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

VOLVO Cars

Volvo Cars

This article is about the Volvo Car Corporation. For commercial vehicles otherwise known as the Volvo Group, see Volvo. For other uses of “Volvo”, see Volvo (disambiguation).

Volvo Personvagnar AB
Volvo Car Corporation

Type	Subsidiary, AB
Industry	Automotive
Founded	14 April 1927
Headquarters	Gothenburg, Sweden
Key people	Li Shufu (Chairman) Håkan Samuelsson(President and CEO), Hans-Olov Olsson (Vice-Chairman)
Products	Luxury vehicles
Revenue	SEK 103.9 billion (2014)
Operating income	SEK −3.38 billion (2014)
Net income	SEK −2.76 billion (2014)
Owner	Geely Sweden AB
Number of employees	15,768 (2014)
Parent	Zhejiang Geely Holding Group
Website	VolvoCars.com

 Volvo Car Corporation headquarters

Volvo Car Corporation, or Volvo Personvagnar AB, is a Swedish premium automobile manufacturer established in 1927 and headquartered in Gothenburg, Sweden, where it operates out of the VAK building. It is a wholly owned subsidiary of Zhejiang Geely Holding Group of China.

Volvo Car Corporation was originally founded as a subsidiary of the ball bearing maker SKF. When Volvo AB was introduced on the Swedish stock exchange in 1935, SKF sold most of the shares in the company. Volvo Cars was owned by AB Volvo until 1999, when it was acquired by the Ford Motor Company as part of its Premier Automotive Group. Geely Holding Group then acquired Volvo Cars from Ford in 2010.

Volvo Cars manufactures and markets sport utility vehicles, station wagons, sedans, compact executive sedans, and coupes. With approximately 2,300 local dealers from around 100 national sales companies worldwide, Volvo Cars’ largest markets are the United States, Sweden, China and Belgium. In 2011, Volvo Cars sold 449,255 cars globally, an increase of 20.3% compared to 2010.

History

1927–99

Gustav Larson and Assar Gabrielsson

Volvo company was founded in 1927, in Gothenburg, Sweden, The company was created as a subsidiary company 100% owned by SKF. Assar Gabrielsson was appointed the managing director and Gustav Larson as the technical manager.

Cars are driven by people. The guiding principle behind everything we make at Volvo, therefore, is and must remain, safety

— Assar Gabrielsson and Gustav Larson 1927

Volvo logotype (PRV-registr.) 1927

The trademark Volvo (which is Latin for I roll) was first registered by SKF the 11 May 1915 with the intention to use it for a special series of ball bearing for the American market (however in the application for the trademark, it was also designated for the purpose of automobiles), but it was never used for this purpose. SKF trademark as it looks today was used instead for all the SKF-products. Some pre-series of Volvo-bearings stamped with the brand name ‘Volvo’ were manufactured but was never released to the market and it was not until 1927 that the trademark was used again, now as a trademark and company name for an automobile.

The first Volvo car left the assembly line on 14 April 1927, and was called Volvo ÖV 4. After this the young company produced closed top and cabriolet vehicles, which were designed to hold strong in the Swedish climate and terrain. In the registration application for Volvo logotype in 1927, they simply made a copy of the entire radiator for ÖV4, viewed from the front.

Presented in 1944, the Volvo PV444 passenger car only entered production in 1947. It was the smallest Volvo yet and was to take the lion’s share of Volvo production, a well as spearheading their move into the profitable American market. The first Volvos arrived in the United States in 1955, after hardware wholesaler Leo Hirsh began distributing cars in California. Later, Texas was added, and in 1956, Volvo themselves began importing cars to the US. North America has consistently provided Volvo with their main outlet since.

In 1964, Volvo opened its Torslanda plant in Sweden, which currently is one of its largest production sites (chiefly large cars and SUVs). Then in 1965, the Gent, Belgium plant was opened, which is the company’s second largest production site. In 1989, the Uddevalla plant in Sweden was opened, which was jointly operated by Volvo Car Corporation and Pininfarina Sverige AB from 2005 to 2013.

Volvo ÖV4 touring 1927

Volvo PV4 4-door saloon 1927

Volvo 144 saloon 1972

1997 Volvo 850 estate

2002 Volvo S80

A collection of Volvo’s most important historical vehicles are now housed in the Volvo Museum, which opened in a permanent location in Arendal at Hisingen on 30 May 1995. For several years, the collection had been housed at the Blue Hangar, at the then closed Torslanda Airport.

In the early 1970s, Volvo acquired the passenger car division of the Dutch company DAF, and marketed their small cars as Volvos before releasing the Dutch-built Volvo 340, which went on to be one of the biggest-selling cars in the UK market in the 1980s. Nineteen eighty-six marked a record year for Volvo in the US, with 113,267 cars sold. The appearance of Japanese luxury brands like Acura and Lexus in subsequent years meant the loss of a significant market share for Volvo, one which they have never regained.

In 1999, Volvo Group decided to sell its automobile manufacturing business and concentrate on commercial vehicles. Ford saw advantages in acquiring a profitable prestige mid-size European automobile manufacturer, well renowned for its safety aspects, as an addition to its Premier Automotive Group. The buyout of Volvo Cars was announced on 28 January 1999, and in the following year the acquisition was completed at a price ofUS$6.45 (equivalent to $9.16 in 2015) billion. As a result of the divestiture, the Volvo trademark is now utilized by two separate companies:

• Volvo Group – a manufacturer of commercial vehicles, etc. owned by Swedish interests
• Volvo Car Corporation or Volvo Cars – a manufacturer of automobiles owned by Zhejiang Geely Holding Group and formerly owned by Ford Motor Company

Ford era

Volvo Car Corporation was part of Ford Motor Company’s Premier Automotive Group (PAG), along with Jaguar, Aston Martin and Land Rover. While part of the PAG, the company grew in its range of vehicles significantly.

After Ford sold Jaguar Land Rover to Tata Motors of India in 2008, the company initially decided to keep Volvo Cars despite mounting losses and gross economic downturns. Ford decided to restructure plans for Volvo Cars, pushing it further upmarket alongside the lower end of Mercedes and BMW sedans, wagons, and SUV crossovers. The outcome was the luxurious second generation Volvo S80 and the new small premium crossover Volvo XC60.

When the global economic crisis of 2008, threatened the US automakers, Swedish authorities became concerned about the fate of Volvo if Ford would file for bankruptcy. These concerns mounted after repeated mass-layoffs at Volvo. Ford announced in December 2008 that it was considering selling Volvo Cars. Initially, a sale price of US$6 billion was reported, Ford reported it was also looking into the possibility of spinning off Volvo as an independent company. The Swedish government was asked to look into a possible state ownership of Volvo, or a financial bailout for Volvo Cars and SAAB of GM. Former parent AB Volvo agreed to help Volvo cut costs through partnerships, and suggested taking part in a shared ownership of Volvo Cars amongst a larger consortium. Other rumored candidates to purchase Volvo Cars included BMW AG of Germany, Investor AB of Sweden, Chinese investors, or Russian investors.

Although it was rumoured that Volkswagen would buy Volvo Cars, and despite initial denials, Chinese company Geely Holding Group was ultimately selected to take over the Swedish automaker. Geely Group Holdings Co. allegedly bid about US$-1.5 billion to take over Volvo, with Goldman Sachs investing HK$2.59 billion (334 million USD) in the holding company.

Geely era

Ford Motor Company offered Volvo Cars for sale in December 2008, after suffering losses that year. On 28 October 2009, Ford confirmed that, after considering several offers, the preferred buyer of Volvo Cars was Zhejiang Geely Holding Group, the parent of Chinese motor manufacturer Geely Automobile. On 23 December 2009, Ford confirmed the terms of the sale to Geely had been settled. A definitive agreement was signed on 28 March 2010, for $1.8 billion. The European Commission and China’s Ministry of Commerce approved the deal on 6 and 29 July 2010, respectively. The deal closed on 2 August 2010 with Geely paying $1.3 billion cash and a $200 million note. Further payments are expected with a later price “true-up”. It is the largest overseas acquisition by a Chinese automaker.

Stefan Jacoby, formerly chief executive of Volkswagen of America, became Volvo Car Corporation’s president and chief executive on 16 August 2010, replacing Stephen Odell, who became chief executive of Ford Europe. Li Shufu became Volvo Cars’ chairman of the board. His board members include vice-chairman Hans-Olov Olsson, a former president and chief executive of Volvo Cars, and Håkan Samuelsson, formerly chief executive of MAN.

Safety

Volvo cars have long been marketed and stressed their historic reputation for solidity and reliability. Prior to strong government safety regulation Volvo had been at the forefront of safety engineering.

