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

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

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

BÜSSING Trucks

BÜSSING Trucks Germany

I first made a two blogs about Büssing Buses. See the next links:

https://myntransportblog.com/2013/10/31/buses-bussing-germany-i/

https://myntransportblog.com/2013/10/31/buses-bussing-germany-ii/

Büssing AG was a German bus and truck manufacturer, established in 1903 by Heinrich Büssing (1843–1929) in Braunschweig. It quickly evolved to one of the largest European producers, whose utility vehicles with the Brunswick Lion emblem were widely distributed, especially from the 1930s onwards. The company was taken over by MAN AG in 1971.

Heinrich Büssing

 1903 Büssing ZU-550 truck on display in the Deutsches Museum, Munich

At the age of 60, the inventor and businessman Heinrich Büssing together with his two sons founded the Heinrich-Büssing-Spezialfabrik für Motorwagen und Motoromnibusse. Büssing, the son of a blacksmith dynasty at Nordsteimke (in present-day Wolfsburg), had studied engineering at the Collegium Carolinum in Braunschweig and had founded several bicycle, engineering and railway signal works with varying degress of success. His first truck was a 2-ton payload machine powered by a 2-cylinder gasoline engine and featuringworm drive. That successful design was later built under license by other companies in Germany, Austria, Hungary and by Straker-Squire in England.

One year later he debuted a first 20 HP omnibus model carrying up to twelve passengers on the route from Braunschweig to Wendeburg, operated by his own Automobil-Omnibus-Betriebs-Gesellschaft. Büssing busses soon served public transport in European cities like Berlin (ABOAG), Vienna and Prague (Fross–Büssing), or London.

History

Before World War I Büssing started to build heavy-duty trucks for the time. These trucks featured 4- and 6-cylinder engines (5 tonnes and 11 tonnes, respectively). In 1914 the Büssing A5P armored car was developed at the behest of the German Oberste Heeresleitung. After the war, Heinrich Büssing had to enter a Kommanditgesellschaft limited partnership, converted into the Büssing AG joint-stock company in 1922. In 1923, Büssing introduced the first rigid three-axle chassis which was used in upcoming models and allowed Büssing to lead the market share in Germany in commercial vehicles.

 Büssing trolleybus preserved at the Frankfurt-am-Main Transport Museum.

Büssing NAG used inmates of several Nazi concentration camps in Braunschweig from 1944 to March 1945 for slave labor. These camps were subcamps to the Neuengamme concentration camp.

After World War II civilian production resumed with 5-tonne and later 7-tonne trucks. In 1950, the company name became Büssing Nutzkraftwagen GmbH and production was concentrated on underfloor-engined trucks which were to become the firm’s speciality. Most tractor units and all normal-control trucks had vertical engines, but in the mid 1960s there was a version of their Commodore maximum-weight tractor unit, the 16-210, which had a horizontal diesel mounted under the cab ahead of the front axle, the gearbox being mounted halfway along the truck’s chassis.

In 1969, Büssing started strong ties with MAN AG. MAN was a customer to some Büssing’s innovative trucks and parts while they were promoting their own line-up. In 1971, an MAN takeover of Büssing was announced. MAN started to use the lion logo on its newly named “MAN-Büssing” trucks. Büssing’s unique underfloor-engined truck range continued in production under the MAN AG through to the late 1980s.

Acquisitions

• First acquisition for Büssing was Mannesmann-Mulag Motoren und Lastwagen AG of Aachen.
• Elbing plant of Automobil Fabrik Kornnick AG.
• In 1934, Neue Automobil Gesellschaft (NAG). After the takeover Büssing used the brand Büssing-NAG until 1950.
• Büssing took over the Borgward plant at Osterholz-Scharmbeck in 1962. This plant used for building military 4-tonne 4×4. (1968 Factory was sold to Faun-Werke GmbH)

Innovations

• 1923: The Büssing III GL 6 is the world’s first full-size bus
• 1930s: Büssing began building heavy duty trucks with diesel engines
• 1936: Büssing pioneered the horizontal “underfloor” diesel engines
• During World War II Büssing once again supplied military vehicles including 6×4 armoured cars and an 8×8 with all-wheel steering.

Trolleybus production

Büssing manufactured trolleybuses between 1933 and 1966, producing approximately 71 models. Most were for German cities, but production also included three trolleybuses for Chernyakhovsk, Russia, in 1939; four for Copenhagen, Denmark, in 1940–42; and 14 for Lucerne, Switzerland, in 1965. In Turkey, ESHOT converted 21 Büssing motorbuses into trolleybuses in 1962 and 1968 (these are not counted in the total of 71 given above). At least four Büssing trolleybuses have been preserved, including ones at the Frankfurt Transport Museum,^DE at the Hannoversches Straßenbahn-Museum and at the Historama transport museum in Ferlach, Austria.

1. Jump up^ The main camp Büssing and Schilldenkmal is listed as No. 165 Braunschweig in the official German list (German)
2. Jump up^ Eckermann, Erik (2001). World History of the Automobile. SAE International. p. 127. ISBN 9780768008005. Retrieved 5 December 2012.
3. ^ Jump up to:^{a b c d} Murray, Alan (2000). World Trolleybus Encyclopaedia, p. 103. Yateley, Hampshire, UK: Trolleybooks. ISBN 0-904235-18-1.

Die Eröffnung der Internationalen Automobilausstellung in den Ausstellungshallen am Kaiserdamm in Berlin! Blick auf den Büssing-Stand mit Chassis für Lastkraft.

hp photosmart 720

Zentralbild/Link 10.6.1967
Westdeutscher Grenzkontrollpunkt Helmstedt.

hp photosmart 720

OLYMPUS DIGITAL CAMERA

NCA001000445_003, 15-08-2007, 13:55, 8C, 7926×6322 (0+3), 100%, NCAD, 1/80 s, R42.6, G11.4, B8.9

hp photosmart 720

OLYMPUS DIGITAL CAMERA

OLYMPUS DIGITAL CAMERA

Internationale Automobilausstellung für Nutzfahrzeuge, Hannover 2004
Büssing 22-150 Decklaster, Baujahr 1965, 110 kW (150 PS), vmax 80km/h, Länge 10,32 m, Gewicht 7300 kg

• MAN AG
• Büssing Dreiachser 1924 “D.H. Lexica – Sisyphos”
• https://youtu.be/Il1EHQjH7XI
• Büssing man mit BS 26 Kipper TGX auf Baustelle:

This was all I could find on the WWW. With thanks to people like Piet Pietjouw, H Berg, O Nordsieck, Len Rogers, Ger, S Jensen, J Thiele and many others like you tube for their wonderful pictures/film i used to get a so broad possible view on Büssing. 

 

Chevrolet Pickups and Trucks

Chevrolet pickup truck

Chevrolet has produced full sized pickup trucks under many nameplates and platforms. Almost all Chevrolet branded vehicles were also available under the GMC brand as well:

Chevrolet Advance Design 1947-1955

Main article: List of GM platforms

Chevrolet Advance-Design Series
Overview
Manufacturer	Chevrolet (General Motors)
Also called	3100 (½-ton) 3600 (¾-ton) 3800 (1-ton) Thriftmaster Loadmaster
Production	1947–1955
Assembly	Van Nuys Assembly (Van Nuys, California) St. Louis Truck Assembly (Saint Louis, Missouri) Pontiac Assembly Center (Pontiac, Michigan)
Body and chassis
Class	Pickup truck
Body style	2-door truck
Layout	FR layout
Platform	GM A platform
Related	Chevrolet Suburban
Powertrain
Engine	216 cu in (3.5 L) I6 235 cu in (3.9 L) I6 261 cu in (4.3 L) I6
Transmission	3/4-speed manual Hydramatic automatic (1954–1955)
Dimensions
Wheelbase	116 in (2,946 mm) 125.25 in (3,181 mm) 137 in (3,480 mm)
Length	3100-196.6″(1947–1952);191.31″(1953–1955)
Chronology
Predecessor	AK Series Pickup Truck
Successor	Task Force Series

Chevrolet‘s first major redesign post-World War II, the Advance-Design series was billed as a bigger, stronger, and sleeker design in comparison to the earlier AK Series. First available on Saturday June 28, 1947, these trucks were sold with various minor changes over the years until March 25, 1955, when the Task Force Series trucks replaced the aging Advance-Design model.

The same basic design family was used for all of its trucks including the Suburban, panel trucks, canopy express and cab overs. The cab overs used the same basic cab configuration and similar grille but used a shorter and taller hood and different fenders. The unique Cab Over fenders and hood required a custom cowl area which makes the Cab Over Engine cabs and normal truck cabs incompatible with one another while all truck cabs of all weights interchange.

From 1947 until 1955, Chevrolet trucks were number one in sales in the United States, with rebranded versions sold at GMC locations.

While General Motors used this front end sheet metal, and to a slightly lesser extent the cab, on all of its trucks except for the Cab Overs, there are three main sizes of this truck: the half-, three-quarter-, and full ton capacities in short and long wheelbase.

Differences

1947 – Gasoline tank filler neck on passenger side of bed. No vent windows in doors. Hood side emblems read “Chevrolet” with “Thriftmaster” or “Loadmaster” under it. Serial numbers: EP ½ ton, ER ¾ ton, & ES 1 ton. Radios were first available in Chevrolet trucks as an “in dash” option on the “Advance-Design” body style.

1948 – Manual transmission shifter now mounted on column instead of floor. Serial numbers codes: FP ½ ton, FR ¾ ton, & FS 1 ton.

Early 1949 – Gasoline tank now mounted upright behind seat in cab; filler neck aft of passenger door handle. New serial number codes: GP ½ ton, GR ¾ ton, & GS 1 ton.

Late 1949 – Hood side emblems no longer read “Thriftmaster” or “Loadmaster”, but are now numbers that designate cargo capacity: 3100 on ½ ton, 3600 on ¾ ton, 3800 on 1 ton. Serial number codes remain the same as on early 1949.

1950 – Telescopic shock absorbers replace lever-action type. Last year for driver’s side cowl vent, its handle is now flat steel, not maroon knob as in previous years. New serial number codes: HP ½ ton, HR ¾ ton, & HS 1 ton.

1951 – Doors now have vent windows. Mid-year change from 9-board bed to 8 boards per bed. Last year for 80 MPH speedometer, chrome window handle knobs, and chrome wiper knob. New serial number codes: JP ½ ton, JR ¾ ton, & JS 1 ton.

1952 – Outer door handles are now push button type as opposed to the previous turn down style. Speedometer now reads to 90 mph and dashboard trim is painted instead of chrome. Mid-year, Chevrolet stops using the 3100-6400 designation on the hood and changes to maroon window and wiper knobs. New serial number codes: KP ½ ton, KR ¾ ton, & KS 1 ton.

1953 – Last year for the 216 in³ inline-six. Hood side emblems now only read 3100, 3600, 3800, 4400, or 6400 in large print. Door post ID plate now blue with silver letters (previous models used black with silver letters). Last year to use wooden blocks as bed supports. New serial number codes: H ½ ton, J ¾ ton, & L 1 ton.

1954 – Only year for significant design changes. Windshield now curved one-piece glass without center vertical dividing strip. Revised steering wheel. Revised dashboard. Cargo bed rails, previously angled, now horizontal. Tail lights round instead of rectangular. Grille changed from five horizontal slats to crossbar design commonly referred to as a “bull nose” grille, similar to modern Dodge truck grille. Engine now 235 in³straight-6. Serial number codes unchanged from 1953. Hydramatic automatic transmission is available for the first time as a paid for option.

1955 First Series – Identical to the 1954 model year, except redesigned hood-side emblems and modern open driveshaft in place of enclosed torque tube. Serial number codes unchanged from 1953 and 1954.

• 

  1948 Chevrolet Thriftmaster Stock

• 

  1952 Chevrolet Advance Design

• 

  1954 Chevrolet 3100

• 

  1954 GMC 100

• 

  1954 Chevrolet 3100 panel van

Styling Legacy

The styling for the Advance-Design trucks was the inspiration for both the Chevrolet SSR and the Chevrolet HHR.

Chevrolet Task Force

Main article: List of GM platforms

Chevrolet Task Force Series
Camionette Chevrolet, Chevrolet Task Force
Overview
Manufacturer	Chevrolet (General Motors)
Also called	3100 3200 3600 31 50 100 Apache Cameo Carrier Suburban Carrier Viking Spartan
Production	1955–1960
Assembly	Van Nuys Assembly (Van Nuys, California) Flint Truck Assembly, Flint, Michigan St. Louis Truck Assembly (Saint Louis, Missouri) Pontiac Assembly Center (Pontiac, Michigan)
Body and chassis
Class	Pickup truck
Body style	2-door truck
Layout	Front engine, rear-wheel drive /four-wheel drive
Platform	GM A platform
Powertrain
Engine	235 cu in (3.9 L) I6 265 cu in (4.3 L) V8 283 cu in (4.6 L) V8
Transmission	3 or 4 speed manual Hydramatic
Dimensions
Wheelbase	114.0 in (2,896 mm) 123.0 in (3,124 mm)
Chronology
Predecessor	Chevrolet Advance Design
Successor	C/K Series

The Chevrolet Task Force is Chevrolet‘s successor to the Advance Design trucks. The Task Force Series ran from late 1955 (second series) through 1959. At GMC locations, it was called the Blue Chip Series.

The 1955 second series offered standard options and add-ons such as 12-volt electrical systems, the first V8 (the 265 cubic inch), and fleet-side six-, seven-, and eight-foot length beds.

Differences

Nineteen fifty-five second series – first year for new body style. New “wrap-around” windshield – a truck industry first – and optional wrap-around rear window on Deluxe cabs. Power steering and power brakes became available for the first time on GM trucks. Electrical system upgraded to 12 volts. Only year for seven-foot bed length. Fenders have single headlights and one-piece emblem is mounted below horizontal line on fender. Cameo Carrier series introduced.

1956 – wider hood emblem. Two-piece fender emblems are mounted above horizontal fender line. Last year for egg crate grille.

1957 – only year for more open grille. Hood is flatter with two spears on top, similar to the 1957 Bel Air. Fender emblems are still above fender line, but are now oval-shaped, as opposed to previous versions in script.

1958 – first year for fleetside bed, significant redesign of front end. All light-duty trucks are now called “Apaches”, medium-duty trucks called “Vikings”, and heavy-duty trucks called “Spartans”. Truck has four headlights instead of the previous two and features a shorter, wider grille running the width of the front end. Parking lights are now in the grille instead of being in the front of the fender and the hood is similar to 1955/1956 models, but with a flat “valley” in the middle. First year for factory-equipped air conditioning.

1959 – minimal changes from 1958, the most apparent was a larger and more ornate hood emblem and redesigned badging on the fenders. The last year that the NAPCO (Northwestern Auto Parts Company) “Powr-Pak” four-wheel drive conversion could be factory ordered.

• 

  1955 GMC Blue Chip 150

• 

  1955 Chevrolet Task Force

• 

  1956 Chevrolet 3100

• 

  1956 GMC Blue Chip

• 

  1957 GMC Suburban Carrier

• 

  1957 Chevrolet Task Force

• 

  1958 Chevrolet Apache

• 

  SONY DSC

  1958 GMC Suburban

• 

  1959 GMC 9310 pickup truck

• 

  1959 Chevrolet Apache

  Chevrolet C/K

  Main article: List of GM platforms

  Chevrolet C/K
  Overview
  Manufacturer	Chevrolet/GMC (General Motors)
  Also called	GMC C/K GMC Sierra
  Production	1960–2002 (United States) 1965–2002 (Canada) 1964–2001 (Brazil) 1975–1982 (Chile) 1960–1978/1986–1994 (ArgentinaSevel) 1999-2006 (South Korea, as a renamed Silverado)
  Body and chassis
  Class	Full-size pickup truck
  Body style	2-door regular cab 2-door extended cab 3-door extended cab 4-door crew cab
  Layout	Front engine, rear-wheel drive /four-wheel drive
  Chronology
  Predecessor	Task Force
  Successor	Chevrolet Silverado, Chevrolet Avalanche

  The C/K was Chevrolet and GMC‘s full-size pickup truck line from 1960 until 2002 in the United States, from 1965 to 2002 in Canada, from 1964 through 2001 in Brazil, and from 1975 to 1982 in Chile. The first Chevrolet pickup truck came out in 1924, though in-house designs did not appear until 1930. “C” indicated two-wheel drive and “K” indicated four-wheel drive. The aging C/K light-duty pickup truck was replaced with the Chevrolet Silverado and GMC Sierra names in 1999 in the US and Canada, and 2001 in Brazil; the Chevrolet Silverado HD and GMC Sierra HD heavy-duty pickup trucks followed. Until this time, the names Silverado and Sierra were used to identify the trim level of the C/K trucks.

  For the first Chevrolet C Series, made from 1911 to 1913, see Chevrolet Series C Classic Six, (the first Chevy).

  First generation 1960–1966

  

   1963 Chevrolet stepside

  First generation
  Overview
  Also called	C10/K10 C15/K15 C20/K20 C30
  Production	1960–1966
  Body and chassis
  Related	Chevrolet Suburban
  Powertrain
  Engine	230 in3 (3.8 L) I6 236 in3 (3.9 L) I6 250 in3 (4.1 L) I6 261 in3 (4.3 L) I6 292 in3 (4.8 L) I6 305 in3 (5.0 L) V6 283 in3 (4.6 L) V8 327 in3 (5.3 L) V8
  Transmission	3-speed synchromesh manual 4-speed synchromesh manual 2-speed Powerglide automatic
  Dimensions
  Wheelbase	115 in (2,921 mm) (short box) 127 in (3,226 mm) (long box) 133 in (3,378 mm) (1961–63 long box)
  Length	186.875 in (4,747 mm) SWB 206 in (5,232 mm) Standard 216.25 in (5,493 mm) LWB
  Width	78.75 in (2,000 mm)
  Height	71.25 in (1,810 mm)

  

   1966 Chevrolet C-10

  

   1962 Chevrolet C/K

  The 1960 model year introduced a new body style of light pick-up truck that featured many firsts. Most important of these were a drop-center ladder frame, allowing the cab to sit lower, and independent front suspension, giving an almost car-like ride in a truck. Also new for 1960 was a new designation system for trucks made by GM. Gone was the 3100, 3200, and 3600 designations for short 1/2, long 1/2 and 3/4-ton models. Instead, a new scheme would assign a 10, 20, or 30 for 1/2, 3/4, and 1-ton models. Since 1957, trucks were available from the factory as 4-wheel drive, and the new class scheme would make this known. A C (Conventional) in front of the series number would indicate 2-wheel rear drive while a K would denote 4-wheel drive. Actual badging on trucks still carried the series name system from the previous generation. The cab roof used double walled steel construction unlike the other automakers who used a single steel roof. The 10, 20, 30, and 40 series (C or K) were badged as “Apache”, etc. 50, and 60 series trucks were badged as “Viking”, and the largest 70, 80, and 90 series models were marked “Spartan” etc. In 1960, C/K trucks were available in smooth “Fleetside” or fendered “Stepside” versions. GMC called these “Wideside” and “Fenderside.” Half-ton models were the C10 and K10 long-bed and short-bed trucks, and The 3/4-ton C20 and K20, as well as the one-ton C30, were also available. GMC did not use the “C” nomenclature, though their 4×4 versions had the “K” designation. GMC Model numbers for 1/2, 3/4, 1, and 1.5 ton were 1000, 1500, 2500, and 3000. The 1960,1961, & 1962 model used torsion bar front suspension, with trailing arm suspension rear. Trim lines were base and “Custom.” Engines included the base GMC 305 in³ V6for the GMC version, 135 hp (101 kW) 236 in³ (3.9 L) and 150 hp (112 kW) 261 in³ (4.3 L) straight-6s, and a 283 in³ (4.6 L) V8 with 185 hp (119 kW).

  A coil-spring front suspension came in 1963; along with a new base engine, a 140 hp (104 kW) 230 in³ (3.8 L) I6, and an optional 165 hp (123 kW) 292 in³ (4.8 L) I6. The cab was changed for 1964, with elimination of the “wraparound” windshield and a new front grille design, along with various interior changes. Air conditioning and a 220 hp (164 kW) 327 in³ (5.3 L) V8 came in 1965. A new base engine finished the model in 1966 with a 155 hp (116 kW) 250 in³ (4.1 L) I6.

  Second generation 1967–1972

  Second generation
  Overview
  Production	1967–1972
  Assembly	Atlanta, GA Baltimore, MD Pontiac, MI Flint, MI Tarrytown, NY Kansas City, MO St. Louis, MO Janesville, WI Norwood, OH Fremont, CA Oshawa, ON Buenos Aires, Argentina
  Body and chassis
  Related	Chevrolet Silverado Chevrolet K5 Blazer Chevrolet Suburban
  Powertrain
  Engine	250 cu in (4.1 L) I6 292 cu in (4.8 L) I6 283 cu in (4.6 L) V8 307 cu in (5.0 L) V8 327 cu in (5.4 L) V8 350 cu in (5.7 L) V8 396 cu in (6.5 L) V8 402 cu in (6.6 L) V8GMC models continued to offer the 305 and 351 c.i. V6s through 1970.
  Transmission	3-speed manual 4-speed Muncie SM465 manual 4-speed New Process NP435manual 2-speed Powerglide automatic 3-speed THM-350 automatic 3-speed THM-400 automatic
  Dimensions
  Wheelbase	115 in (2,921 mm) (short box) 127 in (3,226 mm) (long box) 133 in (3,378 mm) (Longhorn)
  Length	188.5 in (4,788 mm) (short box) 207.75 in (5,277 mm) (long box) 213.75 in (5,429 mm) (Longhorn Fleetside) 217.75 in (5,531 mm) (Longhorn Stepside)

  

   1967 GMC C/K

  

   1968 GMC C/K

  A new, more modern look came in 1967, along with a new nickname: “Action Line”. It was with this revision of the C/K truck that General Motors began to add comfort and convenience items to a vehicle line that had previously been for work purposes alone. Updated styling features for the 1967 Chevy Pickup trucks came with new body sheet metal that helps fight rust and a pickup box made of double-walled steel. The majority of 10 and 20 series Chevrolet trucks from 1967 to 1972 were built with a coil spring trailing arm rear suspension, which greatly improved the ride over traditional leaf springs. However, the leaf spring rear suspension was still available on those trucks, and standard on 30 series trucks. The front suspension on all Chevrolet trucks were independent front suspension with coil springs. GMC models came standard with leaf springs with coils springs optional; all four-wheel drive models (Chevrolet and GMC) had leaf springs on both axles. 1967 was the only year for the “small rear window” (RPO A10 offered a large rear window as a factory option^[3]). The standard drivetrain came with a three-speed manual transmission and one of two engines; the 250 in³ straight six or the 283 cu in (4.6 L) V8. The optional transmissions were the four-speed manual, the Powerglide and the Turbo-Hydramatic 350 and 400. The 292 six and the 327 in³ V8 were the optional engines. The 1/2 ton trucks came with a 6 x 5.5–inch bolt pattern, the 3/4 and 1 ton trucks came with an 8 x 6.5–inch bolt pattern.

  In 1968, the 283 cu in (4.6 L) V8 was replaced with a 307 cu in (5.0 L) and a 310 hp (231 kW), 396 cu in (6.5 L) V8 was offered for the first time. The most visible change in differentiating a 1968 from a 1967 was the addition of side-marker reflectors on all fenders. Also, the small rear window cab was no longer available. The GMC grille was revised, with the letters “GMC” no longer embossed in the horizontal crossbar. Another addition was the Custom Comfort and Convenience interior package that fell between the Standard cab and CST cab options. In 1968, Chevrolet celebrated 50 years of truck manufacturing, and to commemorate, they released a 50th Anniversary package, which featured an exclusive white-gold-white paint scheme. Also in 1968, the Longhorn model debuted on 3/4 ton trucks. Featuring a 133-inch wheelbase identical to the one-ton vehicles, it added an extra 6 inches to the bed. Longhorns, interestingly, were 2wd only; no factory Longhorn 4×4 was built.

  

   1971 Chevrolet C/50 medium-duty truck

  

   71-72 Chevrolet C/10 Cheyenne

  The 327 c.i. V-8 engine was enlarged in 1969 to 350 CID (stroke increased from 3.25 to 3.48) with a net horsepower rating of 195-200, depending on emissions package 255 hp (190 kW), 350 cu in (5.7 L). Along with the new engines came a new grille design for Chevrolet trucks and a more upright hood for both Chevrolet and GMC trucks. A utility variant, known as the K5 Blazer, was also introduced with a shorter wheelbase of 104 inches (2,642 mm). The GMC version, known as the Jimmy, was introduced the same year. Some internal cab changes were also made, most notably the switch from a hand-operated parking brake to a foot pedal, and a more modern looking two-spoke steering wheel with plastic horn button replaced the previous year’s three-spoke wheel with chrome horn button. Also new this year were upper and lower side moldings, which added another two-tone paint option. These were standard on CST trucks, and optional in any other trim level.

  

   1970 GMC C/K

  The only noticeable change for 1970 was a minor update to the Chevrolet grille. At first glance, the 1969 and 1970 grilles appear identical. However, the 1970s plastic inserts actually have highlights that break the appearance into six separate sections. The 396, while still sold as such, was enlarged to 402 cubic inches starting in 1970.

  

   1970 Chevrolet Custom/10

  Several changes occurred in 1971. First came another new grille design (the “egg crate”) for Chevrolet trucks and black paint over portions of the GMC grille. Second, an additional trim package was introduced: the Cheyenne. On GMC models, this was referred to as the Sierra. These packages consisted mostly of comfort features — nicer interiors, more padding and insulation, carpet, chrome trim, and upper and lower side molding and tailgate trim. 1971 was the first year for AM/FM radios factory installed. Finally, the front brakes on all light-duty trucks were switched from drum brakes to disc brakes, resulting in much less brake fade under heavy use. While many prior C/K half-ton trucks had used a six-lug bolt pattern (6 x 5.5″) for the wheels, two-wheel-drive models switched to a five-lug pattern (5 x 5–inch bolt circle) common to Buick,Oldsmobile, Pontiac, and Cadillac passenger cars. The 1/2 ton 4 x 4 retained the 6 lug bolt pattern. This bolt pattern would remain the standard through the end of the C/K series (along with the Chevrolet/GMC vans). Also, Chevrolet changed the 396 V8 emblem designation to 400 V8.

