Buses LANCIA Turino Italy

LANCIA

since 1906

1919 Lancia Kappa

Lancia Automobiles S.p.A.

Type	Società per azioni
Industry	Automotive
Founded	November 29, 1906
Founder(s)	Vincenzo Lancia
Headquarters	Turin, Italy
Key people	John Elkann (President) Saad Chehab (CEO of Lancia andChrysler brand) CEO of Lancia – Antonella Bruno (since 23 April 2013)
Products	Luxury Cars
Production output	98 000 (2012)
Owner(s)	Fiat S.p.A.
Parent	Fiat Group Automobiles S.p.A.
Website	Lancia.com

Lancia Automobiles S.p.A. (Italian pronunciation: [ˈlantʃa]) is an Italian automobile manufacturer founded in 1906 by Vincenzo Lancia which became part of the Fiat Group in 1969.

The company has a strong rally heritage and is noted for using letters of the Greek alphabet for its model names.

History

Lancia Beta Torpedo (1909)

Lancia is famous for many automotive innovations. These include the 1913 Theta, which was the first production car in Europe to feature a complete electrical system as standard equipment. The first car with a monocoque-type body – the Lambda, produced from 1922 to 1931 also featured ‘Sliding Pillar‘ independent front suspension that incorporated the spring and hydraulic damper into a single unit (and featured on most production Lancias until the Appia was replaced in 1963). 1948 saw the first 5 speed gearbox to be fitted to a production car (Series 3 Ardea). Lancia premiered the first full-production V6 engine, in the 1950 Aurelia, after earlier industry-leading experiments with V8 and V12 engine configurations. It was also the first company to produce a V4 engine. Also, Lancia pioneered the use of independent suspension in production cars, in an era where live axles were common practice for both the front and rear axles of a car. They also developed rear transaxles which were fitted to the Aurelia and Flaminia ranges. The innovativeness, constant quest for excellence, the fixation of quality, the complication of the construction processes and the antiqued machinery meant that all cars essentially had to be hand-made. With little commonality between the various models, the cost of production continued to increase extensively, while demand did not.Foundation and early years

1920 Lancia Kappa Charabanc

Lancia was founded on 29 November 1906 in Turin by Vincenzo Lancia and his friend Claudio Fogolin, both being Fiat racing drivers, as Lancia & C. The first Lancia automobile the “tipo 51” or 12 HP (later called Alfa) was made in 1907 and produced from 1908. This car had a small four cylinder engine with a power of 58 bhp. In 1915 the Jota, Lancia’s first truck, appeared and there followed a series of Jota trucks. In 1937 Vincenzo died of a heart attack, and his wife Adele Miglietti Lancia and his son Gianni Lancia took over the firm. They persuaded Vittorio Jano to join Lancia as an engineer. Jano had already made a name for himself by constructing the Alfa Romeo 1750 Sport Alfa Romeo 6C, 2300, 2900, P2 Alfa Romeo P2 and P3 Alfa Romeo P3, some of the most successful racers of its time.

1921 Lancia Kappa Bus

Gianni Lancia, a graduate engineer was president of Lancia from 1947 to 1955. In 1956 the Pesenti family took over control of Lancia with Carlo Pesenti (1907–1984) in charge.

1969 to present

Fiat launched a take-over bid in October 1969 which was accepted by Lancia as the company was losing significant sums of money, with losses in 1969 being GB£20m. This was not the end of the distinctive Lancia marque, and new models in the 1970s such as the Stratos, Gamma and Beta served to prove that Fiat wished to preserve the image of the brand it had acquired.

1923 MHV Lancia Lambda

During the 1980s, the company cooperated with Saab Automobile, with the Lancia Delta being sold as the Saab 600 in Sweden. The 1985 Lancia Thema also shared a platform with the Saab 9000, Fiat Croma and the Alfa Romeo 164. During the 1990s, all models were closely related to other Fiat models.

1924 Lancia Charabanc

In 2011, Lancia moved in a new direction and added new models manufactured by Chrysler and sold under the Lancia badge in many European markets. Conversely, some Lancia built models began to be sold in right-hand drive markets under the Chrysler badge.