In 1944, laminated glass was introduced in the PV model. After Vattenfall engineers presented their pioneering work to Volvo in the 1950s, Volvo engineer Nils Bohlin invented and patented the modern three-point safety belt, which became standard on all Volvo cars in 1959, and then made this design patent open in the interest of safety and made it available to other car manufacturers for free. Additionally, Volvo developed the first rear-facing child seat in 1964 and introduced its own booster seat in 1978.

In 1991, the 960 introduced the first three-point seat belt for the middle of the rear seat and a child safety cushion integrated in the middle armrest. Also in 1991, it introduced the Side Impact Protection System (SIPS) on the700, 940/960 and 850 models, which channels the force of a side impact away from the doors and into the safety cage.

In 1994, to add to its SIPS, Volvo was the first to introduce side airbags and installed them as standard equipment in all models from 1995. At the start of the 1995 model year, side impact protection airbags were standard on high trim-level Volvo 850s, and optional on other 850s. By the middle of the production year, they were standard on all 850s. In model year 1995, SIPS airbags became standard on all Volvo models.

In 1995, the Volvo 745 was recalled as the front seatbelt mounts could break in a collision.

In 1998, Volvo installed a head-protecting airbag, which was made standard in all new models as well as some existing models. The IC head-protecting airbag was not available on the 1997 C70 since the initial design deployed the airbag from the roof, and the C70, being a convertible, could not accommodate such an airbag. A later version of the C70 featured a head-protecting airbag deploying upwards from the door, avoiding this problem. It has been stated by many testing authorities that side head protecting curtain airbags can reduce the risk of death in a side impact by up to 40% and brain injury by up to 55%, as well as protecting during a rollover. In 1998, Volvo introduced its Whiplash Protection System (WHIPS), a safety device to prevent injury to front seat users during collisions.

In 2004, Volvo introduced the Blind Spot Information System (BLIS), which detects vehicles entering the vehicle’s blind spot with a side-view-mirror-mounted camera, and alerts the driver with a light. That year also saw Volvos sold in all markets equipped with side-marker lights and daytime running lights. Also, since 2004 all Volvo models except for the coupes (C70 and C30) are available with an all-wheel drive system developed by Haldex Traction of Sweden.

In 2005, Volvo presented the second generation of Volvo C70, which came with extra stiff door-mounted inflatable side curtains (the first of its kind in a convertible) dubbed ‘DMIC’.

Even though Volvo Car Corporation was owned by Ford Motor Company, Volvo’s safety systems were still standard on all Volvo vehicles. Volvo has patented all its safety innovations, including SIPS, WHIPS, ROPS, DSTC, and body structures. Some of these systems were fitted to other Ford vehicles in forms similar to those of Volvo systems, but only because Volvo licensed the FOMOCO and other PAG members to utilize these features.

A 2005 Folksam report, put the 740/940 (from 1982 on) in the 15% better than average category, the second from the top category.

In 2005, when the American non-profit, non-governmental Insurance Institute for Highway Safety (IIHS) released its first annual “Top Safety Picks” vehicles list, none of Volvo’s offered vehicles in the US were included on the list. According to Russ Rader, a spokesman for IIHS, Volvo lagged behind its competitors. Dan Johnston, a Volvo spokesman, denied that the company’s vehicles were any less safe than the institute’s top-rated vehicles, adding that

It’s just a philosophy on safety that is different from building cars to pass these kinds of tests.

In 2006, Volvo’s Personal Car Communicator (PCC) remote control was launched as an optional feature with the all-new Volvo S80. Before a driver enters their car, they can review the security level and know whether they had set the alarm and if the car is locked. Additionally, a heartbeat sensor warns if someone is hiding inside the car. The S80 was also the first Volvo model to feature adaptive cruise control (ACC) with Collision Warning and Brake Support (CWBS).

In 2008, a French court found Volvo partially responsible for causing the death of two children and serious injuries of another in Wasselonne on 17 June 1999, when the brakes of a 1996 Volvo 850 failed. The court subjected Volvo to a €200,000 fine.

According to the Insurance Institute for Highway Safety (IIHS), Volvo’s S80 became one of the 2009 Top Safety Picks Award winners. The previous versions of the S40 and S60 models (2005–09 models with standard side airbags) failed to attain the highest rating in their side impact test. However, according to the IIHS, in recent years Volvo cars have still managed to maintain their high class safety ratings as seen in test results. The Volvo XC90, S80, C70, XC60, S60 and C30 are all rated Top Safety Picks in these crash tests. The 2014 models of the XC60, XC90, S60 and S80 have even received the Top Safety Pick+ rating.

Volvo has also scored high in EuroNCAP tests. Since 2009, all the Volvo models that EuroNCAP have tested have received five-star safety ratings: Volvo C30, V40, V60, V60 plug-in hybrid, XC60 and V70. The new Volvo V40 (model year 2013–) got the best test result of any car model ever tested in EuroNCAP.

Safety milestones

The Amazon was noted for its safety features, with a padded dashboard, front and rear seat belts and a laminated windshield.

(This list is not necessarily Volvo innovations, but dates when Volvo incorporated the technology into its cars)

• 1944 – safety cage
• 1944 – laminated windscreen
• 1957 – anchor points for two-point safety belts, front
• 1958 – anchor points for two-point safety belts, rear
• 1959 – three-point safety belt, standard in front seats
• 1964 – rearward-facing child safety seat, first prototype tested
• 1966 – crumple zones front and rear
• 1966 – safety door-locks
• 1969 – inertia-reel safety belts
• 1971 – reminder safety belt
• 1972 – three-point safety belt, outer rear seats
• 1972 – rearward-facing child safety seat
• 1974 – multistage impact absorbing steering column
• 1974 – bulb integrity sensor
• 1975 – braking system with stepped bore master cylinder
• 1978 – child safety booster cushion
• 1982 – “anti-submarining” protection
• 1986 – three-point safety belt in centre rear seat (740/760)
• 1990 – integrated child safety cushion in centre rear seat (940/960)
• 1991 – Side Impact Protection System (850 and 940/960)
• 1991 – automatic height adjusting safety belt
• 1992 – reinforced rear seats, estate models
• 1995 – front side airbags (seat-mounted) for torso (850), integrated child safety cushion, outer rear seats
• 1997 – Roll Over Protection System (C70)
• 1998 – Whiplash Protection System (S80)
• 1998 – roof-mounted inflatable curtain side airbags (S80)
• 2001 – SCC : Volvo Safety Concept Car
• 2002 – Roll Stability Control (XC90)
• 2003 – Volvo Intelligent Vehicle Architecture, new front structure (S40, V50)
• 2003 – rear seat belt reminders (S40, V50)
• 2003 – Intelligent Driver Information System, a system that selectively blocks information to the driver in complex traffic situations and lets the information through once the situation has calmed down (S40, V50)
• 2003 – Volvo’s Traffic Accident Research Team, inaugurated in Bangkok
• 2004 – Blind Spot Information System, informs the driver of vehicles in the blind spots, using a yellow LED in the A-pillars (S40, V50)
• 2005 – door-mounted inflatable curtain airbags (C70)
• 2006 – Personal Car Communicator (S80)
• 2006 – Collision Warning Brake Support, a system that warns the driver and gives brake support when a collision with another vehicle in front of the car is imminent (S80)
• 2006 – Electrical Parking Brake (S80)
• 2007 – Driver Alert Control, a driver drowsiness detection system that alerts the driver when the system detects that they are becoming tired (S80, V70, XC70)
• 2007 – Lane Departure Warning, a system that warns the driver for unintended lane departures (S80, V70, XC70)
• 2007 – Collision Warning with Auto Brake, a system that automatically brakes the car when a collision with another vehicle in front of the car is imminent (S80, V70, XC70)
• 2007 – Distance Alert, a system that helps the driver keeping a safe distance to the vehicle ahead, by continuously measuring the distance and lighting up the vehicle’s head up display if the time gap becomes shorter than what the driver has specified (S80, V70, XC70)
• 2007 – Alcoguard, a hand-held device that the driver blows into before they can start the car, mainly aimed for the company-car sector, taxi operators, state authorities and municipalities (S80, V70, XC70)
• 2008 – City Safety, a system that automatically brakes the car at speeds below 30 km/h (19 mph) if an obstruction is detected in front of the car (new XC60)
• 2010 – Pedestrian Detection with Auto Brake, a system that warns the driver and automatically brakes the car when a collision with a pedestrian in front of the car is imminent (S60)
• 2012 – pedestrian airbag, covering the A-pillars and the lower part of the windscreen in case of collision with a pedestrian (Volvo V40)
• 2012 – knee airbag, for the driver (V40)
• 2012 – Upgraded City Safety, now working up to 50 km/h (31 mph) (S80, V70, XC70, XC60, S60, V60, new V40)
• 2012 – Lane Keeping Aid, a system that steers the car back into the lane again if it is about to unintentionally drift out of the lane (V40)
• 2012 – Road Sign Information, a system that reads road signs and displays them in the information display, thereby helping the driver to remember speed limits, no-overtaking stretches, low-speed areas, etc. (S80, V70, XC70, XC60, S60, V60, V40)
• 2012 – Enhanced Blind Spot Information System, now able to detect approaching vehicles up to 70 meters behind the car (V40)
• 2012 – Cross Traffic Alert, alerting the driver of crossing traffic approaching from the sides (up to 30 meters away) when reversing out of a parking space (V40)
• 2013 – Cyclist Detection with Auto Brake, a system that warns the driver and automatically brakes the car when a collision with a cyclist travelling in the same direction as the car in front of the car is imminent (S80, V70, XC70, XC60, XC90, S60, V60, V40)