  

   1972 GMC Sierra Custom Camper

  The 1972 models were virtually identical to 1971 models, with the only change being the rear view mirror was glued to the windshield instead of being bolted to top of the cab, and metal or vinyl-covered flat door panels were no longer available; all trim level door panels were molded plastic with integral armrests and wood grain inserts on Cheyenne and Sierra trim levels. For restoration, it should also be noted that the door and window cranks were slightly longer due to the molded plastic door panels, and the vent windows were now secured with a single screw on the inside of the door, thus differentiating it from the 1971 model year.

  Engines

  Year	1967	1968	1969	1970	1971	1972
  Inline 6	250 in3 292 in3	250 in3 292 in3	250 in3 292 in3	250 in3 292 in3	250 in3 292 in3	250 in3 292 in3
  V6 (GMC)	305 in3 351 in3	305 in3 351 in3	305 in3
  V8	283 in3 327 in3	307 in3 327 in3 396 in3	307 in3 350 in3 396 in3	307 in3 350 in3 396 in3	307 in3 350 in3 402 in3	307 in3 350 in3 402 in3

  Trim Levels (Chevrolet)

  Years	Base	Mid-level	Top-line	Special
  1967–70	C/10	Custom/10	CST/10
  1971	Custom/10	CST/10	Cheyenne/10
  late 1971–72	CST/10	Cheyenne/10	Cheyenne Super	Cheyenne Highlander

  A 10, 20, or 30 on the emblem indicates 1/2, 3/4, or 1 ton trucks. There are also 40, 50, 60, and 70-series trucks, being a 1½ ton (40), a light duty 2 ton (50), a 2 ton (60), and a heavy duty 2 ton truck (70). These models share the cabin but sit on a taller chassis and have a taller front end of a different design, with a clamshell hood.

  Trim Levels (GMC)

  Years	Base	Mid-level	Top-line	Special
  1967–70	1500	Custom 1500	Super Custom 1500
  1971	Custom 1500	Super Custom 1500	Sierra 1500
  late 1971–72	Super Custom 1500	Sierra 1500	Sierra Grande 1500	Sierra Highlander

  1500, 2500, and 3500 designations were used to indicate 1/2, 3/4, and 1-ton trucks.

  In both series, the ‘Highlander package’ included special color-coordinated houndstooth cloth inserts and additional trim colors and insulation.

  Third generation 1973–1991

  Third generation
  Overview
  Also called	Chevrolet Scottsdale Chevrolet Custom Deluxe Chevrolet Silverado
  Production	1973–1991
  Assembly	Atlanta, Georgia Baltimore, Maryland Pontiac, Michigan Flint, Michigan Tarrytown, New York Kansas City, Missouri St. Louis, Missouri Janesville, Wisconsin Norwood, Ohio Fremont, California Oshawa, Ontario Córdoba (Argentina) Tehran, Iran (1977–1982) Arica, Chile (1978–1988)
  Powertrain
  Engine	250 cu in (4.1 L) I6 292 cu in (4.8 L) I6 262 cu in (4.3 L) V6 305 cu in (5.0 L) V8 350 cu in (5.7 L) V8 400 cu in (6.6 L) V8 454 cu in (7.4 L) V8 350 cu in (5.7 L) Oldsmobile DieselV8 379 cu in (6.2 L) Detroit Diesel V8
  Transmission	3-speed Turbo Hydra-Matic 350automatic 3-speed Turbo Hydra-Matic 400automatic 4-speed Turbo Hydra-Matic 700R4automatic 3-speed Saginaw manual 4-speed Saginaw Muncie SM465 manual 4-speed New Process NV833 overdrive manual
  Dimensions
  Wheelbase	117.5 in (2,984 mm) 135.5 in (3,442 mm) 164.5 in (4,178 mm)
  Length	191.5 in (4,864 mm)(1973–75) 191.3 in (4,859 mm)(1987) 211.8 in (5,380 mm)
  Height	69.8 in (1,773 mm)

  

   Facelifted GMC C/K

  

   1979 Chevrolet C-20 Custom Deluxe Crew Cab with added camper

  An all-new clean sheet redesign of General Motors’ Chevrolet and GMC brand C/K-Series pickups débuted in mid-1972 for the 1973 model year. Development of the new third-generation trucks began in 1968 with vehicle components undergoing simulated testing on computers before the first prototype pickups were even built for real world testing. The redesign was revolutionary in appearance at the time, particularly the cab, departing from typical American pickup truck designs of the era. Aside from being near twins, the Chevrolet and GMC pickups looked like nothing else on the road. The third-generation trucks are officially known as the “Rounded-Line” generation. GM’s “Rounded-Line” moniker highlighted the pickup’s rounded-lines or rounded styling cues that were incorporated into the design. These rounded-lines included rounded windshield corners, rounded cab roof, sloped rounded doors which cut high into the cab roof eliminating roof height, rounded front fenders, and rounded pickup box corners which allowed for rounded or curvedwraparound taillamps, a first for GM pickups. The design also featured strong distinctive curved shoulderlines which rounded out below the beltline. The curved shoulderline continued across the back tailgate on Chevrolet Fleetside and GMC Wideside models. A popular, but incorrect nickname for these trucks is “square body”. As this name did not originate from General Motors, it is therefore not official. The erroneous square body name was propagated through poorly researched truck magazines and dubious word of mouth.

  GM’s design engineers fashioned the “Rounded-Line” exterior in an effort to help improve aerodynamics and fuel efficiency, using wind tunnel technology to help them sculpt the body. Other design traits include “double-wall” construction, sleek sculpted body work, a aerodynamic cab with steep windshield rake, and a unique available hidden radio antenna embedded into the windshield glass.

  There were two types of pickup boxes to choose from. The first type, called Fleetside by Chevrolet and Wideside by GMC, was a “double-wall” constructed full width pickup box and featured a flared shoulderline to complement the cab in addition to rounded box corners and the new aforementioned rounded wraparound taillamps. Both steel and wood floors were available. The second type, called Stepside by Chevrolet andFenderside by GMC, was a narrow width pickup box featuring steps and exposed fenders with standalone tail lamps. Initially, only wood floors were available.

  The wheelbase length was extended to 117.5 in (2985 mm) for the short wheelbase pickups, and 131.5 in (3340 mm) for the long wheelbase pickups. A new dual rear wheel option called “Big Dooley” was introduced on one-ton pickups, along with a new Crew Cab option on the 164.5 in (4,178 mm) wheelbase. An optional Elimipitch camper was made available for the Big Dooley. Crew Cabs were available in two versions: a “3+3” which seated up to six occupants and “bonus cab” which deleted the rear seat and added rear lockable storage in its place. The fuel tank was moved from the cab to the outside of the frame, and a dual tank option was available which brought fuel capacity to 40 US gallons. 1980 was the first year that a cassette tape player could be purchased, along with a CB radio.

  The Rounded-Line generation ultimately ran for a lengthy 19 model years (1973–1991) with the exception of the Crew Cab, Blazer, Jimmy, and Suburban versions, which continued up until the 1991 model year.

  Interior and safety

  The third-generation pickups were offered in several equipment level packages or trim packages. Chevrolet/GMC used various names for the trim levels throughout the vehicle’s life cycle and some were rearranged in their class order. For the 1973 and 1974 model years, the base (standard) trim level was Custom/Custom, mid-range trims were Custom Deluxe/Super Custom, luxury trims were Cheyenne/Sierra, and top-of-the-line luxury trim levels were Cheyenne Super/Sierra Grande.

  For the 1975 model year the trim levels were revised and the base trims were now Custom Deluxe/Sierra, mid-range trims were Scottsdale/Sierra Grande, luxury trims were Cheyenne/High Sierra, and the top-of-the-line luxury trim levels were now known as Silverado/Sierra Classic. They remained in this configuration up to the 1991 model year. For the 1982 model year, the luxury trim levels were dropped, leaving the base, midcurange, and top-of-the-line luxury trim level packages.

  Soft touch materials were used throughout the passenger cabin, such as the dashboard, doors (arm rests), steering wheel, and shift levers. Subtle grained interior panels and bright metal work was used on the inside with high-quality materials also used on the outside, like chrome, aluminium, and polished stainless steel, particularly on top-of-the-line luxury Silverado or Sierra Classic trim levels. Custom Vinyl vinyl or soft Custom Cloth cloth and velour seating surfaces were used along with fabric headliners, door inserts, and plush carpeting, depending on the trim level. Upper class trim levels also used acoustic deadening materials for quieter ride comfort. From model years 1973 to 1977, chestnut wood grain inserts were used on the dashboard and doors for further visual enhancement. The wood grain inserts were replaced by bright brushed aluminiuminserts for model years 1978 to 1987. A Delco AM/FM audio sound system and an all-season climate control system that heated, cooled, cleaned, and dehumidified were optional extras.

  At its launch in 1972, the Rounded-Line C/K-Series introduced two firsts in safety advancements concerning full-size pickups, and would later lead a third safety advancement in 1975. The first was the standard passenger-side sideview mirror, and the second was the energy-absorbing collapsible steering column. Patented by GM and already in use in its cars since 1967, the new energy-absorbing steering column was standard on all C-Series and K-Series models.

  The third safety advancement was the introduction of dual front lap-and-shoulder safety belts with emergency locking retractors for outboard occupants in 1975 for the 1976 model year. These replaced the outdated and inadequate lap belts previously used. A center lap safety belt with slack adjustment was provided for the center occupant. Ford and Dodge would follow one model year later adding lap-and-shoulder safety belts to their pickups.

  Other safety features included soft-padded interior panels for appearance and safety, 3,329 square inches of tempered and laminated safety glass, prismatic rearview mirror, six turn-signal indicator lamps with asymmetrical flash, four-way hazard function, and lane departure function.

  Chassis and powertrain

  

   1988 Chevrolet C-10 Custom Deluxe

  Third-generation Rounded-Line C/K-Series pickups gained an all-new, high tensile strength carbon steel ladder type frame with “drop center” design. Steering controls included variable-ratio recirculating ballsteering gear with optional hydraulic power assist. Braking controls included front self-adjusting disc brakes with rear finned drum brakes and optional four-wheel hydraulic Hydra-Boost or Vacuum-Boost power assist. Engines choices initially consisted of six or eight cylinder engines with either manual or Turbo Hydra-Matic transmissions.

  C-Series pickups included two-wheel drive and featured an independent front suspension (IFS) system with contoured lower control “A” arms and coil springs. GM’s new Load Control rear suspension system took up residence in the back. The Load Control rear suspension system consisted of a rear live axle with dual stage Vari-Rate multi-leaf springs and asymmetrical (offset) shock absorber geometry, to help sort out any “wheel hop” under heavy loads or hard acceleration.

  K-Series pickups included either Conventional, Permanent, or Shift-on-the-move four-wheel drive. The latter system was introduced for 1981. Regardless of the type of four-wheel drive system equipped, all K-Series pickups featured four-corner Vari-Rate multi-leaf springs, front live axle with symmetrical (inline) shock absorber geometry, and the Load Control rear suspension system. K-Series pickups also featured an off road oriented design, with the transfer case bolted directly to the transmission and running gear tucked up as high as possible under the vehicle to reduce the chances of snagging vital components on obstacles, as well as to achieve a low silhouette and optimal ground clearance. Exposed brake lines wrapped in steel were standard, with underbody skid plate armor optional for further protection.

  Conventional four-wheel drive pickups featured manual locking hubs and a two-speed dual range New Process 205 transfer case with four drive modes: Two High, Four High, Neutral, and Four Low. Two High gave a 0:100torque split, while Four High yielded a locked 50:50 torque split. Four Low applied reduction gearing. The front and rear propeller shafts were locked at all times in Four High and Four Low. Neutral allowed for flat towing, or use of the power take off (PTO).

  Permanent four-wheel drive pickups featured a two-speed dual range New Process 203 transfer case with planetary center differential and lock. Five drive modes were provided: High, Low, Neutral, High Loc, and Low Loc. In High the center differential was unlocked and allowed the front and rear propeller shafts to slip as needed for full-time operation. The system could be manually shifted into High Loc which locked the center differential for a locked 50:50 torque split. Low and Low Loc applied reduction gearing with or without lock, depending on the mode selected. Neutral was also available for use of the PTO.

  A new Eaton Automatic Differential Lock (ADL) was introduced in 1973 as an optional extra on the Rounded-Line C/K-Series pickups, for the rear hypoid differential. The new automatic locking differential was offered under the G86 code, replacing the Eaton NoSpin differential, and eventually replacing the old Positraction limited-slip differential in 1974, at which point it assumed the G80 code. The Eaton ADL featured intelligent differential control via an internal governor which monitored vehicle speed and wheel slip to know when to automatically lock and could lockup 100 percent at or below 20 mph (32 kph) increasing tractive effort. The differential lock would unlock and deactivate at speeds above 20 mph for safety reasons, such as the vehicle being on dry pavement.

  Towing and payload capacity ratings for Rounded-Line C/K-Series pickups varied, depending on how they were configured. Factors such as engine and transmission combination, differential gear ratio, curb weight, and whether the pickup was two-wheel drive or four-wheel drive decided how much the pickup could safely tow or haul.

  A properly equipped C-Series half-ton class pickup could tow up to 8,000 lbs (4 tons) of braked trailer, while a properly equipped C-Series three quarter-ton or one-ton class pickup could tow up to 12,000 lbs (6 tons) of braked trailer. Adding four-wheel drive reduced towing capability due to increased curb weight, which resulted from additional driveline components (transfer case, front axle, front differential, front propeller shaft, and so on) needed to facilitate four-wheel drive. A properly equipped K-Series half-ton or three quarter-ton class pickup could tow up to 6,500 lbs (3.25 tons) of braked trailer, whilst a properly equipped K-Series one-ton class pickup could tow 500 lbs more, up to 7,000 lbs (3.5 tons) of braked trailer.

  Heavy-duty towing equipment was available for both C and K-Series pickups, such as the Trailering Special package (included power steering, uprated battery, and uprated generator), 7-pin trailer electrics connector, heavy-duty engine oil cooler, heavy-dutytransmission oil cooler, and a weight distributing trailer hitch.

  For the 1975 model year, the 185 hp 400 cu in (6.6 L) small-block V-8 was added to the line and there was a realignment of Chevy trim levels, along with new grilles and clear/white instead of orange front turn signals. Base models gained a passenger-side woodgrain dash accent and a new plaid upholstery pattern (which would change slightly each year until 1978).

  A new gauge to show voltage replaced the ammeter in 1976, and the engine size decals were removed from the grille during this model year.

  For 1977 models, power windows and power door locks were introduced as an optional extra. There was another round of new grilles, revised inner door panels that left less metal exposed, a four-wheel drive, full one-ton chassis was added to the lineup, and a Dana 60 was used for the front axle, as well as an electric oil pressure gauge replacing the mechanical unit. Trucks with an optional trim level, but without an additional wheel upgrade, received flatter stainless steel hubcaps, still with painted accents. This was also the only year with yellow painted trim instead of black.

  The addition of the first diesel engine of the three American automakers in a light duty pickup the 125 hp 350 cu in (5.7 L) Oldsmobile diesel V-8 began in 1978. All models got new, flatter dash trim panels, black on the lower two trims and aluminum-look on the fancier two. Base models received the flatter stainless hubcaps, and Stepsides got new squared-off taillights with built-in backup lights and side markers, while the rear fenders were smoothed out where the old side markers were.

  The 1979 models got a new grille surround that incorporated the turn signals; inside there was a new full-width “houndstooth” seat trim on base models and a (rare) fifth interior color option on the higher series called “oyster” by Chevrolet and “Mystic” by GMC (mostly white with a gray dash, carpeting and cloth). Fuel doors were added to the bed sides to hide the previously exposed fuel caps.

  For the 1980 model year, permanent four-wheel drive was discontinued on K-Series, leaving only conventional four-wheel drive. Some pickups gained a new grille, others did not; high-trim Chevys had both a new surround that incorporated near-flush square headlights and revised turn signals with a new, squarer grille pattern, while a GMC base model was entirely carryover, base Chevys had the new center section in the 1979 surround while GMCs with uplevel trims or the separate RPO V22 option had the new square-light surround with the main grille introduced in 1977. Blue interiors were a darker shade than before.

  Engines

  Year	Engine	Power	Torque	Notes
  1981–1984	4.1 L GMC 250 I-6	115 hp (86 kW) @ 3600 RPM	200 lb·ft (271 N·m) @ 2000 RPM
  1983		120 hp (89 kW) @ 4000 RPM	205 lb·ft (278 N·m) @ 2000 RPM	C1
  1985–1986	4.3 L LB1 90º V-6	155 hp (116 kW) @ 4000 RPM	230 lb·ft (312 N·m) @ 2400 RPM
  1987-1991		160 hp (119 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2400 RPM
  1981–1985	4.8 L GMC 292 I-6	115 hp (86 kW) @ 3400 RPM	215 lb·ft (292 N·m) @ 1600 RPM
  1986		115 hp (86 kW) @ 4000 RPM	210 lb·ft (285 N·m) @ 800 RPM
  1981–1982	5.0 L 305 V-8	130 hp (97 kW) @ 4000 RPM	240 lb·ft (325 N·m) @ 2000 RPM	2-barrel
  1981–1982		165 hp (123 kW) @ 4400 RPM	240 lb·ft (325 N·m) @ 2000 RPM	1/2 Ton w/ 4-barrel
  1981–1982		160 hp (119 kW) @ 4400 RPM	235 lb·ft (319 N·m) @ 2000 RPM	all others w/ 4-barrel
  1983–1986		165 hp (123 kW) @ 4400 RPM	240 lb·ft (325 N·m) @ 2000 RPM	less than 8500# GVWR
  1983		160 hp (119 kW) @ 4400 RPM	235 lb·ft (319 N·m) @ 2000 RPM	over 8500# GVWR
  1987-1991		170 hp (127 kW) @ 4000 RPM	260 lb·ft (353 N·m) @ 2400 RPM
  1981–1986	5.7 L 350 V-8	165 hp (123 kW) @ 3800 RPM	275 lb·ft (373 N·m) @ 1600 RPM	less than 8500# GVWR
  1987		210 hp (157 kW) @ 4000 RPM	300 lb·ft (407 N·m) @ 2800 RPM
  1981–1985		160 hp (119 kW) @ 3800 RPM	250 lb·ft (339 N·m) @ 2800 RPM	over 8500# GVWR
  1986		185 hp (138 kW) @ 4000 RPM	285 lb·ft (386 N·m) @ 2400 RPM
  1987		185 hp (138 kW) @ 4000 RPM	295 lb·ft (400 N·m) @ 2400 RPM
  1981–1982	7.4 L 454 V-8	210 hp (157 kW) @ 3800 RPM	340 lb·ft (461 N·m) @ 2800 RPM
  1983–1985		230 hp (172 kW) @ 3800 RPM	360 lb·ft (488 N·m) @ 2800 RPM
  1986		240 hp (179 kW) @ 3800 RPM	375 lb·ft (508 N·m) @ 3200 RPM
  1987		230 hp (172 kW) @ 3600 RPM	385 lb·ft (522 N·m) @ 1600 RPM
  1982–1987	6.2 L Detroit Diesel V-8	130 hp (97 kW) @ 3600 RPM	240 lb·ft (325 N·m) @ 2000 RPM	less than 8500# GVWR
  1982–1984		135 hp (101 kW) @ 3600 RPM	240 lb·ft (325 N·m) @ 2000 RPM	over 8500# GVWR
  1985–1991		148 hp (110 kW) @ 3600 RPM	246 lb·ft (334 N·m) @ 2000 RPM

  1981 mid-life cycle facelift

  A mid-life cycle cosmetic facelift and mechanical refresh was carried out for the 1981 model year. In response to the recent 1979 energy crisis, the 1981 rework featured several fuel saving techniques to help make the Rounded-Line C/K-Series pickups more fuel efficient. Again, engineers turned to wind tunnels to resculpt the front end with new sheet metal, reducing areas which could hinder air flow and cause drag. A sleeker front bow-like look emerged, similar to a ship’s bow with the front end being gently swept back from the center. New dual tier halogen headlamps became available with the Deluxe Front Appearance package. Mechanical updates included more anti-corrosion techniques, reduced weight, and a new 5.0 L 305 cubic inch V-8 with electronic spark control. The 5.7 L 350 cubic inch pushrod V-8 was dropped from the half-ton class pickups, except in California where it was offered in place of the new 5.0 L 305 engine with electronic spark control, which did not meet California’s emissions requirements.

  A new Shift-on-the-move four-wheel drive system with two-speed dual range New Process 208 aluminium transfer case was introduced on K-Series pickups for the 1981 model year. It replaced the permanent four-wheel drive system, on pre-1980 models. The shift-on-the-move four-wheel drive system featured new automatic self locking hubs and synchronized direct high range planetary gearing, such that the truck could be shifted from two-wheel drive, to fully locked four-wheel drive at speeds of up to 25 mph. Once the shift from two-wheel drive to four-wheel drive was made, the vehicle could be driven at any forward or reverse speed. Four drive modes were offered: Two High, Four High, Neutral, and Four Low. Two High gave a 0:100 torque split, with Four High yielding a locked 50:50 torque split through direct synchronized gearing. Four Low applied reduction gearing. The front and rear propeller shafts were locked at all times in Four High and Four Low. Neutral was provided for disengagement of both propeller shafts. Conventional four-wheel drive was still available with manual locking hubs.

  A new four-speed Turbo Hydra-Matic 700R4 transmission with overdrive gearing became available in 1981 for the 1982 model year. The 151 hp 379 cu in (6.2 L) Detroit Diesel V-8 was added to replace the LF9 Oldsmobile diesel. Chrome front bumpers were now standard on base models.

  1985 saw the new 262 cu in (4.3 L) LB1 introduced to replace both inline-six engines. Hydraulic clutches were introduced. Also, a new grill was used. The most expensive radio was the AM/FM stereo seek/scan with cassette tape at $594. A variation of the C/K series was introduced in 1985 in Brazil, replacing the locally produced C10, introduced in 1964.

  R/V-Series

  For the 1991 model year, the last model year for the conventional cab pickups, the Rounded-Line C/K-Series were renamed the R/V-Series. R-Series now designated two-wheel drive, while V-Series represented four-wheel drive. The name change is also found in the vehicle identification number. This was done in preparation for the next generation GMT400 trucks, which were produced concurrently with the older line. The new 1988 model trucks entered production December 8, 1986 at Pontiac East, Oshawa, and the new Fort Wayne plant. The 1987 models continued to be built at Janesville, St. Louis, and Flint.

  Along with the name change, came other major improvements and tweaks for the final model year of the conventional cab pickups. Single-point electronic throttle-body fuel injection (TBI) was introduced on GM’s full-size pickups, with new electric fuel pumps and high-pressure fuel lines. In addition, a “smart” powertrain control module (PCM) was also introduced, which controlled the fuel injection system, fuel-to-air burn ratio, engine ignition timing, and (if equipped with an automatic transmission) the Turbo Hydra-Matic’sturbine torque converter clutch. The 5.7 L 350 cubic inch pushrod V-8 was reintroduced to the order books for R-Series and V-Series half-ton class pickups, with the new TBI fuel injection system. Horsepower and torque output was increased to 210 hp, and 300 lb-ft of torque.

  After 1987, R/V remained in use for the Rounded-Line one-ton crew cab pickups through 1991 (built at Janesville), and the Rounded-Line utilities (Chevrolet K5 Blazer and Suburban, built at Flint) through 1991. From the 1988 model year and onward, C/K was re-used for the fourth-generation “GMT400” design.

  • 

    1979 GMC K15 Sierra Grande Regular Cab Short Bed Stepside

  • 

    Pre-facelift Chevrolet C/K

  • 

    Pre-facelift GMC C/K

  • 

    1986 Chevrolet C30 Silverado 3+3 Double Cab conversion

  • 

    GMC Medium-Duty conventional, predecessor to the Topkick

  Sidesaddle fuel tank controversy

  The third generation of GM’s full-size pickup line featured a fuel tank design that saw some criticism after the model run ended. The fuel tank was relocated from the cab to the outboard sides of one or both frame rails beneath the cab floor extending under the leading edge of the pickup box, commonly referred to as a sidesaddle arrangement. This enlarged fuel capacity from 16 up to 40 gallons depending on wheelbase and the number of tanks. This also removed the tank from the passenger compartment.

  According to a now debunked 1993 report which aired on Dateline NBC, this arrangement made the trucks capable of exploding when involved in a side collision. The faked video was staged by an expert witness for hire against GM, Bruce Enz of The Institute for Safety Analysis. Enz used incendiary devices and a poorly fitted gas cap to create the impression of a dangerous vehicle. It was also revealed that the Dateline report was dishonest about the fuel tanks rupturing and the alleged 30 mph (48 km/h) speed at which the collision was conducted. The actual speed was found to be higher, around 40 mph (64 km/h), and after x-ray examination of the fuel tanks from the C/K pickups used in the staged collision, it was discovered they had not ruptured and were intact.

  Fatality figures vary wildly. A study by Failure Analysis Associates (now Exponent, Inc.) found 155 fatalities in these GM trucks between 1973 and 1989 involving both side impact and fire. The Center for Auto Safety, Ralph Nader’s lobbying group, claims “over 1,800 fatalities” between 1973 and 2000 involving both side impact and fire. Other commentators noted that regardless of any increased risk of fire, the GM trucks had statistically indistinguishable safety records in side-impact crashes from their Ford and Dodge equivalents.

  Also notable, was the fact that the sidesaddle fuel tanks themselves, were found to have a well-engineered robust design and form factor, which was highly resistant to crushing or crumpling from a side-impact. The heavy-duty design of the sidesaddle fuel tanks allowed them to not only comply with, but also far exceed the U.S. government’s safety standards, which specifically address the dangers of fuel tank rupturing in side collisions. Studies showed that it would take about 4,000 side-impact crashes with a Rounded-Line GM pickup to get one with fire, major injury, or fatality.

  In 1993 the bad publicity generated by the later debunked Dateline story spawned several class action lawsuits. As settlement GM offered owners $1000 coupons toward the purchase of a new truck with a trade-in of the old one. Even though the trucks met NHTSA 15 and 20 mph side impact crash test standards in place at the time of manufacture, GM eventually settled with the U.S. National Highway Traffic Safety Administration (NHTSA) in 1994 for the amount of $51 million to be used for safety programs. The fourth-generation C/K-Series pickups (1988–2001) were designed and produced well before the lawsuits, with one fuel tank inside the frame rails.