Logo

The original Lancia logo was designed by Count Carlo Biscaretti di Ruffia. The logo shows a lance and shield with flag. (“Lancia” means “lance” in Italian.) The Turin automobile museum is named after di Ruffia as Museo Nazionale dell’Automobile “Carlo Biscaretti di Ruffia”. The logo was redesigned in 2007.

Lancia family

Cavalier Giuseppe Lancia’ (1860 (Cuneo) – 1919(Bordighera)) is an Italian businessman and father of Vincenzo Lancia. When he was sixteen he started a business with food in Italy. Later for few years he made relationships with South America and he created a food industry in Argentina. His good steps and innovations made a great success in his company. His company was one on the first food companies in the country and showed new methods in this sector. When he made a fortune he returned to Italy. When he goes back his rang in Turin go to town advisor. By his education Giuseppe is an translator. In 1875 he is married for Marianna Orazzi. In 1876 their first son Giovanni is born.He love the education, humanities and the Greek language. In 1879 their daughter Margherita was born. Unfortunately, she died in 1894. In 1881 their third child Vincenzo Lancia was born. Their second daughter was born at 1884 – Anna Maria later Anna Maria-Giacobinni. The Lancia family on that time was important for Turin. The members of the family likes to go on opera and theater. In the free time The Lancias like to spend their time at a ville near Turin.

1924 Lancia Reisebus

Vincenzo Lancia was born on 24 of August 1881 in Fobello near Turin. His father wanted Vincenzo to be a lawyer, but he didn`t have much interest in the humanities. He met the Battista brothers and Giovanni Ceirano and became interested in science and technology, especially automobiles. He saw his first cars in Turin and Milan. One of his friends Carlo Bishareti di Ruffia had a Benz and that was the first important automobile in his life. When FIAT was founded in 1899 Vincenzo was very active in the company and later became one of the most famous test drivers of the Italian automobile brands. In 1922 Vincenzo married his secretary – Adele Miglietti. Vincenzo and Adele had three children Gianni, Eleonora and Maria. He died on February 15, 1937.

1924 lancia-bus 26seat

Gianni Lancia was born on the 24th of November 1924 in Turin. He finished his education with his sisters at the Technical University of Pisa. From the time he was a little boy Gianni loved sports, but his greatest passion was motor racing. This led him to become a driver for the Lancia team. Gianni became the boss of Lancia in 1950. Unfortunately, he invested a lot of money in expensive prototypes and other unprofitable ventures that led him to sell a big part of the company to Carlo Pesenti in 1957. After that he started a business in the food industry. For a few years he lived in Brazil. He had two sons, Mariele and Vincenzo from his first marriage and had one son (Lorenzo Lancia) from his marriage to Jacqueline Sassard .

1925 Hemingway’s Yellow Bus, [Lancia model] High St, Skelton

1925 LANCIA-LAMBDA-PENTAIOTA-AUTOBUS-MODELLI

1925 LANCIA-LAMBDA-TRIKAPPA-PENTAIOTA-EXTRA-SERIE-AGENZIE

1926 Lancia 0533 F & J.Webb Somerset YB7442

1926 Lancia Kappa Charabanc

1927 Hunters-Lancia

1927 Lancia Charabanc

1927 LANCIA Eptaiota

1927 Lancia Hungary

1927 lancia-eptajota

1927 lancia-omicron

1927-36 Lancia Omicron 1927-1936. Een Lancia bus die ingezet werd voor lange afstandsreizen(kenworth)

