

         Bus & Car Co.S.A 1972 SilverEagle 09

 

                                                 Bus & Car Co.S.A Eagle 16 Caterpillar

 

                                                                                      Bus & Car Co.S.A eagle 16 voorstelling

 

                                                           Bus&Car Eagle 05 1970

 

                   Bus & Car Eagle 7 1969

 

                                                                                 BUS & CAR EAGLE 16 CATERPILLAR

                                                                                                         bouwjaar1976

België, Bus + Car, Bussen, Caterpillar, EAGLE, Silvereagle, Verleden

Brussel, België