  Foreign production

  Sevel Argentina S.A. built the Chevrolet C10 in its Córdoba plant from 1985 to 1991. The gasoline version used the Chevy 250 CID engine (4,093 cc) familiar to most Latin American markets, producing 130 hp. Because of Sevel being a subsidiary of Peugeot, the C10 was also available with a 70 hp Indénor XD2 2,304 cc diesel engine, perhaps best known in the US from the Peugeot 504.

  Fourth generation 1988–2002 (GMT400)

  Fourth generation / GMT400
  Overview
  Also called	Chevrolet Silverado GMC Sierra
  Production	1988–2002
  Assembly	Oshawa, Ontario Pontiac, Michigan Flint, Michigan Fort Wayne, Indiana Córdoba, Argentina
  Body and chassis
  Platform	GMT400/480
  Powertrain
  Engine	250 cu in (4.1 L) I6 (Brazil) 262 cu in (4.3 L) V6 305 cu in (5.0 L) V8 350 cu in (5.7 L) V8 454 cu in (7.4 L) V8 MWM Sprint 6.07T engine (4.2L) I6diesel 378 cu in (6.2 L) diesel V8 6.5 L turbo diesel V8
  Transmission	3-speed THM-400 automatic 4-speed 700R4 automatic 4-speed 4L60 automatic 4-speed 4L60-E automatic 4-speed 4L80-E automatic 4-speed SM465 manual 5-speed NV3500 manual 5-speed ZF 5S-42 manual 5-speed NV4500 manual 5-speed HM290 manual 5-speed 5LM60 manual
  Dimensions
  Wheelbase	117.5 in (2,984 mm) 131.5 in (3,340 mm) 141.5 in (3,594 mm) 155.5 in (3,950 mm)
  Length	194.5 in (4,940 mm) 213.1 in (5,413 mm) 218.5 in (5,550 mm) 237.4 in (6,030 mm)
  Width	76.8 in (1,951 mm) 77.1 in (1,958 mm)
  Height	73.2 in (1,859 mm) 72.6 in (1,844 mm)

  Development of these trucks began around 1984 and were introduced in September 1987 as 1988 models (known as the GMT400 platform), there were eight different versions of the C/K line for 1988: Fleetside Single Cab, Fleetside Extended Cab, Fleetside Crew Cab, and Stepside Single Cab, each in either 2WD (C) or 4WD (K) drivelines. All C/K models would ride on independent front suspension. Three trim levels were available: Cheyenne, Scottsdale, and Silverado. Engines were a 160 hp (119 kW) 4.3 L V6, a 175 hp (130 kW) 5.0 L V8, a 210 hp (157 kW) 5.7 L V8 and a 6.2 L diesel V8. A 230 hp (172 kW) 7.4 L V8 was available in the 3/4-ton and one-ton trucks. To enhance durability the trucks featured extensive use of galvanized steel for corrosion resistance and a fully welded frame with a boxed front section for strength and rigidity.

  4×4 front suspension

  A drastic difference between the third-generation and fourth-generation GM trucks was the suspension; the fourth-generation GM trucks used all independent front suspensions (IFS).

  In 1989, a half-ton 2WD fleetside Sport appearance package was available with black and red bumper and body trim, and a black grille with red outlined Chevrolet emblem, chrome wheels with custom center caps, and fog lights. The 89 was a limited production run set to determine how well the “sport” package would be received by consumers in the years to follow. The Sport package was more of a trim and towing package edition as well as a few engine enhancements that weren’t on available on other Chevrolet trucks of the time.

  Also in 1989, the 4×4 sport appearance package included black bumper and body trim, wheel flares, mirrors, sport grille, 16–inch cast-aluminum wheels and special “4×4” badging on the box and “SPORT” badged on the tailgate. The box and tailgate decals were flanked by red-outlined Chevy bow ties. The sport package was only offered from 1989 until 1992 as some insurance companies began to express concerns with the idea of a high-performance truck. RPO code was BYP. This model was only available with the standard cab and regular fleet-side box. Colors included white, black, and red. A Z71 off-road package was also available with skid plates and Bilstein shocks, making it the first off-road package offered by the big three automakers and a few years later Ford would make their own the FX4 package. The Work Truck (W/T) was also introduced in 1990, which featured a single-cab long bed with Cheyenne trim and new grille with black bumpers. Also in 1988 the GMC 3500 EFI with a 454 (7.4 L) was available. The 454 EFI produced 230 hp (172 kW) and 385 lb·ft (522 N·m). In 1991, the 4L80-E automatic transmission was available for the 3/4-ton and one-ton trucks. In 1992, the four-speed manual transmission was dropped and the stepside trucks were available with extended cabs. The 6.5-liter diesel V8 was also made available with a turbocharger. In 1989, a Sport package was available for the fleet side short-bed Chevrolet trucks, featuring body-colored, striped molding, body-colored bumpers,and a blacked-out grille with chrome-plated steel wheels and specialized chromed plastic center caps. The Sport package also included a standard Chevrolet Receiver hitch and stiffer rear suspension, as well as oil and transmission cooling lines and heftier brake package. Of the first 1989 Silverado sport trucks there were only 5,400 produced. The Sport was re-introduced in 1990, this time with composite headlights and different sport emblems on the bedsides. This is one of the most frequently faked looks for the Chevrolet trucks but VIN decoding will reveal if it is a true “sport” or not. 1994 models received a new front fascia, federally mandated CHMSL, many new exterior colors including a new two-tone option on the rocker panels, and new tire and wheel combinations. All 1995 models received a new interior that included a new steering wheel containing a driver’s-side airbag, a new dashboard containing a more central-mounted radio, dial-operated HVAC system and an improved gauge cluster. New front door panels, and new seating were also included. Late 1995 the 1500 series and 2500 series two-wheel drive trucks were assembled with the newer 4L60E transmission and the 700 R4 was no longer used at this point. Exterior changes this year included a special two-tone paint job, available in many different varieties new gloss black folding exterior mirrors, and the door handles were changed from a smooth gloss black finish to a textured, satin finish. In 1996, a passenger-side-mounted third door was optional on extended cab models. A new range of engines was included. The “Vortec” engines meant HP increases across gasoline V6 and V8 small-block engines. The 6.2 diesel V8 was dropped.

  1997 saw a passenger-side airbag on 1500 models in order to comply with new federal regulations for light trucks. 2500 and 3500 models are exempt. This meant a slight dashboard redesign to incorporate these airbags. On models where passenger airbags weren’t included, the space was occupied by a storage compartment. Also, 1997 was to be the last year the C/K Silverado would display CHEVROLET on the tailgate.

  

   1997 Silverado, displaying “CHEVROLET” on the tailgate

  1998 meant minor trim and badge updates as GM readied the end of the GMT-400 platform. There was some overlap in 1999–2002 model years. In response to continued fleet sales, the GMT400 trucks were produced as the Sierra Classic/Silverado Classic until the GMT400 ended production at the end of the 2002 model year. A Brazilian version of the GMT400 was produced in Brazil powered with a Chevrolet inline six, a 4.2-liter I6 MWM Sprint Turbodiesel and a 4.0L I4 NA Maxion Diesel.

  The GMT400 and G-Van were the last two platforms to utilize the traditional small-block Chevrolet V8 in the 2002 model year.

  The GMT800 platform was introduced in 1999 as the Silverado/Sierra.

  Engines

  Engine	Years	Power	Torque	Notes
  4.3 L V6	1988–1989	160 hp (120 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2400 RPM
  	1990–1992	160 hp (120 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2400 RPM	less than 8500# GVWR
  	1993	165 hp (123 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2000 RPM
  	1990	150 hp (110 kW) @ 4000 RPM	230 lb·ft (310 N·m) @ 2400 RPM	over 8500# GVWR
  	1991–1993	155 hp (116 kW) @ 4000 RPM	230 lb·ft (310 N·m) @ 2400 RPM
  	1994	165 hp (123 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2000 RPM
  	1995	160 hp (120 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2000 RPM
  	1996–1998	200 hp (150 kW) @ 4400 RPM	255 lb·ft (346 N·m) @ 2800 RPM
  5.0 L V8	1988–1994	175 hp (130 kW) @ 4000 RPM	270 lb·ft (370 N·m) @ 2400 RPM
  	1994–1995	175 hp (130 kW) @ 4200 RPM	265 lb·ft (359 N·m) @ 2800 RPM
  	1996–1998	230 hp (170 kW) @ 4600 RPM	285 lb·ft (386 N·m) @ 2800 RPM
  5.7 L V8	1988–1994	210 hp (160 kW) @ 4000 RPM	300 lb·ft (410 N·m) @ 2800 RPM	less than 8500# GVWR
  	1994–1995	200 hp (150 kW) @ 4000 RPM	310 lb·ft (420 N·m) @ 2400 RPM
  	1988	185 hp (138 kW) @ 4000 RPM	295 lb·ft (400 N·m) @ 2400 RPM	over 8500# GVWR
  	1989–1995	190 hp (140 kW) @ 4000 RPM	300 lb·ft (410 N·m) @ 2400 RPM
  	1996–2000	255 hp (190 kW) @ 4600 RPM	330 lb·ft (450 N·m) @ 2800 RPM
  6.2 L V8 N/A Diesel	1988–1989	126 hp (94 kW) @ 3600 RPM	240 lb·ft (330 N·m) @ 2000 RPM	less than 8500# GVWR w/ MTX
  	1990	135 hp (101 kW) @ 3600 RPM	240 lb·ft (330 N·m) @ 2000 RPM
  	1988–1989	140 hp (100 kW) @ 3600 RPM	247 lb·ft (335 N·m) @ 2000 RPM	less than 8500# GVWR w/ ATX
  	1990	140 hp (100 kW) @ 3600 RPM	250 lb·ft (340 N·m) @ 2000 RPM
  	1988–1989	143 hp (107 kW) @ 3600 RPM	257 lb·ft (348 N·m) @ 2000 RPM	over 8500# GVWR
  	1990	150 hp (110 kW) @ 3600 RPM	265 lb·ft (359 N·m) @ 2000 RPM
  	1991–1993	140 hp (100 kW) @ 3600 RPM	255 lb·ft (346 N·m) @ 1900 RPM	less than 8500# GVWR
  	1991	150 hp (110 kW) @ 3500 RPM	280 lb·ft (380 N·m) @ 2000 RPM	over 8500# GVWR
  	1992	148 hp (110 kW) @ 3600 RPM	246 lb·ft (334 N·m) @ 2000 RPM
  	1993	150 hp (110 kW) @ 3500 RPM	280 lb·ft (380 N·m) @ 2000 RPM
  6.5 L V8 N/A Diesel	1994–1995	155 hp (116 kW) @ 3600 RPM	275 lb·ft (373 N·m) @ 1700 RPM
  6.5 L V8 Turbo Diesel	1992	180 hp (130 kW) @ 3500 RPM	380 lb·ft (520 N·m) @ 1700 RPM
  	1993	190 hp (140 kW) @ 3400 RPM	380 lb·ft (520 N·m) @ 1700 RPM
  	1994–1997	180 hp (130 kW) @ 3400 RPM	360 lb·ft (490 N·m) @ 1700 RPM	less than 8500# GVWR
  	1998–1999	180 hp (130 kW) @ 3400 RPM	360 lb·ft (490 N·m) @ 1800 RPM
  	1994–1997	190 hp (140 kW) @ 3400 RPM	385 lb·ft (522 N·m) @ 1700 RPM	over 8500# GVWR
  	1998–1999	195 hp (145 kW) @ 3400 RPM	430 lb·ft (580 N·m) @ 1800 RPM
  	2000–2002	195 hp (145 kW) @ 3400 RPM	420 lb·ft (570 N·m) @ 1800 RPM	w/ MTX
  	2000–2002	195 hp (145 kW) @ 3400 RPM	430 lb·ft (580 N·m) @ 1800 RPM	w/ ATX
  7.4 L V8	1988–1995	230 hp (170 kW) @ 3600 RPM	385 lb·ft (522 N·m) @ 1600 RPM
  	1996–2000	290 hp (220 kW) @ 4000 RPM	410 lb·ft (560 N·m) @ 3200 RPM
  	1991–1993	255 hp (190 kW) @ 4000 RPM	405 lb·ft (549 N·m) @ 2400 RPM	454SS
  8.1 L V8	2001–2002	340 hp (250 kW) @ 4200 RPM	455 lb·ft (617 N·m) @ 3200 RPM

  454 SS

  In 1990, Chevrolet introduced the first high-performance racing focused truck of the big three automakers a high-performance variant of the GMT400 under the Super Sport emblem called the 454SS. It was available only as a 2WD half-ton regular cab short box in Onyx Black only with a garnet red interior. The 454SS was powered by a 454 cu in (7.4 L) V8 producing 230 hp (172 kW) and 385 lb·ft (522 N·m). A 3-speed automatic transmission (Turbo Hydra-Matic 400) and 3.73 rear axle ratio added to the truck’s performance. The axle itself is unique, being a 14-bolt semi-floating unit which uses standard Chevrolet 5 on 5-inch wheels—the only factory-produced 14-bolt axle with such a wheel bolt pattern. The suspension was also upgraded with 32 mm (1.3 in) Bilstein gas-filled shock absorbers, a 32 mm (1.3 in) front stabilizer bar, and 12.7:1 fast-ratio steering gear assembly.

  Unique exterior features included a front air dam with fog lights, special rims, decals displaying “454SS” on the bed sides, red trim emblems, and black painted grille, bumpers, and mirrors. The interior was also unique with a special plush Garnet Red cloth with black trim, high-back reclining sport bucket seats, and center console.

  For 1991, a four-speed electronic automatic transmission (known as the 4L80E), 25 more horsepower, and even higher torque (405 lbs/ft at 2400 rpm) were added to the 454SS. The rear-axle ratio was also lowered to 4.10:1 for extra jolt off the line. On the dash was a tachometer, oddly omitted from 1990 models. Dual exhaust was also added during the ’91-’94 model years.

  The MSRP of the 1990 model was US$18,295 with a $550 destination charge. A total of 16,953 units were sold over the 4 years the 454SS was in production, with 1990, the first year of production, selling 13,748 units alone. The 454SS was discontinued after the 1994 model year.

  In 1992–1994 other color options included Summit White and Victory Red, with multiple interior colour options. The rear quarter panel and tailgate decals also changed in 1992 to a more ‘stylized’ ‘SS’ and the Chevrolet sticker on the tailgate became much smaller and located on the corner area.

  • 

    Chevrolet 454SS

  • 

    1988–1989 Chevrolet C/K 1500 regular cab

  • 

    1988–1989 Chevrolet C/K conversion

  • 

    c. 1997–1999 K-Series brush truck near Tallahassee, Florida

  • 

    1991–1993 Chevrolet C/K regular cab

  • 

    1993 Chevrolet C/K Extended Bed

  • 

    1995 Chevrolet C/K Extended Cab

  • 

    1997-1999 Chevrolet C/K Extended Cab

  • 

    GMC C/K Sierra regular cab

  • 

    Chevrolet K2500 6.5 TurboDiesel with NV4500 Transmission

  • 

    Chevy K3500 Crew Cab “Dually”

  C3500 HD

  

   GMC 3500HD Cab and Chassis with Dump Body

  In 1991 GM introduced a 15,000 pound GVWR truck C3500 HD under the Chevrolet and GMC nameplates that was replaced by the 4500. It was marketed as a truck to bridge the gap between light duty trucks “pickup trucks” and medium duty trucks. The C3500 HD was only offered as a standard chassis cab until 1996 when a crew chassis cab was also offered. It is not clear if the crew cab was for fleet orders only, or if anyone could order it. An extended cab was never offered on the C3500 HD, though several have been custom made by the registered owners. All paint colors and most options were offered in the C3500 HD. Upper cab marker/clearance lights were not optional equipment on the C 3500HD. The two mirror options are the camper style and west coast style mirrors.

  The common drive axle used on the C3500 HD was the Dana 80, an 85.8-inch-wide full floating axle with an 11-inch ring gear fitted with 19.5–inch x 6.0 tires. The front axle was a solid I-beam drop axle, similar to the axles of medium and heavy duty trucks. Both front and rear leaf sprung axles had disc brakes.

  Available wheelbases were; 135.5 inches, 159.5 inches, and 183.5 inches. The C3500 HD frames are very different from the C/K3500 cab and chassis. The C/K3500 cab and chassis and C3500 HD rear frame rails are spaced at industry standard 34 inches for easy fitment of bodies but that is where the similarity ends. The HD frame is much heavier and exits straight out behind the high mounted cab necessitating the unmistakable HD filler panel between the bumper and grille. The front fenders were also equipped with the same flares used on 4×4 models of the lighter trucks to cover the increased track width and larger tires.

  Two transmissions were offered in the C3500 HD; the 4L80E 4-speed OD automatic, and the NV4500 5-speed manual.

  GM never offered a four-wheel-drive counterpart of the C3500 HD, so there was no K3500 HD. Several aftermarket conversion companies offered a 4×4 version with either a Dana 60 or Dana 70 front axle. At least one company, Monroe Truck, was offered by GM dealers as a ship-through 4WD upfit using the RPO code VCB. Tulsa is another company that did 4×4 conversions for utility companies. Quigley conversions were mostly for fire/ambulance applications.

  Engines 1991–2000

  Engine offerings for the C3500 HD included three gasoline engines; from 1991 to 1995 5.7L 350 Small Block and 7.4L GEN V Big Block. In 1996 both the 5.7 and GEN V 7.4 were replaced by the new Gen VI 7.4L Vortec Big Block.

  One of the main additions to the 1991–2000 years is that it introduced the 305 cu in a traditional 5.0L V8 and also in a 5.7L V8 which was most common in the SLE packages.

  The RPO L65 6.5L Turbo Diesel debuted in the C3500 HD in 1992, the year of the engine’s release. The 6.5 was the only diesel engine offered for the entire production run of the T400 C3500 HD. No diesel was available for 1991, the first C3500 HD production year.

  Engines 2001–2002

  While all other C/K pickup models were dropped by 2000, the C3500 HD was produced until 2002 due to fleet demand. In the brochures it is referred to as Sierra Classic/Silverado Classic. There were two engine choices; The 8.1L Vortec Big Block replaced the Gen VI 7.4L Vortec Big Block and the venerable 6.5L Turbo Diesel.

  Brazilian versions

  A variant of the C/K family was introduced in Brazil during the 1960s. These used the instrument cluster from the 1960–66 US Chevrolet C/K series although the exterior sheet metal layout is exclusive to Brazil. The models built included a light truck, named C-10, and a SUV named Veraneio (initially known simply as Chevrolet C-1416), introduced in 1964. They were initially powered with a Chevrolet 4.2 l (260 cu in) inline six based on the pre-1962 “Stovebolt” engines. Later they used the 4.1 l (250 cu in) engine from the Chevrolet Opala. In later years a four-cylinder diesel (Perkins Q20B) was also offered labeled as D-10 (light truck only). An ethanol-powered version of the C-10 was offered beginning in the 1981, dubbed the A-10.

  After 1985, a redesigned pickup similar to the U.S. 1973–87 C/K truck was introduced as the C-20, powered with the 4.1 l (250 cu in) inline six of the U.S. Chevy II/Nova. Diesel and ethanol versions were also sold, labeled as D-20 and A-20 respectively (later models of the D-20 replaced the Perkins Q20B with a Maxion S4). The original version of the Veraneio was kept in production until 1988 (model year 1989), but it was eventually replaced with an updated version based on the C-20 family.

  In 1997 GM introduced in Brazil the then-current Silverado pickup, which lasted until 2001, and the Tahoe, which in Brazil was named the Grand Blazer. The 4.1 L (250 cu in) inline six engine with 138 hp (103 kW) was offered on both models with option for a MWM4.2 L (260 cu in) turbo diesel engine producing 168 hp (125 kW). But the model earned a reputation for being a less capable work vehicle than its predecessor. After the Silverado was discontinued in Brazil, GM ceased offering any trucks in this sector in Brazil.

  • 

    1974 Chevrolet Veraneio

  • 

    1974 Chevrolet Veraneio rearview

  • 

    green Chevrolet Veraneio

  • 

    Civil Police of Sao PauloChevrolet Veraneio in the museum of the São Paulo Polícia Civil.

    Chevrolet Silverado

    From Wikipedia, the free encyclopedia

    For the Chevrolet C/K series Silverado, see Chevrolet C/K.

    Chevrolet Silverado/GMC Sierra
    Overview
    Manufacturer	Chevrolet/GMC (General Motors)
    Also called	GMC Sierra Chevrolet Cheyenne (Mexico) VIA VTRUX VTA SolTRUX Chevrolet C/K (South Korea)
    Production	1998–present
    Assembly	Flint, Michigan Roanoke, Indiana Silao, Mexico
    Body and chassis
    Class	Full-size/Heavy-Duty pickup
    Body style	2-door regular cab 3-door extended cab 4-door extended cab 4-door crew cab Dually
    Layout	Front-engine, Rear-wheel drive /Four-wheel drive / All-wheel drive
    Chronology
    Predecessor	Chevrolet/GMC C/K

    The Chevrolet Silverado, and its mechanically identical cousin, the GMC Sierra, are a series of full-size and heavy-duty pickup trucks manufactured by General Motors and introduced in 1999 as the successor to the long-running Chevrolet C/K line. The Silverado name was taken from a trim level previously used on its predecessor, the Chevrolet C/K pickup trucks and Suburbans from 1975 through 1998. General Motors continues to offer a GMC-badged variant of the Chevrolet full-size pickup under the GMC Sierra name, first used in 1988 for its variant of the GMT400 platform trucks.

    History

    Although General Motors introduced its first pickup truck in 1930, the term “Silverado” was a designation used only to detail the trim for the Chevrolet C/K pickup trucks, Suburbans, and Tahoes from 1975 through 1999. GMC used a few variations of the “Sierra” name (Sierra, High Sierra). However Chevrolet still uses the CK and the CC in their current model codes.

    

     1997 C/K with Silverado Trim Package, displaying CHEVROLET on the tailgate.

    The Chevrolet Silverado and GMC Sierra trucks have been essentially the same for their entire history. The Silverado today is generally advertised as the “standard” version and is more aimed for use in agriculture, while the Sierra is aimed for industrial workers but can be ordered as a well equipped luxury truck. There are some trim and option variations as well. Early models included variations in the engine and equipment, but the present differences are slight. The 1999 redesign included different grilles and interior trim, and certain features (e.g. Quadrasteer) were included at different times on the two trucks. Chevrolet did not create a Denali equivalent for the Silverado. However, the GMC Sierra has a Denali model.

    First generation (1999–2006)

    First generation
    Overview
    Also called	Chevrolet C/K (South Korea)
    Production	1998–2006
    Designer	Ken Sohocki (1994)
    Body and chassis
    Platform	GM GMT800 platform
    Powertrain
    Engine	Vortec 4300 (4.3 L) V6 Vortec 4800 (4.8 L) V8 Vortec 5300 (5.3 L) V8 Vortec 6000 (6.0 L) V8 Vortec 8100 (8.1 L) V8
    Transmission	4-speed 4L60-E automatic 4-speed 4L65-E automatic 4-speed 4L80-E automatic 5-speed NV3500 manual
    Dimensions
    Wheelbase	119 in (3,023 mm) 133 in (3,378 mm) 143.5 in (3,645 mm)
    Length	203 in (5,156 mm) 227 in (5,766 mm) 246 in (6,248 mm) Hybrid: 230.2 in (5,847 mm)
    Width	78.5 in (1,994 mm)
    Height	74 in (1,880 mm) 77 in (1,956 mm) Hybrid 2WD: 71.2 in (1,808 mm) Hybrid 4WD: 73.9 in (1,877 mm)

    The GMT800 Silverado/Sierra 1500 (light pickup trucks) were released in 1998 as 1999 models. The “classic” light-duty GMT400 C/K trucks were continued in production for that first year alongside the new models, and the Heavy-Duty GMT400 pickups (alongside the GMT400 SUVs) were continued through 2000, with the new GMT800 Silverado/Sierra HD (Heavy Duty) being introduced. A small refresh was introduced in 2002, bringing slight design changes and an upgrade to the audio and HVAC controls.

    Body style changes

    There was a midyear body style change in 2007; during this change, the first generation ends and the second generation begins. This body style is referred to as “Classic”; the second generation is referred to as the “New body style”

    Light duty

    There are a number of models of light-duty Silverados and Sierras, including the half-ton, SS, and Hybrid.

    The light-duty trucks generally use the 1500 name. They are available in three cab lengths, 2-door standard/regular cab, 4-door extended cab, and front-hinged 4-door crew cab Three cargo beds are available, including a 69.2 in (1,758 mm) short box, 78.7 in (1,999 mm) standard box, and a 97.6 in (2,479 mm) long box. The short box is only available with the extended or crew cab, and is the only option on the latter. The new trucks used a new hydro-formed technology on the frame which GM pioneered from the Corvette and was designed to add strength and take away mass and was later used by Ford and Dodge Ram.

    For the first year, only the regular cab and 3-door extended cab were available, along with the Vortec 4300 V6, Vortec 4800 V8, and the Vortec 5300 V8. A 4-door extended cab was added for 2000, and output on the 5.3 L engine increased to 285 hp (213 kW) and 325 lb·ft (441 N·m).

    The 6.0 L Vortec 6000 V8 was added for the 2001 Heavy Duty models, rated at 300 hp (224 kW), with the GMC Sierra 1500 C3 getting an uprated 25 hp (19 kW) version of this engine. The Silverado Z71 got an optional lighter composite box, with a suspension package for towing, but lacked the high-output engine. The C3 became the Denali for 2002, and Quadrasteer was added.

    GM introducing a reworked version of the Silverado/Sierra in 2003, with a new front end, and a slightly updated rear end. In 2006 the Silverado received another facelift, similar to the HD version introduced in 2005 HD models. In addition to that, Chevrolet has deleted the “Chevrolet” badge off the tailgate that was used from 1999-2005. Its SUV counterparts retained the use of the pre-facelift sheetmetal.

    The Insurance Institute for Highway Safety (IIHS) gave the Silverado an overall “marginal” score on the frontal offset crash test for poor structural integrity and poor dummy control, although no injuries were recorded on the dummy’s body regions.