1927-36 Lancia Omicron

1928 AUTOVEICOLI-LANCIA-CHASSIS-INDUSTRIALI-AUTOBUS

1928 Lancia Auwärter Aufbau

1928 Lancia Pentaiota

1930 Lancia Omicron

1930 Lancia Omicron 256L Macchi

1930 LANCIA-PENTAIOTA

1931 Lancia Omicron Varesini

1936 LANCIA OMICRON

1938 Lancia

1939 Lancia 3 RO bus

1939 Lancia 3 RO Carrozzeria BARBI spa

1939 Lancia 3ro Macchi

1940 Lancia Single rear-axle operating in Piraeus Greece

1941 Lancia ro P Macchi

1950 LANCIA Beta Catalogue

Lancia 1951

1951-52 Lancia Esatau P V.11 Macchi

1951-52 Lancia Esatau P V.11 Viberti Monotral

1951-52 Lancia Esatau V.11 Garavini

1951-52 Lancia ESATAU V11 CARROZZERIA BARBI

1951-52 Lancia Esatau V11 complessivo

1951-52 lancia-esatau-p-v11-05

1953 f Casaro

1953 Lancia Esatau P Bianchi

1954 Lancia Esatau extraurbani

1955 Lancia Bianchi Gran Turismo Bus

1955 Lancia car porter – Esatau P chassis, bodied by Viberti

1955 Lancia Esatau Intercity Padana Bus

1955 Lancia Esatau Renzo Orlandi Bus

1955 Lancia V11 Viberti Transit Bus

1958 Lancia Funeral Bus

1959 Lancia Esagamma

1959 Lancia Jolly + simca 1000

1959 Lancia Jolly Camper

1959 Lancia Jolly

1960 Lancia 703 Esatau Karrosserie Portesi (Brescia) Fahrerplatz

1960 Lancia 703 Macchi © Mario Kaiblinger

1960 Lancia 703.04 Viberti CV.60

1960 Lancia -Casaro trolleybuses. These Italian buses © Ton v d Burg & Cees Bos

1960-lancia-jolly-onderdelenhandboek-engels

1961 Lancia Esatau P V.11 Garavini

1962 Lancia Esatau P Casaro Tubocar

1962 Lancia Esatau P Casaro

1962 Lancia Esatau P V.11 Viberti Monotral

1962 Lancia ESATAU V11 CARROZZERIA BARBI SPA

1962 Lancia Jolly 1100 Funebre Carrozzeria Bonfanti

1962 lancia-esatau-p-v11

1963 LANCIA ESATAU 703 MENARINI, 3ª serie (1963)

1963 Lancia Jolly 1100 Camper

1963 lancia-703 © Mario Kaiblinger

1964 Lancia 703.01 Orlandi stefer

1964 Lancia Appia Jolly Camper Van Front

1964 LANCIA dd’s

1964 lancia esatau 703

1964 Lancia Esatau 703

1964 LANCIA ESATAU Camper

1965 Lancia 703.08 Viberti

1965 Lancia 718 esagamma © Mario Kaiblinger

1965 Lancia Esagamma (bus)

1965 LANCIA Esagamma 715

1965 lancia-esagamma-718-10

1965-70 Lancia esagamma

1965-70 Lancia ESAGAMMA CARROZZERIA BARBI SPA

1965-70 Lancia Esagamma Pegaso (Garbarini)