Car models

1927 Volvo ÖV 4

Volvo PV544

1987 Volvo 740, one of the few European passenger cars that can harbour a Europallet in its luggage compartment.

Early years

Volvo ÖV 4, a.k.a. Jakob1929 Volvo PV651 Sedan1933 Volvo PV654 4-Door Sedan1933 Volvo PV654 4-Door Sedan with flag1933 Volvo PV655 Cabriolet1934 Volvo PV655 Ambulance1935 Volvo PV659 Sedan Volvo PV650 Series1937 Volvo TR704 4-door Sedan Volvo TR670 SeriesVolvo PV36 Carioca Volvo PV 36 Carioca1938 Volvo PV52 4-Door Sedan1937 Volvo PV51 Sedan1937 Volvo PV51 Cabriolet1938 Volvo PV51 TV Pickup1939 Volvo PV56 4-Door Sedan Volvo PV51 1936-19451950 Volvo PV832 4-Door Sedan1938 Volvo TR802 Taxi1954 Volvo PV831 4-Door SedanVolvo TP21 all-terrain military style vehicle1952 Volvo PV 833 Pickup1951 Volvo PV834 AmbulanceVolvo TP21 Military1954 Volvo TP21 M90 Camouflage Volvo PV800 Series (civilian (PV801, PV802, PV810, PV821, PV822 and PV831) and military (TP21/P2104, P2104))1946 Volvo PV60 Sedan Taxi Volvo PV 60 1946-50

1957 Volvo PV4441954 Volvo PV 444 HS, showing the new full-sized rear windshieldVolvo PV 5441960 Volvo pv544 Volvo PV444/544 1953-1969Volvo Duett 1953-69 (Volvo PV445, P210) 1953-1969Volvo P1900 1956-1957 concept 1954

Volvo Amazon/Volvo 122 1956-1970

1968 Volvo P 1800 ES Rocket

Volvo P1800 1957 concept 1961-1973

Volvo 66 1975-1980Volvo L3314-5 in Pritschenausführung mit Planenverdeck later Volvo C202

1981 Volvo C202 Volvo-Valp-front 

Volvo C202 1961-74

1974-80 Volvo C303 LapplanderVolvo C3-series (C303, C304 and C306) 1974-84

Tri-digit nomenclature

Starting with the 140 series in 1966, Volvo used a tri-digit system for their cars. The first number was the series, the second number the number of cylinders and the third number the number of doors; so a 164 was a 1-series with a six-cylinder engine and four doors. However, there were exceptions to this rule – the 780 for example, came with turbocharged I4 and naturally aspirated V6 petrol engines and I6 diesel engines, but never an eight-cylinder, as the “eight” would suggest. Similarly, the 760 often was equipped with a turbocharged I4 engine, and the Volvo 360 only had four cylinders. Some 240GLT had a V6 engine. The company dropped the meaning of the final digit for later cars like the 740, but the digit continued to identify cars underhood on the identification plate.

Volvo 140 (Volvo 142, Volvo 144, Volvo 145) 1966-73

1973 Volvo 162 Coupé Prototype

Volvo 164 1968-75

Volvo 240 (Volvo 242, 244, 245) 1974-93

Volvo 260  1974-83 (, 264, 265)Volvo 262C 1977-81Volvo 340Volvo 343                                     Volvo 345 1976–91Volvo 360 1976–91          Volvo 440Volvo 440/460 1987–97

Volvo 480 1986–95

Volvo 700 series 1982–92         Volvo 740   1984–92

Volvo 760 1982–90

          Volvo 780 1986–90Volvo 850 1992–97

 

Volvo 940 1990-98

Volvo 960 1990–98

Post tri-digit models

Released in 1995

Volvo S40 1995–12
X40: 1996–04 (1st generation)
P1: 2004–12 (2nd generation)Volvo V40 1996–04

Released in 1996

          Volvo S70 replaced the 850 saloon 1997–00Volvo V70 replaced the 850 estate  1997–00

Volvo S90 replaced the 960 saloon 1990–98

Volvo V90 replaced the 960 estate 1990–98

Released in 1997

Volvo C70 coupé 1997–04 (approx. 70,000 units)
1996-02 C70 coupé
1998-04 C70 convertible

VolvoV70 XC

1996–00 (373,689 units)

1995 Volvo V70

1996–00 V70 (319,832 units)

1999 Volvo V70 2.4 XC AWD

1997–00 V70 XC (53,857 units)

Released in 1998Volvo C70 convertible 1997–04 (approx. 70,000 units)
1996-02 C70 coupé
1998-04 C70 convertibleVolvo S80 replaced the Volvo S90 1998–06

Released in 2000Volvo S60 replaced the Volvo S70 2001–09Volvo V70 II                                        2000–2007 V70

2002 Volvo V70 XC Polis Gen.2 2000–2003 V70 XC2003–2007 V70 R

         2003–2007 XC70Volvo V70 XC II

Released in 2002Volvo XC902002–2014 (XC90)

2016 Volvo XC90-front-three-quarters 2014–present (XC Classic)

Released in 2004Volvo S40 II replaced the Volvo S40Volvo V50 replaced the Volvo V40

Released in 2006Volvo C30 2006–13Volvo C70 II 2006–13Volvo S80 II 2006–16

Released in 2007

2009 Volvo V70 III Volvo V70 III

1996–16

Volvo XC70 p2-p80-p3  P80: 1996–00 (1st generation)

2004 Volvo XC70 II P2: 2000–07 (2nd generation)P3: 2007–16 (3rd generation) Volvo XC70 II

Released in 2008Volvo XC60 2008–present

Released in 2010Volvo S60 II 2000–presentP2: 2000–09 (1st generation)P3: 2010–present (2nd generation)Volvo V60 2010–present

Released in 2012Volvo V40 II replaced both the Volvo S40 II and Volvo V50 2012–present

Released in 2014

2015 Volvo XC90 Inscription fl

Volvo XC90 II replaced the Volvo XC90 2014–present

Released in 2016Volvo S90 II replaced the S80 II 2016–present

Current models

Today, the company uses a system of letters denoting body style followed by the series number. “S” stands for “sedan“, “C” stands for “coupé” or “convertible” (including three-door hatchback AKA “shooting brake“) and “V” stands for “versatile” (station wagon). “XC” stands for “cross country” originally added to a more rugged V70 model as the V70XC and indicates all wheel drive paired with a raised suspension to give it an SUV look. Volvo would later change the name to the “XC70” in keeping with its car naming consistent with the XC90. So a V50 is an estate (“V”) that is smaller than the V70.

Originally, Volvo was planning a different naming scheme. S and C were to be the same, but “F”, standing for “flexibility”, was to be used on station wagons. When Volvo introduced the first generation S40 and V40 in 1995, they were announced as the S4 and F4. However, Audi complained that it had inherent rights to the S4 name, since it names its sporty vehicles “S”, and the yet to be introduced sport version of the Audi A4 would have the S4 name. Volvo agreed to add a second digit, so the vehicles became the S40 and F40. However, that led to a complaint from Ferrari, who used the Ferrari F40 name on their legendary sports car. This led to Volvo switching the “F” to “V”, for versatile.