    2001 GMC Sierra C3/Denali

    

     Sierra Denali with Quadrasteer

    GMC created an upscale version of its Sierra 1500 in 2000 called the Sierra C3. It used all-wheel drive with a 3.73 final drive gear ratio and included the 6.0 L Vortec 6000 LQ4 V8 rated at 325 hp (242 kW) at 5000 rpm and 370 lb•ft (502 N·m) of torque at 4000 rpm coupled to a 4L60E-HD four speed automatic transmission along with other upscale equipment. For 2002, the name was changed to Sierra Denali, but the specifications remained essentially the same except for the addition of Quadrasteer and GM changed from the 4L60E-HD to the 4L65E in conjunction with a 4.10 final drive gear ratio.

    The Denali is rated for towing 9,100 pounds (4,100 kg) and hauling 1,595 pounds (723 kg) in the cargo box.

    The Sierra Denali was initially equipped with Delphi‘s Quadrasteer system as standard equipment. It was a 4-wheel steering system that greatly reduced the truck’s turning radius and improved lane changing while towing. General Motors dropped Quadrasteer from the Sierra Denali after the 2004 model year and its entire lineup after 2005 due to poor sales of this expensive option.

    For the ’07 model year, the Sierra Denali shares the same billet grille from the other Denali models, and also has the same dash as the ’07 SUV’s. The ’07 Sierra Denali was initially the only half ton pickup that had a 6.2 liter with 403 hp (301 kW) and 417 lb·ft (565 N·m) of torque coupled to a six speed transmission. This truck is also an optional all wheel drive vehicle and goes 0-60 mph in 6.3 seconds.

    Chevrolet Silverado SS

    

     Silverado SS

    Launched in early 2003, the Silverado SS is a high-performance pickup truck built by Chevrolet. It is based on the 1500 Silverado with upgrades in drive train and both exterior and interior appearance. It was equipped standard with the 6.0 liter Vortec High-Output V8 rated at 345 hp (257 kW) at 5200 rpm and 380 lb·ft (515 N·m) of torque at 4000 rpm coupled to a 4L65E four speed automatic transmission. This was the same engine used for the second generation Cadillac Escalade. Chevrolet and GMC advertised this engine as the Vortec High Output and later as the “VortecMAX”, while Cadillac calls it the “HO 6000”. The SS debuted in 2003 with a standard All Wheel Drive setup with a 4.10 final drive gear ratio and 4 wheel disc brakes. In 2005, in an attempt to increase sales, a 2-wheel drive version became available (the 2WD SS also lost its rear disc brakes in favor of drums, as did the rest of the 1/2-ton GMT800s). 2005 was also the first year the sun roof was available in the SS line up. In 2006, the AWD variant was dropped and the rear wheel drive was the only driveline layout available. In a further effort to reduce cost, you could also get cloth interior and/ or bench seat. The Silverado SS also comes with the Z60 performance suspension and 20 inch aluminum wheels. All the SS trucks in both 2 wheel drive and AWD used the torsion bar style front suspension for better handling. It should also be noted the SS themed trucks were only available from the factory in Black Onyx, Victory Red, and Arrival Blue Metallic from 2003 to 2004. In 2005 Arrival Blue Metallic was dropped from the color choice and replaced with Silver Birch Metallic.

    Intimidator SS

    In 2006, Chevrolet released a special edition Silverado SS under the name “Intimidator SS” (licensed by Dale Earnhardt Inc.) to honor the late Dale Earnhardt. The truck came with several minor appearance upgrades (rear spoiler, embroidered headrests, Intimidator custom badging), but was essentially just a regular Silverado SS. Of the 1,033 scheduled trucks, only 933 were made (the remaining 100 were sold as 2007 Silverado SS “classic” bodystyle trucks before the 2007.5 MY changeover. These trucks were only available in Black Onyx exterior but could be ordered with cloth or leather interior. Also features

    Silverado Performance Edition/Vortec Max

    

     2004 GMC Sierra with VHO package

    The Silverado Performance Edition option (also known as the VHO by some enthusiasts) was first introduced in 2004 to a limited market (mainly consisting of Texas and several surrounding areas); it was available nationwide for MY 2005-07. The SPE package (under option code B4V) included several options previously not found on the standard 1500 model, most notably the LQ9 6.0 L V-8 engine (the same used for the Silverado SS, the 2005-2006 GMC Denalis and the Cadillac Escalade). The LQ9 motor was rated at 345 hp (257 kW) at 5200 rpm and 380 lb·ft (515 N·m) of torque at 4000 rpm, which was the same specifications shared in the SS models. The B4V package could only be ordered on extended cab standard box 2WD trucks. They were all built at the Canadian assembly plant and were equipped with the Z60 High Performance suspension package, in addition to the M32 = 4L65E transmission, GT4 = 3.73 rear gear, and G80 Gov Lock as standard equipment. The 2004 models were equipped with the standard 10 bolt 8.625 rear end. The 2005 models were upgraded with the larger 14 bolt 9.5 rear end under RPO option AXN. The package also included one style of the newly introduced GM 20 inch wheels installed from the factory. This marked the first time the LQ9 engine was available for a two-wheel drive application. Unlike the SS Package you could order the interior combination in anything from basic cloth to fully loaded. There were also more color options available with this package.

    For the 2006 model year, the Vortec Max package (option code NHT) was added to the options list with an array of similar features and new badges. However, the Vortec Max package differed in that it came with a variant of the Z85 Handling/Trailering suspension, as well as 17-inch wheels and tires versus the Z60 High Performance Suspension and 20-inch wheel and tire package of the Performance Edition. This was because the Vortec Max package was intended for max trailer towing, while the Performance Edition was intended more for customers who wanted the Silverado SS mechanicals without the visuals of the SS. It was also made available (in addition to the extended cab) in the light duty 4 door crew cab models. For the first time it was also available in 2 wheel drive or 4 wheel drive on both the Silverados and Sierras, with or without Z71 packages.

    The newest Vortec Max Performance package introduced in 2007 on the GMT900 includes a 10,800 pounds towing capacity.

    Hybrid

    

     The engine compartment of a 2006 GMC Sierra Hybrid

    GM launched a hybrid version of the Silverado/Sierra in 2004, becoming the first ever GM hybrid passenger vehicle. Known within GM as the Parallel Hybrid Truck or PHT it is not actually a parallel hybrid by the current definition, but a type of micro hybrid design. The electric motor housed within the transmission flywheel housing, serves only to provide engine cranking/starting, battery charging, and powering accessories. The engine automatically shuts down as the truck comes to a stop and uses 42 Volt electric power to the starter/generator unit to restart the engine as the brake pedal is released. Besides the typical 12 V automotive battery the PHT uses three additional 12 V valve regulated lead acid (VRLA) batteries mounted under the rear seat to store and provide power. The truck uses a 5.3 L Vortec 5300 V8 for primary propulsion power. These trucks were also purchased back from customers for more than what they were worth in the late 2000s.

    The PHT features four 120 volt 20 amp AC outlets, two in the bed and two inside the cab under the rear seat. These are particularly interesting to the building/construction contractor market, since they often require AC power when on the job. Additionally, the extra reserves of power for the accessories make this truck well-suited to that market, where trucks often sit at idle for hours at a time.

    Availability was extremely limited at first, with commercial buyers getting the first allotment. Later in 2005, the truck was offered at retail in Alaska, California, Florida, Nevada, Oregon, Washington and Canada. For 2006-07 the truck was generally available to retail buyers throughout North America. The Parallel Hybrid Truck was discontinued for the 2008 model year with the release of the GMT900 truck line. Starting in 2009, General Motors offers a second generation Chevrolet Silverado and GMC Sierra equipped with a Two-Mode Hybrid powertrain and 4-speed CVT.

    Heavy duty

    GMT800 Heavy Duty
    Overview
    Production	2000–2007
    Body and chassis
    Platform	GM GMT880 platform
    Powertrain
    Engine	6.0 L Vortec 6000 V8 8.1 L Vortec 8100 V8 6.6 L Duramax V8
    Transmission	4-speed 4L80-E automatic 5-speed Allison 1000 automatic(2000–2005) 6-speed Allison 1000 automatic(2005–2007) 5-speed NV4500 manual (2000–2007 6.0) 6-speed ZF S6-650 manual (2000–2006 6.6 and 8.1)
    Dimensions
    Wheelbase	133 in (3,378 mm) 143.5 in (3,645 mm) 157.5 in (4,000 mm) 167 in (4,242 mm) 153 in (3,886 mm)
    Length	222.1 in (5,641 mm) 227.7 in (5,784 mm) 246.6 in (6,264 mm) 237.2 in (6,025 mm) 256.1 in (6,505 mm)
    Width	SRW: 79.7 in (2,024 mm) DRW: 96.1 in (2,441 mm)
    Height	76.0-77.4 in (1,930-1,966 mm)

    

     2004 Chevrolet Silverado 2500 HD in the Netherlands

    The HD variant is a heavy-duty light truck. It is a strengthened version of the Silverado/Sierra light-duty, and is available in the 1500HD, 2500HD, and 3500 models. The 1500HD, introduced in 2000, offers a Vortec 6000 V8 with 300 hp (224 kW) at 5200 rpm and 360 lb·ft (488 N·m) of torque at 4000 rpm with a Hydra-Matic 4L80E four-speed automatic transmission. The 2500HD also offers either the LB7 Duramax V8 with 300 hp (224 kW) at 3100 rpm and 520 lb·ft (705 N·m) of torque at 1800 rpm, the LLY Duramax V8 with 310 hp (231 kW) @ 3000RPM and 605 lb·ft (820 N·m) @ 1600RPM, and the LBZ Duramax V8 with 360 hp (268 kW) @ 3200RPM and 650 lb·ft (881 N·m) @ 1600RPM. Also available is the Vortec 8100 V8 with 340 hp (254 kW) at 4200 rpm and 455 lb·ft (617 N·m) of torque at 3200 rpm.

    The 2500HD has an available five-speed (six-speed for 2006-2007 models) Allison 1000 transmission with the Vortec 8100 and Duramax 6.6. The Silverado 3500 offers the same engine/transmission features that the 2500HD does, however it is usually equipped with “dually” twin wheels at the rear and has a stronger suspension. The HD models are primarily used for towing and high-weight cargo.

    Towing capacity for the 1500HD is rated at 10,300 pounds (4,700 kg), and can haul 3,129 pounds (1,419 kg) in the bed. The 2500HD ups these ratings to 16,300 pounds (7,400 kg) with the 8.1 liter engine or 10,600 pounds (4,800 kg) with the 6.0 liter engine, and 4,058 pounds (1,841 kg), while the 3500 can tow 16,700 pounds (7,600 kg) and haul 5,511 pounds (2,500 kg). The addition of 4 wheel drive tends to reduce the towing and carrying capacity by 200 to 400 lb (181 kg), depending upon year and model. Other factors, such as options, can also affect these numbers.

    Engines

    Model	Year	Engine	Power	Torque
    1500	1998–2003	4.3 L Vortec 4300 V6	200 hp (149 kW) @ 4600 RPM	260 lb·ft (353 N·m) @ 2800 RPM
    	2004–2006		195 hp (145 kW) @ 4600 RPM	260 lb·ft (353 N·m) @ 2800 RPM
    	1998–2001	4.8 L Vortec 4800 V8	270 hp (201 kW) @ 5200 RPM	285 lb·ft (386 N·m) @ 4000 RPM
    	2001–2002		275 hp (205 kW) @ 5200 RPM	285 lb·ft (386 N·m) @ 4000 RPM
    	2002–2003		270 hp (201 kW) @ 5200 RPM	285 lb·ft (386 N·m) @ 4000 RPM
    	2004–2006		285 hp (213 kW) @ 5200 RPM	295 lb·ft (400 N·m) @ 4000 RPM
    	1998–2003	5.3 L Vortec 5300 V8	285 hp (213 kW) @ 5200 RPM	325 lb·ft (441 N·m) @ 4000 RPM
    	2003–2004		295 hp (220 kW) @ 5200 RPM	330 lb·ft (447 N·m) @ 4000 RPM
    	2004–2006		295 hp (220 kW) @ 5200 RPM	335 lb·ft (454 N·m) @ 4000 RPM
    1500HD/2500HD/3500HD	2000-2006	6.0 L Vortec 6000 V8	300 hp (224 kW) @ 4400 RPM	360 lb·ft (488 N·m) @ 4000 RPM
    	2000–2004	8.1 L Vortec 8100 V8	340 hp (254 kW) @ 4200 RPM	455 lb·ft (617 N·m) @ 3200 RPM
    	2004–2006		330 hp (246 kW) @ 4200 RPM	450 lb·ft (610 N·m) @ 3200 RPM
    	2001–2002 w/ LQY		270 hp (201 kW) @ 3600 RPM	400 lb·ft (542 N·m) @ 1600 RPM
    	2001–2002 w/ LQQ		210 hp (157 kW) @ 3600 RPM	325 lb·ft (441 N·m) @ 1200 RPM
    	2002–2005 w/ LRW		325 hp (242 kW) @ 4000 RPM	450 lb·ft (610 N·m) @ 2800 RPM
    	2002–2006 w/ LRZ		295 hp (220 kW) @ 3600 RPM	440 lb·ft (597 N·m) @ 3200 RPM
    	2002–2006 w/ LQR		225 hp (168 kW) @ 3600 RPM	350 lb·ft (475 N·m) @ 1200 RPM
    	2000–2004	6.6 L DuraMAX (LB7/LLY) V8	300 hp (224 kW) @ 3100 RPM	520 lb·ft (705 N·m) @ 1800 RPM
    	2005-2006 w/ MTX		300 hp (224 kW) @ 3000 RPM	520 lb·ft (705 N·m) @ 1800 RPM
    	2005-2006 w/ ATX		310 hp (231 kW) @ 3000 RPM	605 lb·ft (820 N·m) @ 1600 RPM
    	2005-2006	6.6 L DuraMAX (LBZ) V8	360 hp (268 kW) @ 3200 RPM	650 lb·ft (881 N·m) @ 1600 RPM
    GMC Sierra C3	2000-2001	6.0 L Vortec 6000 V8	325 hp (242 kW) @ 5000 RPM	370 lb·ft (502 N·m) @ 4000 RPM
    GMC Sierra Denali	2002–2004
    	2004–2006	6.0 L Vortec 6000 V8	345 hp (257 kW) @ 5200 RPM	380 lb·ft (515 N·m) @ 4000 RPM
    Chevrolet Silverado SS	2002–2006
    Chevrolet Silverado Vortec High Output	2003–2005
    Chevrolet Silverado VortecMAX	2005-2006

    • 

      1998–2002 Chevrolet Silverado 2500 regular cab

    • 

      2002–2006 Chevrolet Silverado 3500 crew cab

    • 

      The Allison 1000 attached to the 6.6L Duramax Diesel

    Second generation (2007–2013)

    Second generation
    Overview
    Also called	Chevrolet Platform/Shakebody GMC Dump Truck
    Production	2006–2013
    Body and chassis
    Platform	GM GMT900 platform: GMT901 (Chevrolet Silverado) GMT902 (GMC Sierra)
    Powertrain
    Engine	4.3 L V6 195 hp (145 kW) 4.8 L V8 295 hp (220 kW) 5.3 L V8 315 hp (235 kW) 6.0 L V8 360 hp (268 kW) 6.2 L V8 403 hp (301 kW)
    Transmission	4-speed 4L60-E automatic 4-speed “2-Mode Hybrid transmission” CVT (Hybrid) 6-speed 6L80 automatic
    Dimensions
    Wheelbase	Regular: 119 in (3,023 mm) Extended & Crew: 143.5 in (3,645 mm)
    Length	Regular: 205.6 in (5,222 mm) Extended & Crew: 230.2 in (5,847 mm) Hybrid: 229.9 in (5,839 mm)
    Width	Regular & Extended: 79.9 in (2,029 mm) Crew: 80 in (2,032 mm)
    Height	Regular & Extended: 73.9 in (1,877 mm) Crew: 73.8 in (1,875 mm) Hybrid 4WD: 73.7 in (1,872 mm)

    The all-new GMT900 generation of the Silverado/Sierra arrived in the last quarter of 2006 as a 2007 model. It features a redesigned exterior, interior, frame, and suspension as well as a power increases on certain engines. It takes styling cues from the 2007 GMT900 SUVs and the Chevrolet Colorado pickups. Like the GMT900 SUVs, these pickups also have greatly improved aerodynamics over their predecessors like steeply raked windshields and tighter panel gaps which improve fuel economy. The GMT800 models were continued through 2007 badged as “Classic”, just as the GMT400 models continued for two years after the GMT800’s introduction.

    

     2008 GMC Sierra crew cab

    The new Silverado earned the North American Truck of the Year award for 2007 and was Motor Trend magazine’s Truck of the Year for 2007. Like its predecessors, the new Silverado offers buyers a choice of two door regular cabs, four door extended cabs (with rear doors that now open 170 degrees similar to the Nissan Titan) and four door crew cabs with the rear doors opening in the same direction as the front doors. GM also offers the trucks in the traditional two and four wheel drive configurations.

    The Generation III small block V8 engines offered in the GMT 800 trucks were replaced in the GMT 900 series by the Generation IV small block V8 engine family, featuring upgrades such as increased power and Active Fuel Management on the 5.3 L and 6.0 L V8s. A new high performance 6.2 liter V8 (with 403 hp (301 kW) and 417 lb·ft (565 N·m) of torque) was introduced with the 2007 Cadillac Escalade and 2007 GMC Denali line, and is now available on the Silverado LTZ trim line. After skipping the 2008 model year, with 2007 being the last for the GMT800 hybrid line, a two-mode hybrid model was introduced in late 2008 as a 2009 model. Available in either two- or four-wheel-drive, the Sierra 1500 Hybrid is powered by a 6.0-liter V8. It’s joined by two 60-kilowatt electric motors supplied by a nickel-metal hydride battery pack under the rear seat. On its own, the V8 is rated at 332 horsepower and 367 pound-feet of torque. GM engineers say that combined output with the electric motors is 379 hp. The unique transmission houses the electric motors along with three different planetary gear sets and four traditional clutches.

    There are two dash options offered in the new Silverado and Sierra. A luxury-inspired dash that closely mimics the dash in their GMT900 SUVs, and a “pickup” dash that is more upright to make way for a passenger seat in place of a center console.

    As of 2008, General Motors full size trucks are no longer sold in United States and Canada with manual transmissions, they are only offered in Mexico in the Silverado 1500 V6 engine and Silverado 3500.

    All Silverado & Sierra 1/2 ton models received a revised bumper and shortened front fascia mid-way through the 2009 model year and a full mid-cycle refresh followed with all 2010 models, including new interior door panels (which moved the handle forward and added an additional cup holder) and a six-speed automatic transmission on regular and extended cab models with 5.3L or larger V8’s was also made standard. Two new exterior colors were added: Taupe Gray Metallic and Sheer Silver Metallic.

    • 

      2007 GMC Sierra Denali

    • 

      Chevrolet Silverado Hybrid

    • 

      2009 GMC Sierra Hybrid

    • 

      2012 Chevrolet Silverado 1500 LTZ extended cab

    • 

      2013 GMC Sierra Denali Crew Cab

    GMT900 Heavy Duty
    Overview
    Production	2006–2014
    Body and chassis
    Platform	GM GMT910 platform: GMT911 (Chevrolet Silverado) GMT912 (GMC Sierra)
    Powertrain
    Engine	6.0 L V8 360 hp (268 kW)6.6 L Duramax diesel V8 397 hp (296 kW)
    Transmission	6-speed 6L90 automatic 6-speed Allison 1000 automatic
    Dimensions
    Wheelbase	Varies greatly
    Length	Varies greatly
    Width	80 in (2,032 mm) 95.9 in (2,436 mm) (Towing mirrors)
    Height	76 in (1,930 mm)

    The 8.1 L big-block V8 is no longer offered on the Heavy Duty models, and no replacement has been announced. The 6L90 6-speed automatic transmission is standard in all Heavy Duty models. The Allison 1000 transmission is paired with the optional Duramax V8 diesel.

    As of 2011 the GMC and Chevrolet heavy Duty’s have being upgraded with a new fully boxed high strength steel frame from front to rear improving stiffness by 92% with bigger rear springs, larger engine and transmission mounts and new hydraulic body mounts to improve the ride.The front suspension incorporates new upper and lower control arms and new torsion bars tailored to one of five different gross axle weight ratings. Upper control arms are constructed from forged steel that is both stronger and lighter than the previous arms, while the new lower arms are cast iron to maximize load capacity. Using a unique torsion bar for each gross weight rating allows for better control over vehicle height, resulting in improved handling and better alignment for reduced tire wear. These improvements allow for up to a 6,000 pound front axle weight rating, allowing all 4wd trucks to accommodate a snow plow. Additional front suspension enhancements come from new urethane bump stops, two per side. The upper shock mount has been changed from a single stem mount to a two-bolt design to eliminate the possibility of squeaks and thumps. The rear suspension design uses asymmetrical leaf springs that are wider and capable of greater load handling. The design features 3-inch wide leaves, with front and rear spring sections of different lengths to reduce the twisting that can result in axle hop and loss of traction. The 2500HD use a two-stage design with a rating of 6,200 lbs, and 3500HD models have a three-stage design with 7,050 lb and 9,375 lb ratings on single and dual-wheel models respectively

    • 

      2012 Chevrolet Silverado 2500HD crew cab

    • 

      2012 GMC Sierra Denali HD

    • 

      2008 GMC Sierra 3500HD SLT crew cab

    • 

      2012 Chevrolet Silverado 3500HD crew cab

    Engines

    Model	Year	Engine	Power	Torque
    1500	2007-2013	4.3 L Vortec 4300 V6	195 hp (145 kW) @ 4600 RPM	260 lb·ft (353 N·m) @ 2800 RPM
    	2007-2008	4.8 L Vortec 4800 V8	295 hp (220 kW) @ 5600 RPM	305 lb·ft (414 N·m) @ 4800 RPM
    	2009		295 hp (220 kW) @ 5600 RPM	305 lb·ft (414 N·m) @ 4600 RPM
    	2010-2013		302 hp (225 kW) @ 5600 RPM	305 lb·ft (414 N·m) @ 4600 RPM
    	2007-2009	5.3 L Vortec 5300 V8	315 hp (235 kW) @ 5200 RPM	338 lb·ft (458 N·m) @ 4400 RPM
    	2010-2013		315 hp (235 kW) @ 5300 RPM	335 lb·ft (454 N·m) @ 4400 RPM
    	2007-2008	6.0 L Vortec 6000 V8	367 hp (274 kW) @ 5500 RPM	375 lb·ft (508 N·m) @ 4300 RPM
    	2009		367 hp (274 kW) @ 5600 RPM	375 lb·ft (508 N·m) @ 4300 RPM
    	2009-2013	6.2 L Vortec 6200 V8	403 hp (301 kW) @ 5700 RPM	417 lb·ft (565 N·m) @ 4300 RPM
    2500HD/3500HD	2007-2008	6.0 L Vortec 6000 V8	353 hp (263 kW) @ 5400 RPM	373 lb·ft (506 N·m) @ 4400 RPM
    	2009-2013		360 hp (268 kW) @ 5400 RPM	380 lb·ft (515 N·m) @ 4200 RPM
    	2007-2010	6.6 L DuraMAX V8	365 hp (272 kW) @ 3200 RPM	660 lb·ft (895 N·m) @ 1600 RPM
    	2011-2013		397 hp (296 kW) @ 3000 RPM	765 lb·ft (1,037 N·m) @ 1600 RPM
    Silverado XFE	2009	6.0 L Vortec 6000 V8	332 hp (248 kW) @ 5100 RPM	367 lb·ft (498 N·m) @ 4100 RPM
    Silverado Hybrid	2009-2013

    Production location switch

    For the 2011 model year of the Silverado/Sierra, the production of crew cab models partially will shift from Silao, Mexico to Flint, Michigan.

    Safety

    The Silverado comes standard with four-wheel ABS. StabiliTrak and side curtain airbags are optional on certain trim levels.

    2007 NHTSA crash test:

    • Frontal Driver:
    • Frontal Passenger:
    • Side Driver:
    • Side Rear Passenger:
    • Rollover:

    The IIHS gave the Silverado a “Good” score in their frontal crash test, however 2007-09 models equipped with or without optional side curtain airbags received a “Poor” rating in the side impact test. For 2010 models the side structure was strengthened, side torso air bags were added, and side airbags became standard, with the upgrades the IIHS side impact overall rating improved to “Acceptable”, while the overall side structure rating is improved from “Poor” to “Acceptable”. The crew cab variant of the 2011-13 Silverado is also rated “Marginal” in the IIHS roof strength test.

    Electric version

    In 2011 developer of the Chevrolet Volt and former vice chairman Bob Lutz joined VIA Motors in developing electric versions of the Chevrolet Silverado/GMC Sierra called VIA VTrux.