1965-70 Lancia Esatau 703 Bianchi

1965-70 Lancia Esatau 703 Dalla via

1966 lancia-703

1968 Bus 703 Lancia and Fiat 306 of the company Officine Viberti of Turin

1968 De Simon stefer Lancia 915 © Leandro Tavolare

1968 Lancia 703 e 718 © Paul S A Redmond

1968 Lancia 718.241

1968 Lancia De Simon Stefer b 915 © Collezione Leandro Tavolare

1968 Lancia esagamma 715 bianchi

1968 Lancia Esagamma 718 De Simon © Mario Kaiblinger

1968 Lancia Esagamma Stanga [718.441]

1968 Lancia Esatau 703.04

1969 Lancia 033

1969 Lancia

1969 Lancia Esagamma MKMI21-L718

1970 Lancia 515 BusTur17

1971 Lancia 718.241 Menarini

1971 Lancia

1972 Lancia Genova Struppa old bus in Fontanegli

1973 Lancia Esagamma FBP

1973 Lancia Esagamma

1973-74 Lancia 718 Oms 3051

1973-74 Lancia ATM 5180 © Leandro Tavolare

1973-74 Lancia Esagamma FBP 718.4

1973-74 Lancia Flavia et Flavia Cabrio

1973-80 Lancia 703 Mauri 1568

1974 Fiat 410 Breda Pistoiesi e Lancia Esagamma Portesi ATAC Roma – Gennaio © Giorgio Grisilla – Trieste

1974 Lancia DD documento 010

1980 Lancia Esagamma (bus)

1981 Lancia Athens-trolley-1981

lancia-jolly

lancia-super-jolly-ambulance

Lancia Jolly edited

LANCIA JOLLY

lancia 3ro 02

Lancia Superjolly officemobile

lancia jolly carro funebre che suggerisco nel giorno del mio

Lancia Funebre restoration

Lancia Jolly Ambulance

Lancia big jean12

Lancia

Lancia Superjolly “Fabbri”

Lancia 3x

Lancia Super Jolly

Thats it, Finito

Buses (trucks) KENWORTH Vancouver B.C. U.S.A

The Kenworth company

Kenworth Bi level bus

took its name from H.W. Kent and E.K. Worthington who had been directors of its predecessor company, the Gersix Manufacturing Co. Their early days were helped by the failure of the only other truck makers in Seattle, H.R.L. and Vulcan, from whom Kenworth bought parts. Early Kenworths came in three sizes, 1 Y2-, 2%- and 4-tons, all powered by 4-cylinder Buda engines. The first year’s production was 78 trucks of which only two were the 4-tonners. By 1925 there were five models, from one to five tons, and in 1926 annual production reached 99 trucks. At this time and for many years afterwards Kenworth production was sufficiently small for a wide variety of customer’s requests to be incorporated, so it is misleading to speak of a standard range; almost any type of vehicle would be built if asked for. In 1927 a new 78 hp 6-cylinder engine was used, and Kenworth began to cater more noticeably for the West Coast market, with 7-speed transmissions, stronger axles and sometimes supplementary springs at the front. In 1929 Kenworth set up a branch factory at Vancouver, B.C.

1929 Kenworth bus © William McCullough Collection

He identifies the bus on the left as a 1931 Heiser scratch build, and the one on the left as a 1935 Kenworth with a Heiser body

In 1932 Kenworth became the first American truck maker to offer a diesel engine as a factory option; this was a 4-cylinder 100 hp Cummins HA4. Other developments of the early 1930s included torsion-bar suspension and vacuum boosters for the hydraulic brakes. New types of vehicle included 6-wheelers, either with trailing 3rd axle or tandem drive, and fire engines. Buses had been made from the late 1920s, and were a small but interesting part of Kenworth’s business until the late 1950s. They were mostly intercity coaches, some with ‘one and a half deck’ bodies, and either conventional or forward control. Some in the late 1930s had underfloor pancake engines, while an interesting hybrid built in 1951 for Northern Pacific Railroad was the ‘Bruck’, a combination bus and truck for 17 passengers at the front and a taller cargo van, 18 ft long over the tandem axle at the rear. It was powered by a 136 hp Hall-Scott engine.

1933 Kenworth trucks © William McCullough Collection

In 1935 Kenworth began to build their own cabs and sheet metal, a result of which was an attractive chrome grille which is still recognizable in the appearance of today’s Kenworths. Although special requests could still be made, such as chain-drive trucks in order to get an axle capacity for a larger load, there was a standard range of Kenworths in the late 1930s from 2- to 10-ton trucks in the price range $1245 to $11646. Basic power plants were Hercules, Buda and Herschell-Spillman gasoline, and Cummins diesels, all 6-cylinder engines. The first four-wheel-drive truck was made in 1937, and cab-overs appeared in the same year. Other special models were low-bed trucks, milk delivery trucks and sleeper boxes in the rear of the cabs. In 1941 Cummins built the world’s first aluminum diesel for installation in a Kenworth at the request of the company.