• Small cars (Ford Global C platform)
  • Volvo V40 2012–present (M/Y 2013–)
• Large cars (Volvo P2 platform)
  • Volvo XC90 Classic 2014–present (M/Y 2014–)
• Large cars (Volvo P3 platform)
  • Volvo S60 2010–present (M/Y 2011–)
  • Volvo V60 2010–present (M/Y 2011–)
  • Volvo V60 Cross Country 2014–present (M/Y 2015–)
  • Volvo S60 Cross Country 2014–present (M/Y 2015–)
  • Volvo S80 2006–2016 (M/Y 2007–2016)
  • Volvo V70 2007–2016 (M/Y 2008–2016)
  • Volvo XC60 2008–present (M/Y 2009–)
  • Volvo XC70 2007–present (M/Y 2008–)
• Large cars (Scalable Product Architecture) (SPA)
  • Volvo XC90 2014–present (M/Y 2015–)
  • Volvo S90 2016–present (M/Y 2017–)
  • Volvo V90 2016–present (M/Y 2017–)

Volvo V40

Volvo S60

Volvo V60

Volvo S80

Volvo S90

Volvo V70

Volvo XC70

Volvo XC60

Volvo XC90

Concept cars

Volvo Venus Bilo (1933)

Volvo Philip (1952)Volvo Margarete Rose (1953)1953 Vignale Volvo Elisabeth-I-02 Giovanni Michelotti

Volvo Elisabeth I (1953)

1955 Vignale Volvo Elisabeth II-01

Volvo VESC (1972)

Volvo 1800 ESC (1971)

Volvo EC (1977)

Volvo City Taxi concept (1977)

Volvo Tundra (1979) concept

Volvo VCC – Volvo Concept Car (1980)Volvo LCP2000 (1983)Volvo ECC – Environment Concept Car (1992)

Volvo ACC – Adventure Concept Car (1997)

Volvo SCC – Safety Concept Car (2001)

Volvo PCC – Performance Concept Car (2001)

Volvo PCC2 (2002)

Volvo ACC2 (2002)

Volvo VCC – Versatility Concept Car (2003)Volvo YCC – Your Concept Car (2004)

Volvo T6 (2005)

Volvo 3CC (2005)Volvo C30 Design Concept (2006)Volvo XC60 Concept (2006)Volvo ReCharge Concept (2007)Volvo S60 Concept (2008)C30 DRIVe Electric (2010)Volvo Universe Concept (2011)Volvo Concept You (2011)Volvo Concept Coupe (2013)Volvo Concept Estate (2014)Volvo Concept XC Coupe (2014)

Alternative propulsion

The 2005 Volvo FlexiFuel S40 was one of the first E85flex cars launched in the Swedish market by a domestic automaker. The Volvo FlexiFuel is now offered on the European market.

The Volvo C30 DRIVe Electricconcept car was exhibited at the 2010 Paris Motor Show.

Flexible-fuel vehicles

Further information: flexible-fuel vehicle

In 2005, Volvo introduced to the Sweden market the company’s first E85flexifuel models. Volvo introduced its S40 and V50 with flexible-fuel engines, joined in late 2006 by the then new C30. All Volvo models were initially restricted to the Sweden market, until 2007, when these three models were launched in eight new European markets. In 2008, Volvo launched the V70 with a 2.5-litre turbocharged flexifuel engine.

Plug-in hybrids

Further information: Volvo ReCharge and Volvo V70 Plug-in Hybrid

The Volvo ReCharge is a plug-in hybridconcept car with an all-electric range (AER) of 60 miles (97 km). It was officially unveiled at the 2007 Frankfurt Auto Show.

On 1 June 2009, Volvo announced the launching of series productiondiesel-electric plug-in hybrids by 2012. The company plans to sell a series hybrid with the goal of achieving emissions of less than 50 grams of CO₂per kilometer. As part of a joint venture with Vattenfall, a Swedish energy company, Volvo converted two Volvo V70 to plug-in hybrid demonstrators that have been in field testing in Göteborg, Sweden since December 2009. Vattenfall offered customers participating in this trial the supply of renewable electricity generated from wind power or hydropower. Among other challenges, this test has allowed to experience the all-electric range at low temperatures, which has been a disadvantage of plug-in vehicles.

Electric car

Further information: Volvo C30 DRIVe Electric

The Volvo C30 DRIVe Electricconcept car was exhibited at the 2010 Paris Motor Show and Volvo announced that field testing will begin in 2011, in the US, Europe, and China. The C30 DRIVe electric car has a lithium-ion battery, a top speed of 130 km/h (81 mph), and an all-electric range of up to 150 kilometres (93 mi). Field testing began in 2010 with 10 units in Göteborg, Sweden.

Gas-turbine Hybrid

Further information: Volvo ECC

The Volvo ECC (Environmental Concept Car) was exhibited at the 1992 Paris Motor Show. The vehicles range on batteries alone was 90 miles (140 km), and when combined with a full tank of fuel for the turbine, about 415 miles (668 km).

Drive-E engines

Starting in the 2015 model year (Volvo S60, V60, and XC60), Volvo introduced a line of forced-induction four-cylinder engines, dubbed “Drive-E”, to increase the efficiency of their models without sacrificing performance. These engines also debuted throughout the lineup that year, and also appeared in the second-generation Volvo XC90. Hybridized versions of these engines would, in theory, have enough power to match eight-cylinder engines.

Production locations around the world

• Gothenburg, Sweden (Volvo Cars Headquarters, R&D and Safety Center)
• Hällered, Sweden Volvo Test Track

Assembly plants

• Torslanda, Sweden (Volvo Cars Torslanda – Torslandaverken) 1964–present
  • Volvo S60, Volvo V60, Volvo V70, Volvo XC70, Volvo S80, Volvo XC90
• Ghent, Belgium (Volvo Cars Ghent) 1965–present
  • Volvo V40, Volvo S60, Volvo XC60
• Chongqing, China (Chang’an-Volvo) 2009–present
  • Volvo S80L
• Chengdu, China (Zhejiang Geely-Volvo) 2013–present
  • Volvo S60L, Volvo XC60
• Daqing, China (Zhejiang Geely-Volvo) 2014–present
  • Volvo XC Classic
• Kuala Lumpur, Malaysia (Swedish Motor Assemblies) 1967–present For left hand drive
  • Volvo S60, Volvo S80, Volvo V40, Volvo V60, Volvo XC60, Volvo XC90

Future assembly plants

• Charleston, South Carolina, United States (Volvo Cars) Estimated Completion: 2018

Component plants

• Skövde, Sweden (engines)
• Floby, Sweden (engine components, brake discs)
• Zhangjiakou, Hebei, China (engines)
• Olofström, Sweden (body components)

Bridgend South Wales D2 1.6 diesel engine used in the V40 and Crosscountry (Ford Motor company)

Engine types

See also: List of Volvo engines

Volvo uses in-line, or straight engines in their production vehicles. Volvo is also known for the application of the in-line 5-cylinder engine to its vehicle line up since its introduction in 1993 in the Volvo 850.

• Side valve six – fitted into the PV651/2, TR671/4, PV653/4, TR676/9, PV658/9, PV36, PV51/2, PV53/6, PV801/2, PV821/2, PV831/2 and PV60 from 1929 to 1958
• B4B and B14A – fitted into the Volvo PV and Volvo Duett from 1947 to 1956
• B16 (A and B) – fitted into the PV, Duett and Volvo Amazon from 1957 to 1960
• B18 and B20 – 1.8 L/2.0 L OHV 8v fitted into all Volvo models from 1961 to 1974 except 164 (and 1975 US spec 240 models).
• B19,   B21,   and B23 – fitted from 1975
• B200 and B230 – 2.0 L and 2.3 L, respectively, SOHC 8v fitted to 240, 360, 700, 940 series cars from 1985
• B204 and B234 – 2.0 L and 2.3 L DOHC 16 valve engines
• B27/B28 and B280 – 2.7 and 2.8 L SOHC 12v developed together with Renault and Peugeot
• B30 – fitted to all 164 models

Transmissions

Volvo automatic transmissions in the past were made by the ZF Friedrichshafen company, but now the transmissions are co-developed with Aisin of Japan. Geartronic is Volvo Cars’ name for its manumatic transmission.

Automatic transmissions

• Borg-Warner 35 transmission
• Borg-Warner 55 transmission
• Volvo AW70 series transmissions
  • Volvo AW70 transmission
  • Volvo AW71 transmission
  • Volvo AW72 transmission
• AW50-42 (4-speed automatic, FWD/AWD)
• AW55-50/51 (5-speed automatic, FWD/AWD)
• GM4T65EV/GT (4-speed GM automatic, FWD/AWD)
• AWTF-80 SC (6-speed automatic, FWD/AWD)
• ZF 4HP22 transmission

Manual transmissions

• Volvo M30 transmission
• Volvo M40 transmission
• Volvo M400 & M410 transmission
• Volvo M41 transmission
• Volvo M45 transmission
• Volvo M46 transmission
• Volvo M47 transmission
• Volvo M50 transmission
• Volvo M51 transmission
• Volvo M56 transmission
• Volvo M58 transmission
• Volvo M59 transmission
• Volvo M65 transmission
• Volvo M66 transmission
• Volvo M90 transmission
• IB5
• MTX-75
• MMT6
• MPS6 (6-speed dual clutch Powershift, FWD)

Motorsport

In 1959, Volvo had set up its own motorsport department. This led to Volvo enjoying worldwide success in the motorsport arena throughout the early 1960s. In 1961, Gran Premio de Argentina Gunnar Andersson was appointed Volvo’s competition department manager, signing a number of drivers, including Carl-Magnus Skogh, Tom Trana and Ewy Rosqvist, though he himself still continued to compete in rallies. In 1964, Volvo made heavy investments in the Safari Rally, entering four Volvo PV544s in the 1964 competition. A PV544 driven by Joginder and Jaswant Singh won the Safari Rally in 1965.