    • 

      2013 VIA VTRUX

    Third generation (2014–present)

    Third generation
    Overview
    Also called	GMC Sierra VIA Vtrux Truck
    Production	2013–present
    Body and chassis
    Platform	GMT K2XX
    Powertrain
    Engine	LV3 EcoTec3 4.3 L V6 285 hp (213 kW) L83 EcoTec3 5.3 L V8 355 hp (265 kW) L86 EcoTec3 6.2 L V8 420 hp (313 kW)LY6 Vortec 6000 6.0 L V8 360 hp (268 kW) LML Duramax 6.6 L V8 397 hp (296 kW)
    Transmission	6-speed 6L80 automatic 8-speed 8L90 automatic
    Dimensions
    Wheelbase	Regular 6’6″: 119 in (3,023 mm) Regular 8′: 133 in (3,378 mm) Double 6’6″ & Crew 5’5″: 143.5 in (3,645 mm) Crew 6’6″: 153 in (3,886 mm)
    Length	Regular 6’6″: 205.6 in (5,222 mm) Regular 8′: 224.4 in (5,700 mm) Double & Crew 5’5″: 230 in (5,842 mm) Crew 6’6″: 239.6 in (6,086 mm)
    Width	80 in (2,032 mm)
    Height	73.5 in (1,867 mm) – 74.2 in (1,885 mm)

    

     2014 Silverado LTZ Crew Cab 4×4

    On December 13, 2012, the redesigned 2014 Chevrolet Silverado, along with the related 2014 GMC Sierra were introduced in Detroit, Michigan at the North American International Auto Show. GM dropped the GMT and changed to K2XX. The new Silverado 1500 has three gas engine options: 4.3 L EcoTec3 V6, 5.3 L EcoTec3 V8, or 6.2 L EcoTec3 V8. Chevrolet’s MyLink touch-screen multimedia interface system will be available on most models. It will have A2DP stereo streaming technologies, Bluetooth hands-free telephone, USB hookups, and an input for an Apple iPod or iPhone. When connected via the USB port, an iPhone 4/4S, iPhone 5/iPhone 5S, iPhone 6, or iPhone 6 Plus will be able to stream music from Pandora Radio. A Bose premium audio system, as well as a Bose surround sound audio system will be available on most models. OnStar will be standard on all models. Underneath the new Silverado will benefit from a new fully boxed high strength steel frame with hydroforming technology, and the truck cab’s frame will be built with high strength steel as well. The new Silverado also will benefit from the use of aluminum on the hood, for the engine block and for the control arms in order to save mass. The truck’s bed will be made of roll-formed steel instead of stamped steel used by other manufacturers in order to save weight and gain strength. The 2014 Silverado will offer a new luxury model the High Country edition which includes saddle brown leather interior and the edition will be Chevrolet’s first entry into the luxury market. A revised front end features styling cues from the 1980s-era Chevrolet C-Series Trucks, and, on Z-71 models, a Z-71 badge was added to the front grille. Production of the Silverado began on April 29, 2013. The Silverado 1500 went on sale in May 2013 as a 2014 model, with the Silverado HD Series being available in early 2014 for the 2015 model year. On January 10, 2014 a recall was issued for 370,000 Silverado and Sierra pickups due to a fire risk.

    A rebadged version of the Silverado called the Chevrolet Cheyenne is sold in Mexico.

    The new American model version of the 2014 Chevrolet Silverado 1500/2500/3500HD and the 2015 Chevrolet Silverado High Country will be introduced to the Philippines market by Chevrolet Motorama Show late November 2014 as a MY2015, along with the MY2015 Chevrolet Suburban, 2015 Chevrolet Tahoe, 2015 Chevrolet Impala, 2015 Chevrolet Express Van and the new American model version are 2015 Chevrolet Traxand 2015 Chevrolet Colorado.

    On January 14, 2014, The Silverado, along with the Chevrolet Corvette Stingray, received the 2014 North American International Auto Show’s Car and Truck of the Year awards.

    For the 2015 model year, the 6.2L Ecotec3 was paired with the new 8-speed 8L90 transmission, offering a wider ratio spread with more closely spaced gears, quicker shifts, and improved acceleration and fuel economy.

    Engines

    Model	Year	Engine	Power	Torque
    1500	2014-	4.3 L LV3 GM EcoTec3 4300 V6	285 hp (213 kW) @ 5300 RPM	305 lb·ft (414 N·m) @ 3900 RPM
    	2014-	5.3 L L83 GM EcoTec3 5300 V8	355 hp (265 kW) @ 5600 RPM	383 lb·ft (519 N·m) @ 4100 RPM
    	2014-	6.2 L L86 GM EcoTec3 6200 V8	420 hp (313 kW) @ 5600 RPM	460 lb·ft (624 N·m) @ 4100 RPM
    2500HD/3500HD	2014-	6.0 L LY6 Vortec 6000 V8	360 hp (268 kW) @ 5400 RPM	380 lb·ft (515 N·m) @ 4400 RPM
    	2014-	6.6 L LML Duramax V8	397 hp (296 kW) @ 3200 RPM	765 lb·ft (1,037 N·m) @ 1600 RPM

    Model Year 2019

    General Motors is rushing its next-generation full-size pickup trucks “T1XX” development program to compete with Ford Motor Company’s next-generation “P552” 2015 F150 pickup truck. Scheduled for a late 2018 launch, they will be all-new for model year 2019, at 9 months ahead of the originally scheduled 2019 launch.

    Military applications

    LSSV
    Overview
    Manufacturer	General Motors, AM General
    Model years	2001–
    Body and chassis
    Body style	2-door SUV 4-door SUV 2-door pickup 4-door pickup
    Platform	GM GMT880 platform
    Powertrain
    Engine	6.6 L Duramax V8
    Transmission	4-speed 4L80-E automatic 5-speed Allison 1000 automatic
    Dimensions
    Width	79.9 in (2.03 m)
    Height	74.5 in (1.89 m)

    When production of the CUCV II ended in 2000, GM redesigned it to coincide with civilian truck offerings. The CUCV nomeclature was changed to Light Service Support Vehicle in 2001. In 2005, LSSV production switched to AM General, a unit of MacAndrews and Forbes Holdings. The LSSV is a GM-built Chevrolet Silverado 1500, Chevrolet Silverado 2500 HD, Chevrolet Tahoe, or Chevrolet Suburban that is powered by a Duramax 6.6 liter turbo diesel engine. The various Silverados, Tahoes, and Suburbans that are used provide numerous platforms for different kinds of vehicles. As GM has redesigned its civilian trucks and SUVs from 2001–present, LSSVs have also been updated cosmetically.

    The Militarization of standard GM trucks/SUVs to become LSSVs includes exterior changes such as CARC paint (Forest Green, Desert Sand, or 3-color Camouflage), blackout lights, military bumpers, a brush guard, a NATO slave receptacle/NATO trailer receptacle, a pintle hook and tow shackles. The electrical system is changed to the 24/12 volt military standard. The dashboard has additional controls and dataplates. The truck also can be equipped with weapon supports in the cab, cargo tie down hooks, folding troop seats, pioneer tools, winches, and other military accessories.

    The Enhanced Mobility Package (EMP) option adds enhanced suspension, 4-wheel anti-lock brakes, a locking differential, on/off road beadlock tires, a tire pressure monitoring system and other upgrades.About 2,000 LSSV units were sold to U.S. and international military and law enforcement organizations.

    Variants

    • Cargo/Troop Carrier Pickup (2-door, Extended Cab, or 4-door Silverado)
    • Cargo/Troop Carrier/Command Vehicle (4-door Tahoe)
    • Cargo/Troop Carrier/Command Vehicle/Ambulance (4-door Suburban)

    Awards

    • 1999 – Motor Trend magazine’s Truck of the Year
    • 2001 – Motor Trend magazine’s Truck of the Year (Heavy Duty Model)
    • 2001 – Car and Driver magazine’s Best Pickup Truck
    • 2002 – Car and Driver magazine’s Best Pickup Truck
    • 2003 – Car and Driver magazine’s Best Pickup Truck
    • 2007 – North American Truck of the Year
    • 2007 – Motor Trend magazine’s Truck of the Year
    • 2007 – ICOTY International Truck of the Year
    • 2007 – Truckin’ magazine’s Truck of the Year
    • 2011 – Heavy Duty model won Motor Trend magazine’s Truck of the Year

    Marketing

    Like a Rock campaign

    The Like a Rock campaign touted the Silverado as “the most dependable, longest lasting truck on the road”. The song “Like a Rock” by Bob Seger was licensed for use in the campaign. The campaign ended after the last commercials in the 2004 model year then the 2005 model year stopped the campaign and used the “An American Revolution” slogan. The song and slogan like a rock were used in Chevrolet truck commercials for more than ten years, one of the longest-running advertising campaigns in history.

    Our Country. Our Truck. campaign

    On September 26, 2006, Chevrolet announced plans for a multi-media marketing campaign to support the 2007 Silverado full-size pickup as an extension to Chevrolet’s An American Revolution campaign. The full campaign began on October 21, 2006 and featured the new tag line Our Country. Our Truck. The advertising videos used John Mellencamp‘s “Our Country” as their theme song. Two ads premiered during NBC‘s new Sunday Night Football in America.

    The first video, named Anthem, was designed to showcase the good and bad of the past half century and how America has made it through difficult times. The video is filled with images of historic moments in recent American history, such as a nuclear explosion,Rosa Parks on a bus, Martin Luther King giving a speech, the site of the former World Trade Center in the months after 9/11, Hurricane Katrina’s devastation, then shows the trucks working to rebuild the devastated places, and ends with the tagline: This is our country. This is our truck. The final broadcast version did not include images of the nuclear explosion nor of the World Trade Center. Anthem has been criticized for using Civil rights activists to sell trucks and implying that there was a parallel between the struggles of the United States and the ongoing struggle General Motors is facing in today’s marketplace. However, a representative from GM stated that this was not the intent of the advertisement. Rather, the intent was to show how the trucks are used for work purposes, and the main audience for these trucks is for work. The second video, titled Birthplace, showed average American developing vehicles by unconventional means.

    The campaign also included a 28 minute long infomercial, premiered on 2006-12-9. The infomercial starred former NFL football player Howie Long and Gary White, General Motors’ North American vehicle line executive for full-sized trucks. The infomercial premiered on channels such as Speed Channel. A 24-page publication was to be included with magazines such as Motor Trend, Field & Stream and Popular Science.

    In January 2007, a Canadian version of Silverado ad started to appear, which was based on a variant of Birthplace previously shown on American channels. The ad uses a squared fonts for the texts, with images of forklifting timber, boy scouts, Dale Earnhardt, ‘This is Our Chat Room’ replaced by a skating hockey player, lighthouse on a rocky shoreline, and hockey player Bobby Orr. At the end of the video, the message was replaced by The Next Generation Chevy Silverado.

    After winning the 2007 Motor Trend Truck of the Year award, another version of the ad showed the Silverado itself, with the message 2007 Motor Trend Truck of the Year at the end. The Canadian version of the ad only has cosmetic and slogan changes after the Silverado had won its award.

    Motorsport

    Xpress Motorsports won the 2002 and 2003 NASCAR Craftsman Truck Series. The truck also won the Primm 300 in 2004, 2005 and 2006.

    Yearly American sales

    Calendar Year	Silverado	GMC Sierra	Total
    1998	538,254	160,555	698,809
    1999	636,150	208,693	844,843
    2000	642,119	188,907	831,026
    2001	716,051	210,154	926,205
    2002	652,646	202,045	854,691
    2003	684,302	196,689	880,991
    2004	680,768	213,756	894,524
    2005	705,982	229,488	935,468
    2006	636,069	210,736	846,805
    2007	618,259	208,243	826,500
    2008	465,065	168,544	633,609
    2009	316,554	111,842	428,396
    2010	370,135	129,794	499,929
    2011	415,130	149,170	564,300
    2012	418,312	157,185	575,497
    2013	480,414	184,389	664,803
    2014	529,755	211,833	741,588

    Special use Silverados and Sierras

    • 

      Tow truck in Honolulu, Hawaii.

    • 

      Spill response vehicle used after Hurricane Sandy, Staten Island, New York

    • 

      Firetruck in Nebraska

    • 

      Police in Ramadi, Iraq

    • 

      Monster truck at Half Moon Bay, California

    • 

      Humpty Dumpty delivery van in Montreal

    • 

      Camper in Core Banks, North Carolina

    • 

      Dump truck in Milwaukee, Wisconsin

    • 

      Ambulance in Uppsala, Sweden

    • 

      Landing an airplane in Airdrie, Alberta

    • 

      Race car

    • 

      Pulling clowns in Valdosta, Georgia

    • 

      On the red carpet in New York City

    • 

      Drying a race track

    • 

      Backdrop for amateur model in Mapleton, Illinois

    • 

      Railway vehicle

    • 

      Taxi in Saint Thomas, U.S. Virgin Islands

    • 

      U.S. Border Patrol, San Diego, California

    • 

      Carrying heavy stuff, Guantánamo Bay, Cuba

    • 

      Burning rubber

    • 

      Snow plow in Montreal, Quebec

    • 

      Beach patrol in Santa Monica, California

    • 

      Hearse in Indianola, Mississippi

      Chevrolet Avalanche

      Chevrolet Avalanche
      Overview
      Manufacturer	Chevrolet (General Motors)
      Production	September 2001–April 2013
      Assembly	Detroit, Michigan
      Designer	Marc R. Asposito Grand Rapids, Michigan
      Body and chassis
      Class	Full-size sport utility truck
      Body style	4-door truck
      Layout	Front engine, rear-wheel drive /Four-wheel drive
      Related	Cadillac Escalade EXT
      Dimensions
      Wheelbase	130.0 in (3,302 mm)

      The Chevrolet Avalanche is a four-door, five or six passenger sport utility truck sharing GM’s long-wheelbase chassis used on the Chevrolet Suburban and Cadillac Escalade EXT. Breaking with a long standing tradition, the Avalanche appearance was not available as a GMC, but only as a Chevrolet.

      2001–2006

      First generation / GMT800
      Overview
      Production	September 2001 – March 2006
      Body and chassis
      Platform	GMT805
      Related	Cadillac Escalade Chevrolet Tahoe/GMC Yukon Chevrolet Suburban/GMC Yukon XL Chevrolet Silverado/GMC Sierra Hummer H2
      Powertrain
      Engine	5.3 L LM7 V8 (gasoline) 5.3 L L59 V8 (gasoline/E85) 8.1 L L18 V8 (gasoline)
      Transmission	4-speed 4L60-E automatic 4-speed 4L80-E automatic
      Dimensions
      Length	2002–03: 221.7 in (5,631 mm) 2004–06: 221.6 in (5,629 mm)
      Width	79.8 in (2,027 mm)
      Height	2002–03: 73.3 in (1,862 mm) 2004–06: 73.6 in (1,869 mm)

      The Avalanche was launched in September 2001 as a 2002 model on the GMT800 platform. First year Avalanches featured light gray plastic body cladding, intended to provide visual distinction from theSuburban/Yukon XL, but at the expense of a third row seat. Avalanche also gave the public an advance look at the next generation of front fascia designs for the entire GM line. A full-length chrome strip splits each lamp assembly and the grille, with a gold Chevrolet “bow tie” in the center. The hood and fenders featured aggressive folds, in contrast to the soft box of the other GMT800 models.

      

      GMT800 Chevrolet Avalanche WBH

      2003 models featured a darker cladding, but GM’s new president, Rick Wagoner, demanded removal of this “unpopular” trim (as did certain elements of the public). From mid-year, Avalanche could be ordered without the cladding. The uncladded model, known as the Without Body Hardware (or better by its acronym “WBH”), and alternatively called “slicksides” by GM marketers, resembles the ’03-’05 Silverado in the front.

      Avalanche was nominated for the North American Truck of the Year award and was Motor Trend magazine’s Truck of the Year for 2002.

      There are two engine choices:

      • A Vortec 5.3 L V8 producing 290 hp (216 kW), for the half-ton 1500 series;
      • A Vortec 8.1 L V8 with 340 hp (253 kW) and the 4L85-E four-speed transmission, for the three-quarter-ton 2500 series. The drive train is rear-wheel drive or available with selectable high/low four-wheel drive.

      The Avalanche was originally marketed as being able to “change from a pickup to an SUV”. This was made possible by a plastic cover and an exclusive “midgate” which could open and close. The midgate was a divider behind the second row of seats that could be folded down, with the seats, to create a longer bed area, or folded up to make a larger cab area. A similar midgate was found on the Cadillac Escalade EXT, Hummer H2 SUT and the GMC Envoy XUV.

      A Z71 Off-road package was also available on the Avalanche, which included off-road skid plates, 4 wheel drive, heavy duty suspension, and 17″ wheels.

      The Avalanche was practically fully equipped, and only came in one model. This model included features such as sixteen-inch alloy wheels and tires (chromed steel on the 2500 model), an A/M-F/M stereo with single-disc CD player and six speakers, cloth seating surfaces, front bench seat with power front driver’s seat, power windows, power door locks, keyless entry, full instrumentation, dual front airbags, and air conditioning. Options included OnStar telematics system, cassette player, leather seating surfaces, front dual power bucket seats that could be heated, and side airbags for the front seats. A North Face Edition, in partnership with the North Face brand included limited exterior color options, a unique Ebony/Green leather interior, special exterior ornamentation and decals, white-faced gauges, OnStar telematics system, cassette player, specially colored door panel inserts and speaker grilles, and more.

      For 2003, the Avalanche was slightly changed. A new interior, shared with the Chevrolet Tahoe and Chevrolet Suburban, added a new, larger steering wheel with subsequent audio system and OnStar controls and cruise and speed controls, an optional six-speaker premium Bose sound system with external amplifier, a new gauge cluster with information center, memory for the front driver’s seat (on some models), new radiohead units, which included an A/M-F/M stereo with single-disc CD/MP3 player and Radio Data System or an A/M-F/M stereo with six-disc CD/MP3 changer and Radio Data System, optional XM Satellite Radio, standard OnStar telematics system, optional rear audio controls with heaphone jacks, an optional rear DVD entertainment system by Panasonic with wireless headphones, new warning chimes that played through the vehicle’s audio system instead of through a separate speaker behind the dashboard, and newly available seventeen-inch alloy wheels and tires. A new WBH option, standing for Without Body Hardware, deleted the Avalanche’s standard gray body-side cladding panels and replacing them with a thin black strip of plastic, for a cleaner exterior appearance.

      Cladding trouble

      Soon after the release of the Chevrolet Avalanche, customers began to notice cosmetic problems with the cladding on their vehicles. Over time exposure to heat and sunlight would cause a chalky faded appearance. It was especially noticeable on the cargo bed panels, and sail-panel windows where “Zebra Striping” would appear. Customer reaction to this problem resulted in General Motors agreeing to a one time treatment of a product called ArmorDillo. This product would temporarily restore the cladding for a period of about 6 months. After that it would wear off then need to be re-applied. Realizing this was not a permanent solution, GM, together with Gatorback Coatings, developed a coating that could be applied to the cladding to restore it to a like-new shine. This product was designed to etch into the plastic and bond a new layer of tinted acrylic over the faded plastic. Customers within the 3yr/36,000 original factory warranty could go to their dealership to have it restored under their original warranty under GM TSB:04-08-111-001C. GM did not use side body cladding on the second generation model. General Motors has also identified the original source of the faded cladding.

      2007–2013

      Second generation (GMT900)
      OLYMPUS DIGITAL CAMERA
      Overview
      Production	April 2006–April 2013
      Model years	2007–2013
      Body and chassis
      Platform	GM GMT900 platform (Series GMT940: GMT941)
      Related	Cadillac Escalade Chevrolet Tahoe/GMC Yukon Chevrolet Suburban/GMC Yukon XL Chevrolet Silverado/GMC Sierra
      Powertrain
      Engine	5.3 L LY5 V8 (gasoline) 5.3 L LMG V8 (gasoline/E85) 5.3 L LC9 V8 (gasoline/E85) 6.0 L L76 V8 (gasoline)
      Transmission	4-speed GM 4L60-E transmissionautomatic (2007–08) 6-speed 6L80 automatic (2009–2013)
      Dimensions
      Length	221.3 in (5,621 mm)
      Width	79.1 in (2,009 mm)
      Height	76.6 in (1,946 mm)

      The GMT900 Avalanche was introduced at the Chicago Auto Show in February 2006. Production of the redesigned Avalanche began at the Silao Assembly in April 2006. The Avalanche maintains the styled front end much like its sister vehicles, the Tahoe/Yukon and Suburban/Yukon XL, yet it still has the distinct midgate and integrated bed as found on the previous incarnation. It has all the same standard and available features as the Suburban and the Tahoe.

      A special Z71 package was offered for the second generation Avalanche. This off road package consisted of a suspension tuned for rough terrain, an exclusive automatic locking rear differential, aluminum under body skid plates (visible from the front of the truck), wheel flares, badges, wheels and tires.

      Later models introduced another version of the Vortec 5.3-liter V8 as the engine is now capable of running on E85 ethanol. When the 5.3 is running on normal gasoline, it produces 320 horsepower (240 kW) and 335 pound-feet (454 N·m) of torque whereas its output rises to 326 horsepower (243 kW) and 348 pound-feet (472 N·m) of torque on E85, up from 310 horsepower (230 kW) and 335 pound-feet (454 N·m) in 2009. For the 2010 model year, the 6.0-liter was dropped from the Avalanche lineup which left the 5.3 V8 as the only engine available for the truck. In its final year, the 6.0-liter produced 366 horsepower (273 kW) and 376 pound-feet (510 N·m) of torque.

      A 2007 Avalanche was given away to the Most Valuable Player of the 2006 Major League Baseball All-Star Game, Michael Young.

      An Avalanche is regularly featured on the popular US crime drama CSI: New York and is driven by all members of the team.

      In addition, a 2007 Z-71 Avalanche placed second in Speed TV’s reality TV series ‘Bullrun’ in 2009.

      Trim Levels

      The second-generation Avalanche came in three well-equipped trim levels:

      The LS served as the base model Avalanche. It included seventeen-inch alloy wheels and tires, cloth seating surfaces, power front driver’s bucket seat, OnStar telematics system, an A/M-F/M stereo with single-disc CD/MP3 player and auxiliary audio input jack with six speakers, keyless entry, and black door handles, tailgate handle, and side mirrors, aluminum interior trim, front and side airbags, traction control, StabiliTrak, and more.

      The LT served as the midlevel model Avalanche. It added power dual front bucket seats, remote start, XM Satellite Radio, Bluetooth hands-free telephone system, and exterior color-keyed door handles, tailgate handle, and side mirrors, wood interior trim, as well as other features.

      The LTZ was the top-of-the-line model Avalanche. It added leather seating surfaces, security alarm, an A/M-F/M stereo with six-disc CD/MP3/DVD changer, an eight-speaker premium Bose CenterPoint amplified surround sound system, memory for the front driver’s seat, twenty-inch polished alloy wheels and tires, and rear seat audio and video system controls,

      Black Diamond Edition

      2013 marked the Avalanche’s last year of production. For 2013, all Avalanches, regardless of trim level, featured the Black Diamond Edition Package, which added Black Diamond Edition emblems to the rear pillars, replacing the previous trim level designation emblems, and also adding unique emblems inside the Avalanche commemorating its production from 2002 to 2013. The 2013 Avalanche was produced in limited numbers. Each 2013 Avalanche buyer received a limited-edition coffee table book with photographs of the owner’s 2013 Avalanche, a copy of the window sticker from their vehicle, and a complete history of the Avalanche from 2002 to 2013. The book was shipped to either the dealership or owner’s home after the owner took delivery of their new 2013 Avalanche. In addition, a newly available color, named Fairway Green Metallic, commemorated the last year of production for the Avalanche (2013).

      Engines:

      • 5.3-liter Vortec 5300 V8 with Active Fuel Management, 320 horsepower (240 kW)
      • 6.0-liter VortecMAX V8 with VVT and Active Fuel Management, 367 horsepower (274 kW) (late 2006)

      Discontinuation

      In April 2012, GM announced that production of the Avalanche would end after the 2013 model year, after 2011 saw a sales decline of 2.6% to 20,088 vehicles. Production of the Cadillac Escalade EXT also ended after the 2013 model year.

      

      2013 Avalanche Z71 Black Diamond Last Edition

      Yearly American sales

      Calendar Year	Total American sales
      2001	52,955
      2002	89,372
      2003	93,482
      2004	80,566
      2005	63,186
      2006	57,076
      2007	55,550
      2008	35,003
      2009	16,432
      2010	20,515
      2011	20,088
      2012	23,995
      2013	16,986

      Chevrolet SSR

      Chevrolet SSR
      Overview
      Manufacturer	Chevrolet (General Motors)
      Production	2003–2006
      Assembly	Lansing, Michigan, United States
      Body and chassis
      Class	pickup
      Body style	2-door muscle truck 2-door convertible
      Layout	FR layout
      Platform	GM GMT368 platform
      Related	Chevrolet TrailBlazer GMC Envoy Oldsmobile Bravada Buick Rainier Isuzu Ascender Saab 9-7X
      Powertrain
      Engine	5.3 L LM4 V8 6.0 L LS2 V8
      Transmission	6-speed Tremec T-56 manual 4-speed automatic
      Dimensions
      Wheelbase	116.0 in (2,946 mm)
      Length	2001–05: 191.4 in (4,862 mm) 2006: 191.5 in (4,864 mm)
      Width	78.6 in (1,996 mm)
      Height	2000–05: 64.2 in (1,631 mm) 2006: 63.8 in (1,621 mm)

      The Chevrolet SSR (Super Sport Roadster) is a retractable hardtop convertible pickup truck manufactured by Chevrolet between 2003 and 2006.

      The 2003 and 2004 models used General Motors’ Vortec 5300 engine, a 5.3 L 300 hp V8. Performance was 7.7 s to 60 mph (97 km/h) with a 15.9 s/86.4 mph quarter mile run. The 2005 SSR used the 390 hp (291 kW) LS2 V8 also found in the C6 Corvette and Pontiac GTO, and also offered a manual transmission (the six-speed Tremec) for the first time, as an option. For the 2006 model year, the LS2 engine featured minor modifications that boosted its output to 395 hp (automatic transmission) and 400 hp (manual transmission), respectively. In addition, GM badges were added to the vehicle.

      Design

      Chevrolet SSR 1954 Advanced Design

      The SSR was based on the long-wheelbase Chevrolet TrailBlazer EXT’s platform, and featured “retro” styling and a steel retractable hardtop designed by ASC. The production model was based on the SuperSport Roadster concept car shown at the 2000 Detroit Auto Show. An early-production SSR was the pace car for the 2003 Indianapolis 500 auto race.

      The vehicle’s design was inspired by the late-1940s Chevrolet trucks, specifically the 1947–1955 Advance Design pickups.

      Sales

      The 2004 model sold below expectations with under 9,000 sales at US$42,000 each. Citing a 301-day supply of SSRs, General Motors in December of that year announced five weeks of layoffs at Lansing Craft Centre, the factory that made the SSR. On November 21, 2005, GM announced that it would close the Craft Centre in mid-2006, spelling the end for the SSR. The final SSR, a unique black-on-silver model (Highest VIN 1GCES14H06B124112), was built on March 17, 2006. Analysts estimate that 24,150 SSRs were produced in total. Of the total production, 24,112 were available for sale to the public.