1935 kenworth Bus

During World War II Kenworth made some 1900 MIA wrecker trucks similar to those of Ward LaFrance, and also pilot models of an 8-ton 6×6 truck. Using the experience gained in war-time metallurgy, Kenworth engineers developed in 1944 an extruded aluminum truck frame, and extended the use of aluminum to cabs, hoods and transmission housings. In 1945 Kenworth was bought by Pacific Car & Foundry who relocated it in the former Fisher body plant in Seattle where it has operated ever since. Later a Kenworth plant was established in Kansas City which specialized in extra-heavy duty models.

1935 Kenworth-bus

Production of civilian trucks never entirely ceased during the war, though it was down to only 87 units in 1943. In the late 1940s it climbed to some 600 per year, and passed the 1000 mark in 1952. Conventionals and cab-overs were made, together with fire engines and a dwindling number of buses. The radiator on the conventionals had become vertical in 1940 in place of the sloping grille used since 1935, and this vertical design has been steadily developed up to the present without any radical change. In 1947 Kenworth developed desert trucks for oilfield work in the Middle East, culminating in the Model 953 of 1958 which had a Cummins NTC350 engine, tire sizes of up to 29.50, and cost over $100,000. These trucks are so large that a low sports car can be driven under them, and they have been used for transporting full-sized locomotives across the desert. In 1950 a Boeing turbine was installed in a Kenworth and although it did not go into production it was the first gas turbine in scheduled freight service. Another special project was the

1935 Kenworth-bus

Kenworth Unknown

T-10 Heavy Equipment Transporter for the US Army, a double-ended unit with tractors in front and rear of a 250mm gun, with a total weight of 85 tons.

1937 Kenworth bus

In 1953 Kenworth introduced an original cab-beside-engine design for line-haul work in the mountains where the drivers wanted maximum visibility. Some were 6x4s with the sleeper box behind the engine and entrance to the cab. This was really a single-seater, though a small canvas seat behind the driver could carry a passenger. The cbe style was too unconventional to last for long. Another Kenworth original developed in conjunction with Pacific Intermountain Express, in 1956 was a 4-axle ‘Dromedary’ with twin steering axles and a short cargo van between the cab and the 5th wheel coupling for the semi-trailer. Peterbilt also built ‘Dromedaries’ for P.I.E.

1937 Kenworth Touring Bus

From the late 1940s onwards, tractor-trailer units began to gain increasing importance in Kenworth production compared with straight trucks, and today make up the bulk of trucks built. The familiar flat-faced full-width cab-overs (K Series) have been made since 1950 with little change, this cab being shared today with Peterbilt. For the past 20 years or so all Kenworths have used diesel engines, the basic units being Cummins, with Caterpillar or Detroit Diesels as regular options. In 1971 came the PD series, later renamed the Hustler; this was a straight cab-forward design mainly intended for the urban delivery trade, and used the same cab as Peterbilt’s 200 series. In 1973 a new model was the Brute, a 6X4 conventional intended for the construction industry. Current models include the Brute and Hustler, W-series conventional line-haul tractors and K-series cab-over line-haul tractors. GVWs range from 50,000 to 89,000 lbs. for the construction models, and GTW s with semi-trailers for the Wand K series from 76,800 to 130,000 lbs. Production has grown dramatically in the past 15 years, from under 2000 in the early 1960s to 10,000 to 11,000 in the mid-1970s. In addition to the Kansas City plant, Kenworth has factories at Mexicali, Baja California and Bayswater, Victoria in Australia where some special models for the local market are made including ones with tandem front steering axles. Kenworth has gained an unusual record in being the fastest recorded truck in the world, with speeds of 132-154 mph for a tractor, and 92.083 mph for a tractor and semi-trailer. Both records were set in 1975.

1937 Kenworth Touring Bus

1938 Kenworth Buses © William McCullough Collection

Kenworth bus photo

1946 Kenworth Beaver Aerocoach Southern Bus

1950 Kenworth – International Red Diamond Bus Rural Sur © Gonzalo Catalán T.

1952 KENWORTH – PACIFIC SCHOOL

1953 Kenworth bus

1955 Kenworth T126 Pacific School Coach

1955 Kenworth T-216 Pacific School Coach Wahkiakum SD

1958 Kenworth bus Buddy Holly Tour of Stars

Kenworth » CargoCoach Bruck © Greg Pascut

Kenworth » CargoCoach Bruck © trucksplanet

That’s all the Kenworth Buses I could find.