Volvo entered the European Touring Car Championship with the Volvo 240 Turbo in the 1980s. In the 1984 European Touring Car Championship, the Swedish team Sportpromotion won the EG Trophy at Zolder circuit, followed by placing second in the Mugello. In 1985, Volvo signed Swiss engine guru Reudi Eggenberger to run its works team through Eggenberger Motorsport. Team drivers Gianfranco Brancatelli and Thomas Lindström led the 240T to victory in the 1985 ETCC.

Also in 1985, New Zealander Mark Petch had purchased a 240T from the Magnum team in Sweden (and claimed to run the only privateer Volvo 240T outside of Europe), and drivers Robbie Francevic and Michel Delcourt had also won the Wellington 500 street race in New Zealand in January. Francevic went on to finish 5th in the 1985 Australian Touring Car Championship, taking wins at Symmons Plains and Oran Park. The factory-supported Petch team also participated in the 1985 Bathurst 1000. Thomas Lindström later joined Francevic to win the 1986 Wellington 500. The Petch team become the Volvo Dealer Team in 1986, and expanded to two cars, with the other being for John Bowe, who had driven the Volvo with Francevic at the 1985 Bathurst 1000.

Volvo contracted Belgian based team RAS Sport to be its works team in the ETCC in 1986, following Eggengerger moving to race Ford Sierra’s. This team included defending champion Lindström, joined by ex-Formula One and Grand Prix motorcycle racer Johnny Cecotto, as well as Ulf Granberg and Anders Olofsson. The team took wins at wins at Hockenheim, Anderstorp, Brno, Österreichring and Zolder, though the wins at Anderstorp and the Österreichring were disqualified due to the use of illegal fuel.

The 240T also entered the Guia Race, part of the Macau Grand Prix in 1985, 1986 and 1987, winning in both 1985 and 1986.

Volvo also saw success in the Deutsche Tourenwagen Meisterschaft (German Touring Car Championship), with a 240 Turbo driven by Per Stureson winning the 1985 DTM.

Volvo also entered the British Touring Car Championship in the 1990s with Tom Walkinshaw Racing. This partnership was responsible for the controversial 850 Estate racing cars, driven by Rickard Rydell and Jan Lammers and with a best qualifying placing of third and a best race finish of fifth, which was only rendered uncompetitive when the FIA allowed the use of aerodynamic aids in 1995. TWR then built and ran the works 850 Saloon, with six wins in 1995, and five wins in 1996, and a S40, with one win in 1997 in the BTCC, as well as Volvo placing third in the Manufacturers Championship, both in 1995 and 1996. In 1998, TWR Volvo won the British Touring Car Championship with Rickard Rydell driving the S40R.

Volvo also competed in the Super Touring category with the 850 across Europe and in Australia. Australian race car driver Peter Brock drove an 850 T5 with Tony Scott in the 1994 James Hardie 12 Hour production car race at Bathurst, finishing 25th. He also drove an 850 saloon in the 1996 Australian Super Touring Championship, placing sixth in the Drivers’ Championship.

Volvo regularly entered the S60 in the Swedish Touring Car Championship, where it finished 2nd in the drivers’ championship twice and won the manufacturers’ title once. The S60 continued to be raced after the formation of the Scandinavian Touring Car Championship, a merger of the Swedish and Danish touring car championships. Thed Björk won three consecutive titles from 2013 to 2015, driving an S60 prepared by Polestar Racing.

From 2002 to 2007, there was an S60 one-make racing series as a support series to the Swedish Touring Car Championship known as the S60 Challenge Cup, using 26 factory-modified S60s.

An S60 was driven by Robert Dahlgren in the Swedish round of the 2007 World Touring Car Championship.

The first generation S60 made its competitive debut in 2006, racing in the Speed World Challenge GT class. The second-generation model was introduced for the 2009 season. In 2010, its programme was expanded to include the SCAA Pro Racing World Challenge, where it won both the drivers’ and manufacturers’ championships in the GT class. The programme was expanded again in 2011, to include the Pirelli World Challenge.

In 2008, Volvo entered the Swedish Touring Car Championship with a C30 powered by bioethanol E85 fuel. Robert Dahlgreen and Tommy Rustad were the drivers, finishing 5th and 10th respectively in the championship. Volvo had also signalled their intentions to enter the 2009 British Touring Car Championship with the same car.

Volvo entered the V8 Supercars Championship with two S60s in 2014 with Garry Rogers Motorsport, and were immediately competitive. Following ten pole positions and four race wins, Scott McLaughlin finished fifth in the championship and was awarded the Barry Sheene Medal.

Marketing

The symbol for Mars has been used since ancient times to represent iron.

The name Volvo is Latin for “I roll”.

Logo

The Volvo symbol is an ancient chemistry sign for iron. The iron sign is used to symbolize the strength of iron used in the car as Sweden is known for its quality iron. The diagonal line (a strip of metal) across the grille came about to hold the actual symbol, a circle with an arrow, in front of the radiator.

A model of a Volvo XC90 constructed from Lego bricks on display at Volvo Ocean Race – 2006 in Baltimore Inner Harbor

Sponsorship

Volvo has since the 1950s, had special international sales programs for customers assigned abroad, for example Diplomat Sales, Military Sales and Expat Sales.

The Volvo trademark is now jointly owned (50/50) by Volvo Group and Volvo Car Corporation. One of the main promotional activities for the brand is the sailing Race Volvo Ocean Race, formerly known as the Whitbread Around the World Race. There is also a Volvo Baltic Race and Volvo Pacific Race, and Volvo likes to encourage its affluent image by sponsoring golf tournaments all over the world including major championship events called the Volvo Masters and Volvo China Open.

Volvo sponsored the Volvo Ocean Race, the world’s leading round-the-world yacht race for the first time in 2001–02. The next edition was to take place between 2011 and 2012. Volvo has also had a long-standing commitment to the International Sailing Federation (ISAF) and is involved in the Volvo/ISAF World Youth Sailing Championships since 1997.

In 2011, Volvo Cars is the main sponsor of the winter sports and music festival Snowbombing in Austria.

In 2012, Volvo signed NBA star Jeremy Lin to an endorsement agreement for two years to participate in Volvo’s corporate and marketing activities as a “brand ambassador” for Volvo Car Corp.

In 2015, Volvo signed a deal with Chennaiyin FC, a football franchise team of the Indian Super League as a side shirt sponsor.

Volvo trademark lawsuit

In 1990, Volvo Cars filed a lawsuit against Hong Kong-based Club Volvo night club for infringement in Hong Kong High Court. The lawsuit ended with settlement where the night club paid 1 dollar to Volvo Cars. Since then, Club Volvo had been renamed to Club Borubo (which pronounced like Volvo in Japanese), and then Club Bboss (reference to Big Boss).

That’s all what I could find about Volvo Cars till now.

ZIL (Zavod Imeni Likhachova) Cars, Buses, Trucks. Moscow Russia 1916 – now

ZiL

AMO ZiL (Avtomobilnoe Moskovskoe Obshchestvo – Zavod Imeni Likhachova)

Formerly called	AMO (1916-1931) ZiS (1931-1956)
Type	Joint-stock
Industry	Automotive
Founded	Moscow, Russia (1916)
Headquarters	Moscow, Russia
Key people	Igor Zakharov (CEO) Konstantin Laptev (General Director, 2002–present)
Products	Luxury automobiles Heavy road vehicles Offroad vehicles Military vehicles
Website	www.amo-zil.ru

Moscow Joint-Stock Company “The Likhachov Plant” AMO ZIL

“Zavod imeni Likhachova”, more commonly called ZiL (Russian: Завод имени Лихачёва (ЗиЛ)—Likhachov Plant, literally “Plant named for Likhachov”) is a major Russian truck and heavy equipment manufacturer based in the City of Moscow, which also produced armored cars for most Soviet leaders, as well as buses, armored fighting vehicles, and aerosani. The company also produces hand-built limousines and high-end luxury sedans (автомобиль представительского класса, also translated as “luxury vehicle”) in extremely low quantities, primarily for the Russian government. ZIL passenger cars are priced at the equivalent of models from Maybach and Rolls-Royce, but are largely unknown outside the CIS and production rarely exceeds a dozen cars per year.

 1916 plan for the AMO factory.

History

The factory was founded in 1916 as Avtomobilnoe Moskovskoe Obshchestvo (AMO, Russian Автомобильное Московское Общество (АМО)—Moscow Automotive Society). The plans were to produce Fiat F-15 1.5 tonne trucks under licence. Because of the October Revolution and the subsequent Russian Civil War it took until 1 November 1924 to produce the first vehicle, the AMO-F-15. In 1931 the factory was re-equipped and expanded with the help of the American A.J. Brandt Co., changed its name to Automotive Factory No. 2 Zavod Imeni Stalina (ZIS or ZiS). After Nikita Khrushchev denounced the cult of personality of Joseph Stalin in 1956, the name was changed again to Zavod imeni Likhachova, after its former director Ivan Alekseevich Likhachov.