      Marketing

      The SSR was introduced for its market debut in a 60 second television advertisement that first appeared on New Year’s Eve 2003, created by the firm of Campbell-Ewald, directed by Michael Bay and featuring the song Magic Carpet Ride by Steppenwolf. The advertisement was titled “An American Revolution, Car Carrier” and featured six yet to be introduced cars and trucks boarding a car carrier as it traversed the United States. It featured the Aveo descending the Twin Peaks of San Francisco and making an airborne leap highly reminiscent of Steve McQueen’s Ford Mustang in the movie Bullitt, before boarding the car carrier, to the yellow SSR boarding the carrier in reverse while the carrier is traveling down a desert highway.

    Chevrolet LUV

    Main articles: Isuzu Faster and Isuzu D-Max

    The Chevrolet LUV and the later Chevrolet LUV D-Max are light pickup trucks designed and manufactured by Isuzu and marketed in the Americas since 1972 by Chevrolet. The trucks, developed over four successive generations, are rebadged variants of the Isuzu Faster and D-Max. LUV is an acronym for “light utility vehicle”.

    History

    First sold in North America from 1972 as a badge engineered variant of the Japanese market Isuzu Faster, production of the first generation ended in 1980. The second generation, launched in 1980 as a 1981 model, was produced in Japan for North America and inChile for the South American market. North American sales ended with the release of the 1982 model year Chevrolet S-10 in 1981.

    Production of the second generation LUV for South America continued until 1988 when the third iteration was released, once more based on the Japanese market Faster/Rodeo pickups.

    This arrangement lasted until 2005 when the fourth series was introduced, now titled Chevrolet LUV D-Max and a rebadged version of the Isuzu D-Max.

    • 

      First generation (1972–1980)

      Main article: Isuzu Faster
    • 

      Second generation (KB; 1980–1988)

      Main article: Isuzu Faster
    • 

      Third generation (TF; 1988–2005)

      Main article: Isuzu Faster
    • 

      Chevrolet LUV D-Max (RA; 2005–2012)

      Main article: Isuzu D-Max

      Chevrolet S-10

      Chevrolet S-10
      Overview
      Manufacturer	Chevrolet/GMC (General Motors)
      Production	1982–2004 (North America) 1995–Present (Brazil)
      Body and chassis
      Class	Compact pickup truck
      Layout	Front engine, rear-wheel drive /four-wheel drive
      Chronology
      Predecessor	Chevrolet LUV
      Successor	Chevrolet Colorado / GMC Canyon(North America only)

      The Chevrolet S-10 is a compact pickup truck that is produced by Chevrolet. It was the first compact pickup of the big three American automakers. When it was first introduced in 1982, the GMC version was known as the S-15 and later renamed the GMC Sonoma. A high-performance version was released in 1991 and given the name of GMC Syclone. The pickup was also sold by Isuzu as the Hombre from 1996 through 2000, but only in North America. There was also an SUV version, the Chevrolet S-10 Blazer/GMC S-15 Jimmy. An electric version was leased as a fleet vehicle in 1997 and 1998. Together, these pickups are often referred to as the S-series.

      In North America, the S-series was replaced by the Chevrolet Colorado, GMC Canyon, and Isuzu i-Series in 2004.

      The S-Series ended production in Brazil in 2012, being replaced by the Chevrolet Colorado, but still with the name S-10.

      First generation (1982–1994)

      First generation
      Overview
      Also called	GMC S-15 GMC Sonoma
      Production	1982–1994
      Assembly	United States: Moraine, Ohio(Moraine Assembly) Shreveport, Louisiana (Shreveport Assembly) Pontiac, Michigan
      Body and chassis
      Platform	GMT325
      Related	Chevrolet S-10 Blazer / GMC S15 Jimmy GMC Syclone GMC Typhoon Oldsmobile Bravada
      Powertrain
      Engine	1.9 L LR1 I4 (gasoline) 2.0 L LQ2 I4 (gasoline) 2.2 L LQ7 I4 (diesel) 2.5 L L38 I4 (gasoline) 2.5 L LN8 I4 (gasoline) 2.8 L LR2 V6 (gasoline) 2.8 L LL2 V6 (gasoline) 4.3 L L35 V6 (gasoline) 4.3 L LB9 V6 (gasoline)
      Transmission	3-speed THM-200C automatic 4-speed Isuzu S101 manual 4-speed Borg-Warner T4 manual 4-speed 700R4 automatic 4-speed 4L60 automatic 4-speed 4L60-E automatic 5-speed Getrag 290 manual 5-speed 5LM60 manual 5-speed NV3500 manual 5-speed Borg Warner T5 manual
      Dimensions
      Wheelbase	108.3 in (2,751 mm) (reg. cab short bed) 117.9 in (2,995 mm) (reg. cab long bed) 122.9 in (3,122 mm) (ext. cab short bed)

      

      1991-1994 GMC Sonoma ST extended cab

      

      1982–1990 Chevrolet S-10 single cab

      

      1982–1990 GMC S-15 Sonoma single cab

      The first compact truck from the big three automakers was the rebadged Isuzu KB sold since 1972 as the Chevrolet LUV. The 1973 Arab oil embargo forced GM to consider designing a domestically produced compact pickup truck. As usual, parts from other GM chassis lines (primarily from the GM G-body intermediates) were incorporated. The first S-series pickups were introduced in 1982. The Chevrolet and GMC models were identical apart from the grille, tailgate and assorted insignia. An extended cab and “Insta-Trac” four-wheel drive were added the next year along with two new engines.

      Track width was similar to the former GM H-body subcompacts (Vega/Monza).

      The sport utility S-10 Blazer and S-15 Jimmy debuted in 1983; GM was the second to introduce compact sport utilities, behind Jeep but ahead of Ford. This occurred again where 4-door variants were introduced in March 1990 as 1991 models alongside the badge-engineered Oldsmobile Bravada.

      New heavy-duty and off-road suspensions appeared in 1984 along with a hydraulic clutch, while the big news for 1985 was the discontinuing of the Cavalier‘s 2.0 L OHV I4 in favor of Pontiac‘s 2.5 L “Iron Duke” OHV I4. The OHV-derived 2.2 L diesel engine and 1.9 L SOHC gas engine, both from Isuzu, were gone the next year, leaving just the Iron Duke and updated 2.8 L V6. A much-welcomed 4.3 L V6 was added for 1988, and anti-lock brakes came the next year.

      The GMC S-15 became the GMC Sonoma in 1991, and the Sierra trim packages were dropped to avoid confusion with the new GMC Sierra full-size pickup. The GMC Syclone also appeared that year. The Sonoma GT bowed in 1992. Added to this was the 4.3 L V6 Vortec W code engine. This generation’s last year was 1994.

      The Vortec has a balance shaft, roller lifters, different heads, and Central Port Injection. The 1992-1994 engine came in either a 195 hp (145 kW) or 205 hp (153 kW) rating. The High Performance version came with a larger diameter Y pipe, and was only installed in some of the S-10 Blazers and S-15 Jimmies as well as the S-10 Pickups

      S-10 Baja Edition

      The S-10 Baja is an optional appearance package that was put on any type 4wd S-10 (regular-cab w/ short-box, regular-cab w/ long box and extended-cab w/ short box) from 1988 to 1991. The trucks came in 3 colors: Midnight Black, Apple Red, and Frost White. The Baja option included: a roll bar with off-road lights, a front tubular grille guard with fog lights, a tubular rear bumper, an under-body shield package (transfer case shield, front differential shield, fuel tank shield, oil pan/steering linkage shields), a suspension package, a Chevrolet windshield banner, Baja decals on the box sides and one inch wide body striping. Extra cost Baja options included: a cargo-net end-gate, aluminum outlaw wheels and a special box-mounted spare tire carrier w/ aluminum wheel. In 1991 the S10 Bajas came with BAJA embroidered on the seat backs and unique door panel trim.

      Sonoma GT

      

      Sonoma GT

      The Sonoma GT was a performance package available on the 2WD regular cab short bed Sonoma. It was available for the 1992 model year only as an entry-level version of the GMC Syclone. A total of 806 were built. The truck was powered by an enhanced Vortec 4.3 L V6. It featured central multi-port fuel injection and produced 195 hp (145 kW) and 260 lb·ft (350 N·m) of torque. It was equipped with a 4L60 automatic transmission and a limited-slip differential with 3.42:1 gearing.

      Modified by Production Automotive Services of Troy, Michigan, it was fitted with the Syclone interior package featuring black cloth bucket seats with red piping, a special gauge package, and a floor shift console.

      Sonoma GT color breakdown;

      • Black w/ Black (408 Total)
      • Black w/ Gray (41 Total)
      • Frost White w/ Gray (101 Total)
      • Apple Red w/ Gray (180 Total)
      • Bright Teal w/ Gray (48 Total)
      • Forest Green Metallic w/ Gray (14 Total)
      • Aspen Blue w/ Gray (14 Total)

      1994 Sonoma

      Some 1992, 1993, and 1994 Sonomas came with a factory equipped L35 W code engine. For 1993 and 1994 no specialty labeling or limited edition tags were known to be used with the W code engine. Production totals for these vehicles are unknown.

      1991 Syclone

      Main article: GMC Syclone

      This GMC came with an LB4 4.3L V6 with lower compression pistons and a turbocharger. They produced ~280 hp.

      Engines

      Years	Engine	Power	Torque
      1982–1985	1.9 L LR1 Isuzu I4, 2-barrel	82 hp (61 kW) @ 4600 RPM	101 lb·ft (137 N·m) @ 3000 RPM
      1983–1984	2.0 L LQ2 GM 122 I4, 2-barrel	83 hp (62 kW) @ 4600 RPM	108 lb·ft (146 N·m) @ 2400 RPM
      1984–1985	2.2 L LQ7 Isuzu Diesel I4	62 hp (46 kW) @ 4300 RPM	96 lb·ft (130 N·m) @ 2200 RPM
      1985–1986	2.5 L LN8 Iron Duke TBI I4,	92 hp (69 kW) @ 4400 RPM	134 lb·ft (182 N·m) @ 2800 RPM
      1987-1989		92 hp (69 kW) @ 4400 RPM	130 lb·ft (176 N·m) @ 3200 RPM
      1990		94 hp (70 kW) @ 4400 RPM	130 lb·ft (176 N·m) @ 3200 RPM
      1991-1994	2.5 L L38 Iron Duke TBI I4,	105 hp (78 kW) @ 4800 RPM	135 lb·ft (183 N·m) @ 3200 RPM
      1982	2.8 L LR2 60° V-6, 2-barrel	110 hp (82 kW) @ 4800 RPM	148 lb·ft (201 N·m) @ 2000 RPM
      1983-1984		110 hp (82 kW) @ 4800 RPM	145 lb·ft (197 N·m) @ 2100 RPM
      1985		115 hp (86 kW) @ 4800 RPM	150 lb·ft (203 N·m) @ 2100 RPM
      1986	2.8 L LL2 60° V-6, TBI	125 hp (93 kW) @ 4800 RPM	150 lb·ft (203 N·m) @ 2200 RPM
      1987-1994		125 hp (93 kW) @ 4800 RPM	150 lb·ft (203 N·m) @ 2400 RPM
      1988–1992	4.3 L LB4 90º V-6, TBI	160 hp (119 kW) @ 4000 RPM	230 lb·ft (312 N·m) @ 2800 RPM
      1993-1994		165 hp (123 kW) @ 4000 RPM	235 lb·ft (319 N·m) @ 2400 RPM
      1992-1994	4.3 L L35 90º V-6, CPI	195 hp (145 kW) @ 4500 RPM	260 lb·ft (353 N·m) @ 3600 RPM

      Second generation (1994–2005)

      Second generation
      Overview
      Also called	GMC Sonoma Isuzu Hombre Chevrolet Xtreme
      Production	1994–2005 (North America) 1995–2012 (Brazil) 1996–2000 (Isuzu Hombre)
      Assembly	Shreveport, Louisiana, United States Linden, New Jersey, United States São José dos Campos, Brazil (GM Brazil)
      Body and chassis
      Platform	GMT325
      Related	Chevrolet S-10 EV Chevrolet Blazer / GMC Jimmy / Opel Blazer Oldsmobile Bravada
      Powertrain
      Engine	2.2 L I4 4.3 L V6
      Transmission	4-speed 4L60-E automatic 5-speed Borg-Warner T-5 manual (1994–95 I4) 5-speed NV1500 manual (1996+ I4) 5-speed NV3500 manual (V6)
      Dimensions
      Wheelbase	108.3 in (2,751 mm) (reg. cab short bed) 117.9 in (2,995 mm) (reg. cab long bed) 122.9 in (3,122 mm) (ext. cab short bed)
      Length	190 in (4,826 mm) (short bed) 203 in (5,156 mm) (ext. cab) 205 in (5,207 mm) (long bed)
      Width	67.9 in (1,725 mm)
      Height	63.5 in (1,613 mm)

      

      1994–1997 GMC Sonoma

      

      1998–2003 GMC Sonoma

      

      2001–2004 Chevrolet S-10 crew cab

      

      1996 Chevrolet S-10 Pickup (European version)

      

      1997 Chevrolet S-10 Pickup (European version)

      The second-generation trucks arrived in the 1994 model year. The HD GMC S15 has a ladder truck frame versus the S10 and some parts such as rear bumpers, trailer hitches etc do NOT interchange. All of the special models (the Syclone, Typhoon, and Sonoma GT) were discontinued, but the changes to the pickup brought it in line with its major competitor the Ford Ranger. The Iron Duke 4-cylinder and 2.8 L 60° V6 engines were retired, the 4.3 L Vortec V6 was enhanced, and a new 2.2 L 4-cylinder engine (which had been introduced in 1990 on various FWD GM compact and mid-size platforms) became the engines of choice to power the second generation of S-10’s. In compliance with the Clean Air Act, all 2nd Generation S-10s and Sonomas equipped with air-conditioning used CFC-free R134a refrigerant beginning in the 1994 model year. The all new 1994 s-10 didn’t offer any airbag, presumably as a temporary measure to economize the introduction of the new body styles, as well as to gradually phase out steering wheel designs that didn’t accommodate for airbags, though the vehicle itself was slated for airbag capability.

      Many of the chassis components were the same as the first generation (the A-frames between the first and second generation were the same although they were originally sourced from GM’s G-body vehicle lineup), along with the steering knuckle, leaf springs, and differential assembly but suspension and axles were greatly enhanced.

      Generally, for the 2WD trucks, the 8.5-inch rear end was only used when it came with both a manual transmission and the large 4.3 L (262 cu in) V6 engine; it was an option for 4WD trucks with either transmission. This was also the year that GM introduced the ZR2 Offroad Package.

      For 1995, a driver’s-side air bag was added also day time running lights. In 1996 the 4.3 L engine was refreshed, and a third (rear) door was added for extended cab models, along with the sportside bed option. In 1998, the exterior, interior, brakes, and 2.2 L I4 engine were refreshed, along with a “next-generation” supplemental restraint system that added a passenger-side air bag. “Auto-Trac” all-wheel drive also became an option starting in 1999 for the 4WD Blazers. The SS package was replaced by the “Xtreme” package. In 2001 a crew cab option was added and was available in 4WD and automatic transmission only. For the 2004 model year, the regular and extended cab models were discontinued; only the crew cab model was retained.

      Base 2WD models came with 15×6.5-inch wheels with directional vents, Xtreme and ZQ8 models came with 16×8-inch wheels while 4WD models (including the ZR2) used 15×7-inch wheels. The 14-inch (360 mm) wheels used on the first generation were discontinued.

      SS

      The Chevrolet S-10 SS was a high-performance version of the S-10, introduced in 1994. Fewer than 3000 SS’s were produced yearly on average. When introduced, the SS was sold in only three colors: Onyx Black, Summit White, and Apple Red. The SS was discontinued in 1998. In 1999, it was replaced by the S-10 Xtreme.

      A 4.3-liter V6 (which was optional on regular S-10s) was the standard engine used in the SS version, producing between 180 and 200 hp (149 kW). The SS included lowered suspension (1996–98), cosmetic changes such as a different grille, body-colored bumpers, 16-inch wheels (1996–98), and other sporty touches. All SS versions were regular cabs. A step-side version was available from 1996 to 1998. The SS option package was only available with an automatic transmission and 3.42 posi-traction rear-end.

      

      2001 Chevrolet S-10 ZR2

      ZR2

      The ZR2 package was an off-road package available for the second generation Chevy S-10. The ZR2 package included a 4-inch (100 mm) wider track width, a boxed ladder-type frame with modified suspension mounting points, larger wheel and axle bearings, 31-inch all-terrain tires, a suspension lift (approximately 3 inches more ground clearance vs. a regular 4wd S-10), upgraded Bilstein suspension, fender flares, alloy wheels, and an 8.5-inch Chevy 10-bolt rear differential with 3.73:1 gears.

      Isuzu Hombre

      

      1996–1997 Isuzu Hombre single cab

    Chevrolet Colorado

    For the vehicle of the same name sold in Thailand, see Isuzu D-Max. For the SUV, see Holden Colorado 7.

    Chevrolet Colorado & GMC Canyon
    Overview
    Manufacturer	Chevrolet/GMC (General Motors)
    Production	2004–2012, 2014–present (U.S.) 2004–present (Thailand) 2012–present (Brazil)
    Assembly	Wentzville, Missouri, United States Rayong, Thailand São José dos Campos, Brazil
    Body and chassis
    Class	Compact pickup truck
    Body style	2-door regular cab 4-door extended cab 4-door crew cab
    Layout	Front-engine, rear-wheel drive/four-wheel drive
    Chronology
    Predecessor	Chevrolet S-10 / Isuzu Hombre / GMC Sonoma

    The Chevrolet Colorado and its counterpart, the GMC Canyon, are compact pickup trucks marketed by American automaker General Motors. They were introduced in 2004 to replace the Chevrolet S-10 and GMC Sonoma compact pickups.

    First generation (2004–2012)

    First generation
    Overview
    Also called	GMC Canyon Isuzu i-Series
    Production	2004–2012
    Model years	2004–2012
    Assembly	United States: Shreveport, Louisiana (Shreveport Assembly)
    Body and chassis
    Platform	GMT355
    Related	Holden Rodeo Isuzu D-Max Hummer H3 Hummer H3T Isuzu MU-7
    Powertrain
    Engine	2.5 L (153 cu in) 4JK1 2.8 L (171 cu in) LK5 I4 2.9 L (177 cu in) LLV I4 3.0 L (183 cu in) 4JJ1 3.5 L (214 cu in) L52 220hp I5 3.7 L (226 cu in) LLR I5 5.3 L (323 cu in) LH8 V8
    Transmission	5-speed manual 4-speed automatic
    Dimensions
    Wheelbase	Regular cab 111.2 in (2,824 mm) Extended cab 126 in (3,200 mm) Crew cab 120 in (3,048 mm) (Thailand Ver.)
    Length	Regular cab 192 in (4,877 mm) Extended cab 207.1 in (5,260 mm) Crew cab 194 in (4,928 mm) (Thailand Ver.)
    Width	68 in (1,727 mm) 70.8 in (1,798 mm) (Thailand Ver.)
    Height	65 in (1,651 mm) 69.1 in (1,755 mm) (4×4 Thailand Ver.)

    The Chevrolet Colorado and its twin, the GMC Canyon were jointly designed by GM’s North American operations, GM’s Brazil operations, and Isuzu. Isuzu, which participated in the design process, began selling its own version worldwide in 2002. In late 2005, Isuzu offered a version in North America called the Isuzu i-Series. This North American model Isuzu shared North American powertrains, styling, and equipment with the Colorado/Canyon twins and differed from Isuzu’s worldwide offering. All Chevrolet, GMC, and Isuzu versions worldwide are based on the GMT355, itself the basis for the GMT 345-based Hummer H3. Most vehicles for markets outside North America are manufactured at a GM plant in Rayong, Thailand, as well as at a GM plant in São José dos Campos, Brazil. Most North American-market vehicles were manufactured in Shreveport, Louisiana.

    

    Chevrolet Colorado Xtreme extended cab

    

    GMC Canyon crew cab

    

    Chevrolet Colorado in Thailand.

    The Colorado/Canyon offer both manual and automatic transmissions. GM also offers either a rear-wheel drive or four-wheel drive drivetrain with standard, extended, and four-door crew cab body styles. Most models come with the 2.8 L (171 cu in) LK5 I4 engine as standard, but a more powerful 3.5 I5 comes with the Z71 package on four-door versions and is optional on all others. The 4-door Z71s also get the 4-speed automatic transmission standard. This package was later dropped in favor of LT2 and LT3.

    A ZQ8 edition is available with a lower and more road-tuned “sport” suspension than the standard Z85 and comes with 17 inch wheels, color-matched bumper and grille, and low profile fender flares. There is also a Xtreme edition of the ZQ8 which has a different front bumper, rear bumper, side skirts, fender flares, grille, headlights, and 18 inch wheels. The Xtreme edition is basically a continuation of a trim package from its predecessor, the Chevrolet S-10.

    For 2007, Colorado/Canyon was facelifted and offered new engines, which include the 2.9 L (177 cu in) LLV I4 and 3.7 L (226 cu in) LLR I5 which were both introduced due to numerous head problems, new colors — Deep Ruby (Sonoma Red for the Canyon), Pace Blue (Sport Blue for the Canyon) and Imperial Blue (Midnight Blue for the Canyon), and new tires and wheels. Minor changes to the grille and interior for the LT and LTZ models; the LS models kept the same pre-facelift look, similar to the facelift of the TrailBlazer in 2005 & 2006. In addition, the “Colorado” & “Canyon” badges were phased out from the doors in favour of GM’s corporate logo. For model year 2009, the Colorado was facelifted again and a 5.3 L (323 cu in) LH8 V8 is offered, producing 300 hp (224 kW) and 320 lb·ft (434 N·m). For the 2010 model year, the GM badges were phased out from those trucks, although fewer 2010 models had the GM logo on the doors.

    Colorado/Canyon U.S. sales peaked in 2005 at 163,204 units, surpassing the perennial segment leader, the Ford Ranger, by almost 35% and just 3.3% behind the new best-seller, the Toyota Tacoma. In 2006, however, while still leading the Ford pickup by 27.5%, Colorado/Canyon’s sales lagged their Toyota competitor’s by almost 34%. One 2005 Canyon owned by successful U.S. Senate candidate Scott Brown became famous as it was widely featured in his TV advertisements.

    SG Automotive manufactures a clone of the Colorado called the Huanghai Plutus in China

    Engines

    Years	Engine	Power	Torque
    2004–2012	2.5 L (153 cu in) 4JK1-TC I4	116 hp (87 kW)	206 lb·ft (279 N·m)
    2004–2012	3.0 L (183 cu in) 4JJ1-TC I4	146 hp (109 kW)	216 lb·ft (293 N·m)
    2012	3.0 L (183 cu in) 4JJ1-TCX I4	163 hp (122 kW)	265.5 lb·ft (360 N·m)
    2004–2006	2.8 L (173 cu in) LK5 I4	175 hp (130 kW) @ 5600 RPM	185 lb·ft (251 N·m) @ 2800 RPM
    2007–2012	2.9 L (178 cu in) LLV I4	185 hp (138 kW) @ 5600 RPM	190 lb·ft (258 N·m) @ 2800 RPM
    2004–2006	3.5 L (214 cu in) L52 I5	220 hp (164 kW) @ 5600 RPM	225 lb·ft (305 N·m) @ 2800 RPM
    2007–2008	3.7 L (223 cu in) LLR I5	242 hp (180 kW) @ 5600 RPM	242 lb·ft (328 N·m) @ 2800 RPM
    2009–2012	3.7 L (223 cu in) LLR I5	242 hp (180 kW) @ 5600 RPM	242 lb·ft (328 N·m) @ 4600 RPM
    2009–2012	5.3 L (325 cu in) LH8 V8	300 hp (224 kW) @ 5200 RPM	320 lb·ft (434 N·m) @ 4000 RPM

    

    Chevrolet Colorado being used by Police in Olympia, Washington

    Safety

    In the Insurance Institute for Highway Safety‘s frontal offset test the Colorado (extended version) is given a “Good” overall score, however the crew cab is rated “Acceptable”. In the side impact test, the Colorado crew cab is rated “Poor” with or without side curtain airbags. Side curtain airbags were made standard on all 2010 models; side torso airbags are not offered.

    Isuzu i-series

    

    Isuzu i-Series

    The Isuzu i-Series mid-size pickup truck line was manufactured from 2005 to 2008. Launched at the 2005 New York International Auto Show, for the 2006 model year, the i-Series replaced the Isuzu Hombre, which had been out of production since 2000. Like the Hombre, which was based on the compact Chevrolet S-10 / GMC Sonoma, the i-Series was based on the Chevrolet Colorado / GMC Canyon. The sales for the i-Series were poor, with just 1,377 sold from the start of production through February 2006 according to Automotive News. As part of Isuzu’s withdrawal from the United States market after the 2008 model year, the i-Series was discontinued, replaced by the related Hummer H3T for GM’s Hummer brand.

    Second generation (2012–present)

    Second generation
    Overview
    Also called	Chevrolet S10 (Brazil) GMC Canyon (US) Holden Colorado (Australia) Isuzu D-Max
    Production	2012–present
    Model years	2012–present 2015– (US)
    Assembly	Brazil: São José dos Campos (GM do Brasil) Thailand: Rayong United States: Wentzville, Missouri(Wentzville Assembly)
    Body and chassis
    Platform	GMT 31XX
    Related	Chevrolet TrailBlazer Holden Colorado 7 Isuzu MU-X
    Powertrain
    Engine	2.4 L Flexpower I4(gasoline/ethanol) 2.5 L Ecotec (LCV) I4 (gasoline) 2.5 L Duramax I4 (turbodiesel) 2.8 L Duramax (LWN) I4(turbodiesel) 3.6 L High Feature engine (LFX)V6 (gasoline)
    Transmission	5-speed manual 6-speed manual Eaton N8D 6-speed automatic 6L50
    Dimensions
    Wheelbase	3,096 mm (121.9 in)
    Length	5,347 mm (210.5 in)
    Width	1,882 mm (74.1 in)
    Height	1,781 mm (70.1 in)

    The second-generation Chevrolet Colorado was shown at the 2011 Bangkok Motor Show. It is available in three different cab styles: regular cab (single cab), extended cab (space cab), and crew cab (double cab) and may either be rear-wheel drive or four-wheel drive.

    Holden Colorado

    The Holden Colorado was revealed at the 2011 Australian International Motor Show and went on sale in June 2012 in both Australia and New Zealand. It is available in four trim levels: DX (single cab chassis only),LX (chassis only), LT and LTZ. Single cab and crew cab models are available as either two-wheel drive or four-wheel drive.