Buses GILLIG Hayward Californië USA

Gillig Corporation

History

Gillig headquarters in Hayward

In 1890, Jacob Gillig opened a carriage and wagon shop in San Francisco, California, and was joined by his son Leo in 1896. The original shop was destroyed in the 1906 San Francisco earthquake, but reopened as the Leo Gillig Automobile Works manufacturing automobile, hearse, truck, and bus bodies.

In 1920, Leo’s brother Chester Gillig joined the company and introduced and patented the “California Top” roof construction style consisting of a hard-top roof and sliding windows. The company’s name was changed at this time as well to Gillig Bros. In the late 1920s, Gillig starting producing pleasure boats and heavy trucks, and produced their first school bus in 1932. In 1937, Gillig introduced their first transit-style (flat front) school bus, and in 1938 the company moved to Hayward, CA. In 1957, Gillig purchased Pacific Bus division of Kenworth Truck Company, and by that time the company was devoted almost entirely to the production of school buses. In 1959, Gillig pioneered the diesel-powered rear-engined transit style school bus with the release of the C-series Transit Coach, and within five years the C-Series accounted for three-quarters of all of Gillig sales figures. In 1967, Gillig produced the highest-capacity school bus ever produced, the 855-D, which had a passenger capacity of 97 pupils.

In 1969, Herrick-Pacific Steel purchased the company and changed the name to the Gillig Corporation. During the time they built school buses, Gillig earned a reputation for being one of the “safest” buses ever built due to the near total absence of recalls. The only recall for a Gillig-built school bus was in 1979 for rear-end axle separation issues.

In 1977, Gillig decided to branch out into the manufacture of transit buses and teamed up with Neoplan to build a series of European-styled transit buses that had the option of propane fueled engines. However, the partnership with Neoplan lasted only until 1979, and in 1980 Gillig introduced the Phantom, a heavy-duty transit bus based slightly upon their previous round-body school bus platform. A State of California tax-free subsidy helped early sales, and sales were later buoyed by low bidding on contracts and specializing in serving smaller transit agencies. This strategy has proven to be successful, as the Phantom became one of the longest-lasting transit models in existence. Production of the Transit Coach School Bus ceased in 1982, but a school bus variation of the Phantom was offered beginning in 1986, but production stopped in 1993 when Gillig exited the school bus market altogether.

The Spirit, a late-1980s attempt at a medium-duty bus, did not sell well and was discontinued after a few years. In 1997, Gillig entered the low-floor bus market with the Advantage (originally called “H2000LF”, and is currently called the “Low Floor”). Like the Phantom, the Low Floor was first purchased largely by rental car companies for use at their airport facilities, but transit sales increased as the model matured.

Currently, Gillig produces around 1,200 to 1,300 buses a year.

On August 1, 2008, Gillig became a Henry Crown company under CC Industries, Inc. CC Industries will operate Gillig in the same location with the current management team.

Also, the Phantom model has been discontinued from manufacturing after 28 years from Gillig.

Alternative fuels

In 1992, Gillig began producing an LNG fueled version of the Phantom in an attempt to produce a low-emissions transit bus, but this was later discontinued. The only LNG Phantoms in existence currently operate shuttle service at Los Angeles International Airport and Dallas-Fort Worth International Airport.

In 1996, Gillig introduced a diesel-electric hybrid powered Phantom, which they produced until 2006. The Low Floor bus is now offered in a hybrid powered version as the company continues to focus its efforts on “clean diesel” technology.

In September 2011, Gillig introduced an alternative fuel BRT model with a CNG propulsion, which is their first CNG-powered bus produced and first production natural gas buses since 1998. Long Beach Transit used purchased a pilot bus in 2011 and placed an order for 63 more in 2012, bringing the total to 64 buses.