ZiL lanes—road lanes dedicated to vehicles carrying top Soviet officials—were named after the car.

Subsidiaries

BAZ produces off-road tractors and chassis with carrying capacity from 14 to 40 tonnes.

Models

Limousines

• ZIS-101 (1936)
• ZIS-102 (1938, convertible version of ZIS-101)
• ZIS-110 (1945)
• ZIS-115 (armoured version of ZIS-110)
• ZIL-MZ (prototype sub-compact convertible, 1962)
• ZIL-111 (1958)
• ZIL-114 (1970)
• ZIL-115 (1972)
• ZIL-117 (1972, shortened ZIL-114)
• ZIL-4102 (prototype, 1988)
• ZIL-4104 (1978)
• ZIL-4105 (1988, armoured version of ZIL-41047)
• ZIL-41041 (1985, five-seat version of ZIL-41047)
• ZIL-41042 (station wagon version of ZIL-4104)
• ZIL-41044 (convertible version of ZIL-4104)
• ZIL-41045 (1983, upgraded ZIL-4104)
• ZIL-41047 (1985)
• ZIL-41072 (1988, escort version of ZIL-41047)
• ZIL-4112 (2005?, concept)
• ZIL-4112R (2012)

•  ZIS-101

  

•  ZIS-110

  

•  ZIL-111

  

•  ZIL-114

  

•  ZIL-117

  

•  ZIL-4104

  

•  ZIL-41047

Trucks

ZIL 130

 ZIL 5301

 ZIL 4331

 fire truck AC 3.2-40 (ZiL-4331)

 fire truck AC 3,0-40 (ZiL-4334)

• AMO F-15 (1924, copies of the Fiat F-15)
• AMO-2 (1930)
• AMO-3 (1931)
• AMO-7 (1932, prototype tractor-trailer based on AMO-3)
• ZIS-5, ZIS-6 (1934, copies of the U.S. Autocar Dispatch Model SA and Model SD)
• ZIS-10 (1934, tractor-trailer version of ZIS-5)
• ZIS-11 (1934, extra long wheelbase version of ZIS-5)
• ZIS-12 (1934, long wheelbase version of ZIS-5)
• ZIS-13 (1936, gas generator version of ZIS-5)
• ZIS-14 (1934, long wheelbase version of ZIS-5)
• ZIS-15 (prototype replacement for ZIS-5, 1938)
• ZIS-21 (1939-1941, based on ZIS-5 but powered by wood gas)
• ZIS-22 (Halftrack, 1939-1941, based on the ZIS-5)
• ZIS-23 (three axle prototype based on the ZIS-15)
• ZIS-24 (four-wheel-drive prototype based on the ZIS-15)
• ZIS-30 (1940, multifuel version of ZIS-5)
• ZIS-32 (1941, 4×4 version of the ZIS-5)
• ZIS-33 (1940, halftrack, based on the ZIS-5)
• ZIS-36 (1944, prototype 6×6 version of ZIS-5)
• ZIS-41 (1940, simplified version of ZIS-21)
• ZIS-42 (Halftrack, 1942-1944, based on the ZIS-5)
• ZIS-43 (1944, armed version of ZIS-42)
• ZIS-50 (1946, re-engined ZIS-5)
• ZIS-120N (1956, tractor-trailer version of ZIS-150)
• ZIS-121 (tractor-trailer version of ZIS-151)
• ZIS-128 (1954, prototype for ZIL-131)
• ZIS-E134 (1955, prototype off road vehicle)
• ZIS-150 (1947)
• ZIS-151 (1948, three-axle version of ZIS-150)
• ZIS-153 (1952?, prototype halftrack based on ZIS-151)
• ZIS-156 (1947, gas generator version of ZIS-150)
• ZIS-253 (prototype)
• ZIS-585 (1949, dump-truck version of ZIS-150)
• ZIL-130 (1962, production moved to Ural Automobiles and Motors in 1987)
• ZIL-131 (1967, production moved to Ural Automobiles and Motors in 1987)
• ZIL-132 (1960, prototype off road vehicle)
• ZIL-133 (1975, three-axle version of ZIL-130)
• ZIL-134 (1957, prototype off road vehicle)
• ZIL-135 (1959, prototype off road vehicle) – later built by BAZ
• ZIL-136 (1957, prototype off road vehicle)
• ZIL-137 (prototype off road tractor-trailer based on ZIL-131)
• ZIL-138 (1975, LPG powered version of ZIL-130)
• ZIL-157 (1958)
• ZIL-157R (1957, prototype off road vehicle based on ZIL-157)
• ZIL-164 (1957, improved ZIS-150)
• ZIL-164N (1957, tractor trailer version of ZIL-164)
• ZIL-165 (1958, prototype for ZIL-131)
• ZIL-166 (1957, gas generator version of ZIL-164)
• ZIL-E-167 (1962?)
• ZIL-169G (prototype for ZIL-4331)
• ZIL-E169A (1964, prototype cab-over truck)
• ZIL-170 (1969, prototype for KAMAZ-5320)
• ZIL-175 (1969, two-axle version of ZIL-170, prototype for Kamaz)
• ZIL-485 (amphibious vehicle based on ZIS-151)
• ZIL-553 (cement mixer based on ZIL-164)
• ZIL-555 (1964, dump truck based on ZIL-130)
• ZIL-585 (1957, dump truck based on ZIL-164)
• ZIL-2502 (dump truck based on ZIL-5301)
• ZIL-3302 (1992, prototype truck based on ZIL-119)
• ZIL-3906
• ZIL-4305 (1983, prototype truck based on ZIL-4104)
• ZIL-4327 (2004?)
• ZIL-4331 (1986)
• ZIL-4334 (2004)
• ZIL-4514 (dump truck based on ZIL-133)
• ZIL-4972
• ZIL-5301 “Bychok” (“Bull”) (1992)
• ZIL-5901 (1970)
• ZIL-6404 (1996)
• ZIL-6309 (1999)
• ZIL-6409 (1999)
• ZIL-432720
• ZIL-432930 (2003)
• ZIL-433180 (2003)
• ZIL-436200 (2009)

•  ZIS-5

  

•  BM-13-16 on a ZiS-6 chassis

  

•  ZIS-42M

  

•  ZIS-150

  

•  BM-13-16 on a ZiS-151

  

•  ZIL-157

  

•  ZIL-131

  

•  ZIL-485 BAV

  

•  ZIL-133

  

•  BM-27 Uragan on ZIL-135

  

•  ZIL 5301 Bychok (“Bull”)

Buses

 interurban bus ZIS-127

 ZIL-119

• AKZ-1 (1947-1948, based on ZIS-150 truck)
• AMO-4 (1932-1934, based on the AMO-3)
• ZIS-lux (prototype, based on the ZIS-6, 1934)
• ZIS-8 (1934-1938, based on the ZIS-11)
• ZIS-16 (1938-1942, based on the ZIS-5)
• ZIS-17 (prototype, based on the ZIS-15, 1939)
• ZIS-44 (based on the ZIS-5)
• ZIS-127 (1955-1961)
• ZIL-129 (short-range version of ZIS-127)
• ZIS-154 (1946–1950)
• ZIS-155 (1949–1957)
• ZIL-118 “Yunost” (1962-1970, based on ZIL-111)
• ZIL-119 (1971-1994, based on ZIL-118; also called ZIL-118K)
• ZIL-158 (1957-1959, based on ZIL-164)
• ZIL-159 (1959, prototype for LiAZ)
• ZIL-3207 (1991-1999, based on ZIL-41047)
• ZIL-3250 (1998-present, based on ZIL-5301)

•  ZIS-8

  

•  ZIS-154

  

•  ZIL-158

  

•  ZIL-118

Sport and racing cars

1962 ZIL-112 Sports

1962  ZIS-112 Sports

• ZIS-101 Sport (1939)
• ZIS-112/1 (1951, based on ZIS-110)
• ZIS-112/2 (1956)
• ZIS-112/3 (1956)
• ZIL-112/4 (1957)
• ZIL-112/5 (1957, lengthened ZIL-112/4)
• ZIL-112 Sports (1960–62)
• ZIL-412 S (1962)

Misc

Astronaut Edward T. Lu, having landed with Soyuz TMA-2, is being recovered with a ZIL-49061 vehicle.

• B-3 half-tracked transporter
• ZIS-152 armored personnel carrier
• PES-1 amphibious vehicle (1966)
• ZIL-PKU-1 pneumatic tracked off-road vehicle (1965)
• ZIL-SHN-1 Amphibious Screw Vehicle (1968)
• ZIL-29061 Amphibious Screw Vehicle
• ZIL-4904 Amphibious Screw Vehicle
• ZIL-49042 prototype for “Bluebird” (1973)
• ZIL-4906 (1975?) “Bluebird” 6-wheeled amphibious vehicle, designed to carry the ZIL-2906. Used for the recovery of Soyuz capsules.
• ZIL-49061 (1975?) Amphibious rescue vehicle, passenger version of the ZIL-4906. Used for the recovery of Soyuz crews.