    A Thunder Edition is available on 4×4 LX, LT and LTZ models. Among the features included with the pack are a nudge bar and towing kit, front carpet floor mats and a one-piece rear carpet floor mat, a bonnet protector, slimline weather shields and “Thunder” badging.

    Trim levels

    • DX: features a manual transmission, ESC, side-curtain airbags, Bluetooth capabilities, and 16″ steel wheels.
    • LX: features either a 5-speed manual or 6-speed automatic transmission, power mirrors, and cruise control.
    • LT: features fog lamps
    • LTZ: features 17″ alloy wheels, optional leather seats, LED tail lamps, projector headlamps, sports bar, soft tonneau cover, and side steps.

    US market

    

    US model

    The US-spec model was revealed on November 20, 2013 at the Los Angeles Auto Show. Production is expected to begin at Wentzville Assembly in 2014, with vehicles arriving at dealerships nationwide by mid-late 2014, as an early 2015 model year vehicle. It will compete with other midsized pickup truck offerings, such as the Nissan Frontier and Toyota Tacoma. The US spec model will however, feature a different front fascia, with its design being similar to the 2014 Chevrolet Silverado, and different engines. General Motors’ Wentzville assembly plant, received a $380 million expansion of 500,000 square feet that was constructed to support the new Colorado’s assembly. On September 18, 2014, GM announced that it would add more workers to the Wentzville assembly after it received early advanced orders of 30,000 Colorado/Canyons from its dealerships ahead of its release.

    For the initial launch, the Colorado will be available with either a 2.5 L Ecotec I4 engine or the 3.6 L LFX V6 engine. The 2.8 L Duramax LWN turbodiesel engine is to be added in 2015, and is a first for its class ever in the US market. It will also be available in three cab configurations: (extended cab with a 6.2 ft (1.9 m) bed, crew cab with a 5.2 ft (1.6 m) bed, or crew cab with a 6.2 ft (1.9 m) bed, with four-wheel drive being optional.

    Sixteen-inch or seventeen-inch steel wheels or alloy wheels will be available, as will a decor package for the W/T model that will add a chrome front grille and body-colored door handles and side view mirrors.

    Trim levels

    • Base: Base trim level
    • WT: Base trim level with few amenities
    • LT: Mid trim level and most common
    • Z71: Top trim, includes off-road equipment

    GMC Canyon

    The all-new GMC Canyon was introduced on January 12, 2014, GMC introduced in an official press and video release and made its public debut the following day (January 13, 2014) at the North American International Auto Show in Detroit, with sales to begin at dealerships in the second quarter of 2014 as a 2015 model.

    The Canyon will offer the same features as its cousin, but will have a higher MSRP and more options. It too, sports a front grille design that closely resembles its full size sibling, the GMC Sierra. The 2015 Canyon will come in three trims and either two-wheel drive or four-wheel drive. Although, the base model will only be available with the 2.5 L Ecotec I4 engine, a 6-speed manual transmission, and two-wheel drive.

    Optional features (based on trim) will include active aero grille shutters, available OnStar 4G LTE connectivity with on-board wifi, forward collision warning, lane departure warning, and an available Teen Driver feature that limits speed and audio volume.

    On February 16, 2015, GMC posted spyshots of a Canyon with Denali styling, indicating plans to add the mid-size truck to the Denali lineup as a 2016 model.

    Chevrolet El Camino

    See also: GMC Sprint / Caballero

    Chevrolet El Camino
    1969 Chevrolet El Camino SS
    Overview
    Manufacturer	Chevrolet (General Motors)
    Model years	1959–1960 1964–1987
    Body and chassis
    Class	Coupé utility
    Layout	FR layout

    Chevrolet El Camino is a coupé utility vehicle that was produced by Chevrolet between 1959–60 and 1964-87.

    Introduced in the 1959–1960 model years in response to the success of the Ford Ranchero, its first run lasted only two years. Production resumed for the 1964–1977 model years based on the Chevelle platform, and continued for the 1978–1987 model years based on the GM G-body platform.

    Although based on corresponding Chevrolet car lines, the vehicle is classified and titled in North America as a truck. GMC‘s badge engineered El Camino variant, the Sprint, was introduced for the 1971 model year. Renamed Caballero in 1978, it was also produced through the 1987 model year.

    In Spanish, El Camino means “the path”.

    History

    Origin

    Ford Australia was the first company to produce a coupé utility as a result of a 1932 letter from the wife of a farmer in Victoria, Australia, asking for “a vehicle to go to church in on a Sunday and which can carry our pigs to market on Mondays”. Ford designer Lew Bandt developed a suitable solution, and the first coupé utility model was released in 1934.^[1] Bandt went on to manage Ford’s Advanced Design Department, being responsible for the body engineering of the XP, XT, XW, and XA series Ford Falcon utilities. General Motors’ Australian subsidiary Holden also produced a Chevrolet coupé utility in 1935, Studebaker produced the Coupé Express from 1937 to 1939, but the body style did not reappear on the American market until the release of the 1957 Ford Ranchero.

    Both the coupé utility and the similar open-topped roadster utility continued in production, but the improving economy of the mid- to late-1930s and the desire for improved comfort saw coupé utility sales climb at the expense of the roadster utility until, by 1939, the latter was all but a fading memory.

    The mid-1955 introduction of Chevrolet’s Cameo Carrier pickup truck helped pave the way for the El Camino. Although it was a model variant of Chevrolet’s Task Force light-duty pickup, the Cameo offered an array of car-like features that included passenger-car styling, fiberglass rear fenders, two-tone paint, a relatively luxurious interior, as well as an optional V8 engine, automatic transmission, and power assists. As always, there was a GMC version offered during the same time, called the GMC Suburban Carrier with the same features offered on the Chevrolet. In 1957 a special version was made for GMC to be shown at national car shows called the Palomino, which had a Pontiac 347 cu in (5.7 L) V8 installed, borrowed from the 1957 Star Chief.

    Other pickup truck producers, including Dodge, Ford, and International, began to offer flush-side cargo boxes on some of their 1957 models, such as the Dodge C Series. However, Ford also introduced the 1957 Ranchero, and established a new market segment in the U.S. market of an automobile platform based coupé utility. In 1959, Chevrolet responded with the El Camino to compete with Ford’s full-sized Ranchero. The original El Camino and Ranchero would compete directly only in the 1959 model year.

    • 

      1955 Chevrolet Cameo Carrier

    • 

      SONY DSC

      1955 GMC Suburban Carrier

    • 

      SONY DSC

      1956 Chevrolet Cameo Carrier rear view

    • 

      1957 GMC Suburban Carrier

    • 

      SONY DSC

      1957 GMC Palomino

    • 

      SONY DSC

      1958 GMC Suburban Carrier

    • 

      SONY DSC

      1959 GMC Suburban Carrier rear view

    First generation (1959–1960)

    First generation
    1959 Chevrolet El Camino
    Overview
    Production	1959 El Camino Total 22,246 1960 El Camino Total 14,163
    Model years	1959–1960
    Assembly	Arlington, Texas, United States
    Body and chassis
    Platform	GM B platform
    Related	1959–1960 Chevrolet Biscayne 1959–1960 Chevrolet Bel Air 1959–1960 Chevrolet Impala 1959–1960 Chevrolet Brookwood 1959–1960 Chevrolet Parkwood 1959–1960 Chevrolet Kingswood 1959–1960 Chevrolet Nomad
    Powertrain
    Engine	235 cu in (3.9 L) I6 283 cu in (4.6 L) V8 348 cu in (5.7 L) V8
    Transmission	3-speed manual 4-speed manual 2-speed Powerglide automatic
    Dimensions
    Wheelbase	119″
    Length	210.9″

    The El Camino was introduced for the 1959 model year two years after the Ford Ranchero. According to Chevrolet stylist Chuck Jordan, GM Harley Earl had suggested a coupé pickup in 1952.

    Like the Ranchero, it was based on an existing and modified platform, the new-for-1959 Brookwood two-door station wagon, itself based on the completely redesigned, longer, lower and wider full-sized Chevrolet. Highly stylized, it initially sold 50% more briskly than the more conservative Ranchero, some 22,000 to 14,000.

    

    1959 El Camino

    Unlike the Brookwoods wagon and a sedan delivery variant, the El Camino was available with any full-sized Chevy drivetrain. It came in a single trim level, its exterior using the Bel-Air’s and interior of a low-end Biscayne. Its chassis featured Chevrolet’s “Safety-Girder” X-frame design and a full-coil suspension, both introduced in the 1958 model year. The 119-inch (3,000 mm) wheel-base was 1.5 inches (38 mm) longer, and overall length for all 1959 Chevys was up to 210.9 inches (5,360 mm). The El Camino’s payload rating ranged from 650 to 1150 pounds, with gross vehicle weights ranging from 4400 to 4900 pounds depending on powertrain and suspension. The somewhat soft passenger car suspension of the base model left the vehicle level without a load, in contrast the Ranchero, where standard 1100-pound rated heavy duty rear springs gave it a distinct rake when empty. The quirky Level Air suspension option, in its second and final year, was listed as available, but was almost never seen on any Chevrolet model, much less an El Camino. The 1959 El Camino was promoted as the first Chevrolet pickup built with a steel bed floor instead of wood. The floor was a corrugated sheetmetal insert, secured with 26 recessed bolts. Concealed beneath it was the floor pan from the Brookwood two-door wagon, complete with foot wells. Box capacity was almost 33 cubic feet (0.93 m³).

    Among the performance engines offered were a 283-cid Turbo-jet V8 with two- or four-barrel carburetion, several Turbo-Thrust 348-cid V8s with four-barrel or triple two-barrel carburetors producing 335 bhp (250 kW; 340 PS), and 250- and 290-bhp 283-cube Ramjet Fuel Injection V8s.

    Hot Rod magazine conducted a test of an El Camino equipped with the hottest powertrain combination available in early 1959—a 315 bhp (235 kW; 319 PS), triple-carb, solid-lifter 348 V8 mated to a four-speed. Staff testers clocked 0-60 mph times of around seven seconds, estimated top speed at 130 mph (210 km/h), and predicted 14-second/100-mph quarter-mile performance with a rear-axle ratio suitable for drag racing installed.

    A total of 22,246 El Caminos were produced for 1959. That bested the count of 21,706 first-year Rancheros made in 1957 and the 14,169 Ford sedan pickups built in direct competition for the 1959 model year. But 1960 would be a different story.

    

    1960 El Camino

    The similar but less flamboyant 1960 model started at $2366 for the six-cylinder model; another $107 for a V8 with the two-barrel 283. At first glance, the exterior once again had a Bel Air look, with that series’ bright-metal “jet” appliqué and narrow trailing molding used to accent the rear quarters. Inside, Biscayne/Brookwood appointments also persisted. The seat was now covered in striped-pattern cloth with vinyl facings. Available interior trim shades were once again gray, blue, and green. Floor coverings were in medium-tone vinyl. Mid-1959 powertrain availability was carried over with minimal changes for 1960: The base 283-cid V8 was detuned a bit for fuel economy and was now rated at 170 bhp (127 kW; 172 PS), and the fuel-injected engines were officially gone.

    Orders plummeted by a third, to just 14,163, at which point Chevrolet discontinued the model; meanwhile, Ford moved 21,027 Rancheros, which were now based on the brand-new Falcon compact. The pioneering American sedan pickups just did not connect with enough car-buying Americans. Perhaps these early “crossovers” didn’t carry enough passengers; in a time when baby-boomer families dominated the market, three across was the best they could offer. Cargo volume was meager compared with pickup trucks. The low-level trim and marketing efforts focused almost exclusively on commercial customers may have inhibited sales, as well.

    Second generation
    1964 Chevrolet Chevelle El Camino
    Overview
    Production	1964 El Camino Total 32,548 1965 El Camino Total 34,724 1966 El Camino Total 35,119 1967 El Camino Total 34,830
    Model years	1964–1967
    Assembly	Atlanta, Georgia Baltimore, Maryland Fremont, California Framingham, Massachusetts Kansas City, Missouri Oshawa, Ontario
    Body and chassis
    Platform	A-body
    Related	1964–1967 Chevrolet Chevelle
    Powertrain
    Engine	194 cu in (3.2 L) I6 230 cu in (3.8 L) I6 250 cu in (4.1 L) I6 283 cu in (4.6 L) Small-Block V8 327 cu in (5.4 L) Small-Block V8 396 cu in (6.5 L) Big-Block V8
    Transmission	3-speed manual 4-speed manual 2-speed Powerglide automatic

    Second generation (1964–1967)

    Chevrolet reintroduced the El Camino four years later based on the Chevrolet Chevelle. The 1964 model was similar to the Chevelle forward of the B-pillars and carried both “Chevelle” and “El Camino” badges, but Chevrolet marketed the vehicle as a utility model and Chevelle’s most powerful engines were not available. Initial engine offerings included six-cylinder engines of 194 and 230 cubic inches with horsepower ratings of 120 and 155, respectively. The standard V8 was a 283 cubic-inch Chevy small block with two-barrel carburetor and 195 horsepower (145 kW) with optional engines including a 220-horsepower 283 with four-barrel carburetor and dual exhausts. Added to the El Camino’s option list during the course of the 1964 model year were two versions of the 327 cubic-inch small block V8 rated at 250 and 300 horsepower (220 kW) — the latter featuring a higher compression ratio of 10.5:1, larger four-barrel carburetor and dual exhausts.

    The 1965 El Camino received the same attractive facelift as the ’65 Chevelle, with a more pronounced V-shaped front end, and a higher performance version of the 327 engine rated at 350 hp (261 kW) that was also available in Chevelles under option code L-79 was made available. Most of the other engines were carried over from 1964, including the 194 and 230 cubic-inch Turbo Thrift sixes, the 195-horsepower 283 cubic-inch Turbo-Fire V8 and 327 cubic-inch Turbo-Fire V8s of 250 and 300 horsepower (220 kW).

    In 1966, GM added a 396 cu in (6.5 L) V8 engine to the lineup rated from 325 to 375 hp (280 kW). The 1965 327 would run low 15s in the 1/4 mile (at some 90 mph), while 1966 to 1969 models were easily into the mid- to upper-14s. New sheetmetal highlighted the 1966 El Camino, identical to the Chevelle forward of the B-pillars. A new instrument panel with horizontal sweep speedometer was featured. Inside, the standard version featured a bench seat interior and rubber floor mat from the lower-line Chevelle 300 series, while the Custom used a more upscale interior from the Chevelle Malibu with plusher cloth-and-vinyl or all-vinyl bench seats and deep twist carpeting, or optional Strato swivel bucket seats with console. A tachometer was optional.

    The 1967 El Camino followed the Chevelle’s styling facelift with a new grille, front bumper, and trim. Air shocks remained standard equipment on the El Camino, allowing the driver to compensate for a load. The year 1967 also brought the collapsible steering column and options of disc brakes and Turbo Hydramatic 400 3-speed automatic transmission. It was the second year the 396 could be had in the El Camino (both 13480 300 Deluxe base and 13680 Malibu series). Since the L35 396/325 hp engine was the base for the SS396 series, the number of L35 engines reported sold by Chevrolet in 1967 (2,565) were sold in one of the two El Camino series since these were the only series the engine could be ordered in. Since the L34 (now 350 hp) & L78 (375 hp) were available in either El Camino series as well as the two SS396 body styles, there is no way of knowing how many of these optional engines went to which body style. Chevrolet does report 17,176 L34 and 612 L78 engine options were sold in 1967 Chevelles, but there is no breakdown of body styles. The TH400 3-speed automatic was now available as an option (RPO M40) with the 396 engine in both the SS396 series and the 396-equipped El Caminos. The 3-speed manual transmission remained the standard transmission with a heavy duty (RPO M13) also available along with the 2-speed Powerglide and either M20 wide ratio or M21 close ratio 4-speed transmissions.

    Third generation
    1972 Chevrolet El Camino
    Overview
    Production	1968 El Camino SS V8 5,190 1968 El Camino Total 41,791 1969 El Camino Total 48,385 1970 El Camino Total 47,707 1971 El Camino Total 41,606 1972 El Camino Total 57,147
    Model years	1968–1972
    Assembly	Arlington, United States Atlanta, United States Baltimore, United States Flint, United States Fremont, United States Kansas City, United States Van Nuys, United States Oshawa, Ontario, Canada
    Body and chassis
    Platform	A-body
    Related	1968–1972 Chevrolet Chevelle 1971-1972 GMC Sprint
    Powertrain
    Engine	230 cu in (3.8 L) I6 250 cu in (4.1 L) I6 307 cu in (5.0 L) V8 350 cu in (5.7 L) V8 396 cu in (6.5 L) V8 454 cu in (7.4 L) V8
    Transmission	3-speed manual 4-speed manual 2-speed Powerglide auto. 3-speed Turbo-Hydramatic auto
    Dimensions
    Wheelbase	116 in (2,946 mm)

    Third generation (1968–1972)

    Chevy introduced a longer El Camino in 1968, based on the Chevelle station wagon/four-door sedan wheelbase (116 in (2,946 mm), overall length: 208 in (5,283 mm)); it also shared Chevelle Malibu exterior and interior trims. The interior was revamped including cloth and vinyl or all-vinyl bench seats and deep twist carpeting. All-vinyl Strato bucket seats and center console were an $111 option. Power front disc brakes and Positraction were optional. A new, high-performance Super Sport SS396 version was launched. The Turbo-Jet 396 had 325 bhp (242 kW) or 350 bhp (260 kW) versions. Returning to the official options list for the first time since late 1966 was the 375 bhp (280 kW) L78. It had solid lifters, big-port heads, and an 800 cfm Holley four-barrel on a low-rise aluminum manifold. A three-speed manual was standard with all engines, and a four-speed or automatic was optional. In 1968, the SS was a separate model (the “SS-396”).

    The 1969 models showed only minor changes, led by more-rounded front-end styling. A single chrome bar connected quad headlights, and a slotted bumper held the parking lights. New round instrument pods replaced the former linear layout. For the first time, the Chevrolet 350 V8 was used in an El Camino. The Super Sport group included a 265- or 325-horsepower 396-cubic-inch V8 beneath a double-domed hood, along with a black-out grille displaying an SS emblem. More potent editions of the 396 engine, developing 350 or 375 horsepower (280 kW) also made the options list. Options included power windows and locks. Curiously, back-up lights moved from the rear bumper to the tailgate, where they were ineffective when the gate was down.

    The 1970 models received sheet metal revisions that gave the bodies a more squared-up stance, and interiors were also redesigned. The new SS396, which actually displaced 402 cu in (6.6 L) (although all emblems read 396) was available. Chevrolet’s largest and most-powerful engine of the time was also put into a select few El Caminos. The LS6 454 CID engine, rated at 450 hp (336 kW) and 500 lb·ft (680 N·m) of torque, gave the El Camino 1/4-mile times in the lower 13-second range at around  108 mph (174 km/h).

    The 1971 El Camino got fresh front-end styling that included large Power-Beam single-unit headlights, a reworked grille and bumper, and integral park/signal/marker lights. For 1971, mandated lower-octane unleaded fuel necessitated a reduction in engine compression, and GM’s A.I.R. system, a “smog pump”, was added to control tailpipe emissions. Power and performance were reduced. Engine offerings for 1971 included the 250-6, small-block V8s of 307 and 350 cubic inches; and big block V8s of 402 and 454-cubic-inch displacements. Horsepower ratings of those engines for 1971 ranged from 145 for the six to 365 for the RPO LS5 454 – all in gross figures. The LS6 454 V8 was gone forever. A rebadged El Camino, the GMC Sprint debuted in 1971. It shared the same engine and transmission offerings as its Chevrolet counterpart.

    The 1972 El Caminos wore single-unit parking and side marker lights on their front fenders, outside of a revised twin-bar grille, but little changed. For 1972, horsepower measurements were switched to the “net” figures as installed in a vehicle with all accessories and emission controls hooked up. Engine offerings included the 110 horsepower (82 kW) 250-6, a 307 V8, a 175 horsepower (130 kW) 350-cubic-inch V8, and big block V8s of 402 and 454 cubic-inch displacements. The 402-cubic-inch (still known as a 396) produced 240 horsepower (180 kW); the 454 managed to put out 270 horsepower (200 kW) under the net rating system. Super Sport equipment could now be ordered with any V8 engine, including the base 307-cubic-inch version. All 1972 SS models with the 454 ci engine have a “W” as the fifth digit in the VIN.

    Fourth generation
    1973 Chevrolet El Camino
    Overview
    Production	1973 El Camino Total 64,987 1974 El Camino SS 4,543 1974 El Camino Total 51,223 1975 El Camino SS 3,521 1975 El Camino Total 33,620 1976 El Camino SS 5,163 1976 El Camino Total 44,890 1977 El Camino SS 5,226 1977 El Camino Total 54,321
    Model years	1973–1977
    Assembly	Baltimore, United States Doraville, Georgia, United States Leeds, Missouri, United States Arlington, United States Fremont, United States Oshawa, Ontario, Canada
    Body and chassis
    Platform	A-body
    Related	1973–1977 Chevrolet Chevelle 1973–1977 GMC Sprint
    Powertrain
    Engine	250 cu in (4.1 L) I6 307 cu in (5.0 L) V8 350 cu in (5.7 L) V8 400 cu in (6.6 L) V8 454 cu in (7.4 L) V8
    Transmission	3-speed manual 4-speed manual 3-speed Turbo-Hydramatic auto.

    Fourth generation (1973–1977)

    For 1973, the El Camino was redesigned. Matching the Chevelle line and using the wagon chassis, it was the largest El Camino generation. Energy-absorbing hydraulic front bumper systems created an ungainly appearance on these vehicles and added more weight. There were two different trim levels of El Caminos during this period. The base model and SS option shared interior and exterior appointments with the Chevelle Malibu, while the El Camino Classic (introduced for 1974) shared its trim with the more upscale Chevelle Malibu Classic.

    

    1973 El Camino

    The chassis design was as new as the bodies with 1-inch (25 mm) a wider wheel track, front and rear. The left wheel was adjusted to have slightly more positive camber than the right, which resulted in a more uniform and stable steering feel on high-crown road surfaces while maintaining excellent freeway cruise stability. Clearances for spring travel were also improved for a smoother ride over all types of surfaces; the coil springs at each wheel were computer-selected to match the individual car’s weight. Front disc brakes were now standard on all ’73 El Caminos. Additional new features were an acoustical double-panel roof, tighter-fitting glass, flush-style outside door handles, molded full-foam seat construction, flow-through power ventilation system, inside hood release, refined Delcotron generator and sealed side-terminal battery, a larger 22-US-gallon (83 L; 18 imp gal) fuel tank, and “flush and dry” rocker panels introduced first on the redesigned 1971 full-size Chevrolets. New options included swivel bucket seats (with console) and Turbine I urethane (backed by steel) wheels, as was the instrument gauge cluster. A benefit of the new body designs was much better visibility of which the unusually thin windshield pillars contributed. A structural improvement was a stronger design for the side door guard beams.

    The 307 2-barrel V8 of 115 hp (86 kW) was the base engine. Options included a 350 2-barrel V8 of 145 hp (108 kW), a 350 4-barrel V8 of 175 hp (130 kW), and a 454 4-barrel V8 rated at 245 hp (183 kW). Hardened engine valve seats and hydraulic camshafts made these engines reliable for many miles, and allowed them to accept the increasingly popular unleaded regular gasoline. The three-speed manual transmission was standard; 4-speed manual and Turbo Hydra-Matic 3-speed automatic transmissions were optional. Crossflow radiators and coolant reservoirs prevented overheating.

    

    1973 El Camino SS

    The SS, now a trim option, included a black grill with SS emblem, bodyside striping, bright roof drip moldings, color-keyed dual sport mirrors, special front and rear stabilizer bars, rally wheels, 70-series raised white-lettered tires, special instrumentation and SS interior emblems.^[12] The SS option was available with a 350 or 454 V8 with the 4-speed or Turbo Hydra-Matic transmissions. ^[

    The 1974 El Caminos sported an elongated, Mercedes-type grille. Inside, the new top-of-the-line El Camino Classic featured luxurious interiors with notchback bench seats (or optional Strato bucket seats) upholstered in cloth or vinyl, carpeted door panels and woodgrain instrument panel trim. The 350 V8 became the base engine and a 400 V8 engine was new this year. The 454, the top engine, was available with the Turbo Hydra-Matic 400 automatic or 4-speed manual transmission.

    The 1975 models featured a new grill, providing a fresh appearance. Suspension upgrades offered a quieter ride, and radial-ply tires became standard. Dual remote mirrors, new twin sport mirrors, intermittent wipers, and cruise control were among new convenience features this year. The 1975 high energy ignition (HEI) provided spark to the spark plugs with minimal maintenance and increased power. The larger distributor cap also provided better high-RPM performance by decreasing the likelihood of the spark conducting to the wrong terminal. The 250-cubic-inch in-line six of 105 hp (78 kW) was offered as the base engine. The 454-cubic-inch V8, downrated yet again to 215 horsepower (160 kW), made it into 1975 as an El Camino option, but this would be its last go-around. It was not available in California, and the optional four-speed stick was no longer offered. Buyers could now choose an Econominder instrument package that included a vacuum gauge to point out when optimum fuel economy was being attained.

    

    1977 El Camino Classic

    For 1976, El Camino Classic models now featured the new rectangular headlights that other high-end GM cars were sporting. These were quad units in stacked arrangement. The base model retained the previously used dual round headlights. Engines included the base 250 I6 engine, a new 140-horsepower 305-cubic-inch V8, two- and four-barrel 350s (with availability still depending on California delivery), and the 400-cubic-inch V8, still good for 175 hp. All engines except the 250 I6 came with the Turbo Hydra-matic automatic transmission as the only transmission available. The 250 I6 came with a 3-speed manual or an optional Turbo Hydra-matic.

    The 1977 models were little changed, except the 400 V8 was gone. The El Camino Classic was again the top model and the SS option continued.