Although Gillig has never built an electric trolley bus (ETB), in 2001-2002 the company supplied 100 body/chassis shells to Seattle‘s King County Metro Transit for the latter to equip as trolley buses. More than just shells, these Phantom buses were shipped by Gillig complete in almost every way (including interior fittings such as seats) except lacking any propulsion equipment and other ETB-only features such as trolley poles. The Seattle transit agency, Metro, removed the propulsion packages from its old fleet of 1979-built AM General trolley coaches (G.E. traction motor, Randtronics chopper control, and electronic card cage), which the Gillig vehicles were purchased to replace, and shipped them to Alstom (in New York) for refurbishment. After receiving the refurbished propulsion equipment back from Alstom, Metro installed it in the new Gillig Phantom bodies, along with Vossloh-Kiepe pneumatically operated fiberglass trolley poles.

Products

Current Gillig Product Lines
Model Name	Low Floor	Low Floor Hybrid Electric Vehicle	BRT	Trolley Replica
Photo(s)
Length (ft)	29 35 40		31 37 41	30 35 40
Year Introduced	1996	2004	2004
Notes	Older buses have a flat front windshield and a somewhat larger headsign area (top picture), while newer models feature a larger windshield. Frameless side windows are also an option (bottom picture).		Also available with hybrid drivetrain (top picture). Frameless windows are a popular option with this model.	Low Floor variant produced in collaboration with Cable Car Classics of Healdsburg, CA.

Discontinued Product Lines (Transit Buses)
Model Name	Phantom	Gillig-Neoplan	Spirit
Photo(s)
Length (ft)	30 35 40	30 35	28
Years Produced	1980-2009	1977-1979	mid-late 1980s
Notes	Offered in 102″ or 96″ widths. A hybrid version was also offered from 2001 to 2006.	A rear-engined transit bus built as a joint venture with Neoplan, a German bus manufacturer. Available with either diesel or propane engines.	A 28-foot (8.5 m) medium-duty bus offered as lower-cost alternative to the 30-foot-long (9.1 m) Phantom.

Discontinued Product Lines (School Buses)
Model Name	Transit Coach School Bus	Phantom School Bus
Photo
Length (ft)	28-40	37 40
Years Produced	1940-1982	1986-1993
Notes	A long-running lineup of transit-style school buses offered by Gillig prior to the production of the Phantom. Available in mid-engine and rear-engine models with single or tandem rear axles.	96″ wide version of the Phantom redesigned to school bus specifications as a successor to the Transit Coach.

1929 Gillig bus

1952 Gillig bus

1955 Gillig Short Bus On Ford B500 Chassis

1957 Gillig Transit Coach School Bus

1962 Gillig-Pacific-bus

1966 Model 743D

1966 Model C-180D (retired)

1971 Model C-190D-12 (retired)

1972 Gillig Transit Coach

1973 Model 318D-12

1977 Gillig 25

1979 Gillig Model VTF555D school bus

1979 Gillig Phantom School Bus Grand Pacific Charter

1979 Model 636D-12

1984 Walnut Creek Gillig Trolley

1988 gillig-bus

1990 gillig-bus

1992 gillig-bus

1995 EMTA Bayliner 3 Gillig

1996 Gillig Ride On 5368 at Glenmont

1998 gillig-bus

1999 Gillig Phantom Unitrans

2001 Gillig Phantom(Downtown Honolulu)

2001 Star Metro Gillig BRT 29

2002 Gillig Phantom School Bus LAUSD

2004 Gillig Low Floor advantage

2004 gillig-bus

2006 Gillig Foothill Transit F1124

2007 gillig-bus

2007 MVTA Gillig Bus

2008 CDTA Saratoga Gillig

2008 Gillig Dart Advantage hybrid 111

2008 Gillig Phantom 9100-9120

2008 GILLIG VelociRFTA121311

2009 A pair of Gillig BRT buses by Sean 9118

2011 Sound Transit Gillig Advantage

Gillig Bros Plate CC-182-015-950

gillig-bus

Filed Under: AM GENERAL, BUSES, CROWN, Cummins, Detroit Diesel, Gillig, Kenworth,NEOPLAN, Schoolbuses, Trolleybuses

Buses GILLIG Hayward Californië USA

September 26, 2013 By HOT Leave a Comment (Edit)

Gillig Corporation

History

Gillig headquarters in Hayward

Currently, Gillig produces around 1,200 to 1,300 buses a year.