MARSHALL Buses Cambridge since 1909 England UK

History

Marshall of Cambridge was established in 1909 by David Gregory Marshall, in a small lock-up garage in Brunswick Gardens, Cambridge as a chauffeur drive company, which was an immediate success and prompted the move to larger premises in Kings Street in 1910.

During the 1914-1918 War, the company’s premises, which had relocated to Jesus Lane in 1912 when the trade expanded to include selling cars, were used for servicing and repairing of vehicles required for the war effort.

A chance meeting with Sir Herbert (later Lord) Austin during the Great War when David Marshall’s reserved occupation was as a catering manager, resulted in Marshall being awarded the Distributorship for Austin in Cambridgeshire immediately after the war, although the formal contracts were not signed until 1920.

Aviation was in its infancy and much of the enabling technology for successful powered flight was emerging through developments that started in automotive engineering. In fact the company’s first involvement in aviation dates back to 1912 when its mechanics helped repair the engine of a British Army airship, the Beta II, which had made an emergency landing in Jesus Green, Cambridge, just behind the Marshall garage.

It was David Marshall’s son, Arthur, who, having learned to fly after gaining an engineering degree at Jesus College, Cambridge in 1926, helped open a new aerodrome situated on the outskirts of the city beside the family home. From this airfield, known as Fen Ditton, flying training commenced in 1929 and a year later the Marshall Flying School was formed.

Business increased steadily through the 1930s until it became necessary to find a larger site, still close to the city, but allowing for the predicted expansion of activities that would be needed to train more pilots together with the engineering support for growing numbers of aircraft.

The company purchased the necessary farmland and in 1937 the new Cambridge Airport was officially opened by the then Secretary of State for Air, Sir Kingsley Wood. This was very opportune for re-armament was becoming an urgent national priority, along with the need for even more facilities for military aircrew training.

The opening of the Company’s second airfield presented Marshall with an opportunity to open a second garage, known as Airport Garage. Having been closed down as part of the war effort during the Second World War, both garages re-opened in 1945, with Jesus Lane concentrating on Austin Cars and Airport Garage focusing on Austin Trucks.

In 1938 a major flying training school for the RAF Volunteer Reserve was established by Marshall and training soon got into its stride with over 600 new RAF pilots trained before the Battle of Britain commenced. This increased in size and tempo so that by the end of the Second World War, the company had trained over 20,000 aircrew, including pilots, observers and flying instructors. The training scheme was universally adopted by the Royal Air Force in 1941 and continues to this day.

Alongside this training, Marshall also modified and repaired over 5,000 aircraft, ranging in size and complexity from the Oxfords and Ansons of Flying Training Command to such front-line operational types as the Mosquito, Spitfire, Hurricane, Wellington and B-17. During the Second World War, the workforce was expanded to around 3,000, including many female workers.

Postwar, aerospace engineering work continued to generate new business, civil and military, with with many different types of aircraft passing through the company’s well-equipped hangars and workshops. Most of this work involved repairs, structural modifications and conversions, but also included final assembly of the last production batch of 65 de Haviland Venoms. Many Canberra bombers were modified over the years as were a number of Vickers aircraft, including the Valiant, Viking, Varsity, Valetta and Viscount. Marshall also developed its aircraft design and manufacturing facilities, becoming a natural sub-contractor to all the British aircraft manufacturing companies.

Alongside its sister companies, Marshall Motor Group flourished in the post-war era and steadily grew to include garages in Peterborough in 1946 and Bedford a few years later, as well as a number of operations in smaller towns.

Marshall SV was founded in 1946 under the name of Marshall Motor Bodies Division. Following the Second World War, the reduction in aircraft work led to a diversification into vehicle body building. Aircraft fitters built the first bodies on commercial vehicle chassis which were sold to number of local and national companies including Chivers, Millers and Whitbread.

The early work of Marshall SV included refurbishment of London Transport buses, this led to the company going on to build over 90,000 vehicle bodies and more than 5,000 tactical shelters in over 200 configurations for the Ministry of Defence.

Some very early Marshall SV products included Black Marias for the Metropolitan Police, early state-of-the-art outside television broadcasting vehicles for the BBC, as well as radar vans for Marconi, ambulances for the Scottish Ambulance Service and military ambulances for the British Armed Forces.

During the 1950s and 1960s Marshall SV manufactured a wide range of buses; they took over bus production from Mulliners which led to the delivery of almost 5,000 buses. More recently the company built a number of buses for London Transport and other bus operating companies around the country.

Meanwhile in Marshall Aerospace, a new concrete runway was built in 1953, which was subsequently extended in 1971, and two years later the first of the very large hangars. This new accommodation could handle such aircraft as the Valiant, Britannia, Belfast and VC-10, but also, in more recent years, the Hercules.

In 1957 Marshall SV worked closely with the National Research and Development Corporation and Tom Bacon, the inventor of the fuel cell. The company and Tom Bacon successfully developed a three kilowatt fuel cell powered by hydrogen and oxygen which was demonstrated on an electrical forklift truck. This technology was later developed by Pratt and Witney in the United States and received an accolade from President Nixon when manned flight to the moon was made possible by the use of these fuel cells.

The Vickers Viscount was the first turbo-prop airliner in the world and was introduced into service in 1953, with 244 of these aircraft modified at Marshall in the following two years. Marshall also modified a number of Mk 2 Comets, BEA’s fleet of four engined turboprop Vickers Vanguard aircraft and BOAC’s Britannia fleet.

The skills developed in the Aircraft Design office during the 1960s subsequently enabled Marshall Aerospace to undertake the design and manufacture of the Concorde droop nose and retracting visor in 1967, on behalf of the British Aircraft Corporation.

Marshall SV ‘s diverse manufacturing abilities were particularly well demonstrated in 1963 when they received an order from RAE Farnborough to manufacture expendable sleds to test ejector seats for aircraft. The sleds were of timber construction and powered by rocket motors capable of accelerating to around 500 mph. They ran on a rail system constructed at Pendine Sands and were truly expendable as they all finished up in the sea!

Marshall Aerospace became the UK Designated company for the RAF C-130 K Hercules in 1966 and introduced the aircraft to RAF service. The company became a Sister Design Authority in 1988, and has supported the RAF fleet on a continuous basis since then. This has enabled Marshall Aerospace to win MOD engineering support contracts that have resulted in a continuous through-life association with Lockheed Martin and the C-130K Hercules. This has included complex fuselage-stretch production and major repair, modification and upgrades work for both the RAF and a large number of export customers also operating the aircraft.

1972 saw the launch of Marshall Thermo King, which specialises in the sales and after sales support of advanced, vehicle-mounted, temperature control units. With over 100 fully equipped mobile engineers on call 24 hours-a-day, 365 days-a-year, operating from 10 depots across the UK, Marshall Thermo King offers unrivalled support to transport fleet operations across the country, including those for many of the UK’s largest retailers. Its sister company, Vehicle & Tail lift Repairs (VTR), complements the business offering, specialising in the service and maintenance of commercial vehicle tail lifts.

In 1978 Marshall Aerospace won a contract from the European Space Agency to design and manufacture a space sled for medical research in order to find ways of alleviating the problems of space motion sickness experienced by some astronauts and to provide possible training methods for conditioning the human balancing system. In 1985 the sled flew for 7 days in Challenger from the Kennedy Space Centre and covered 121 orbits of the earth.

The nationalisation and subsequent privatisation of the British motor manufacturing industry during the 60s/70s/80s saw Marshall’s franchise base broaden to include most of the well-known British marques: Austin, Morris, Rover, Jaguar, Triumph, Land Rover, Leyland, Rolls Royce Bentley and Aston Martin.

The air support of the Expeditionary Forces during the Falklands Conflict in 1982 was only made possible because of the installation by Marshall of air-to-air refuelling receiver equipment in RAF Hercules aircraft. This vital modification was designed, manufactured, installed and flight trialled within 14 days, with the first aircraft in operational service within 3 weeks from the initial design request. Following this, the company modified 6 Hercules as tanker aircraft which remained in service until 1995. This hangar also accommodated DC10, MD11 and Boeing 747 aircraft.

The Falklands campaign clearly identified the requirement for a long range strategic tanker for the RAF and, in 1983, Marshall built its largest hangar to accommodate the contract to convert civil TriStars for RAF use as both freighter and tanker aircraft for which Marshall Aerospace became the Sister Design Authority.

The TriStars played a key role in the 1990-1991 Gulf War and Marshall provided substantial support through essential design work for operational modifications together with maintenance and the overnight painting of two TriStars into desert pink camouflage.