    Fifth generation
    1978 Chevrolet El Camino
    Overview
    Also called	Chevrolet Pickup (Iran, 1984-1987)
    Production	1978 El Camino SS 12,027 1978 El Camino Total 54,286 1979 El Camino Total 58,008 1980 El Camino Total 40,932 1981 El Camino Total 36,711 1982 El Camino Total 22,732 1983 El Camino Total 24,010 1984 El Camino Total 22,997 1985 El Camino Total 21,816 1986 El Camino Total 21,508 1987 El Camino Total 13,743 1988 El Camino Total 420
    Model years	1978–1987
    Assembly	Baltimore, United States Doraville, Georgia, United States Leeds, Missouri, United States Arlington, United States Fremont, United States Oshawa, Ontario, Canada Ramos Arizpe, Mexico Tehran, Iran (CKD, Pars Khodro)
    Body and chassis
    Platform	A-body (1978-1981) G-body (1982-1987)
    Related	1978-1983 Chevrolet Malibu 1978-1988 GMC Caballero
    Powertrain
    Engine	3.3 L (200 cu in) Chevrolet V6 3.8 L (229 cu in) Chevrolet V6 3.8 L (231 cu in) Buick V6 4.3 L (262 cu in) Chevrolet V6 4.4 L (267 cu in) Small-Block V8 5.0 L (305 cu in) Small-Block V8 5.7 L (350 cu in) Small-Block V8 5.7 L (350 cu in) Diesel V8
    Transmission	3-speed manual 4-speed manual 3-speed Turbo-Hydramaticautomatic.
    Dimensions
    Wheelbase	117 in (2,972 mm)

    Fifth generation (1978–1987)

    The 1978 through 1987 El Caminos were produced in four trim levels: Classic, Black Knight (1978)/Royal Knight (1979–83), Conquista and Super Sport, and shared chassis components with the Chevrolet Malibu. Chevrolet 90° V6 and Buick V6 engines were used for the first time. The optional 305 cubic-inch small block V8 was rated at 150 or 165 horsepower (123 kW), and from 1982–1984, the Oldsmobile-sourced Diesel engine was also optional.

    

    1979 El Camino

    A new, trimmer El Camino was unveiled in 1978, adopting the new, more sharp-edged Malibu styling, and a one-inch longer wheelbase of 117 in (2,972 mm). The front end sheet metal was shared with the Malibu, the doors with the Monte Carlo, and the rear tailgate and bumper was shared with the Malibu station wagon. For the first time, though, the El Camino had a unique chassis – it was shared with no other Chevrolet. The front end featured a new single rectangular headlight design. The base engine was a 200-cubic-inch (3.3-liter) V6 that developed 95 horsepower (71 kW), except in California where, to meet emissions standards, the 231-cubic-inch Buick engine was the base engine . Two upgrades could be ordered: a 305-cubic-inch V8 with 145 horsepower (108 kW), or a 350-cubic-inch V8 with 170 horsepower (130 kW) that was only available in El Caminos and Malibu station wagons. It was not available on Malibu passenger cars. Among GM makes, at least, the era of bigness was fading into history, overtaken by a new age of efficiency and economy.

    The 1979 model got minimal changes following its debut as a redesigned “new-size” model in 1978. Alterations to the 1979 El Camino amounting to little more than a new divided grille. However, a “small-block” 267-cubic-inch (4.4-liter) V8 joined the options list and slotted between the standard 3.3-liter V6 and the optional 5.0-liter four-barrel V8. The 350-cubic-inch (5.7-liter) V8, developing 170 horsepower (130 kW) was again available. Both three- and four-speed manual transmissions had floor shifters.

    The 1980 El Camino started out the 1980s with few changes, though engine choices were shuffled a little. The base V6 displaced 229 cubic inches, up from 200 the year before. Horsepower increased from 94 to 115. Optional again were a 267-cubic-inch V8 with 125 horsepower (93 kW) and a 305 V8, now with 155 horsepower (down five). The 350 with 170 horsepower (130 kW) offered in 1979 was dropped. A three speed floor shifted manual transmission was standard, but most got the optional three-speed automatic.

    The 1981 models received a new horizontal tube grill. The 1981 engines mostly continued from 1980, but now used GM’s Computer Command Control (CCC) emission system. The base 229-cubic-inch V6 made 110 horsepower (down from 115), as did the California-only 231-cubic-inch Buick V6. Optional engines were the 267-cubic-inch V8 with 115 horsepower (86 kW) and The 305-cubic-inch V8, now with 150 horsepower (110 kW). The three-speed automatic added a lock-up torque converter to aid highway mileage.

    The 1982 (through the final 1987) El Camino sported a frontal appearance with a crosshatch grille flanked by quad rectangular headlights. New under the hood for 1982 was a 105-horsepower 5.7-liter (350-cubic-inch)Diesel V8, which was also offered in Chevy’s full-size cars. Though mileage with the diesel was commendable, it was an expensive option and would eventually amass a dismal repair record. Gasoline-engine choices were unchanged, except Chevy’s 229-cubic-inch (3.8-liter) V6 was now standard in California-bound cars, replacing Buick’s 231-cubic-inch V6.

    In 1983, the 4.4-liter V8 was gone, leaving the 5.0-liter version as the only optional gas V8. The standard engine was again Chevy’s 3.8-liter V6 with 110 horsepower (82 kW), though California cars, once again, got a Buick V6 with similar specifications. Continuing on the options list was the 5.7-liter V8 Diesel with 105 hp (78 kW). The sister Malibu sedan and wagon were discontinued after the 1983 model year.

    The 1984-87 El Camino SS was offered as a conversion (completed by Choo-Choo Customs Inc., of Chattanooga, Tennessee) to include the aerodynamic front end similar to the Monte Carlo SS, but did not receive the L69 engine package. For 1985, GM shifted El Camino production to Mexico, and the new 4.3 L was standard through 1987.

    

    1982-1987 El Camino

    Australia, South Africa and Middle East

    General Motors-Holden’s manufactured and marketed coupé utility models in Australia commencing in 1935. GMH continued to offer a Chevrolet coupé utility until 1952. Rebadged Holden coupé utilities, including later Commodore-based models, were sold as the Chevrolet El Camino and Chevrolet Lumina in South Africa and the Middle East. As of 2015, Holden still produces a Commodore-based coupé utility in Australia as the Holden Ute.

    Concept vehicles

    In 1974, Chevrolet’s sister division, Pontiac, reportedly took an El Camino body and grafted on the urethane-nose front end from its Grand Am series and added the GA’s instrument panel and Strato bucket seats with recliners and adjustable lumbar support along with Pontiac’s Rally II wheels as a styling exercise for a possible Pontiac version of the El Camino; the concept, however, never reached production.

    In 1992, GM unveiled an El Camino concept, which was basically a pickup variant of the Chevrolet Lumina Z34. The concept received mixed, mostly negative reviews, most of it because of the car’s front wheel drive layout.

    

    2010 Pontiac G8 ST, NY Auto Show, 2008

    During the 1995 model year, GM had a concept El Camino based on the full-size Caprice station wagon using the grille of a 1994-96 Impala SS; this concept was destined for production, but was shelved due to GM’s decision to discontinue the B-platform car line at the end of 1996..

    The Pontiac G8 ST was shown at the New York International Auto Show in March 2008. Based on the Holden Ute, it was built on the same G8 platform with a 73-inch (1,900 mm) cargo bed. The Sport Truck had the same 361 hp (269 kW), 6.0-liter V8 used in the G8 GT, as well as the 3.6-liter, 300 hp (220 kW) direct-injection V6. The G8 ST, slated for release as a 2010 model, was to be GM’s first coupé utility in North America since the El Camino was discontinued in 1987. In January 2009, GM announced to dealers the G8 ST was cancelled due to budget cuts and restructuring. GM was speculated, in 2011, to be considering bringing back the El Camino under the Chevrolet brand as early as 2015.

    Today

    For years, GM has been rumored to be considering bringing back the El Camino. GM already has a vehicle ready in Australia in the form of the Holden Ute (a Chevrolet-badged version of which, known as the Lumina Ute, is sold in South Africa and Middle East), save for some minor changes necessary to make it available in the U.S.. With Holden production ending, it is now clear that the Holden Ute will not be imported to the US. Many present-day owners of Chevrolet El Caminos (and its GM sister vehicles) are members of the National El Camino Owners Association (NECOA), an internet-based auto club with over 25,000 registered members. NECOA sponsors shows and gatherings in areas where there are sufficient owners, such as New England, Florida, California, Texas, and The Netherlands. The club has a free website that provides technical data, historical information, and a friendly bulletin board message system, found at http://www.elcaminocentral.com It also has an active Facebook page listed under “National El Camino Owners Association.”

    Next will only show you pictures without text:

    

ALLEY and MACLELLAN – SENTINEL Shrewsbury Glasgow Scotland

Alley and MacLellan

of Sentinel Works, Polmadie, Glasgow and at Worcester

Alley and MacLellan was an engineering company in Glasgow, which used the Sentinel brand name, and was the developer of the Sentinel steam vehicle

General

1875 Stephen Alley and John MacLellan founded Alley and MacLellan in London Road, Glasgow.

1880 The company moved to the Sentinel Works at Polmadie, Glasgow.

1885 Started production of the Sentinel High Speed Steam Engine used for electricity generation, marine engines and for factory work. They also built boats at their own shipyard.

1889 See 1889 Shipbuilding Statistics for detail of the tonnage produced.

1894 Catalogue of fittings.

1903 Became public company. The company was registered on 3 June, to acquire the business of a firm of the same name, manufacturers of valves, air compressors, high speed engines, engine fittings, marine auxillary machinery etc.

1906 Took the rights to the development work on steam wagons carried out by Simpson and Bibby and Daniel Simpson retained by the company as a consultant for ten years.

1911 Manufacturer of Axle Boxes for the Railways.

1914 Engineers and shipbuilders (light-draught craft). Specialities: air compressors, steam motor wagons, steering gears and ships’ auxiliary machinery, light draught steamers and barges, valves for steam and water and waterworks fittings, high-speed steam engines, ash hoisting engines, capstans, feed water filters and heaters. Employees 900.

1917 Advert for ‘Sentinel’ Valves.

1918 Stephen Alley sold his shares in Alley and MacLellan to William Beardmore and Co; the Glasgow works were separated from the Sentinel Waggon Works which were concentrated at Shrewsbury.

1919 Advert for ‘Sentinel’ Valves.

1927 Advert for ‘Sentinel’ Valves (of Sentinel Valve Works, Worcester).

1937 Engineers and ironfounders.

1940 Advert for air Compressors (of Sentinel Works, Glasgow S2) and Valves (of Sentinel Valve Works, Worcester).

1945 Advert for ‘Sentinel’ air compressors. (of Sentinel Works, Glasgow, S2).

1945 Advert for ‘Sentinel’ steam traps and valves. (of Sentinel Valve Works, Worcester).

1951 Advert for Compressors and vacuum pumps. (of Polmadie, Glasgow).

1952 Was a fully owned subsidiary of Glenfield and Kennedy. Acquired Browett Lindley Ltd fromGeorge Cohen, Sons and Co^[14]

1960 Advert for balanced opposed compressors. (of Polmadie).

1960 Advert for Valves. (of Worcester).

1960 The compressors business at Polmadie was transferred to G. and J. Weir. Fixed assets at Polmadie were sold to Davy and United Engineering Co who would use this facility to expand their works in the Glasgow area

1961 Engineers, manufacturing air and gas compressors, marine auxiliary, vacuum pumps and steam engines. 400 employees.

 

Preserved 1931-built Sentinel DG4.

A Sentinel Steam Bus

 

1924 Super Sentinel FA1803

Sentinel Waggon Works Ltd was a British company based in Shrewsbury, Shropshire that made steam-powered lorries, railway locomotives, and later, diesel engined lorries and locomotives.

History

Alley & MacLellan, Sentinel Works, Jessie Street Glasgow

The company began life about 1875 as Alley & MacLellan based in Polmadie, Glasgow. They moved from Polmadie Road to the nearby Jessie Street where they continued in operation until the 1950s. Alley & MacLellan began producing steam road vehicles in 1906 when they introduced a5 ton vertical-boiler wagon, which featured a 2-cylinder undertype engine and chain drive. Around 1915 Alley & McLellan moved the steam wagon production to a new factory in England and it continued under a separate company (see below). However, Alley & MacLellan continued to operate in the original Sentinel Works in Jessie Street, Glasgow until the 1950s. They produced a wide range of engineering products including compressors, valves, etc. The ‘Sentinel’ name continued to be used for the products of the original Glasgow works until the mid 20th Century.

Perhaps the most surprising fact is that the Sentinel Works in Glasgow, though a significant distance from the River Clyde, produced almost 500 small ships and boats. The vast majority of these vessels were built as ‘knock downs’ – i.e. assembled at the Jessie Street works using nuts and bolts, then dismantled and shipped as parts in crates to their client destination where they were re-assembled using rivets. At least one Alley & McLellan ship still exists – the motor vessel (originally steam ship) Chauncy Maples built at Jessie Street in 1899 and reassembled on Lake Nyasa (now Lake Malawi) in 1901. Alley & MacLellan continued in operation, though owned firstly by Glenfield & Kennedy, Kilmarnock, then G & J Weir, Glasgow, until the 1950s.

The original Sentinel Works in Jessie Street, Glasgow is still in existence in 2009 though now in a very derelict condition. The design offices and pattern shop is listed category A as a building of significant national importance. It was the first steel-reinforced concrete building in Scotland.

Move to Shrewsbury

LNER Sentinel-Cammell steam railcar

A new company Sentinel Waggon Works Ltd was formed when steam wagon production was switched to a new factory, opened at Shrewsbury in 1915. There were several other slight changes to the name over the company’s lifetime when further infusions of working capital were required to obviate financial problems.

Alley & MacLellan’s early wagon was so successful that it remained in production with relatively few updates until the launch of Sentinel’s famous Super in 1923. The company also produced steam railway locomotives and railcars, for railway companies and industrial customers.

In 1917, the company was bought by William Beardmore & Co., Ltd.

Sentinel Waggon Works (1920) Ltd

In 1920, after financial problems, the company was reorganised as Sentinel Waggon Works (1920) Ltd. The Sentinel ‘Super’ model that followed in 1923 was assembled in a radical new plant at Shrewsbury, with a flow line based on Henry Ford’s Model T factory at Highland Park, Michigan, with 1,550 vehicles produced.

Sentinel, along with Foden, dominated the steam market, but the 1930s saw the demise of both companies’ ranges as new legislation forced the development of lighter lorries, Sentinel surviving the longest.

In 1934 Sentinel launched a new and advanced steamer – the S type which had a single-acting 4-cylinder underfloor engine with longitudinal crankshaft and an overhead worm-drive axle. Their Sentinel Waggon Works’ design of 1935 led to the production of 3,750 Sentinel ‘Standards’ in the seventeen years that followed, the biggest selling steam lorry ever. It was lighter and featured a modernised driver’s cab with a set-back boiler and was available in four, six and eight-wheel form, designated S4, S6 and S8. In spite of its sophisticated design, however, it could not compete with contemporary diesel trucks for all-round convenience and payload capacity, and was phased out in the late 1930s. It was not the end of Sentinel’s involvement with steam, however; the company built about 100 “S” type vehicles for export to Argentina as late as 1950, for use by the Río Turbio coal mine. It has been stated that Sentinel were never paid for the last batch of the Río Turbio production run. At least two of the Río Turbio waggons survive in Argentina to this day.

In 1946 Thomas Hill’s signed an agency agreement with Sentinel for repair and maintenance of diesel vehicles. In 1947 Sentinel offered to extend the agreement for diesel vehicles to include the steam locomotives and an agency was accepted by Thomas Hill for sales and servicing.

Sentinel (Shrewsbury) Ltd

In 1947 the company became Sentinel (Shrewsbury) Ltd, and had developed a new range of diesel lorries. Despite Sentinel’s superbly engineered vehicles, sales diminished throughout the 1950s, and by 1956 the company was forced to cease lorry production. The factory was acquired by Rolls-Royce for diesel engine production, and the remaining stock of parts and vehicles was taken over by Sentinel’s chief dealer, North Cheshire Motors Ltd of Warrington, who formed a new company, Transport Vehicles (Warrington) Ltd, in 1957 to produce Sentinel-based designs under the TVW name.

In 1963 Thomas Hill’s decided to renew the loco agreement and relinquish the diesel vehicle agency, concentrating all efforts on the steam locomotive work.

Rolls-Royce agree to build diesel locomotives

Rolls-Royce Sentinel Cattewater, now at the East Somerset Railway

An 0-6-0 outside crank Sentinel Derwent at Lafarge Hope Cement Works in 2008.

Despite the various interesting developments, Rolls Royce did not consider railway locomotives to be part of their core business. They had agreed to complete all steam locos on order, and four steam receiver locos ordered by Dorman Long in 1956, but only after much consideration did Rolls-Royce finally agree at the end of 1957 to design and build a diesel locomotive of similar weight and power to the 200 hp (150 kW) steam loco that had sold so well. Thomas Hill’s would assist in the design and development of these diesel machines and would be the Sole distributor.

Last steam locomotives

In 1958 the last two Sentinel steam locos were delivered marking the end of an era. Two of the newly developed steam receiver locos were delivered and proved very satisfactory in service, but Dorman Long were not happy. There had been a change of heart among their engineers as well as a change of circumstances, and they were now favouring diesel locomotives. The last two steam receiver locos were built but never delivered and ultimately all four were converted to diesel hydraulic.

Diesel production commences

The prototype Sentinel diesel locomotive was built and ready to commence trials on the former Shropshire & Montgomeryshire Railway (then under military control) early in 1959. It met with the approval and enthusiasm of the Company’s prospective customers and before the end of the year 17 locomotives had been sold and delivered. The company was ready to produce a maximum of four locomotives a month.

By 1963 four different Sentinel diesel models were being produced, commencing with the 34 ton chain drive 0-4-0 powered by the Rolls-Royce C6SFL six-cylinder engine of 233 bhp (174 kW) (gross) (later uprated to 255 bhp (190 kW)). This was followed within a year by a 48 ton 0-6-0 rod coupled machine, fitted with a Rolls-Royce C8SFL eight-cylinder engine of 311 bhp (232 kW) (gross) (later uprated to 325 bhp (242 kW)). Between 1963 and 1966 a fleet of these diesel locomotives, eventually numbering five 0-6-0s and 18 0-4-0s, was supplied to the Manchester Ship Canal Company for use on the navigation’s private railway network.

These Sentinels demonstrated their suitability for heavy work, but heavier and more powerful locos were called for, particularly by the steel industry, and before the end of 1963 a 74 ton 0-8-0 powered by 2 x C8SFL engines and a 40 ton 0-4-0 fitted with a C8SFL engine had been added to the range.

Sentinel Steelman

A shaft drive 600 hp (450 kW) 0-6-0 machine was now being developed at Shrewsbury to use the new DV8T engine. Considerable interest in this loco was expressed by Stewart and Lloyds mineral division at Corby who were operating more than 20 steam locos, mainly of the Austerity type. This new locomotive Steelman was eventually delivered to Corby in late 1967, about two years overdue. The prototype locomotive proved satisfactory and three more were ordered by Stewart and Lloyds and one by Richard Thomas and Baldwins, Scunthorpe. With Stewart and Lloyds’ programme to replace more than 20 steam locos over the next few years the future for Steelman looked good.

Unfortunately for the Company and Rolls-Royce, British Railways, seeing a potential for their Swindon-built class 14 diesel hydraulic locomotives made Stewart and Lloyds an offer of 26 locomotives around three years old at a fraction of their original cost. The Class 14 locomotive had proved rather a white elephant for B.R. but powered by a 650 hp (480 kW) Paxman, Voith Transmission, a rod coupled 0-6-0 capable of doing the work required, it was an offer that Stewart and Lloyds could hardly refuse. New locomotive sales were declining anyway, and the release of such locos onto the industrial market at such prices was disastrous, and regrettably no further “Steelman” locos were built at Shrewsbury.

This was not to be the end of the Steelman. Some 12 years later ICI Billingham wanted two heavy locomotives to replace their ageing Yorkshire Janus locomotives. Their stated wish was to buy the best and most up to date equipment available and in their efforts to achieve this aim, their engineers visited many industrial sites, and steelworks in particular. Their requirements were discussed with all UK locomotive manufacturers, and the final outcome of their investigations was an order for an updated version of the “Sentinel Steelman locomotive”. This order was subsequently increased to two machines which were delivered toward the end of 1981.

UK sales of Sentinel locos were now fewer than 10 per year, their only overseas success had been to license the assembly of 36 0-6-0 locomotives by Sorefame for the Portuguese Railways in 1965/6. These locomotives became the CP Class 1150.

Road vehicles

Preserved 1934-built S4 dropside in steam

Steam waggons

Diesel lorries

Diesel buses

Railway vehicles

Sentinel chain-drive shunter of 1957

The locomotives and railcars (with a few exceptions) used the standard steam lorry boilers and engine units.

CE Class

Centre Engine

BE Class

LMS Sentinel 7164

Balanced Engine

DE Class

Double Engine

100 hp Steam Locomotives

Works no. 6515/1926, Isham Quarries, Northamptonshire, (ex-GWR No. 12)

Works no. 6520/1926, “Toby” 0-4-0VG; Port of Par, Cornwall. (Replaced 1876 Manning Wardle 0-4-0ST “Punch”. Replaced by Bagnall 0-4-0ST “Alfred” and “Judy”).

Works no. 6807/1928, “Gervase”; rebuilt as a vertical-boilered geared locomotive from 1900 Manning Wardle. (Moved to Kent & East Sussex Railway in 1972, and to the Elsecar Steam Railway in 2008.)

Works no. 7026/1928, British Quarrying Co., Criggion, Montgomeryshire

Works no. 7299/1928, Corby Quarries, Rockingham Forest, (ex-Phoenix Tube Works)

Works no. 9365/1945, “Belvedere”; Isham Quarries, Northamptonshire, (ex-Thomas Hill, Rotherham): preserved at Northamptonshire Ironstone Railway Trust

Works no. 9369/1946, “Musketeer”; Isham Quarries, Northamptonshire, (ex-Williams & Williams, Hooton): preserved at Northamptonshire Ironstone Railway Trust

Works no. 9615/1956, Oxfordshire Ironstone Quarries, Banbury

LMS Sentinels 7160-3

LNER Class Y1

LNER Class Y3

200 hp Steam Locomotives

LNER Class Y10

S&DJR Sentinels

Works no. 7109/1927, Croydon Gasworks No. 37 “Joyce”, preserved at Midsomer Norton railway station

Railcars

1951-built articulated Sentinel-Cammell steam railcar, no. 5208, at the Buckinghamshire Railway Centre

In 1925 the New Zealand Railways Department bought one Sentinel-Cammell steam railcar which became part of its RM class.

Between 1925 and 1932 the London and North Eastern Railway bought 80 Sentinel steam railcars and four were supplied to the LNER-controlled Cheshire Lines Committee.

In 1928 Palestine Railways bought two Sentinel-Cammell articulated steam railcars for local services. Each unit had two cars articulated over three bogies. Palestine Railways found the railcar format inflexible, as if passenger numbers exceeded the capacity of a train it was not practical to couple up an extra coach. In 1945 PR removed the Sentinel engines and converted the railcars to ordinary coaching stock.

In 1933 the Southern Railway bought a Sentinel-Cammell steam railcar for use on the Devil’s Dyke branch, in East Sussex. Although operationally successful, the single railcar was not large enough to meet the needs of this line. It was transferred away from the line in March 1936 and tried in other areas, but was withdrawn in 1940.

In 1951 Egyptian National Railways bought 10 articulated steam railcars. Each had three carriage bodies articulated over four bogies. One is preserved by the Quainton Railway Society at the Buckinghamshire Railway Centre, England.

Specials

The Doble Shunter

LMS Sentinel 7192 – so-called as it was fitted with an Abner Doble boiler

The Double Locomotive

A special locomotive was produced at Sentinel, for Dorman Long and named “Princess”. It consisted of 2 x 0-6-0 chassis coupled together to articulate. One unit carried the cab, a 5 drum oil-fired Woolnough boiler and two 100 hp (75 kW) engines. The other unit housed the water and fuel tanks and also two more 100 hp (75 kW) engines providing a total of 400 hp (300 kW). It was considered a magnificent machine by the staff but unfortunately was the only one of its kind ever built.

The Gyro locomotive

Another special was the NCB Gyro or Electrogyro Locomotive. Based on a 200 hp (150 kW) 4-wheeled 0-4-0 frame fitted with two “gyro units” (see Flywheel energy storage) made byMaschinenfabrik Oerlikon of Switzerland. The gyros were principally a 3 ton horizontal flywheel enclosed in a vessel filled with low pressure hydrogen. A vertically mounted three-phase squirrel-cage electric motor/generator was directly coupled to each flywheel shaft. The motor took its power from a side-mounted supply at static posts via a four-contact swinging arm extended or retracted pneumatically by the driver. Power could only be taken whilst the loco was stationary alongside one of these posts. When the gyros had reached the required speed, the driver would retract the contact arm, switch the motor to generation and controlled the locomotive in a similar way to a diesel-electric loco. Charging posts had to be strategically placed around the site. A contact arm was provided on each side of the locomotive, although it is not clear if posts were installed on one or both sides of the track. Each gyro operated between 3,000 rpm when fully ‘charged;’ and 1,800 rpm before recharging. Recharging took 2¹⁄₂ minutes and the locomotive could work for around 30 minutes before recharging. It weighed 34 tons and had a maximum speed of 15 mph (24 km/h).

This machine was specially built for the National Coal Board (NCB) at Seaton Delaval. The intention was to investigate the use of gyroscopic storage as a potential method for a flameproof and emissions-free underground locomotive. It operated very satisfactorily but was eventually taken out of service because of site development and its restricted field of operation. In April 1965 it was converted for the NCB to a diesel hydraulic machine.

The Receiver Locomotives

The Receiver Locomotives were another special type built just for Dorman Long and were based on the idea of a Fireless locomotive.

Steam locomotives used by UK Main Line Companies

Preservation

Road vehicles

A number of Sentinel steam waggons and tractors exist in preservation in the UK—about 117 as of 2008. For example, Preserved Sentinel Super steam wagon No. 5676. They are often shown at steam fairs in the UK. For more information see the Sentinel Drivers Club website. A number also exist in Australia and other countries.

Railway locomotives

United Kingdom

There are several surviving steam locomotives located at various heritage railways around the UK, including: the Elsecar Heritage Railway, the Middleton Railway, the Foxfield Light Railway and the Chasewater Railway.