On August 1, 2008, Gillig became a Henry Crown company under CC Industries, Inc. CC Industries will operate Gillig in the same location with the current management team.

Also, the Phantom model has been discontinued from manufacturing after 28 years from Gillig.

Alternative fuels

Products

OLYMPUS DIGITAL CAMERA — Walnut Creek Gillig Trolley

Current Gillig Product Lines
Model Name	Low Floor	Low Floor Hybrid Electric Vehicle	BRT	Trolley Replica
Photo(s)
Length (ft)	29 35 40		31 37 41	30 35 40
Year Introduced	1996	2004	2004
Notes	Older buses have a flat front windshield and a somewhat larger headsign area (top picture), while newer models feature a larger windshield. Frameless side windows are also an option (bottom picture).		Also available with hybrid drivetrain (top picture). Frameless windows are a popular option with this model.	Low Floor variant produced in collaboration with Cable Car Classics of Healdsburg, CA.

Discontinued Product Lines (Transit Buses)
Model Name	Phantom	Gillig-Neoplan	Spirit
Photo(s)
Length (ft)	30 35 40	30 35	28
Years Produced	1980-2009	1977-1979	mid-late 1980s
Notes	Offered in 102″ or 96″ widths. A hybrid version was also offered from 2001 to 2006.	A rear-engined transit bus built as a joint venture with Neoplan, a German bus manufacturer. Available with either diesel or propane engines.	A 28-foot (8.5 m) medium-duty bus offered as lower-cost alternative to the 30-foot-long (9.1 m) Phantom.

Discontinued Product Lines (School Buses)
Model Name	Transit Coach School Bus
Photo
Length (ft)	28-40
Years Produced	1940-1982
Notes	A long-running lineup of transit-style school buses offered by Gillig prior to the production of the Phantom. Available in mid-engine and rear-engine models with single or tandem rear axles. Phantom School Bus 37 40 1986-1993 96″ wide version of the Phantom redesigned to school bus specifications as a successor to the Transit Coach.

Coreys Gillig 1962 Chevy School Bus

1929 Gillig bus

1952 Gillig bus

1955 Gillig Short Bus On Ford B500 Chassis

1957 Gillig Transit Coach School Bus

1962 Gillig-Pacific-bus

1966 Model 743D

1966 Model C-180D (retired)

1971 Model C-190D-12 (retired)

1972 Gillig Transit Coach

1973 Model 318D-12

1977 Gillig 25

1979 Gillig Model VTF555D school bus

1979 Gillig Phantom School Bus Grand Pacific Charter

1979 Model 636D-12

1984 Walnut Creek Gillig Trolley

1988 gillig-bus

1990 gillig-bus

1992 gillig-bus

1995 EMTA Bayliner 3 Gillig

1996 Gillig Ride On 5368 at Glenmont

1998 gillig-bus

1999 Gillig Phantom Unitrans

2001 Gillig Phantom(Downtown Honolulu)

2001 Star Metro Gillig BRT 29

2002 Gillig Phantom School Bus LAUSD

2004 Gillig Low Floor advantage

2004 gillig-bus

2006 Gillig Foothill Transit F1124

2007 gillig-bus

2007 MVTA Gillig Bus

2008 CDTA Saratoga Gillig

2008 Gillig Dart Advantage hybrid 111

2008 Gillig Phantom 9100-9120

2008 GILLIG VelociRFTA121311

2009 A pair of Gillig BRT buses by Sean 9118

2011 Sound Transit Gillig Advantage

Gillig Bros Plate CC-182-015-950

gillig-bus

Filed Under: AM GENERAL, BUSES, CROWN, Cummins, Detroit Diesel, Gillig, Kenworth,NEOPLAN, Schoolbuses, Trolleybuses

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