The company has also converted a number of passenger TriStar aircraft for use as civil freighters in the United States. Both the Hercules and TriStar remain in front-line RAF service and Marshall continues to provide full engineering support with major modification and upgrade contracts.

From the 1960s to the end of the 1990s Marshall SV worked on a wide range of projects, including the manufacture of a large number of support vehicles for the Armed Forces, including in particular bodies for Bedford Trucks, later bought out by Marshall SV.

The company also built special vehicles for the Queen’s Flight and the RAF’s Support Harrier Force; the first air portable containers for the Rapier Weapon System developed by the British Aircraft Corporation; specially modified vehicles for the Special Air Service (SAS); engineering mock-ups of armoured command vehicles and armoured signal vehicles for the Fighting Vehicles Research and Development Establishment (FVRDE).

The company continued to build ambulances – for the Dutch Army as well as the British Army; developed the construction of a highly modified Land Rover chassis for the Armed Forces, including gunship installations; supplied special vans to Cambridgeshire Constabulary for police dog handlers; and even a racing car transporter for BRM.

Shelters were in great demand and the company received numerous orders from the British Aircraft Corporation and the Army.

Towards the end of the 1990s, building on their earlier reputation, Marshall SV developed and manufactured curtain sided vehicles for Green King and Whitbread. The cargo vehicle building business continued from strength to strength with orders received for several thousand vehicles.

It was also at this time that the concept for the DROPS Flatrack was born, utilising the expertise of both Motor Bodies and the Aircraft Division for the design. Over 10,000 of these unique units were supplied to the MOD and these have subsequently been demonstrated during both Gulf Wars. 

Marshall SV has also been prime contractor for the supply of Mobile Field Hospitals, Power Pack Repair Facilities and Mobile Bakeries.

In 1992 Marshall Aerospace was selected by Orbital Sciences Corporation in the USA to perform the design and conversion of a TriStar to carry Pegasus rockets to launch satellites, with the first satellite successfully launched in 1995.

The rapid expansion of regional aircraft in the 1990s led to Marshall undertaking repair and overhaul work on BAe 146 aircraft for a number of airlines, including Virgin, and The Royal Squadron for use by HM the Queen.

In 1995 Marshall Motor Group pioneered the development of purpose-built multi-franchise operations with the opening of the Marshall Car Centre on Newmarket Road in Cambridge, utilising land already owned by the company.

With a large dedicated used car operation, a 60,000ft² parts warehouse and 8 franchise specific showrooms and workshops, this innovative new concept led the industry.

Following on from the appointment as the Cessna Citation Service Centre for the UK in 1974, Marshall continues to this day to carry out routine servicing and maintenance on a wider range of Cessna executive jets.

Continuing its expansion into the civil market, from 1998 Marshall Aerospace saw over 100 British Airways and a number of Lufthansa 747 aircraft through the hangars at Cambridge, for modifications ranging from crew rest areas, first class enhancements, interior refurbishment and even the painting of the tail fins to remove the then controversial BA logo!

The company holds a wide range of authorisations to work on a range of executive and commercial aircraft from light aircraft to Cessna Citations to Boeing 777s. On the maintenance side, the company’s expertise extends from routine daily maintenance to a full aircraft depot check, and modifications can range from a basic instrument change to a complete avionics upgrade.

With the British Armed Forces’ shift from a Cold War emphasis to Rapid Reaction Expeditionary Force, Marshall SV’s military business has evolved in recent years from Equipment Manufacturer to Systems Integrator. Today, the military business is centred on providing rapidly deployable systems for the UK MoD and military customers worldwide, for use in a wide range of situations and extreme environments as well as for humanitarian operations and by the United Nations.

Since 2000 Marshall SV has developed a number of new and innovative projects. These include a range of modular medical facilities have been developed for the National Health Service and supplied to several hospitals, including a number of operating theatre and clinic units for Addenbrooke’s Hospital. Incident Response Units and Prime Mover vehicle systems have been designed and manufactured for use by the Fire Service and solutions developed for the deployment of counter-measures equipment to satisfy the UK Government’s National Resilience program

Marshall SV has also designed Integrated Ground Stations for the Army’s Stand-off Radar (ASTOR) project and the Battlefield Communications project (Cormorant). The company is currently engaged in the manufacture of Ground Station Shelters for the MoD’s Watchkeeper surveillance UAV (unmanned air vehicle) programme and is involved in the manufacture of ground-launched low cost surveillance UAVs.

100 years on from the humble beginnings of the Marshall Group, Marshall Executive Chauffeur is still in business, operating a fleet of long wheelbased Jaguars, and offering a reliable and confidential service for stress free door to door travel, with experienced, uniformed chauffeurs and an expert knowledge of London, for both business and personal travel.

The Cambridge Aero Club is one of the longest established flight training schools in the world and has been training pilots for more than sixty years. The Aero Club operate a fleet of five Cessna 172SPs, an Extra 200, and a Piper PA23 Aztec, and can provide courses in JAR PPL, NPPL, IMC, Night, Tailwheel, Advanced, and Formation flying.

Marshall Executive Aviation offers private aircraft charter using Cessna Citation Bravos, a Citation XLS and a Bombardier Challenger 300. Private aircraft charter gives the ultimate flexibility and control, together with significant time savings, enhanced levels of security and strict confidentiality.

Marshall Motor Group is a Top 10 dealer group and the second largest privately owned dealer group in the UK and operates on the principle of delivering a flexible and personal service to all of its customers, just as David Marshall did when he started out in 1909.

In 2006, 60 years on from its beginnings, history repeated itself as Marshall SV, through its Vehicle Engineering subsidiary, began work on a project to supply the MoD with 7,000 Support Vehicles, based on a MAN chassis, to replace the Army’s existing fleet with a lighter and stronger truck which will last long into the future.

In 2005, Airbus Military awarded Marshall Aerospace a contract to carry out risk reduction flight trials for the Europrop International TP400-D6 Turboprop engine, to be fitted to the Airbus A400M Military Transporter. As part of the project, an instrumented engine and propeller was fitted to a modified C-130 aircraft, and the modified aircraft was flown for approximately 100 hours to examine in-flight characteristics.

Taking Marshall Aerospace into the 21st Century, was the MOD announcement, on May 31, 2006, of the placing of a £1.52 billion prime contract with Marshall Aerospace, to provide long-term in-depth Hercules maintenance and support at Cambridge and the main RAF operating base, within a partnership with Lockheed Martin and Rolls-Royce.

2009 saw the centenary of the Marshall Group of Companies, as well as the 80th anniversary of Marshall’s association with aviation.

MCV Bus and Coach

MCV

Type	Private (?)
Predecessor(s)	Marshall Bus
Founded	2002
Headquarters	Ely, England
Products	Bus bodies
Parent	Manufacturing Commercial Vehicles (MCV)
Website	www.mcv-eg.com

MCV Evolution owned byCountryliner, at the 2007 Cobham bus rally

Offside view of an Evolution

MCV Bus and Coach is a British manufacturer of bus bodies founded in late 2002 after buying the assets of defunct bus builder Marshall Bus who closed down in the summer of that year. It is a subsidiary of the Egyptian Manufacturing Commercial Vehicles.

History

MCV started production with a batch of 5 Dennis Darts for Warrington Borough Transport and were built to the Capital design. However at this time TransBus (who produced the Dart and other Dennis products) didn’t want any other bodybuilders for the chassis as they were to sell them as complete TransBus products (i.e. Darts with Pointer bodies etc.), so these remained a one off. MCV looked at a few other chassis to body before deciding they would body on the MAN 14.220, the bodywork for this was based on the Capital design, but with a new front end, and being adapted to work with this heavy duty chassis, it was renamed the Stirling and was launched in 2003. It was later added to the shorter 12.220.

Products

• MCV Capital (2003)
• MCV Stirling (2003-2005)
• MCV Evolution (2005-)
• MCV Ego (2006)
• MCV DD103 (2011-)

References

1. Jump up^ Busride Magazine Volume 2008, Issue 3 “Letter From Europe”

Marshall Bus

A typical Marshall product, a Capital-bodied Dennis Dart SLF, with the later Marshall Capital 2 body, operated by Halton Transport

Marshall Bus was a British bus manufacturer between 1992 and 2002. The company’s most popular product was the Marshall Capital, which was a single-decker bus body built between 1997 and 2003. It was typically built on the Dennis Dart SLF chassis, but was also used for other chassis types and to re-body older chassis.

In 2002, Marshall went into administration and shortly after closed. Thereafter, MCV Bus and Coach bought the design rights for the Capital body and they continued production for a short while before its successor MCV Stirling was introduced. All proceeds from the sale went to the heir of the initial designer, Andrea Marshall.

Picture gallery

• 

  Another example of a Capital, showing the nearside view.

• 

  Another type of Marshall bus, this one an example on a high-floor Dennis Dart chassis.

• 

  A 1998 Marshall Capital bodied Dennis Dart SLF with Nu-Venture